Chevron Shipping Company LLC

Marine Assurance

Part 1 – Executive Summary

Date Reason for Visit
Vessel Operator
Port Terminal
Operation Cargo
Master Chief Engineer
Chief Officer 1st Engineer

Executive Summary

Vessel Acceptability for TC

In the opinion of the inspector, is the vessel acceptable for TC activity?

Yes
NO
ND

If the vessel is not acceptable for TC activity in the opinion of the inspector (or it cannot be determined
(ND) because a response to an observation(s) is required from the operator prior to determining TC
acceptability), state reason(s) why. Identify any observations that require follow-up and provide a due
date.

Part 2 – Verification of Operator’s Safety Management System (TMSA)

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Marine Assurance

Master’s Office
9A.2.1 Is intervention to prevent unsafe acts
and unsafe conditions from occurring
actively encouraged?

CE: A Stop Work Policy is in existence.

*1A.1.4 Does the crew have sufficient access to
the SMS?
9.2.5 Does the SMS require that a visiting
contractor/technician is familiarized with
the sections of the company SMS,
including risk assessments, appropriate
to his work onboard and are records
available to demonstrate this?

CE: A procedure is developed requiring

a documented familiarization process for
all visiting contractors.
1A.1.2 Does the Master's review of the SMS
systematically cover all elements of the
SMS and has the Company responded
appropriately to the last review
submitted?
9A.1.4 Are work planning meetings being
conducted according to SMS
requirements? Are appropriate PPE
requirements established?

CE: A documented record of daily work

meetings as per KPIs is required to be
maintained onboard the vessel.
9A.1.1 Who is the safety officer? Has he
undergone training? Are his job duties
9A.1.2 defined in the SMS?
9A.1.1 Are routine safety inspections being
conducted by the safety officer and does
the form in use or records maintained
indicate that all areas normally
accessible have been systematically
evaluated?
9A.1.3 Is there evidence that safety meetings
are held, minutes submitted to the
company, reviewed by an appropriate
individual and a response /
acknowledgement provided to the
vessel?
9.3.2 Is there any evidence on board to show
that the Company has developed safety
campaigns?
Has the vessel been involved in a
serious navigational, personnel injury or
pollution incident?
8.2.5 Are near misses, incident investigation
reports and best practices from other
fleet vessels shared? Is there a process
for notifying the fleet rapidly of any
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Marine Assurance

urgent safety related information?

8.2.4

8.3.1

8.1.3
8.2.4 How many near miss and incident
reports have been submitted by the
vessel in the last twelve months? Have
they been acknowledged by the
Company and have they all been
appropriately investigated according to
the SMS?

1.4.1 Has the Company shared the fleet KPI's

and associated results?

*3A.1.4 If alcohol is permitted onboard how is its

sale and consumption controlled and
documented?
*3A.1.4 Does the Master have an operational
breathalyzer onboard and is it calibrated
in accordance with manufacturer's
instructions?
3A.1.4 Are alcohol tests being conducted in
accordance with the SMS: random,
periodic & where an operational incident
has taken place, for cause?
3A.1.4 When was the last D&A test conducted
by a 3rd party company?
3.1.3
Does the training matrix show mandatory
training for all vessel personnel and are
records maintained?

9A.2.2 Do the training matrices include risk

assessment/hazard identification and
incident investigation training appropriate
to each rank and is there evidence
onboard that the training has been
completed as required?
Have the Master and all deck officers
undergone generic and vessel type
specific ECDIS training?
*5.4.3 Have the Master and all deck officers
attended BTM training within the last five
*5.4.4 years and did this training include a
simulator element?
*5.3.2 What was the date of the last ship
handling training attended by the Master
and was it simulator or model based?
*11.2.3 Has guidance been provided to vessel
Masters on dealing with media in case of
an incident?
13.2.2 When was the last security training
conducted on board and does it cover
the scope of company’s activities?
11.2.2 Are drills records, including oils spill
clean-up, collated and maintained to
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Marine Assurance

include participation details, critique, drill

scenario, communication records and
other supporting documentation?
*3.1.4 Is a formal familiarization procedure in
place for vessel personnel including
contractors?
What are the typical officer and crew
assignments and have any officers or
crew currently onboard significantly
exceeded these?
Does the Master, C/O, C/E or 2E rotate
back to the vessel?
3A.1.3 Is there an effective system to record
work and rest hours which calculates
compliance with the regulations and is
there evidence that the Company is
monitoring compliance?
*3.2.1 Is there a process for all staff to receive
an appraisal which identifies training
needs and is there an opportunity for a
crewmember to add comments and sign
for acceptance or otherwise?
12A.3.1 Have all non-conformities and
observations arising from the last
internal ISM/ISPS audit been addressed
with appropriate corrective and
preventative actions with realistic due
dates assigned/complied with? When
was the last internal ISM audit?
4.2.3 When was the last Marine
Superintendent and Technical
12.1.2 Superintendent inspection? Has the
vessel had two inspections each year
and have all defects been recorded and
closed out?
CE: (Time charter requirement)

A procedure is in place to ensure a

vessel is inspected by an appropriately
qualified superintendent at least once in
any 12-month period under a sailing
condition to confirm adherence to
company maintenance standards.

Follow up inspection Is the Master in possession of the latest

TC manual (ProChart #2125)? Does the
Master have any questions with any of
the content?
Follow up inspection Does the Master have the latest Marine
Assurance clearances for the current /
next voyages?
Follow up inspection Does the Master have any issues or
concerns with receiving timely and clear
voyage orders? Does the Master seem
to have a good working relationship with
the voyage manager?
Follow up inspection Is the Master aware of incident reporting
instructions contained in the voyage
orders and has the CEIC number been
added to the vessel emergency
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Marine Assurance

notification list?
Follow up inspection Let the Master know that we are
supportive of his actions and do not
expect the Master to take short cuts.
Explain our Tenets of Operation and
Stop Work Authority culture.
Follow up inspection Spot check observations from the
previous TC inspection/most recent
SIRE to confirm corrective actions have
been implemented.

Navigation Bridge
Is any navigational equipment non-operational
and if so has the Company/ Flag been notified
5.1.4 as required by the SMS.
Is a comprehensive passage plan available for
the previous voyage and was it signed by the
Master and all navigating officers?

CE: Procedures ensure any navigation

related instructions in the charterer’s voyage
orders are reviewed and documented in the
vessel’s passage plan.
5.1.2
Have checklists for pre-arrival, pre-departure,
watch handover, Master – Pilot Exchange and
5.1.2 Pilot Card been completed?
Review the SMS guidance on UKC. If a
computer program is used to calculate the
UKC has it been approved by the Company or
5.1.2 identified in the SMS?
What is the primary means of navigation and if
paper based are procedures in place for
ECDIS implementation with detailed
*5.1.2 procedures available for ECDIS use?
Review charts used on the last ocean
passage. Is position fixing frequencies
adequate enough to ensure that the vessel
would not run into danger between fixes?
(Manual position fixes should be applied to
ECDIS and evidence should be available that
this has been conducted throughout the
5.1.2 voyage.)
5.1.2 Are chart corrections up to date?
5.2.2
Has the vessel completed navigation
verification assessment within the last 12
months and corrective actions verified and
closed out in a defined time period?

CE: Chevron expectation is that the person

conducting the assessment will have held
a master mariners’ license and will have
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Marine Assurance

sailed as a senior deck officer.

Has the company arranged for the automatic

supply of chart corrections, new editions and
publications including ENC's and digital
*5.3.1 publications?
Are ECDIS procedures detailed in regards to
passage planning, chart management,
familiarization, contingency plans, position
5.1.2 fixing and layering requirements?
Are Master’s standing and night orders
complete? Has a minimum CPA been
5.1.3 defined?
Are entries in the deck log and bell book
5.1.3 complete?
What are bridge manning requirements? Is a
lookout maintained at all times? Do operator’s
procedures contain guidance relating to
circumstances when the officer of the watch
5.1.3 may be the sole lookout?

Have each Master completed a navigational

audit within the last 12 months?
5.2.1
Has an underway navigational audit been
conducted in the last 24 months, and if so, are
corrective actions assigned, verified and
closed out within specified time period?

CE: (Time charter requirement)

The person conducting the assessment is a
5.3.3 master mariner with senior officer experience.

Chief Engineer’s Office

*4.1.1 Does the vessel have a computerized PMS, if

so what system is it and is it class approved?

*4.1.1 Does the PMS include a spare parts

inventory or, if not, how is the inventory of
spare parts maintained?
4.1.4 How many overdue jobs does the PMS
show?
Are critical equipment/systems identified in
the SMS? Is critical equipment highlighted in
*4A.1.1 the PMS?
4A.1.3 If any critical equipment was, or had recently
been, non-operational had the Company
4A.2.1 been notified in accordance with the SMS
and did the maintenance plan include a risk
assessment with required management
approval?
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Marine Assurance

4A.1.2 Are there overdue jobs for any critical

equipment and if so were there
communications with the company in
alignment with the SMS to develop a plan to
complete the maintenance?
9.2.2 Where non-routine tasks have been
conducted, such as greasing a crane wire
biannually, have risk assessments been
prepared which identified the need for
permits or notifying the office?
9.1.4 If hot work has been completed outside the
engine room workshop has approval from the
Company in accordance with the SMS, and
guided by ISGOTT, been requested and
complied with?
10.1.3 Is the OWS fully operational with records to
demonstrate that it has been tested as
required by the SMS and if it has been out of
service in the last twelve months has an entry
been made in the ORB Pt I & the
Company/Flag notified?
What is the hourly throughput rate of the
OWS as documented in the IOPP
Certificate? Is this in line with actual disposal
quantities and times in the machinery space
oil record book?
6.1.1 Are bunker transfer procedures, plans and
orders adequate and in line with SMS
requirements? Are initial, bulk and topping off
rates indicated? Have bunker tanks been
tested for H2S during the transfer?
10.1.3 During the last overhaul of the auxiliary
engines, was the disposal of AE lube oil
properly documented in the machinery space
oil record book?
Have EX ‘d’ rated electrical motors on deck
including mooring winches, cranes, deep well
pumps and gangways been tested for
electrical insulation and are records
4.1.1 maintained?
Is there evidence of analysis of machinery
oils? (hydraulic, steering gear, A/E’s, stern
tube, etc.) What are the requirements for this
4.1.1 in the SMS?

Cargo Control Room

6.1.2 Is all cargo related equipment in working
order and if not has the Company been
notified as per the SMS instructions?
6.2.1 Is a comprehensive cargo and ballast
transfer plan available and has it been signed
6.2.2 by the Master and all deck officers?
6.2.3
CE: Ballast procedures will address
precautions to prevent hydraulic shock (water
hammer) in the ballast pipeline. Procedures
for ballasting cargo tanks and shore line
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Marine Assurance

flushing will include the requirement for

authorization from shore management.

CE: Procedures ensure any instructions

related to cargo, ballast or bunker operations
in the charterer’s voyage orders are reviewed
and documented in the vessel’s port and
cargo operations plans.

6.2.2 Has the Declaration of Inspection and/or the

Ship Shore Safety Check list been completed
with all agreements and repetitive checks
documented?
6.1.2 Is documented evidence available to show
that cargo pump emergency shut downs
have been tested as well as high pressure, hi
level, over speed & high temperature
alarms?
*6.2.2 Are the maximum bulk and individual tank
loading and venting rates posted in the
CCR?
6.2.2 Are cargo tanks outfitted with pressure
sensors and are high and low pressure
alarms correctly set? Is the C/O familiar with
the settings and how to change the settings if
required?
6.1.2 Are regular tests of the accuracy of the load
computer as described in the SMS being
undertaken?
6.2.2 Are records available to verify the accuracy
of the remote gauging system and are they in
alignment with the SMS requirements?
6.1.2 How many MMC tapes is the vessel outfitted
with and are they being serviced in
accordance with manufacturer's and SMS
guidance?
10.1.3 If the vessel is required to be fitted with an
ODME is it fully operational with records to
demonstrate that it has been tested as
required by the SMS? If it has been out of
service in the last twelve months has an
entry been made in the ORB pt. II & the
Company/Flag notified?
10.1.1 Are cargo and machinery space oil record
books and garbage record books properly
maintained?
6.2.3 Are records being maintained for ballast
water exchanges or ballast treatment in
accordance with the Ballast Water
Management Plan?
6.1.2 Are portable gas, oxygen and toxic gas
detection analyzers appropriate for the
cargoes being carried, are they in good
order, is there a record of regular testing and
calibration and is the C/O familiar with this
equipment?
9.1.4 If the vessel is fitted with a pump room is an
enclosed space entry permit issued for
entry? If not, are entry procedures in
alignment with the SMS?
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Marine Assurance

6.1.2 Are there records available for the testing of

the cargo pump room gas monitoring system
and is the Chief Officer aware of the required
set points for the alarms? Is this in alignment
with SMS guidance?
6.1.2 If the vessel is not fitted with a remote gas
analyzing system for ballast tanks and void
spaces how often are these spaces tested for
the presence of hydrocarbon gases?
6.2.2 Note the relief values for the PV valves, mast
riser PV valve and water breaker along with
the set points for the cargo tank pressure
alarms. Is the Chief Officer familiar with the
set point adjustment procedure for the
pressure alarms and SMS guidance on the
set points?
10.1.3 Has the vessel logged cargo venting activity
as required by the VOC management plan?

4.1.1 Are cargo and bunker pipelines pressure

tested annually and if so what is the rated
working pressure of the pipelines tested &
the respective test pressures?
What medium did they use to pressure test
the lines?
Was a risk assessment completed?
6.2.1 If the vessel is outfitted with a cargo tank
heating system, when was it last pressure
tested and were the tests in accordance with
the SMS/PMS guidance including the use of
a risk assessment?
4.2.2 What is the operator’s guidance in the SMS
on the frequency of cargo and ballast tank
inspections and is this guidance being
followed with detailed inspection reports
using a company specific format? During the
last tank inspections, have tank entry permits
and risk assessments been conducted in
accordance with the operator's SMS
guidance?
* Does the configuration of the vessel include
double bottom ballast tanks? If so is it
possible to check for contamination?
6A.1.2 When were the last winch brake tests
conducted and were they in accordance with
OCIMF Mooring Equipment Guidelines? Was
a risk assessment used which took into
account weather conditions and personal
safety?
6A.2.4 Are there records for the inspection and
maintenance of mooring ropes, wires and
equipment?
6A.2.4 Can certificates be traced back to individual
mooring ropes and are loose ropes tagged?

6A.3.1 Are risk assessments available to ensure that

mooring operations are conducted safely at
6A.1.4 all types of berths?
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Marine Assurance

CE: SMS specifies that each mooring station

is supervised by an officer. Where there are
insufficient officers onboard to cover the
mooring station and bridge team
requirements, the company has specified its
expectations with regards to supervision by
appropriately qualified & trained personnel.

CE: Generic risk assessment developed for

tug operations.

Part 3 – TMSA Audit Review Spot Check

Element Audit Operator’s Response TC Inspection Remarks
Observation

Part 4 – Physical Inspection

Accommodation
Are the following spaces in good order?
- Bridge
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Marine Assurance

- Cargo control room

- Foam room
- Hydraulic room
- Galley and storerooms
- Officer/Crew lounges
- Hospital
- Smoking room
- Passageways
- Fan rooms
- Paint locker
- CO2 room
- EDG room
- Other

Main Deck
Was gangway access satisfactory?
Were you signed in and issued a visitor badge?
Was the gangway notice posted?
Was PPE available at the gangway for visitors?
Were personnel onboard wearing appropriate PPE?
Lifesaving appliances marked with IMO symbols?
Is LSE/FFE on station and in good apparent working order?
Fire control plan and international shore connection available?
Pressure gauges on both the shore side and offshore
manifold?
Fire extinguisher at the manifold, fire hose led out and foam
monitors directed at the manifold?
Spill equipment / gear set out in the vicinity of the manifold?
Scuppers effectively plugged?
Are Wilden pumps or dump valves located in the aft corners of
the main deck?
Vents clearly marked to indicate the spaces they serve?
LB & LR in good order? Instructions clearly displayed?
Winch brake linings, drums and pins appear in good order?
Brake rendering point clearly marked and winch brake
properly set? Mooring lines in good condition?
Trash cans of noncombustible material?
How are snap-back zones identified (painted on deck,
signage, diagram)? Deck working areas clearly identified with
non-slip surfaces?
Are safety clips on crane hooks working properly?
O2 and acetylene storage locker – free of combustible
materials, full and empty bottles segregated, flash back
arrestors installed, system disconnected with no pressure on
the lines?
If the cargo contains high H2S, are personnel in the vicinity of
the manifold and personnel sampling/gauging tanks wearing
H2S monitors?
Is the lead for the pick-up line for the BCS acceptable?
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Marine Assurance

Pump Room
If only one extraction fan is installed arrangements must be
provided to ensure extraction in case of failure. Are these
arrangements identified?
Were proper entry procedures followed?
Are fire and flooding dampers clearly marked?
Is an EEBD on station?
Are the overboard valves blanked?
Are the bilges free of combustible material and clean?
Is the level of lighting adequate?
Is moving machinery provided with effective guards?

Engine Room
Are work shop and storage spaces neat and tidy?
Are emergency escape routes clearly marked and
unobstructed?
Is LSE/FFE on station and in good apparent working order?
Are gauge glass closing devices on oil tanks of the self-
closing, fail-safe type and not inhibited?
Is the level of lighting adequate?
Are self-closing sounding devices to double bottom tanks in
good order and closed?
Are emergency bilge pumping arrangements ready for
immediate use and the emergency bilge suction clearly
identified?
Are seawater pumps, sea chests and associated pipe work in
good order and free of hard rust and temporary repairs,
particularly outboard of the ship’s side valve?
Are main switchboards, alternators and other electrical
equipment satisfactorily protected from water spray?
Are bilges free of oil, rubbish and sediment?
Are notices posted at the OWS overboard valve? Is the
overboard chain locked?
Are purifier rooms and fuel and lubricating oil handling areas
ventilated and clean?
Is loose gear properly secured?
Is the hyper mist system in automatic mode and the supply
valve in the open position?
Is the steering gear room in good order?

Part 5 – Deck, Hull and Pipeline Condition Assessment

The following deck, hull and pipeline condition assessment scale is to be utilized to assess the deck, hull
and pipeline condition:
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Marine Assurance

Mark as appropriate. Any areas marked as 2 or 3 as per guidance notes to be commented on and discussed with
vessel Master.
Outward Appearance of the Vessel 3 2 1 0 Remarks
Hull
Accommodation block
Engine casing and funnel
Deck
Pipelines/brackets/U-bends/supports
Tank hatches

Part 6 – Gas Ship Supplement

This appendix must be completed each time a time charter inspection is carried out onboard a LPG
Tanker.

Is information on cargo loading limitations available?

a Are legible and up to date pipeline and/or mimic diagrams
of the cargo, inert gas and venting systems as applicable,
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Marine Assurance

available in the cargo control area?

Is the vessel free of inherent intact stability problems?
If cargo tanks are fitted with centre line bulkhead valves,
b these should normally be kept closed and only used for
levelling. No more than 50% of the valves should be open
at any one time.

Are cargo and/or ballast tanks free of sloshing or weight

c
restrictions?

Are all officers’ familiar with the carriage requirements for

d
the cargoes on board?

If refrigerated cargoes are carried, is a means of hydrate

e control provided and is a supply of freezing depressant
maintained on-board?

Are sample lines provided for both liquid and vapour and
f
are they valved and capped?

g Is an emergency discharge method available?

Are the cargo tank high level alarms independent of the

gauging system and in the case of IGC vessels, also
h
independent of the high level shut-down (overflow control)
system?
If the high level and/or shut-down systems can be
overridden by a key switch, is there a written procedure
i
detailing under what circumstances and by whom the
system may be overridden?

Are the bulkhead seals between the compressor room and

j
the motor room gas tight and well lubricated?

Is the Compressor room / Motor room ventilation system

k
maintaining negative / positive pressure respectively?

l ESD Cause & Effect Chart available

Cargo tanks relief valves correctly set (M.A.R.V.S) & Are

m there adequate procedures for the changing of the relief
valve set pressure?
If the cargo tank safety relief valve settings can be altered,
are the appropriate settings being used for the cargo
n
carried and are the current settings prominently displayed
in the cargo control position and at the valves?

Is the oxygen and hydrocarbon content of the interbarrier

o
spaces regularly monitored and the results recorded?

Are fire extinguishing systems on the vent masts, where

p
fitted, in good order and operational?

Are fusible plugs fitted on the liquid domes and in the

q
vicinity of the manifolds and are they in good order?
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Marine Assurance

Are decontamination showers and an eye-wash, where

required, provided in suitably marked locations?
r
The showers and eyewash should be operable in all
ambient conditions.