• Vessel/ Site

  • Document No.

  • Conducted on

  • Prepared by

  • Location
  • Personnel

  • Referenced documents/publications


  • Laid-Up vessels accompanied with L3 Vessel Layup Request (approved by COO)?

  • Which vessel is not in compliance?

  • Which vessel is not in compliance?

  • Taking/handing over of the cold layup vessels with Business Unit are done with the form L3 Vessel Handover Checklist (Layup)?

  • Vessels that is under layup (without handing over) and maintained by Roving team.

  • Vessels that is under layup (without handing over) and maintained by Roving team.


  • 1. Class Notation & Status of Layup vessels (to obtain sampling).

  • 2. For vessel in Cold layup, are the ISM & ISPS certificates withdrawn?


  • PROTECTION AND INDEMNITY COVER - Does local port authorities require a letter from local P&I club representatives to confirm that the laid-up vessel is covered for port risks (e.g. oil pollution, wreck removal, and salvage costs)?

  • HULL AND MACHINERY COVER - Opt for a laid-up return of premium; or with the underwriter’s agreement, cancel the trading policy and substitute this with a ports risk policy


  • BREAKERS, BUSBARS AND SWITCHBOARDS - All high-voltage (HV) breakers were withdrawn for a detailed visual inspection of terminations, spouts and mechanical linkages.

  • BREAKERS, BUSBARS AND SWITCHBOARDS - All protective relays and master trip relays should be inspected and electrically tested in accordance with the Rules. They should then be removed, sealed and kept in dry storage. The exposed openings in the switchboard should be sealed to prevent ingress of moisture and contamination.

  • PROPULSION MOTORS, CONVERTERS AND GENERATORS - With the equipment de-energised and isolated, a fully detailed visual inspection was undertaken.


1.1 Safety conditions to be kept throughout the lay-up period include but not limited to:

  • 1. Power supply

  • 2. Manning

  • 3. Fire protection and fire fighting

  • 4. Protection against explosion or flooding

  • 5. Prevention of failure of mooring or anchor

  • 6. Safety equipment

  • 7. Emergency power


Vessel arrangements

  • How are the vessels arranged?

SHIPS MOORED IN GROUPS When ships are to be laid–up in groups, mooring arrangements should be in with the following additional requirements:

  • 1. Adjacent ships should be similar size to avoid differential surging motions and they should be ballasted to similar freeboards to permit breast lines to be directly led.

  • 2. The fore and aft direction of each vessel should be parallel to the prevailing string winds.

  • 3. Breast mooring lines should be provided, sufficiently tensioned and of similar stretch characteristics.

  • 4. Sufficiently sized fendering arrangements be provided alongside at areas of possible contact with other ships of shoe structures.

  • 5. If the auxiliary engine on one vessel is used to supply power to other vessels, it is preferably that all other vessels are electrically connected to avoid stray currents.

SHIPS MOORED IN INDIVIDUALLY When ships are to be laid–up individually, mooring arrangements should be in with the following additional requirements:

  • 1. When ships are laid-up to buoys or anchored, they should be moored to prevent swinging in winds or as a result of tidal changes.

  • 2. When ships are anchored, the chain cables must not be capable of twisting or cross contact, and anchors must be placed to prevent tripping.

  • 3. Anchor cables should be led and protected to prevent chaffing against the ship.

  • 4. If laid-up ships are subjected to wave movement or surge, anchor cables should be periodically moved at intervals to shift points of wear on the cables.

  • 5. Anchored ships should have ample chain scope – i.e., the local port authorities should be consulted for their knowledge of prevailing conditions.

  • 6. Anchor lights and fog signals should be fully operational and additional deck lighting will be required if lay-up near shipping lanes.

  • 7. Ships should be sufficiently ballasted to reduce windage, roll and surge, with due regard to hull stresses. Furthermore, when draught is finally established, it is advantageous to paint clearly visible reference marks at bow and stern, just above waterline as an external indicator of hull integrity (leakage).

  • 8. An emergency means of quick release of all moorings should be provided and arrangements for towing should be readily available if propulsion machinery cannot be brought into operation



  • 1. Are fire extinguishers should be regularly inspected and where foam or CO2 systems are installed, the system should be maintained in a fully operable condition?

  • 2. Are all fire dampers inspected to be freely operable and regularly greased whereas dampers not required for essential ventilation should be closed?

  • 3. Is there an international shore connection retained in an accessible position?

  • 4. If a laid-up vessel is in ‘electrical dead ship’ condition, bilge and fire alarms must be independently powered. Alternately the lay-up service provider to have 24 x 7 watchmen who will take periodic rounds and notify shore support for assistance in the event of fire or leakage?


  • 1. Fire sources be removed or minimized as far as practical.

  • 2. All decks, accommodation and machinery spaces be cleaned and all flammable or combustible materials should be removed or properly stored.

  • 3. All bilges, cargo tanks, pump rooms and cofferdams be dry and clean.

  • 4. Hot work be carried out only with a valid hot work certificate and appropriate safety precautions in place.

  • 5. Valves or cocks to oil tanks in machinery spaces be closed and drip trays should be cleaned.

  • 6. If machinery be kept in operation during lay-up for power supply quick-closing devices for fuel oil valves should be checked.

  • 7. Wire gauze in air pipes to fuel tanks and spark arresters in exhaust pipes to be in proper condition.

  • 8. All fire dampers in ventilators are either to be closed or clearly marked and kept easily closable.

  • 9. Fire doors and watertight doors be kept closed.


  • 1. Fire mains are ready for use.

  • 2. Power supply to be available for operating the fire pumps. These should be checked and run regularly.

  • 3. Emergency fire pumps are ready for use and to be checked and run regularly.


  • 1. Are there reliable means of 24 hours’ communication available for immediate contact for local assistance or rescue facilities?


  • 1. Emergency contact list of the vessel, including various service provider, yard and local representative’s details is provided and updated.


  • Is access to the berth guarded at the external entry points?

  • Is there any local roving security patrols conducted?

  • Has the Business Units Operation Manager conducted a threat assessment of the area where the vessel shall be for the lay-up period? The Threat Assessment should consider the area of Lay Up, alongside or on mooring.


  • Is a lay-up book being kept and maintained on board in which the maintenance work and tests carried out during the lay-up period are to be entered with the corresponding dates?



  • 1. Are the ballasted tanks in either a wet or dry conditions?


  • 1. Holds, cargo tanks and other hatch covers, watertight doors and closing appliances are securely closed and sealed unless required for access or ventilation.

  • 2. Empty tanks, holds, small machinery spaces, storage spaces, lockers and other similar areas are kept in a dry condition.

  • 3. Fuel oil bunker tanks are kept full or cleaned and gas freed. When kept full, a regular check for liquid loss should be made.



  • 1. Are the galley exhaust fans and grease trap regularly inspected and cleaned.

  • 2. Are the ships’ linen and napery stored in one single dry compartment with mattresses stowed on their edge to assist free air circulation?

  • 3. Are all provision room, cabin and cabinet doors secured in the open position?

  • 4. Are water services in all unoccupied areas shut off and drained?

  • 5. Are all sanitary fittings and toilet bowls sealed?


  • 1. Electrical on deck and telephones, telegraphs, etc., covered and sealed?

  • 2. All loose navigational equipment, chronometers, sextants, etc., not required during the lay-up period are removed and placed in locked storage?

  • 3. The engine workshop, electrician’s workshop and deck workshop tools and loose equipment are cleaned, greased and put into locked storage?

  • 4. All loose gear, lifeboat gear, rescue boats and similar equipment are removed, protectively coated and placed in locked storage, except for retained safety equipment?

  • 5. Medical and lifeboat perishables are removed ashore (or to another vessel, as required)?

  • 6. Any food stuffs, pyrotechnics (particularly expiry date stamped), cotton waste, matches, etc., not are removed ashore?

  • 7. Broached drums of chemicals or waste oils are removed ashore?


7.1 GENERAL MACHINERY (Not Applicable for Hot Layup)

  • 1. For cold lay-up, main and auxiliary engine and incinerator exhausts are closed off with ‘top hats’ to prevent rain or moisture building up in the exhaust trunkings etc.?

  • 2. Suitable warning signage provided at local and remote control stations?

  • 3. All bilge valves cleaned, overhauled and proved operable?

  • 4. Tank tops in engine rooms, boiler rooms, pump rooms, and hold areas are hosed down, and bilges cleaned and dried?

  • 5. All liquid leaks repaired?

  • 6. Air conditioning and refrigerant systems are pumped down to the liquid receiver and all valves secured and tagged with a note of the liquid level?

  • 7. All lubricating oil in systems and used oil storage tanks are thoroughly centrifuged at temperatures above 82°C (180°F) to kill any microbes.

  • 8. Samples are taken and analysed by the oil suppliers to confirm stability, freedom from moisture and microbiological contamination?

  • 9. Contaminated oil are renewed?

  • 10. All sea inlet valves and overboard discharge valves spindles greased and valves closed?

  • 11. Are the sea suction openings (except for emergency fire pump) blanked at the shell opening or protected with a slow acting biocide?

  • 12. Service tanks for fuel oil are filled with centrifuged oil?

  • 13. Inlet and outlet valves on oil tanks that are not in use are shut and their hand wheels removed and wired to valves?

  • 14. Air receivers are drained and mopped dry?

  • 15. If dehumidifiers are used, are the air bottles with the manhole covers removed? Steering gear are power operated hard-over to hard-over weekly and stopped with a tiller amidships?

  • 16. The rams, bearings and rudder carrier are greased?

  • 17. Machinery space ventilators are closed and sealed?


  • 1. Main engine crankcases are supplied with vapour corrosion inhibitor with reference to the engine maker's recommendation for laying up?

  • 2. Water cooled systems for the main engine are completely drained, washed with fresh water and left open to atmosphere?

  • 3. Air starting valves are dismantled and lubricated?

  • 4. Fuel valves are removed, overhauled and stored outside the engine?

  • 5. All bright work are protected with a smear of grease or oil?

  • 6. Engines including all shafting are turned weekly to circulate oil (e.g. one complete turn plus one quarter turn)?

  • 7. Cylinder lubricants are operated by hand before turning?

  • 8. Diesel generators are maintained in operational condition and operated once per week?

  • 9. The emergency generator are operated on a weekly basis under load?

7.3 WATER SYSTEMS (Hot & Cold)

  • 1. Are all SW and FW systems and pumps which are not in use are washed with fresh water, drained and left open to the atmosphere?

  • 2. Any pumps, for which power is not available, are turned weekly by hand?


  • 1. For Cold Layup Is there a routine system of regularly turning the shafting to prevent brinnelling of bearings should be instigated for ships in long-term lay-up?

  • 2. At the time cold lay-up, stern tube oil are replaced with a fresh charge and the condition of the oil should be monitored regularly.

  • 3. During Hot layup, propulsion shafting should be regularly operated using the main engines when a vessel is in a shorter lay- up.



  • 1. Equipment containing printed circuit boards are kept dry and free of moisture, and excessive temperatures avoided?


  • 1. Are de-humidification techniques or VCI/desiccant employed to prevent condensation within electro-technical systems where degradation could occur if the environmental conditions are inappropriate (i.e. these systems may include: Main and emergency generators and switchboards; Converters, harmonic filters and transformers; radio and navigational equipment, and engine, boiler and wheelhouse control consoles)?

  • 2. Electrical equipment on deck should be covered and sealed, with a suitable method in place to ensure that any moisture within the sealed equipment is absorbed, such as the use of a desiccant material?

  • 3. Batteries are maintained in accordance with the recommendations from the original equipment manufacturer (OEM)?

  • 4. Are the electrolyte topped up?

  • 5. Lead acid batteries are either removed from the vessel, or trickle-charged on board at a rate recommended by the battery manufacturer?

  • 6. Li-Io batteries are laid up and maintained in accordance with the requirements of the OEM?

  • 7. All circuits supplied from the main and emergency switchboards and transitional section boards are isolated in turn?


  • 1. BREAKERS, BUSBARS AND SWITCHBOARDS - Are HV breakers racked into their circuit earth positions during lay-up?

  • 2. PROPULSION MOTORS, CONVERTERS AND GENERATORS - Electrical tests should be carried out in accordance with an approved test schedule.


  • 1. Removal of spares from laid-up vessel recorded and controlled?

  • 2. If the vessel keeps spare main shafts such as turbo charger, pumps, etc., bolted and hung from bulkheads, it may be prudent before a long lay-up to rotate these through 180 degrees to balance distortion (‘age droop’).


  • 1. Periodical consolidated summary of lay-up reports L3 Vessel Layup Weekly Checklist available.


    Other findings #
The templates available in our Public Library have been created by our customers and employees to help get you started using SafetyCulture's solutions. The templates are intended to be used as hypothetical examples only and should not be used as a substitute for professional advice. You should seek your own professional advice to determine if the use of a template is permissible in your workplace or jurisdiction. You should independently determine whether the template is suitable for your circumstances.