3.2.
Crew Evaluation
3.2.1. Was a report available onboard which confirmed that a static navigational
assessment by a suitably qualified and experienced company representative had been
completed as declared through the pre-inspection questionnaire?
Short Question Text
Static navigational assessment
Vessel Types
Oil, Chemical, LPG, LNG
ROVIQ Sequence
Documentation, Bridge
Publications
OCIMF A Guide to Best Practice for Navigational Assessments and Audits
Objective
To verify the extent of company evaluation and oversight of navigational standards onboard managed
vessels
Industry Guidance
OCIMF: A Guide to Best Practice for Navigational Assessments and Audits.
3.2.1 Static Assessment.
A static assessment, which may be conducted in port, should include as a minimum a review of passage plans, chart
corrections, navigational records, navigational equipment, compliance with company procedures and documentation.
4.2 Selection of assessors
Navigation assessments should be conducted by an experienced senior deck officer (preferably a Master Mariner
with command experience), who is fully up to date with company navigational practices, the International Regulations
for Preventing Collisions at Sea (COLREGS), the ICS Bridge Procedures Guide and industry best practices
TMSA KPI 5.2.2 requires that there is a procedure in place for appropriate shore-based personnel to conduct
navigational verification assessments.
The assessment, which may be conducted in port, includes as a minimum a review of passage plans, chart
corrections, navigational records, navigational equipment, compliance with company procedures and verification of
the master’s navigational audit.
All fleet vessels are assessed at intervals not exceeding 12 months.
The navigational verification assessment is followed by a report where identified corrective actions are assigned,
verified and closed out in a specified time period.
IMO: ISM Code
12.2 The Company should periodically verify whether all those undertaking delegated ISM related tasks are acting in
conformity with the Company's responsibilities under the Code
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12.3 The Company should periodically evaluate the effectiveness of the SMS in accordance with procedures
established by the Company.
Inspection Guidance
This question will only be generated when:
The vessel operator had indicated that an appropriate static navigational assessment had been conducted
on board the vessel being inspected within the previous twelve months and,
A dynamic navigational audit had not been completed by a member of the company staff within the previous
twelve months.
The inclusion of this question in the CVIQ does not imply an expectation by OCIMF or its members that a navigational
verification assessment by an appropriate member of the shore-staff will be carried out on any vessel at any
particular time.
It is an OCIMF expectation that the assessment report will include brief details of the assessor’s qualifications and
pertinent seafaring experience.
The inspector is not expected or required to:
Make a qualitative assessment of the static navigation assessment report beyond the specific guidance
contained herein.
Make a qualitative assessment of the qualification and/or experience of the company representative
undertaking the assessment beyond the specific guidance contained herein.
Suggested Inspector Actions
Review the static navigation assessment and verify that:
The assessment was conducted on the date declared by the operator through the pre-inspection
questionnaire.
The report was in a similar format, and covered the review items suggested by, the OCIMF publication “A
Guide to Best Practice for Navigational Assessments and Audits”.
Brief details of the assessor’s qualifications and experience were included within the report.
The report contained information relating to the best practice guidance points from TMSA KPI 5.2.2
Where the report identified areas for improvement there was evidence that follow up had been undertaken
within a specified timeframe by the company and/or vessel as appropriate.
Expected Evidence
The report for the static navigational assessment declared by the operator through the pre-inspection
questionnaire.
A corrective action plan with due dates for each area for improvement identified during the static
navigational assessment.
Supporting evidence for each closed area for improvement identified and included in the corrective action
plan.
Potential Grounds for a Negative Observation
The report for the static navigational assessment declared through the pre-inspection questionnaire was not
available onboard.
The details of the qualifications and pertinent seafaring experience of the assessor were not included within
the report.
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The assessor did not hold or had not held a senior deck officer licence and / or had not sailed as a senior
deck officer.
The static navigational assessment report was not substantially in alignment with the guidance document “A
Guide to Best Practice for Navigational Assessments and Audits” and the best practice guidance under
TMSA KPI 5.2.2.
There was no corrective action plan with defined due dates for all areas for improvement identified during
the dynamic navigational assessment.
There was no evidence that the areas for improvement identified during the dynamic navigational
assessment had been closed out within the due dates indicated within the corrective action plan.
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3.2.2. Was a report available onboard which confirmed that a dynamic navigational
assessment by a suitably qualified and experienced company representative had been
completed while on passage as declared through the pre-inspection questionnaire?
Short Question Text
Dynamic navigational assessment by a company representative
Vessel Types
Oil, Chemical, LPG, LNG
ROVIQ Sequence
Bridge, Documentation
Publications
OCIMF A Guide to Best Practice for Navigational Assessments and Audits
Objective
To verify the extent of company evaluation and oversight of navigational standards onboard managed
vessels
Industry Guidance
OCIMF: A Guide to Best Practice for Navigational Assessments and Audits.
2 Purpose of a navigational assessment
The purpose of a navigational assessment should be to identify poor practices, to continuously improve navigational
standards to ensure safe and efficient voyages and to assure companies that high standards of navigation and
watchkeeping are being maintained.
The purpose of closely observing the interaction and effectiveness of the bridge team during pilotage and standby is
to evaluate:
Key behaviours of members of the bridge team.
Skills of the bridge team
Interactions between the master and pilot.
4.2 Selection of assessors
Navigation assessments should be conducted by an experienced senior deck officer (preferably a Master Mariner
with command experience), who is fully up to date with company navigational practices, the International Regulations
for Preventing Collisions at Sea (COLREGS), the ICS Bridge Procedures Guide and industry best practices.
TMSA KPI 5.3.3 requires that comprehensive navigational audits* are conducted while on passage by a suitably
qualified and experienced company representative.
In addition to a navigational verification assessment*, the purpose of the audit* is to:
Review and confirm that bridge practices are in compliance with international regulations and company
procedures.
Review and assess the skills and proficiency levels of the bridge team members.
Review and evaluate the effective functioning of the bridge team during all sections of a voyage.
Use the opportunity to promote robust navigational practices, chart-work, passage planning and good
seamanship.
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Identify any additional training needs, whether this be specific to an individual or a vessel, or a fleet wide
need.
Verify adequate supervision of Junior Officers and training of cadets during critical passages.
Verify that accurate logs are kept, and that adequate record keeping is being undertaken.
*The terminology used in the OCIMF paper "A Guide to Best Practice for Navigational Assessments and Audits" will
take precedence throughout the balance of guidance.
IMO: ISM Code
12.2 The Company should periodically verify whether all those undertaking delegated ISM related tasks are acting in
conformity with the Company's responsibilities under the Code
12.3 The Company should periodically evaluate the effectiveness of the SMS in accordance with procedures
established by the Company.
Industry Guidance
This question will only be generated when the vessel operator had indicated, through the pre-inspection
questionnaire, that an appropriate dynamic navigational assessment by a suitably qualified and experienced
company representative had been conducted on board the vessel being inspected within the previous two years.
The inclusion of this question in the CVIQ does not imply an expectation by OCIMF or its members that a dynamic
navigational assessment by a suitably qualified and experienced company representative will be carried out on any
vessel at any particular time.
It is not expected that sensitive personal data relating to the assessment of individual performance is contained within
the report available onboard. Such assessment, although expected to form part of a dynamic navigational
assessment, should remain confidential.
It is an OCIMF expectation that the assessment report will include brief details of the assessor’s qualifications and
pertinent seafaring experience.
The inspector is not expected or required to:
Make a qualitative assessment of the navigation assessment report beyond the specific guidance contained
herein.
Make a qualitative assessment of the qualification and/or experience of the company representative
undertaking the assessment beyond the specific guidance contained herein.
Suggested Inspector Actions
Review the report for the dynamic navigational assessment conducted by a suitably qualified and experienced
company representative and verify that:
The assessment was conducted during the period declared by the operator through the pre-inspection
questionnaire.
The assessment covered all sections of a voyage as declared by the operator through the pre-inspection
questionnaire.
Brief details of the assessor’s qualification and experience were included within the report.
The report was in a similar format, and covered the review items suggested by, the OCIMF guidance paper
“A Guide to Best Practice for Navigational Assessments and Audits”.
The report contained information relating to the majority of the best practice guidance points from TMSA KPI
5.3.3.
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Where the report identified areas for improvement there was evidence that follow up had been undertaken
within a specified timeframe by the company and/or vessel as appropriate.
Expected Evidence
The report for the dynamic navigational assessment conducted by a suitably qualified and experienced
company representative as declared in the pre-inspection questionnaire.
The Bridge Log Book to cover the period of the reported dynamic navigation assessment (for geographical
verification purposes only).
A corrective action plan with due dates for each area for improvement identified during the navigational
assessment.
Supporting evidence for each closed area for improvement identified and included in the corrective action
plan.
Potential Grounds for a Negative Observation
The report for the dynamic navigational assessment declared through the pre-inspection questionnaire was
not available onboard.
The dynamic navigational assessment did not cover the stages of the voyage or was not completed during
the date range as declared by the operator through the pre-inspection questionnaire.
The details of the qualifications and pertinent seafaring experience of the assessor were not included within
the report.
The assessor did not hold or had not held a senior deck officer licence and/or had not sailed as a senior
deck officer.
The dynamic navigational assessment report was not substantially in alignment with the guidance document
“A Guide to Best Practice for Navigational Assessments and Audits” and the best practice guidance under
TMSA KPI 5.3.3.
There was no corrective action plan with defined due dates for all areas for improvement identified during
the dynamic navigational assessment.
There was no evidence that the areas for improvement identified during the dynamic navigational
assessment had been closed out within the due dates indicated within the corrective action plan.
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