Interactive Decision Trees

Have you generated or do you need to dispose of sludge?

• Yes, I have sludge to dispose of

  Where is it being disposed of?

  • Port reception facility
    Correct procedure: contact the reception facility, obtain the Waste Delivery Receipt, record the operation in the Oil Record Book under code C with quantity and destination. Keep the receipt together with the ORB. Go to the Sludge Management topic →
  • Incinerated on board
    Check first: the ship must not be in port or in an estuary. Record the operation (type, quantity, time) and then the resulting ash in the Garbage Record Book under its own dedicated category. Go to the Incinerator Operations topic →
  • Transferred to another onboard tank (internal use)
    Recording required: even an internal transfer must be recorded in the Oil Record Book, code C, with the origin and destination tanks and quantity. Do not leave it out of the monthly sludge balance. Go to the Sludge Management topic →
• No, no sludge to dispose of right now
  No disposal record needed. Still verify that the estimated daily production from the purifiers is consistent with the sludge tank level, to keep the monthly balance correct. Go to the Sludge Management topic →

Have you observed an unusual event on board or ashore?

• Something happened that caused damage or an injury
  Event with consequences: first secure people, ship and environment, then classify and report the event under the Company SMS. Recipients, urgency and external notifications depend on the applicable procedure, not a universal rule. Go to the DPA topic →
• Something serious could have happened, but did not (a near-miss)
  Possible near miss: describe facts without assigning blame and apply the definition, channel and classification criteria in the SMS; the outcome is not automatically a Non-Conformity. Go to the Near Miss topic →
• I found that an SMS procedure was not followed
  Possible Non-Conformity: record it and apply the criteria and categories defined by the Company SMS; then analyse the cause, plan the required action and verify effectiveness. Go to the Non-Conformity topic →

Did you receive a deficiency during a PSC inspection?

• Yes, it must be rectified before departure or within an assigned deadline
  Correct procedure: record the deficiency with its code and deadline, immediately start whatever corrective action is possible on board, document the rectification with verifiable evidence, and link the event to the SMS NC/CAPA system for root-cause analysis. Go to the Managing Deficiencies topic →
• Yes, and a detention was imposed

  Are you considering filing an appeal?

  • Yes, the outcome seems unjustified to us
    Note: the appeal must be addressed to the maritime authority of the port State that issued the detention, not to the individual PSCO. Submitting an appeal does not by itself suspend the detention. The competent authority may confirm, amend or withdraw its decision; until formal notice is received, follow the imposed conditions and coordinate rectification and review with the authority. Go to the Appeal against a Detention topic →
  • No, we are proceeding directly with the rectification
    Priority to rectification: correct the deficiencies that caused the detention, request verification from the PSCO or competent surveyor, and still link the event to the NC/CAPA system to prevent recurrence. Go to the Detention and Banning topic →
• The deficiency concerns a missing or expired International Ship Security Certificate (ISSC) or Interim ISSC
  Clear grounds for a detailed security inspection. Appendix 20 of the revised 2025 PSC procedures (Res. A.1206(34)) — Guidelines for port State control officers on security aspects — tells the PSCO when clear grounds arise on security matters, among them the absence of a valid International Ship Security Certificate (ISSC) or Interim ISSC, and requires him to inform the Duly Authorized Officer. The power to impose control measures, however, does not originate there: it originates in SOLAS regulation XI-2/9.1.2, under which, where no valid Certificate is produced or clear grounds exist, “the officers duly authorized by the Contracting Government shall impose any one or more control measures”, proportionate and in the light of part B of the ISPS Code. The measures are listed in XI-2/9.1.3: inspection, delaying, detention, restriction of operations, expulsion from port. The PSCO may himself be qualified as a DAO, in which case the two functions coincide in the same person. Coordinate immediately with the Flag Administration/RO. Go to the Flag State-PSC Coordination topic →

Does your route cross an Emission Control Area (ECA/SECA) boundary?

• Yes, I am about to enter an ECA/SECA area
  Start the changeover early: plan the switch to 0.10% sulfur m/m fuel (or activate the equivalent scrubber) considering the fuel's residence time in the lines, so the changeover is completed BEFORE the boundary, not at the moment of crossing. Record the date, time, position and quantity in the engine log. Go to the Fuel Oil Changeover topic →
• Yes, I am about to leave an ECA/SECA area
  Changeover on exit: similarly record the switch to standard sulfur-content fuel (0.50% m/m global), checking that there are no additional local requirements. Remember that as of 1 May 2025 the entire Mediterranean Sea is a SECA. Go to the Fuel Oil Changeover topic →
• No, I am not crossing any ECA/SECA boundary right now
  No changeover needed at this time: still verify compliance with the 0.50% sulfur m/m global limit, and keep in mind that new ECAs have entered into force since 2026 (Canadian Arctic, Norwegian Sea): always check your planned route against the updated list of areas. Go to the MARPOL Annex VI topic →

What is your ship's situation regarding alternative fuels?

• Already in service with a dual-fuel engine

  Which alternative fuel does it use?

  • Methanol
    Watch the specific risk profile: methanol poses a primary flammability risk, with a flame that is nearly invisible in daylight — verify that the crew is trained on dedicated flame detection and on managing critical spares for a still-young engine technology. Go to the Methanol Engines topic →
  • Ammonia
    Watch the specific risk profile: ammonia presents significant toxicity and flammability hazards. Verify containment, leak detection, ventilation, fire protection, PPE and training against the Interim Guidelines approved by MSC 109 (December 2024) and issued as MSC.1/Circ.1687. Go to the Ammonia Engines topic →
  • LNG (liquefied natural gas)
    Boil-off gas management: verify constant monitoring of tank pressure/temperature and correct boil-off management (approved containment, pressure-control, reliquefaction or use systems; venting and emergency relief only in the cases and manner provided by the approved design), in addition to specialized training on cryogenic risks. Go to the Liquefied Gases and IGC Code topic →
• Under evaluation for a new order or a retrofit
  Assess operational readiness before the technology choice: bunkering availability on planned routes, required crew training, and the impact on the commercial GHG Rating, not just the technical comparison between engines. Go to the Alternative Fuels and Operational Readiness topic →
• No alternative fuel currently planned
  No immediate action required, but monitor the evolution of the IMO Net-Zero Framework (negotiations remain in progress: MEPC 85 is scheduled for 30 November-3 December 2026 and the second extraordinary session is expected to resume on 4 December, subject to MEPC 85 confirmation) and its economic impact on the traditional fuel mix, so as not to be caught unprepared. Go to the IMO Net-Zero Framework topic →

Do you have an ongoing emergency involving dangerous goods on board?

• Yes, a fire or incipient fire involves the cargo

  Do you know the IMDG class and UN number of the substance involved?

  • Yes, the class and UN number are known
    Consult the corresponding EmS schedule immediately (Emergency Schedule, Fire/Spillage format) in the onboard EmS Guide for the specific procedures for that substance, and the MFAG (Medical First Aid Guide) if personnel have been exposed. Do not apply generic firefighting procedures if the substance requires a specific extinguishing agent. Go to the EmS Guide and MFAG topic →
  • No, the class is not immediately clear
    First priority: identify the cargo via the Dangerous Goods Manifest and the stowage plan, which must always be accessible and up to date. Without the correct IMDG class you risk using a contraindicated extinguishing agent (e.g. water on a substance that reacts violently with water). Go to the Dangerous Goods Manifest topic →
• Yes, a spill or leak without fire
  Consult the Spillage section of the EmS schedule specific to the substance, which indicates the required PPE, containment methods and whether evacuation of the area is necessary. Report the event per applicable SOLAS/MARPOL procedures if there is a risk of discharge into the sea or crew exposure. Go to the EmS Guide and MFAG topic →
• This is not an active emergency, I am planning the response
  Good practice: verify that the EmS Guide and MFAG on board are the updated edition (2024 IMDG Supplement, consistent with Amendment 42-24), and that the crew is familiar with the schedule structure before a real emergency makes it necessary. Go to the EmS Guide and MFAG topic →

An emergency has occurred on board: what type is it?

• Fire or incipient fire

  What type of space is the fire in?

  • Machinery space of category A
    Activate the fixed CO2 system: make sure the space has been evacuated and a headcount taken before release, since CO2 is lethal in an enclosed environment. Follow the pre-release audible alarm sequence set out in the onboard procedure. Go to the Fixed Firefighting Systems: CO2 and Water Mist topic →
  • Ro-Ro or vehicle space
    Apply the approved fire plan and system for that space, after evacuation and head count under the onboard procedure; do not automatically select water mist or another fixed medium. Address vehicle-specific propagation and hazards within the approved plan. Go to the Ro-Ro and Vehicle Spaces topic →
• Need to abandon ship
  Follow the Abandon Ship procedure: general alarm, muster station, don an Immersion Suit if conditions require it, orderly embarkation onto the lifeboats per the muster list. Go to the Musters and Abandon Ship Drill topic →
• Security threat (intrusion, security alarm)
  Activate the Ship Security Plan: raise the security level per the ISPS procedure, inform the Company Security Officer and coordinate with the relevant port authorities. Go to the Ship Security Plan and the ISPS Code topic →

You need to handle a situation involving passengers: what type is it?

• Embarkation just completed, before departure
  Run the muster before departure: the muster of embarked passengers must be conducted before departure, no longer within 24 hours, to ensure familiarity with emergency procedures from the very first moment on board. Go to the Passenger Musters at Embarkation topic →
• Several cases of gastrointestinal illness within a few hours
  Activate the outbreak protocol: isolate suspected cases, reinforce hygiene measures in common areas, and notify per applicable health procedures — a cluster of cases in a short time frame requires a different response than a single isolated case. Go to the Managing a Gastrointestinal Outbreak topic →
• Emergency underway: passengers need to be mustered

  Do you need to verify that all passengers have been counted?

  • Yes, a final headcount at the assembly stations is needed
    Apply an accurate roll-call: the headcount at assembly stations must be reliable and verified, not merely declared — use the onboard passenger accounting system cross-checked against cabin lists. Go to the Passenger Accounting topic →
  • No, the flow toward the assembly stations needs managing first
    Actively manage the flow: staff positioned at critical points, clear and repeated instructions, priority attention to persons with reduced mobility along the route. Go to the Crowd Management topic →

You need to manage a cargo operation or an access to a ship space: what is the situation?

• I need to authorize entry into a potentially enclosed space
  Do not proceed without assessment, permit and atmosphere testing: the definition cumulatively requires limited openings, inadequate ventilation and a space not designed for continuous occupancy. If classification remains doubtful, take the prudent approach and apply the enclosed-space procedure. Go to the Enclosed Space Entry topic →
• I need to determine the quantity of cargo loaded/discharged
  Carry out an accurate draft survey: draft readings at bow/stern/midships, corrections for trim and hog/sag, water density and agreed deductions — a systematic error here generates direct commercial disputes. Go to the Draft Survey topic →
• I need to plan the loading/discharging before operations
  Check the plan against the stress limits: the loading/discharging plan must respect structural limits (shear force, bending moment) and must be approved before operations start, not adjusted while under way. Go to the Loading/Discharging Plan topic →

You have found an anomaly in the electronic navigation equipment: what type is it?

• GNSS signal lost, unstable or suspicious (jamming/spoofing)
  Switch immediately to backup navigation: verify the position using independent methods (radar, visual, celestial if available) and do not trust a GNSS position that jumps or is inconsistent with dead reckoning. Report the event per applicable safety procedures. Go to the Electronic Navigation and GNSS Resilience topic →
• The ECDIS position does not match visual/radar references
  Suspect a datum shift: check the datum of the electronic chart in use against the reference datum (typically WGS84) before manually correcting the position — an uncorrected datum error can introduce a dangerous systematic offset in restricted waters. Go to the Datum Shift and Chart Reference in ECDIS topic →
• BNWAS does not trigger the expected alert or gives false alarms
  Do not disable the system as a solution: check the alert timing configuration and the functionality of the presence sensors on the bridge, and report the malfunction for maintenance — BNWAS remains an active safety requirement regardless of the officer of the watch's workload. Go to the BNWAS and Anti-Collision Alert Systems topic →

A critical problem has occurred in the engine room: what type is it?

• Total or partial blackout
  Follow the priority restoration sequence: emergency generator, restoration of essential loads (steering, propulsion, safety) in priority order, and detailed recording of cause and timing for post-event analysis. Go to the Blackout and Failure Management topic →
• Critical spare not available for an urgent repair
  First check the alternatives provided for by the PMS: an equivalent spare from another approved supplier, a loan from a sister ship in port, or a documented temporary waiver — do not improvise a solution that is not tracked in the maintenance system. Go to the Critical Spare Parts Management topic →
• Anomalous behavior in the automation systems (suspected intrusion)
  Isolate before investigating: if you suspect a cyber compromise of the automation systems, segment the affected network and switch to local manual control where possible, before analyzing the cause — do not wait for confirmation to avoid the issue spreading. Go to the Cyber Risk Management topic →

During the dry dock survey you found an anomaly: what type is it?

• Plate thickness below the minimum allowed limits
  Do not close the dock without intervention: a thickness measurement value below the renewal limit requires replacement or structural reinforcement before leaving the dock, not just a note for the next survey. Go to the Thickness Measurement (UTM) topic →
• Anomalous play or suspected wear on the tail shaft
  Stop the reassembly sequence: play outside tolerance on the tail shaft requires a full inspection per the applicable survey regime (Continuous or traditional) before proceeding, to avoid an unexpected machinery stoppage at sea. Go to the Tail Shaft Survey topic →
• Coating damage beyond the acceptable threshold
  Assess the damage class per the PSPC: damage extending beyond the criteria set by the Performance Standard for Protective Coatings requires repainting the area, not just a local touch-up, so as not to compromise the coating's expected service life. Go to the Coating and PSPC topic →

What type of survey/certification deadline or situation are you handling?

• A regular certificate deadline is approaching
  Check the survey window: the renewal survey can be carried out within the window provided by the HSSC (generally 3 months before expiry), plan ahead to avoid rush surveys or the risk of the certificate expiring. Go to the Renewal Survey and Certificate Renewal topic →
• An interim certificate is needed (new ship, flag change, class change)
  Check the limited validity: interim certificates have short validity and specific issuance conditions — do not assume they automatically cover all the statutory surveys required for the definitive certificate. Go to the Interim Certificates topic →
• A Condition of Class has been opened
  Respect the completion deadline: a Condition of Class has a completion deadline assigned by the Classification Society — failure to meet it can lead to suspension of class, with cascading effects on the linked statutory certificates. Go to the Condition of Class and Recommendations topic →

Regarding current environmental obligations, what is your ship's situation?

• The ship's CII rating is D or E (low)
  Activate the Corrective Action Plan: a D rating for three consecutive years, or an E rating even for a single year, requires a corrective action plan integrated into SEEMP Part III, with verifiable operational or technical measures, not just a generic commitment. Go to the CII (Carbon Intensity Indicator) topic →
• The ship operates on routes subject to EU ETS/FuelEU Maritime
  Check the monitoring and allowance surrender obligations: the calculation of covered emissions depends on the voyage leg (intra-EU, extra-EU, EU port call) and requires accurate monitoring to avoid penalties at allowance surrender time. Go to the EU ETS and FuelEU Maritime topic →
• Ballast Water Management compliance needs checking
  Check the management plan and treatment logs: compliance with the D-2 standard, correct operation of the approved BWMS and accurate recording in the Ballast Water Record Book remain among the most frequent PSC checks in this area. Go to the Ballast Water Management Convention In Depth topic →