VOM - Bulker

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Bulker
Vessel
Operations
Manual
Acts as an Agent for Ship Owners, not as a Principal
WE MANAGE SHIPS SAFELY
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Page:
Issue:
Date:
VOM-0
Preface Bulker
0-i
#3
1 January 2013
Contents
Authorised:
General Manager
Document
No.
Issue Revision
No.
No.
Document title
Date
Preface and Record of Revisions
01/01/13
VOM-1
Organisation and Management
01/01/13
VOM-2
ISM Code Compliance
01/01/13
VOM-3
Safety
01/01/13
VOM-4
Environment
01/01/13
VOM-5
Communications
01/01/13
VOM-6
Emergency Reporting
01/01/13
VOM-7
Event Reporting & Action
01/01/13
VOM-8
Risk Management
01/01/13
VOM-9
Navigation
01/01/13
01/01/13
01/01/13
VOM-12 Cargo And Ballast Operations (Bulker)
01/01/13
VOM-13 Engineering Operations
01/01/13
VOM-14 Ship Condition Reporting
01/01/13
VOM-15 Ship Performance
01/01/13
01/01/13
VOM-17 Catering Services
01/01/13
VOM-18 Purchasing
01/01/13
VOM-19 Drug and Alcohol
01/01/13
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VOM-11 Deck Operations
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VOM-16 Security
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VOM-10 Commercial Considerations
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VOM-0
NOTE:
All care and consideration has been taken to ensure these VOMs are generic. However there could be
specific references for e.g. Tanker / Ro-Ro in these sections. In such instances these references should
be disregarded if it is not your vessel type.
January 2013
Document: VOM-0 Record of Revisions

Page: 1
Issue: #3
Date: 1 January 2013
RECORD OF REVISIONS
REVISION
DATE
VOM 0 Content
01.01.13
VOM 1 INDEX
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
1.9
1.10
1.11
1.12
1.13
1.14
1.15
3
1
0
1
1
2
0
1
1
1
0
2
0
0
1
1
01.01.13
01.01.13
26.11.10
01.08.11
01.08.11
01.01.13
26.11.10
01.01.13
01.01.13
01.01.13
26.11.10
01.01.13
26.11.10
26.11.10
01.01.13
01.01.13
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VOM 3 INDEX
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
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VOM 2 INDEX
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
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CHAPTER
3
0
0
0
1
0
1
1
0
0
01.01.13
26.11.10
26.11.10
26.11.10
01.08.11
26.11.10
01.01.13
01.01.12
26.11.10
26.11.10
3
1
1
3
2
0
2
2
0
1
3
1
01.01.13
01.01.13
01.01.13
01.01.13
01.01.13
26.11.10
01.01.12
01.01.13
26.11.10
01.08.11
01.01.13
01.08.11

Page: 2
Issue: #3
REVISION
1
0
DATE
01.08.11
26.11.10
VOM 4 INDEX
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.8
4.9
4.10
4.11
3
1
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0
0
1
0
1
0
0
0
0
01.01.13
01.01.13
26.11.10
26.11.10
26.11.10
01.01.12
26.11.10
01.01.13
26.11.10
26.11.10
01.01.13
01.01.13
VOM 5 INDEX
5.1
5.2
5.3
5.4
3
0
2
0
0
01.01.13
26.11.10
01.01.13
26.11.10
26.11.10
3
0
1
0
2
1
0
1
01.01.13
26.11.10
01.01.13
26.11.10
01.01.12
01.08.11
26.11.10
01.08.11
VOM 7 INDEX
7.1
7.2
3
0
2
01.01.13
26.11.10
01.01.13
VOM 8 INDEX
8.1
8.2
3
2
0
01.01.13
01.01.13
26.11.10
VOM 9 INDEX
9.1
9.2
9.3
9.4
9.5
9.6
9.7
3
3
1
3
3
2
2
1
01.01.13
01.01.13
01.08.11
01.01.13
01.01.13
01.01.13
01.01.12
01.08.11
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VOM 6 INDEX
6.1
6.2
6.3
6.4
6.5
6.6
6.7
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CHAPTER
3.12
3.13

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Issue: #3
REVISION
1
2
0
3
1
0
0
0
DATE
01.08.11
01.01.13
26.11.10
01.01.13
01.08.11
26.11.10
01.08.11
01.08.11
VOM 10 INDEX
10.1
10.2
10.3
10.4
10.5
10.6
3
0
0
1
1
0
0
01.01.13
26.11.10
26.11.10
01.08.11
01.08.11
26.11.10
26.11.10
VOM 11 INDEX
11.1
11.2
11.3
11.4
11.5
11.6
11.7
11.8
11.9
11.10
11.11
3
1
1
1
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1
1
1
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01.01.13
01.01.13
01.01.13
01.01.13
26.11.10
01.01.13
01.01.13
01.01.13
26.11.10
26.11.10
26.11.10
01.08.11
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CHAPTER
9.8
9.9
9.10
9.11
9.12
9.13
9.14
9.15
VOM 12 INDEX
12.1
12.2
12.3
12.4
3
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0
0
0
01.01.13
26.11.10
26.11.10
26.11.10
26.11.10
VOM 13
13.1
13.2
13.3
13.4
13.5
13.6
13.7
13.8
13.9
3
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0
1
1
0
1
2
1
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01.01.13
26.11.10
26.11.10
01.08.11
01.01.13
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01.01.13
01.01.13
01.08.11
26.11.10

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Issue: #3
REVISION
0
0
0
0
0
1
0
1
0
0
2
0
0
DATE
26.11.10
26.11.10
26.11.10
26.11.10
26.11.10
01.08.11
26.11.10
01.01.13
26.11.10
26.11.10
01.01.13
26.11.10
01.08.11
VOM 14
14.1
14.2
14.3
14.4
14.5
14.6
3
1
1
0
0
1
1
01.01.13
01.08.11
01.08.11
01.01.13
26.11.10
01.01.13
01.01.13
3
0
0
0
01.01.13
26.11.10
26.11.10
26.11.10
VOM 16
16.1
16.2
16.3
3
0
0
0
01.01.13
26.11.10
26.11.10
26.11.10
VOM 17
17.1
17.2
17.3
3
0
0
0
01.01.13
26.11.10
26.11.10
26.11.10
VOM 18
18.1
18.2
18.3
18.4
18.5
3
0
0
0
0
0
01.01.13
26.11.10
26.11.10
26.11.10
26.11.10
26.11.10
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VOM 15
15.1
15.2
15.3
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CHAPTER
13.10
13.11
13.12
13.13
13.14
13.15
13.16
13.17
13.18
13.19
13.20
13.21
13.22

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Issue: #3
REVISION
3
0
0
1
1
0
0
DATE
01.01.13
26.11.10
26.11.10
01.01.13
01.01.13
26.11.10
26.11.10
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CHAPTER
VOM 19
19.1
19.2
19.3
19.4
19.5
19.6
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Issue:
Date:
VOM-1
1-i
#3
1 January 2013
Authorised:
General Manager
ORGANISATION AND MANAGEMENT.......................................................................... 1.1-1

1.1
COMPANY POLICIES ................................................................................................... 1.1-1
1.2
SHORE ORGANISATION............................................................................................... 1.2-1
1-2.1
1-2.2
1.3
SHIP MANAGEMENT.................................................................................................... 1.3-1
1-3.1
1-3.2
1-3.3
1-3.4
1-3.5
1-3.6
1.4
Safety: Responsibility of all Personnel ........................................................................... 1.6-1

All Personnel: Manner of Performing Duties .................................................................. 1.6-1
VESSEL FAMILIARIZATION ........................................................................................... 1.7-1
1-7.1
1-7.2
1-7.3
1-7.4
1-7.5
1-7.6
1.8
Joining Seafarers Qualifications .................................................................................... 1.5-1

Disclosure of Medical Conditions and Medicines ........................................................... 1.5-1
Identification of a Training Need .................................................................................... 1.5-1
Training Nomination Procedures - Seagoing Staff ......................................................... 1.5-1
Seagoing Employee Development Reports ................................................................... 1.5-2
Promotion Training and Evaluation (PTE)...................................................................... 1.5-3
GENERAL RESPONSIBILITIES OF PERSONNEL ............................................................... 1.6-1
1-6.1
1-6.2
1.7
Co-operation with Authorities ........................................................................................ 1.4-1

Third Party Ship Inspections.......................................................................................... 1.4-1
Succession to Command .............................................................................................. 1.4-1
Non-discrimination ........................................................................................................ 1.4-1
Labor Organisations ...................................................................................................... 1.4-1
Assignment and Promotion ........................................................................................... 1.4-1
Company Uniform ......................................................................................................... 1.4-2
Articles for Publication ................................................................................................... 1.4-2
Confidential Information ................................................................................................ 1.4-2
Islamic Nations.............................................................................................................. 1.4-2
Watch Schedules .......................................................................................................... 1.4-2
PERSONNEL, QUALIFICATIONS AND TRAINING .............................................................. 1.5-1
1-5.1
1-5.2
1-5.3
1-5.4
1-5.5
1-5.6
1.6
Department Heads: General Responsibilities................................................................. 1.3-1

Officers ......................................................................................................................... 1.3-1
Watch Keeping Officers................................................................................................. 1.3-1
General Purpose Manning............................................................................................. 1.3-1
Unlicensed Personnel ................................................................................................... 1.3-1
Communication ............................................................................................................. 1.3-1
GENERAL POLICIES AND REQUIREMENTS .................................................................... 1.4-1
1-4.1
1-4.2
1-4.3
1-4.4
1-4.5
1-4.6
1-4.7
1-4.8
1-4.9
1-4.10
1-4.11
1.5
Ship/Shore Interrelation................................................................................................. 1.2-1

Integrated Management System.................................................................................... 1.2-1
Vessel Staff Members ................................................................................................... 1.7-1

Onboard Promotion ....................................................................................................... 1.7-1
Information Study and Review ....................................................................................... 1.7-1
Change of Officers Junior Officers .............................................................................. 1.7-1
Training of Junior Personnel.......................................................................................... 1.7-2
Ship Handling Training .................................................................................................. 1.7-2
MASTERS RESPONSIBILITIES....................................................................................... 1.8-1
1-8.1
1-8.2
1-8.3
1-8.4
1-8.5
1-8.6
1-8.7
1-8.8
1-8.9
1-8.10
Masters Overriding Authority ......................................................................................... 1.8-1

Policy Implementation ................................................................................................... 1.8-1
Motivation of Crew ........................................................................................................ 1.8-1
Change of Command .................................................................................................... 1.8-1
Voyage Preparation ...................................................................................................... 1.8-2
Navigational Responsibility............................................................................................ 1.8-2
General Responsibilities ................................................................................................ 1.8-2
Discipline ...................................................................................................................... 1.8-3
Certificates and Surveys ............................................................................................... 1.8-3
Flag State Safety Inspections ........................................................................................ 1.8-3
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1-8.12
1-8.13
1-8.14
1-8.15
1-8.16
1-8.17
1.9
VOM-1
1-ii
#3
1 January 2013
Ship Detention .............................................................................................................. 1.8-3

During Repair Periods ................................................................................................... 1.8-3
Delegating Responsibility .............................................................................................. 1.8-4
Log Books..................................................................................................................... 1.8-4
Rendering Assistance ................................................................................................... 1.8-4
ASP Ship Management Group Policies and Amendments ............................................. 1.8-4
ASP Ship Management Group Golden Rules ................................................................ 1.8-5
DECK DEPARTMENT RESPONSIBILITIES ....................................................................... 1.9-1
1-9.1
1-9.2
1-9.3
1-9.4
Chief Officer Responsibilities ......................................................................................... 1.9-1

Second Officer Responsibilities ..................................................................................... 1.9-2
Third Officer Responsibilities (including Extra Third Officer) ........................................... 1.9-3
Deck Cadets: Duties ..................................................................................................... 1.9-4
1.10 CHIEF ENGINEERS RESPONSIBILITIES........................................................................ 1.10-1

1-10.1
1-10.2
1-10.3
General ........................................................................................................................1.10-1
Chief Engineer Hand Over ...........................................................................................1.10-1
Chief Engineer Responsibilities ....................................................................................1.10-1
1.11 ENGINE DEPARTMENT RESPONSIBILITIES .................................................................. 1.11-1

1-11.1
1-11.2
1-11.3
1-11.4
1-11.5
1-11.6
Terminology .................................................................................................................1.11-1
Second (First) Engineer ...............................................................................................1.11-1
Third (Second) Engineer ..............................................................................................1.11-3
Fourth (Third) Engineer Responsibilities .......................................................................1.11-4
Trainee Engineer/Cadets .............................................................................................1.11-4
Electrician Responsibilities and Duties (if carried) .........................................................1.11-4
1.12 CIR/BOSUNS RESPONSIBILITIES AND DUTIES.......................................................... 1.12-1

1-12.1
1-12.2
1-12.3
Reports To: ..................................................................................................................1.12-1

Qualifications: ..............................................................................................................1.12-1
Responsibilities: ...........................................................................................................1.12-1
1.13 RATINGS/CREW/GPS RESPONSIBILITIES AND DUTIES ................................................ 1.13-1

1-13.1
1-13.2
1-13.3
1-13.4
1-13.5
1-13.6
Definition......................................................................................................................1.13-1
Reports to ....................................................................................................................1.13-1
Qualifications ...............................................................................................................1.13-1
General Purpose/Integrated Ratings ............................................................................1.13-1
Responsibilities and Duties ..........................................................................................1.13-1
Authorities....................................................................................................................1.13-1
1.14 CATERING STAFF RESPONSIBILITIES AND DUTIES....................................................... 1.14-1

1-14.1
1-14.2
1-14.3
1-14.4
1-14.5
1-14.6
Definition......................................................................................................................1.14-1
Reports To ...................................................................................................................1.14-1
Qualifications ...............................................................................................................1.14-1
Stewards Responsibilities and Duties ...........................................................................1.14-1
Chief Cook/Cook Responsibilities and Duties ...............................................................1.14-2
Authorities....................................................................................................................1.14-2
1.15 VESSEL IT POLICY ................................................................................................... 1.15-1

1-15.1
1-15.2
1-15.3
1-15.4
1-15.5
1-15.6
1-15.7
1-15.8
1-15.9
Computer Security .......................................................................................................1.15-1

Personal Storage Devices ............................................................................................1.15-1
Third Party Vessel Computer Usage ............................................................................1.15-1
Virus Protection............................................................................................................1.15-2
Email, Internet & Communication Policy .......................................................................1.15-2
Email - Auto Signature Standard ..................................................................................1.15-4
Personal Computer Use ...............................................................................................1.15-4
STAR Replication.........................................................................................................1.15-5
Vessel IT Fault Reporting and Help Request ................................................................1.15-5
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O
Orrggaanniissaattiioonn aanndd M
Maannaaggeem
meenntt
1.1
Company Policies
VOM-1
1.1-1
R1
ASP Ship Management Group (ASP) is committed to conducting our business activities and practices in
such a way as to achieve the highest quality of operations, service in an ethical manner when dealing with
our clients, customers and stake holders. This is achieved through the implementation of a fully
documented management system that satisfies the requirements of the current relevant standards and
local and international legislation.
In addition ASP is committed to providing a work environment that is free from Harassment and
Discrimination and maintaining the privacy of all our employees.
As evidence of ASPs commitment and responsibility for these matters described above, they are further
detailed within the following policies Quality Policy, Business Conduct and Ethics Policy, Sexual
Harassment Policy, Privacy Policy, Equal Opportunity Policy and Bullying Policy which are displayed in
various locations throughout the vessel for all employees, contractors and visitors to see.
It is the individual responsibility, through our Integrated Management System, to adhere to these Policies
and relevant procedures.
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1.2
Shore Organisation
1-2.1
Ship/Shore Interrelation
VOM-1
1.2-1
R0
Board of Directors
Senior Management
Designated Person
Ship Management Team

Purchaser
Fleet Accountant
Crew Manager
Fleet Manager
Ship Manager
Master
Chief Engineer
Chief Officer
Second (First) Engineer

Junior Engineer
Caterers
Chief Cook
Mess Man
Stewards
1-2.2
Junior Deck Officer
Cadets
Trainees
Ratings
Bosun / CIR
ABs
Greasers
Deck Ratings
Engine Ratings
Integrated Management System
ASP Ship Management has established this Manual to ensure compliance with:
International Standards
Flag State Regulations
Port State Requirements
Relevant International/Local Standards
Relevant Class Rules and Regulations
Industry Guidelines and Standards
Ship Management Contracts
This manual specifies the quality, environmental, health and safety system requirements to ensure a
customer focused process approach is employed continuous improvement is achieved, serves as our
commitment to our staff and reinforces our goal of a better and safer work environment.
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1.2-1
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1.3
Ship Management
1-3.1
Department Heads: General Responsibilities
VOM-1
1.3-1
R1
The Department Heads are:

Chief Engineer
Engine Department
Chief Officer
Deck Department
Chief Cook/Steward
Catering Department
Department Heads are responsible to the Master for the administration, supervision and safe and
economical operation of their Department. They must keep the Master fully informed with regard to
Departmental activities, equipment conditions and vessel staffs conduct.
1-3.2
Officers
All Officers are responsible to the Master through their respective Department Heads and must carry out
promptly and to the best of their ability, all lawful orders of either the Master or their Department Head.
They are responsible for assigning work to those under their supervision and must see that subordinates
perform duties as directed.
1-3.3
Watch Keeping Officers
Watch Keeping proficiency is acquired by good training, knowledge and experience. A newly qualified
Officer joining a vessel should have the basic knowledge required to carry out his/her Watch Keeping
duties but will lack experience.
He/she will only become fully proficient with the proper help and
guidance, and Masters and Chief Engineers have an important role in this respect.
1-3.4
General Purpose Manning
On General Purpose (GP) manned vessels the unlicensed Crew Members are available for work in any
part of the vessel. The Chief Engineer is responsible for the overall supervision of Crew Members
engaged in maintenance tasks. However, the Chief Engineer, Chief Officer and Chief Cook/Steward
continue to be responsible for the traditional operational functions of their former Departments.
1-3.5
Unlicensed Personnel
Unlicensed personnel are required to carry out, promptly and to the best of their ability, all lawful orders of
the Master or Officer in Charge, their Department Head, the Officer on Watch or their Unlicensed
Supervisor.
1-3.6
Communication
All communication between the vessels and the Office must be in English language. The working
language on board is English.
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1.4
General Policies and Requirements
1-4.1
Co-operation with Authorities
VOM-1
1.4-1
R1
All personnel are expected to extend full co-operation to government, classification society, health and
other recognized official representatives in the routine inspection of the vessel, crews accommodation
and equipment.
1-4.2
Third Party Ship Inspections
Vessels may be subject to third party inspection regimes (not including statutory inspections). The Master
will be advised by the Ship Manager of all such inspections. Should any Company or person, of whom the
Master has not been previously advised request permission to carry out a vessel inspection, permission
must be refused until such time as the Master has consulted the Company through their Ship Manager.
1-4.3
Succession to Command
In the Masters absence, the Senior Deck Officer on board temporarily assumes command. This Officer,
whilst in charge, has full authority to issue any order or instructions which the Master would normally
issue. The Officer in charge is responsible to the Master and the Company for all his/her actions.
1-4.4
Non-discrimination
No Company Employee shall discriminate against another Company Employee on account of race, color,
age, sex or on account of membership or non membership in any church, society, labor union and/or other
organizations or affiliations.
Similarly, no Company employee shall discriminate against any other Company employee on account of
any lawful action taken by that employee in good faith in any capacity as a representative of employees.
Breaches shall be dealt with in accordance with the companies PUB-7-Code of Conduct.
1-4.5
Labor Organisations
The Master must not interfere with employees in their right to organize or refrain from organizing for the
purpose of lawful collective bargaining. He/she must not make any statements either written or verbal
which would by promise or threat, seek to influence or coerce individuals in respect of their membership in
any labor organization.
The foregoing shall not be deemed to interfere with freedom of expression or the right of individuals to
become members or to refrain from becoming members in any lawful labor organization in which they
have an interest or to participate in the activities surrounding such an organization.
1-4.6
Assignment and Promotion
Crew Management is responsible for the assignment of Officers and Ratings that are properly qualified,
trained and medically fit, in accordance with international and flag state regulations. However, the Master
must check the documentation of assigned personnel before signing on the Crew Member.
The promotion of Officers and Ratings is the responsibility of Crew Management in consultation with either
the Fleet or Ship Manager. Officers and Ratings should obtain licenses and certificates for higher grades
as soon as they are able to do so in order that they may be qualified for promotion when vacancies occur.
Promotion will be by merit although length of service with the Company and length of service in a
particular rank may be taken into account.
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1-4.7
VOM-1
1.4-2
R1
Company Uniform
Officers and Trainees must wear a uniform for bridge and other operations, as appropriate, when entering
and leaving port while on-duty. During port operations, they must wear the Company supplied boiler suit.
Ratings must wear the Company supplied boiler suit during all normal port operations.
Officers and Trainees must maintain an acceptable standard of dress at all times.
During on-duty periods this will be dictated by the work that Officers/Trainees are performing. Other than
when the duties require that a boiler suit and safety boots be worn, they should wear the uniform, or
clothing and footwear of an equivalent standard, appropriate to the climate. Ratings should wear
adequate clothing and footwear as dictated by the work they are performing and the climatic conditions.
During off-duty periods Officers and Trainees are expected to maintain an acceptable standard of dress.
This need not be a uniform but must be clean and tidy, suitable for the occasion and prevailing climatic
conditions and must not cause offence to others.
Acceptable footwear is deemed to be shoes or strong sandals and socks. The use of flip flops or footwear
not having a suitable strap across the back is prohibited.
1-4.8
Articles for Publication
Company personnel must not publish any article concerning the activities, personnel or material of the
Company without prior written approval from the Company.
1-4.9
Confidential Information
In order for Company and vessel operations to be conducted in an ethical and efficient manner, it is
important that confidential information relating to those operations is not released to persons who are not
entitled to receive it. Masters and Officers must ensure that they do not divulge confidential information
relating to either the Company or their vessels operation to non-Company personnel unless authorized to
do so by the Company.
1-4.10
Islamic Nations
In Islamic countries the consumption of alcoholic drinks and the distribution or display of written material of
any kind, including books, magazines and calendars, which contain pictures of the unclothed or even
partially clothed human body, is totally prohibited whilst the vessel is in national waters.
While the Company will provide all necessary support and assistance, as requested, for any Master
detained because of the actions of his crew, the Master must ensure that all such items are collected from
individuals and locked in the bonded store prior to entering any Islamic country port or anchorage area.
Any violation of these regulations may lead to the arrest of the Master, as well as any individual
concerned, and indefinite delay to the vessel.
1-4.11
Watch Schedules
V-OAM-007 - STCW Shipboard Working Arrangements must be established and posted where they are
easily accessible to all Watch Keepers on board. This schedule must set the hours of work for all
Seafarers, to ensure that they do not work more hours than is safe in relation to the safety of the vessel
and performance of their duties.
The watch schedule should include all hours of work, in port and at sea and specify the maximum period
of continuous watch keeping, the minimum rest period and the total daily, weekly and monthly hours of
work.
It is the duty of the Master to ensure, as far as reasonably practicable, that the hours of work specified in
this schedule are not exceeded.
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The Master is to ensure that as a minimum, every Seafarer is provided with not less than 10 hours rest in
total, in any 24 hour period, provided that:
The 10 hour period may be divided into not more than two periods, one of which shall be not less
than 6 hours;
The interval between consecutive periods of rest shall not exceed 14 hours; and
The minimum hours of rest shall not be less than 77 hours in any 7 day period.
Situations when a Seafarer is on call but is free to sleep may be counted as rest, but if at any time the
normal period of rest is disturbed by call-outs to work, the Master or person authorized by the Master shall
ensure that the Seafarer is provided with an adequate compensatory period of rest.
The requirements for rest periods need not be maintained in the case of an emergency or drill or in any
other overriding operational conditions as defined by the Flag State.
The Master shall ensure that the schedule of shipboard working arrangements is posted up in a prominent
place easily accessible to all Crew Members in English and the working language or languages of the
vessel if that is not English.
The Master shall ensure a V-OAM-006 - STCW Rest Record (or use the software ISF Watch Keeper) is
kept for every Seafarer. The record shall be completed in arrears at least once during every calendar
month and must be endorsed by the Master or person authorized by the Master; and endorsed by the
Seafarer.
With the approval of the vessels Designated Person and where flag state requirements allow; the hours of
rest can be maintained only for the Crew and Officers engaged in Watch Keeping duties where vessels
crews are unlikely to breach the minimum requirements of the STCW Code.
Whenever any Seafarer cannot have the minimum rest required by these regulations, the Master or
person authorized by the Master, shall record the fact and the reason that the Seafarer has not received
the minimum rest on the record of hours of rest form. Where the minimum rest hours are breached the
Designated Person is to be notified.
Completed forms shall be kept by the Master in a central record file readily available for inspection by ISM
Auditors and Port/Flag State Control authorities. These records shall be kept as per flag state
requirements or for at least 5 years whichever is greater.
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1.5
Personnel, Qualifications and Training
1-5.1
Joining Seafarers Qualifications
The Master is to ensure that all joining Seafarers hold original copies of all certificates required for the
position and that the expiry date extends past the period the Seafarer has been engaged for. This must be
done before the incumbent leaves the vessel.
On internationally trading vessels, the Master must retain all Officer and Ratings seamen's books and/or
passports so that they are readily available for inspection by the appropriate authorities.
1-5.2
Disclosure of Medical Conditions and Medicines
All crew signing on a vessel and all contractors sailing with the vessels, are to notify the Master in the first
instance, and the relevant Department Head in the second, of any medical condition that may limit their
ability to work in the assigned position or participation in emergency teams at the time of joining.
In addition, all crew members signing on a vessel are to notify the Master in the first instance of any
prescription medication being taken or prescribed.
The Master is to record this information into a Register using form V-OAM-019 - Disclosure of Medical
Conditions and Medicines (controlled by the Mater) of all medication that has been declared at the time of
a crew member signing onto the vessel.
1-5.3
Identification of a Training Need
There are several ways to identify training needs:
Through a formal training needs analysis;
Through the induction process;
Through the Employee Development Review Process;
To meet legislative requirements;
To meet required certification requirements;
To meet industry requirements;
In accordance with succession plans for seagoing Staff.
Principals Matrix
Qualification and additional training
For Seagoing Staff the training needs identified as part of the performance review process, are formally
recorded and held by the Crew Manager.
1-5.4
Training Nomination Procedures - Seagoing Staff
The Designated Person shall inform the Crew Manager of any additional training required to meet new
statutory or Client requirements.
In order to maintain continual improvement in safety performance on vessels managed by the Company,
regular onboard training seminars will be conducted.
The ASP Ship Management Training and Development Committee shall review the needs and conduct of
these onboard training seminars annually.
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Where a request for training is originated by the seagoing employee or his/her Ship Manager, the form VOAM-020 - Training Nomination Proforma, shall be completed by the seagoing employee and approved
by their Ship Manager.
The Training shall be provided subject to funding approval, by Group Training Manager and Ship/Fleet
Manager as required.
1-5.5
Seagoing Employee Development Reports
The purpose of this procedure is to ensure that each Master and Seagoing Officer will, on an annual
basis, individually prepare for and share in a thorough discussion of their past performance and future
development.
The vessel will be notified by their Ship Manager and/or Crew Manager, well in advance of the time the
EDRs are due, they shall provide a list of who is due a review, and when it is to be completed by.
The aims of the discussion are to obtain an assessment of past performance, as seen by their Supervisor
and the individual, to discuss the individual's career goals, assess the individual's growth potential and
record training and other development needs.
Seagoing Employee Development Reports will be completed for all seagoing Employees on an annual
basis (quarterly for cadets as per V-OAM-003B- Cadet Sea Phase Appraisal) for permanent Employees
and at the end of the contract for contracted Employees using the V-OAM-003 - Employee Development
Review. More frequent reviews may occur at the request of the supervisor or the employee being
reviewed.
The Supervisor responsible for completion of V-OAM-003 - Employee Development Review or V-OAM003B- Cadet Sea Phase Appraisal shall be:
Supervisor
To Review
Ship Manager
Master & Chief Engineer
Master
All deck Officers and Deck Cadets
Chief Engineer
All
Engineering
Staff
and
Engineering
Cadets/Industry
Trainee
Chief Officer
Ratings and Catering Staff
All V-OAM-003 - Employee Development Review undertaken onboard and V-OAM-003 - Employee
Development Review undertaken by the Ship Manager shall be forwarded to the Crew Manager upon
completion in electronic or paper form as agreed.
The Master, for Deck Cadets and the Chief Engineer for engineering Cadets/Industry Trainees; shall
complete the V-OAM-003B- Cadet Sea Phase Appraisal (as per instructions in the form). The completed
form must be forwarded to the Group Training Manager (as per instructions in the form) with the Ship
Manager in copy. The purpose of this form is for Cadets and Department Heads onboard to discuss and
evaluate periodic performance with a view to maintaining and/or improving future performance, set
specific goals and to discuss any training and development needs.
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A procedure shall be established by the Crew Manager such that the Crew Manager, Fleet Manager and
the Individual reviewed have access to the relevant V-OAM-003 - Employee Development Review upon
request
The Seagoing Employee Development Reviews are also used for training and development, succession
planning, promotion, counselling and termination. It is expected that the Supervisor responsible will
undertake the task professionally, report factually and not allow personal issues to influence the review
process.
1-5.6
Promotion Training and Evaluation (PTE)
This shall apply to those Officers who may be promoted to the next rank basis their previous training and
performance onboard.
Each item on the training record shall be thoroughly studied and/or practiced by the trainee together with
the appointed instructor. Group sessions concerning an item which is repeated on the forms of several
persons, can be held in order to replace the individual face to face training. Items wherein it would be
required to read procedures or instructions could either be done by the trainees alone or alternatively this
could be done together in a group.
On completion of this study the understanding of the material shall be verified through an across the table
interview with the instructor.
Where the use of equipment is required to complete a task a practical exercise shall so be arranged in
conjunction with Master and the heads of departments.
The Column for ratings to be given for each task shall be filled as per the guidelines specified on the
Cover sheet with an explanation in the Remark sheet where considered necessary.
The Common cover sheet shall be attached to the form and duly filled as required.
These forms shall be used in conjunction with the Employee Development Review (EDR) of an Officer
with regards to the promotion aspect.
The Promotion Training & Evaluation (PTE) Form shall be held in the crew members possession, and be
shown at the crew managers office for their appraisal during the debriefing and briefing done ashore. On
completion the original of this form shall be filed in the seafarers personal file at the Crew Managers
office.
The following forms to be used for Promotion Training Evaluation:
V-OAM-021 - Promotion Training and Evaluation-Cover Page;
V-OAM-021A PTE Chief Officer;
V-OAM-021B PTE 2 Officer;
V-OAM-021C PTE 3
nd
V-OAM-21D PTE 2 Engineer;
V-OAM-21E PTE 3 Engineer
nd
RD
rd
Officer;
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1.6
General Responsibilities of Personnel
1-6.1
Safety: Responsibility of all Personnel
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While the responsibility for safe operation of the vessel rests with the Master, this responsibility also
extends to all Officers, Ratings and Contractors who must always be alert to prevent accidents to
personnel and the vessel.
All personnel, if they observe a situation which it is felt could be potentially hazardous either to ASPSM or
outside personnel or property, must rectify the situation if able to do so and/or report the circumstances to
the Master, their Department Head, or to the Deck or Engineer Officer on Watch, so that corrective action
may be taken.
Supernumeraries and Contractors must be shown the emergency escape routes from the accommodation
and, if applicable, their allocated place of work.
1-6.2
All Personnel: Manner of Performing Duties
All vessel personnel and contractors must carry out their duties in a safe, proper and seamanlike manner.
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1.7
Vessel Familiarization
1-7.1
Vessel Staff Members
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The Officer signing on the Inductee shall ensure that he/she has the required safety equipment and
clothing.
Every crew member joining the vessel shall complete a V-OAM-004 - Induction Record Sheet, in
conjunction with their Head of Department or Delegate.
Crew members returning to the vessel on a rotational basis are required to complete this form, if the Crew
Member has not been onboard in the last six months.
Vessel specific induction checklists may also be used as part of the induction program and the completed
checklist shall be attached.
When the form has been signed off by the Inductor and Inductee, the Inductor shall direct the Inductee to
take the induction record to the Master for verification.
If the Master is satisfied that an appropriate level of awareness has been achieved he/she shall sign and
date the bottom of the form.
The Department Head supervising the work of the Supernumerary(s) will ensure that, as a minimum, the
applicable issues contained in the induction items coded 1 are explained to the Supernumerary(s) before
commencement of work.
The Department Head shall also explain any of the remaining items he/she feels are appropriate to the
work being undertaken by the Supernumerary(s).
Any Crew Member having visitors onboard is responsible for ensuring that the visitor has signed the PUB6 Visitors book and understands the emergency procedures listed on that card.
These completed forms are to be maintained in the vessel's files for three (3) years.
1-7.2
Onboard Promotion
If a Crew Member has been promoted to a new position whilst onboard the vessel then the relevant
sections of the V-OAM-004 - Induction Record Sheet, should be completed in conjunction with their Head
of Department or Delegate.
1-7.3
Information Study and Review
Officers new to the Company, when reporting aboard their first Company vessel, should study and review
the Companys procedures, forms and publications. Officers upon joining/signing onto the vessel should
check and review all instructions and informative material promulgated to the vessel during their absence.
1-7.4
Change of Officers Junior Officers
All Junior Officers are to complete written hand over notes covering the equipment and functions on board
for which they are responsible for the review of the joining Officer. These notes should cover:
Current status of the equipment they are directly responsible for;
Current status of maintenance and/or test records they are directly responsible for maintaining;
Any maintenance or tests overdue;
Any maintenance or tests due;
Equipment history whilst on board;
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All Junior Officers are to complete written handover notes that are to be reviewed by the Joining Officer.
Handover notes are to be signed and dated by both the Incumbent and Joining Officer.
These handover notes are to be filed by each Officer.
1-7.5
Training of Junior Personnel
All Officers have a responsibility to train Junior Officers, Cadets and Ratings in their duties and to assist
them in improving their abilities for advancement.
Department Heads are responsible to the Master for training the personnel of their Department in the
proper and safe performance of their duties and the duties required for advancement.
Junior Officers and Ratings that show a desire to advance themselves should be given every
encouragement and assistance.
1-7.6
Ship Handling Training
When circumstance allow, Masters should permit Deck Officers to maneuver the vessel in order to
increase their vessel handling experience and confidence. The Master must be close by to give advice
and to monitor such maneuvers.
It is particularly important that the Chief Officer is given training in vessel handling in order to prepare him
for promotion to Master.
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Masters Responsibilities
1-8.1
Masters Overriding Authority
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The Master has the overriding authority and the responsibility to make decisions with respect to safety and
pollution prevention and to request Companys assistance as may be necessary.
The Master is not constrained by the Shipowner, Charterer or any other person from taking or executing in
this respect any decision which, in the professional judgement of the Master, is necessary.
The Master is in sole command of the vessel and has authority over the decision making process on
board. Therefore, the Master must understand that the information given in these regulations is not to be
construed as in any way as relieving him/her of his/her full responsibility for the safe navigation of the
vessel and the efficient organization on board.
To this end, he/she may call on the assistance of ASP Ship Managements shore based support staff at
any time.
ASP commits to give the Master all the legal, technical and moral support requested to do his/her job.
1-8.2
Policy Implementation
The Master is responsible for ensuring the implementation of, and compliance with, all ASP Ship
Management policies and procedures, etc. issued to the vessel, including those detailed in this manual.
1-8.3
Motivation of Crew
The Master is responsible for motivating crew in the execution of all such policies and procedures, etc.,
issued to the vessel. Masters are encouraged to suggest to the Designated Person, incentive schemes
that can assist in further motivation of the crew that will lead to continuous improvement in safety and
environmental management.
1-8.4
Change of Command
Before assuming command of a vessel, the incoming Master must, whenever possible, consult with the
outgoing Master regarding the vessel's characteristics, maneuvering qualities, condition, personnel and
any other matters necessary for its safe and efficient operation.
The incumbent Master shall complete and sign the V-OAM-001 - Masters Handover Checklist.
The relieving Master shall review the handover documentation, and when satisfied as to the veracity of the
information, shall counter-sign the checklist, and thus becomes the incumbent Master.
Upon receipt of a copy of the checklist, the Ship Manager shall review the list, and any attachments, and
action as necessary.
It is the duty of the outgoing Master to bring to the incoming Master's attention any information, which will
assist him in the safe, efficient and economical operation of the vessel.
The outgoing and incoming Masters must, when time permits, make a thorough inspection of the vessel.
Both Masters must review the Defect Reporting System records and discuss any imminent action required
to deal with active defects.
The outgoing Master must turn over to the incoming Master all the vessel's certificates and documents.
An entry is to be made in the log book in accordance with Flag State requirements once the change of
command has been completed.
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The outgoing Master must ensure that all relevant voyage instructions and Charter Parties issued by
charters or the Company are brought to the attention of the incoming Master.
1-8.5
Voyage Preparation
Prior to sailing, the Master must ascertain that the vessel is seaworthy in all respects and that there are on
board sufficient stores, provisions, bunkers and water, all with reasonable allowances for safety for the
intended voyage.
The Master must also ascertain prior to sailing, that there are sufficient updated charts and navigational
publications on board for the contemplated voyage and that a navigation passage plan has been prepared
and reviewed.
1-8.6
Navigational Responsibility
The Master is responsible for the safe navigation of the vessel, which must be navigated in accordance
with the principles of good seamanship, the requirements of the Company instructions and as required by
law.
Masters are required to maintain proficiency in traditional and electronic navigation skills including those
which they normally delegate to other Officers.
In conformity with Bridge Resource Management principles, the Master must ensure that an atmosphere
conducive to the free exchange of information is maintained with regard to the bridge navigation team.
When personally conning the vessel, the Master must, in order to obtain optimum assistance from the
bridge team, keep the other team members appraised of his/her intended maneuvers as fully as
circumstances permit.
The Master must ensure that the Bridge Watch Keeping Officers are thoroughly familiar with the
applicable COLREGS and must require that the vessel is navigated in strict compliance with these
regulations.
1-8.7
General Responsibilities
The Master is responsible for
Ensuring that all vessel operations are carried out in accordance with the Company requirements.
The economical operation of the vessel. He should ensure that stores, equipment and provisions
are not used wastefully and that excessive inventories are not maintained on board.
The Master is responsible for the accuracy and timely submission of correspondence, records,
reports and documents required by the Company or by government agencies in the conduct of the
vessel's affairs.
Circumstances permitting, the Master should make regular inspections of the vessel. These
inspections should include the mess rooms and the galley, storerooms and refrigerated stores,
communal washrooms and toilets. Once a month the Master, and department heads must
conduct a formal inspection of the vessel. This must be recorded in the Official Log Book.
The health and welfare of the crew and shall conform to government and Company regulations
and standards, using good judgment in accordance with accepted seafaring practice.
The safe and proper conduct of operations concerning cargo/ballast handling and tank cleaning.
Ensuring that the vessel is maintained repaired and defects are reported in accordance with
Company requirements.
Reporting any delays to the vessel, whether at sea or in port, to the Ship Manager as soon as
possible. Where necessary, the emergency communication procedures should be used to satisfy
this requirement.
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Ensuring that minimum rest period, watch schedules and records of work is maintained on board.
Discipline
The Master has overriding authority over all persons on board the vessel. This authority must be
maintained. Masters must require that their orders are carried out and any neglect or refusal to do so
must be met with appropriate disciplinary action.
Disciplinary action must be properly administered and documented in accordance with the PUB-7 Code of
Conduct.
1-8.9
Certificates and Surveys
The Master is responsible for ensuring that all the vessel's statutory and classification certificates remain
valid at all times. He must arrange for all appropriate surveys to be carried out where possible 30 days
prior to the appropriate anniversary or expiration date.
The Master must maintain a clear plastic certificate folder in which certificates should be arranged for easy
reference. An index should be kept at the front cover for quick location of important documents.
When a number of annual and intermediate surveys are due, the Master must try to co-ordinate all of them
within the permitted time window, together with any CMS items falling due. This will reduce the number of
visits required by surveyors. The vessels trading pattern must also be taken into consideration so that
renewal of certificates is not too far advanced or delayed.
Details of all survey results must be reported to the Ship Manager immediately after the survey has been
completed.
In relation to the vessels insurance certificates, the Master is to request that the Fleet Manager obtain a
copy of the entry certificate (or if possible a duplicate original) form the Owner on an annual basis.
1-8.10
Flag State Safety Inspections
Where the Flag State requires annual safety inspections the Master is responsible for ensuring that these
are carried out prior to the anniversary date of the previous inspection.
If, due to the vessels trading patterns, the Master has difficulty arranging such an inspection he/she must
advise the Ship Manager in order that they can inform the flag state authorities.
The Ship Manager must be advised when this inspection has been carried out, together with details of any
deficiencies or recommendations.
Copies of inspection reports must be maintained on board for three years.
1-8.11
Ship Detention
In the event that a vessel is detained by any port state authority, the Master must immediately report the
circumstances to the Ship Manager, if necessary using the emergency communication procedures. The
Company will then be responsible for reporting the matter to the Flag State.
1-8.12
During Repair Periods
During Repair periods the Master and their Staff must extend their full co-operation and assistance to, and
maintain involvement with, the Ship Manager in order to ensure that the repairs are completed
satisfactorily. The Ship Manager, whilst appreciating that he/she does not supersede the Masters
authority, is entitled to expect that co-operation and assistance in what is very much a team effort.
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In order for the relationship to be beneficial it is essential that the Master and the Ship Manager are fully
aware of each other's requirements. They must both ensure that they meet regularly to discuss the
progress of the repairs.
1-8.13
Delegating Responsibility
Although the Master is responsible at all times for the safe operation and navigation of the vessel, it is
appreciated that conditions may arise when fatigue, due to long hours spent on the bridge, will cause a
reduction in the Master's alertness and efficiency.
The Master should, therefore pre-plan his/her presence on the bridge to coincide with periods of high
priority and should delegate navigational conning responsibilities to the Chief Officer, as necessary, to
allow himself adequate rest.
1-8.14
Log Books
The Master must ensure that the flag state Official Log Book is maintained correctly. In cases where the
Flag State does not issue such a book, the Company supplied V-NAV-012 - Deck Log Book must be used
instead. In addition to the standard entries this log book should be used to record all pertinent information
relating to personnel administration or the commercial operation of the vessel.
The Master must ensure that all other log and record books are maintained in accordance with Company
requirements and sign them on a regular basis. Where incorrect entries have been made, the Master is to
instruct those concerned in the correct practice.
1-8.15
Rendering Assistance
The Master must not hesitate to respond to distress calls or render any other assistance to save life or
property at sea, provided that this action does not affect the safety of the vessel, personnel or
environment. The Ship Manager must be advised immediately in the event of such a situation occurring.
When requested by RCC to assist with any search and rescue activities the Master shall:
Provide all practical assistance possible, given the circumstances of the request.
Activate Emergency System if considered appropriate.
Inform the Ship Manager
Inform Ship Owners Representative
Record all pertinent information in the Deck Log Book.
The authority of an RCC for requisitioning the vessel for search and rescue purposes is secondary to that
of the Masters. The Master may decline to render assistance if, in his/her opinion, the provision of such
assistance would place the safety of the vessel, his/her crew or the environment at risk.
1-8.16
ASP Ship Management Group Policies and Amendments
ASP Ship Management Group has the following Policies:
POL-1 Health, Safety, Security & Environmental Policy
POL-2 Quality Policy
POL-3 Business Conduct and Ethics Policy
POL-4 Code of Conduct
POL-5 Privacy Policy
POL-6 Drug & Alcohol Policy (Seagoing) & POL-6 Drug & Alcohol Policy (Shore based)
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POL-8 Sexual Harassment Policy
POL-9 Bullying Policy
POL-10 Equal Opportunity Policy
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The Master shall ensure that upon each change to the policy(s) all crew members have been made aware
of the change and verified on form V-OAM-018 - Policy Verification Record and that any amended policy
is displayed prominently throughout the vessel.
1-8.17
ASP Ship Management Group Golden Rules
The Master shall ensure that upon each change to the Golden Rules all crew members must be made
aware of the change and verified on form V-OAM-018 - Policy Verification Record and the amended
Golden Rules is displayed prominently throughout the vessel.
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1.9
Deck Department Responsibilities
1-9.1
Chief Officer Responsibilities
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The incumbent Chief Officer shall produce detailed handover notes structured in accordance with the
following general format and sign and date them on completion:
General Notes
Safety Issues
Environment Issues
Cargo Issues
Navigational equipment
General Maintenance (In hand and Planned)
Where there are no issues for discussion under a particular heading, that heading shall remain in the
notes and be followed by the notation No Business for Discussion or NBFD.
The relieving Chief Officer shall review the handover documentation and when satisfied as to the veracity
of the information, shall become the incumbent Chief Officer. The relieving Chief Officer shall sign and
date the handover notes. Any records or publications missing or in an unsatisfactory condition shall be
reported to the Master.
During the hand over period both Chief Officers make a combined tour of the vessel when the incumbent
Chief Officer shall highlight any items or issues contained in the handover notes to the relieving Chief
Officer.
Upon first joining, the Chief Officer shall check the V-OAM-011 - Masters Standing Orders and
acknowledge his/her understanding of these orders by initialling the appropriate section.
The Chief Officer shall review the existing V-OAM-013 - Chief Officers Cargo Standing Orders and
acknowledge his/her understanding of these orders by initialling the appropriate section. If the Chief
Officer deems that changes are to be made the V-OAM-013 - Chief Officers Cargo Standing Orders are to
be reissued taking into account the existing orders. Upon each rejoining, the Chief Officer shall check for
revisions and where there has been a change since their last signing, he/she shall re-initial the form to
indicate his/her understanding of the revisions.
The Chief Officer shall be responsible to the Master for:
Proper performance and conduct as a Watch Keeper.

General welfare of the Ship's Company and for the discipline of the crew.
The safe loading carriage and discharge of cargo including standing cargo watches in port where
required
Any duties detailed in V-ENV-009 Shipboard Waste Management Plan.
Ensuring that a cargo plan is prepared for the proposed loading and that stability calculations are
made for the intending voyage including departure and arrival calculations. The cargo plan and
stability calculations must be approved by the Master prior to commencement of cargo operations
where the cargo to be loaded in known.
Ensuring that all cargo spaces are properly prepared to receive the intended cargo.
Ensuring that all samples required or recommended for a particular cargo are taken and stored on
board in order to protect the interests of the vessels owners and/or charterers.
Ensuring that V-OAM-013 - Chief Officers Cargo Standing Orders is completed.
For the maintenance of all the vessel's structure and of safety equipment, excluding the fixed fire
fighting equipment in all machinery spaces, which he/she must ensure is kept in good order and
ready for immediate use. He/she must ensure that cargo gear is maintained and clearly marked
as required by Flag States and other regulations.
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The Chief Officer shall familiarise him/her self with the Masters Responsibilities and Duties.
The Chief Officer is a member of the Works Committee. In conjunction with the Second (First)
Engineer he/she has charge of and shall direct the Integrated Ratings in their work on deck. The
Chief Officer shall ensure that the plans and instructions of the Works Committee are carried out
efficiently by the careful deployment of the labour available.
The Chief Officer is responsible for preparing repair details covering the hull, deck and
accommodation for submission to ASP Ship Management by the Chief Engineer.
All deck stores.
Ordering and issuing of all Personal Protective Equipment.
On board testing, maintenance and ordering of spare parts for the vessels tank atmosphere
testing, ullaging and sampling equipment. In conjunction with the Chief Engineer, he/she shall
also ensure that meters are sent ashore for testing and calibration as required.
Assisting the Master with vessel vetting and audits, third party inspections, Flag States surveys
and port state control inspections.
Safe stowage, loading, carriage and discharge of cargo and the Charterers instructions regarding
the cargo are complied with.
Making a positive report to the Master prior to each and every departure and confirm that the
condition of the vessel meets all the requirements of the Stability Booklet including the applicable
minimum IMO criteria and shall continue to do so throughout the forthcoming voyage.
Organization of cargo work and will direct Junior Officers accordingly. Safety regulations for cargo
work must be strictly enforced and at no time are risks to be taken which might endanger the
vessel or the safety of the vessel's company.
Maintaining the cargo book in an up-to-date state and with as many factual records as may be of
use to the successive Chief Officers.
Making the entries required in order to keep the Oil Record Book Part 2 (Cargo/Ballast
Operations) up to date when it is required to be carried.
In conjunction with the Chief Engineer, shall maintain in good operating condition the cargo
system spaces and all associated equipment including holds, tanks, lines, pumps, valves, vent
systems, cranes, hatch covers, etc.
Ensuring that the Register of Materials Handling Equipment is maintained at all times.
Ensuring that all adequate anti-pollution measures are in operation as necessary.
In consultation with the Works Committee, shall organise and instruct the crew on maintenance
work, paying particular attention to the condition of the hull and steelwork and to ensure that
routine maintenance of deck machinery, hatches, watertight doors, ventilator flaps, etc., is
properly carried out in accordance with the vessels planned maintenance system.
Ensuring that the Deck Department is adequately manned, stored, and equipped for the projected
voyage and shall secure for sea those parts of the vessel under the jurisdiction of the deck
department, paying particular attention to watertight closures such as watertight doors and hatch
or tank lids, lashing of loose gear and cargo.
Ensuring that the garbage receipts provided by the CIR/Bosun are entered into the Garbage Log
Book and that it is maintained correctly.
Second Officer Responsibilities
The Second Officer is the Navigating Officer. He/she shall be responsible to the Master for proper
performance and conduct as a Watch Keeper and Navigator.
When duties involve the handling of cargo or ballast, the Second Officer is responsible to the Master
through the Chief Officer.
With the aid of the Chief Officer, the Second Officer must learn to load, distribute and discharge cargo and
ballast, and become thoroughly familiar with the vessel's cargo and ballast system so that he/she can
relieve the Chief Officer when the occasion demands.
The Second Officer's duties shall include responsibility for the following:
Standing a Navigational Watch.

Standing a watch in port.
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The preparation of the Passage Plan as directed by and for the approval of the Master.
The ordering, maintenance and correction of all charts and navigational publications relevant to
the vessel's projected employment consistent with the information obtained from the latest data
available.
Ensure that all Navigation Warnings, weather forecasts, traffic and routing information appropriate
to the areas of the vessels operation are obtained prior to getting underway.
Obtaining the noon position each day and for the preparation of the noon summary report.
Supplying to the Chief Engineer a timely and accurate summary of the voyage on completion of
the sea passage.
Deck Log abstracts and Deck Voyage reports where Owner's require such information.
The Deck Log Book.
The Bridge Movement Book.
The Compass Error Book.
The care and maintenance of all lamps required for navigation purposes. When underway he/she
is to test the emergency circuit regularly.
Navigational instruments and equipment including the GMDSS equipment.
The monthly recording of the emergency radio battery electrolyte densities in the Radio Log Book.
Ship's binoculars.
The security of the wheelhouse, chartroom, navigating equipment and instruments when the
vessel is in port.
The maintenance of an adequate supply of stationery on board.
Cargo and ballast duties as directed by the Chief Officer.
Recording all bridge equipment defects in STAR (Planned Maintenance System). Repairs and
maintenance to equipment for which the Second Officer is responsible are to be carried out in
accordance with the manufacturer's instructions.
Prior to sailing the Second Officer must ensure that the charts and navigational publications for
the voyage are on board, corrected according to the most recent available information, are
arranged in order of use and readily accessible and that the Passage Plan is completed to the
Master's approval.
Third Officer Responsibilities (including Extra Third Officer)
The Third Officer (or extra Third Officer) shall be responsible to the Master for proper performance and
conduct as a Watch Keeper and Navigator. When duties involve the handling of cargo or ballast, the Third
Officer is responsible to the Master through the Chief Officer.
The Third Officer shall also be responsible for the following:
Standing a Navigational Watch.
Standing a watch in port.
The care and maintenance of the medical locker (via the V-AAD-005 - Medical Log book and VAAD-006 - Survey Requirements for Medical Facilities aboard Ships (Medical Stores), the ordering
of medical stores, the issuance of V-AAD-004 - First Medical Certificate and if vessels do not have
STAR, form V-AAD-001 - Accident-Illness-Incident Report, the treatment of all illnesses and
accidents occurring on board in accordance with the procedures recommended in the
Shipmaster's Medical Guide and in consultation with the Master (this duty may be designated by
the Master to the Second Officer dependant on the Officer's training and experience.)
The care and maintenance of all Life Saving Appliances and Fire Fighting Equipment including
Extinguishers Level 1 & 2 service and refilling after drills, fire & foam hydrants, nozzles & hoses
with fittings, BA sets, cylinders, Air compressor, EEBD, fireman suits, foam applicators, fire
blankets, SOPEP oil spill gear, Lifeboats, Liferafts, Lifejackets, pyrotechnics, SART & EPIRB.
Fixed installations including CO2 smothering and water drenchers, fire and foam main pumps, BA
Compressor are the responsibility of the C/E.
The care and maintenance of the vessel's audible and visual signaling equipment (including
charging of batteries), flags, lights, fog gong, bell, signal books and chronometers.
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Cargo and ballast handling duties as directed by the Chief Officer.
With the aid of Senior Officers, the Third Officer must learn to load, distribute and discharge cargo
and ballast, and become thoroughly familiar with the vessels cargo and ballast system.
1-9.4
Deck Cadets: Duties
Trainee Deck Officers will have their duties assigned to them by the Chief Officer. When allocating these
duties the Chief Officer shall bear in mind the particular needs of each Trainee with regard to his/her level
of training, degree of competence and future training requirements.
Trainee Deck Officers shall keep detailed and accurate records of Watch Keeping and Cargo related
duties, countersigned by the OOW.
Trainee Deck Officers should where relevant use every endeavour to complete the onboard approved
training course with a view to obtaining their Endorsement as soon as possible.
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Chief Engineers Responsibilities
1-10.1
General
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The Chief Engineer is responsible for the overall maintenance of all plant machinery and associated
systems including electrical and hydraulic systems. The Chief Engineer is also responsible for the
maintenance of all cargo equipment including cargo pumps and cranes as well as mooring winches and
windlasses.
The Chief Engineer shall, in consultation with the Master, determine in advance the needs of the intended
voyage, taking into consideration the requirements for fuel, water, lubricants, chemicals, consumables,
spare parts, tools, supplies and any other requirements.
The Chief Engineer shall issue day to day instructions as circumstances require, to the Duty Engineer as
well as the other day working Engineers.
1-10.2
Chief Engineer Hand Over
The incumbent Chief Engineer shall complete and sign the V-OAM-002 Chief Engineers Handover
Checklist
When a Chief Engineer is to be relieved on any vessel he/she shall remain on board for a reasonable
handover period having regard to the relieving Chief Engineer's previous appointments and experience
with the vessel or specific instructions from ASP Ship Management. Change-over must not take place
during oil bunkering operations.
In special circumstances, such as special surveys, prolonged lay-ups, new vessels, major overhauls etc.,
the handover time will be extended. This will normally be decided in conjunction with the Ship Manager.
Matters on which the relief must be thoroughly briefed include the following:
Performance of all machinery.
Personnel.
State of all survey and maintenance work.
Reserves and consumption of all fuel oil, lubricating oil and fresh water.
Outstanding stores and spare gear.
The relieving Chief Engineer shall review the handover documentation and when satisfied as to the
veracity of the information, shall counter-sign the checklist and thus becomes the incumbent Chief
Engineer.
Upon receipt of a copy of the checklist, the Ship Manager shall review the list and any attachments, and
action as necessary.
1-10.3
Chief Engineer Responsibilities
The Chief Engineer is responsible to the Master, and through the Master the vessels Ship Manager for:
The efficient and economical performance of all Engineering Department activities.
The safe operation of all machinery, safe working practices within the Engineering Department
and the safety of the vessel. The Chief Engineer is responsible for the well-being, training and
discipline of all members of the Engineering Department.
The Chief Engineer, under the authority of the Master, has been assigned the role of
Environmental Officer and should carry out his duties as per VOM section 4
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Ensuring that ASP Ship Management's Regulations affecting the Engineering Department are
carried out.
Ensuring that all orders, issued by the Master, are executed and shall inform the Master of all
important matters connected with the Engineering Department.
Planning the operational requirements of the Engineering Department to meet approved ASP Ship
Management and Principals standards of service in the most cost effective manner.
As a member of the Shipboard Management Committee advising on these requirements and

machinery maintenance.
Maintaining adequate stocks of spares, tools and stores for the safe operation of the vessel.
Overseeing the standard of work performed by shipyard personnel during dockings and other
repairs and deals with Dockyard management and other parties as required.
Advising the Master should it be necessary for the Engine Room to be continuously manned. In
this event the Chief Engineer should also advise the Master of the Watch Keeping System to be
observed in the Engine Room. Before returning to unmanned condition he/she will consult with the
Master.
Being present in the Engine Room/Engine Control Room on all stand-bys when the vessel is
entering or leaving port, anchorages, moorings or when working to orders from the bridge.
The proper working of, and all repairs to; the main engine, propeller, boilers and auxiliaries, deck
machinery, including winches, windlass and ventilation fans, air conditioners, cargo plant, hotel
services, and all electrical equipment, except radio and navigational aids.
Maintaining in good working order, all lifeboat motors, galley and pantry equipment, steam,
electrical or fuel connections and/or machinery, laundry machinery, refrigerating machinery and
domestic refrigerators.
Ensuring that the machinery is operated at maximum efficiency in order to maintain current
Charter Party performance requirements. Where operational difficulties occur affecting the
machinery performance, a detailed report of these and the remedial action taken shall be
forwarded to the Ship Manager.
Exercising the utmost control over repairs and maintenance in order to maintain approved budget
and cost control procedures and to affect the maximum economy consistent with the maximum
efficiency. The Chief Engineer shall investigate any deviation from plan and provide explanations
and recommendations for corrective action to the Master and the Ship Manager.
Monitoring and ensuring observance of all Flag State requirements as well as ASP Ship
Management and Principals policies and regulations relating to safety and health, environmental
protection and pollution control, manning, staff conduct etc.
Monitoring and ensuring the observance of the appropriate crew contracts governing the
conditions of employment within the Machinery Spaces.
The Chief Engineer shall deploy Engineering Department Staff in a manner which ensures the full
and best usage of their regular working hours, arranging reliefs as required.
Monitoring the performance of the Engineering Department Staff to ensure that their duties are
efficiently carried out and that their conduct and dress are in all respects appropriate for the duty
or task to be undertaken.
Counselling and instructing the Engineering Department staff individually and in groups and
recommend specialised training as required. The Chief Engineer shall also inform Engineers, on
their first joining the vessel, of ASP Ship Management policies and confirm that each has read
and understood the written policies and instructions.
Directing and supervise the Engineering Department staff during Emergency and other Drills and
generally ensure that personnel within the Engineering Department comply with all regulations.
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Ensuring that all sea connections are closed up and in working order before the vessel leaves
dry-dock, and shall report this fact to the Master or, in the Masters absence, to the Officer in
Charge before water is admitted to the dry-dock.
Following completion of periodical overhauls and before the vessel sails after repairs, a dock trial
must be made of all machinery and the result reported to the Master.
Ensuring that water test record results are confirmed once per month.
Inspection of the vessel and in order to ensure the vessel remains in good repair, the Chief
Engineer must institute a system of routine maintenance and regularly check and endorse
records.
Ensuring that forward planning of Planned Maintenance Schedules of all hull structure and
machinery is progressed. Planned Maintenance Schedules shall be strictly followed.
Ensuring that each Planned Maintenance item is considered ahead of its scheduled date and all
action taken to ensure the work can be carried out when due. This includes the checking
availability of tools, instruction books, spares and stores and indenting for those not held on board
and reporting to ASP Ship Management all work which is expected to be wholly or partly beyond
the capacity of the vessel's staff.
Planning for dry dockings, recommending renewal, repairs, modifications, new equipment
required, etc.
Carrying out surveys and inspections (if approved by class) as required and complete the
appropriate paperwork.
Ensuring that the Register of Materials Handling Equipment is maintained in respect of any lifting
machinery associated with the engine room.
Keeping records in accordance with ASP Ship Management instructions. The Chief Engineer
must also ensure that all records on machinery surveys and maintenance are properly maintained
on board.
Forwarding performance monitoring data to the Ship Manager and, as required, to Principals at
the prescribed intervals.
The efficient working condition, repair and upkeep of the steering gear. After any repair or
overhaul to the steering gear the equipment is to be tested in the presence of the Chief Engineer
who needs to be satisfied that it is operating efficiently. An entry to this effect is to be made in the
Engine Room Log Book and the Master advised.
Testing the steering gear thoroughly. An entry to this effect must be made in the Engine Room
Log Book and Deck Log Book and reported to the Master.
Whilst at sea, in addition to the Duty Engineers examination of steering gear, the Chief or Second
(First) Engineer shall examine the gear closely every day and note such examinations in the
Engine Room Log Book.
Forwarding a weekly report covering deficiencies and completed maintenance to Ship Manager.
All maintenance work on the machinery in the machinery spaces and on deck. The Chief Engineer
may personally supervise maintenance. Such co-operation by the Chief Engineer is of
considerable assistance to the Second (First) Engineer and will contribute much to the overall
efficiency of the vessel's maintenance programme.
Providing the Master with a report as appropriate showing speed of engine, percentage of slip,
fuel consumption and quantity of fuel and freshwater remaining.
The maximum economy in fuel consumption.
Ensuring that adequate bunkers are on board, of sufficient quality and quantity with safe margin
for the next voyage. He/she must, therefore, discuss bunkers at frequent intervals with the
Master.
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Bunkering the vessel and must ensure that a safe and efficient connection is made at the bunker
manifold before commencement of bunkering operations. The Chief Engineer is responsible to
the Master for ensuring that the relevant sections of the Oil Record Book are correctly
maintained.Chief Engineers are to be guided by the instructions contained in the ORB and in
particular signing of the entries where each completed operation shall be signed by the officer or
officers in charge of the operation.
Ensuring that the Engineering Department is adequately manned, stored, and equipped for the
projected voyage and shall secure for sea those parts of the vessel under the jurisdiction of the
Engineering Department, paying particular attention to the security of stores, spare gear,
chemicals, lube oils, gas cylinders and maintaining clear access to all machinery
The Chief Engineer is responsible for the maintenance and care of all fixed firefighting systems,
including fire mains, fire pumps, foam installations, steam smothering, and CO2/halon
installations, both inside and outside the machinery spaces.
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Engine Department Responsibilities

Terminology
The STCW code defines the Second Engineer as;

Regulation I/l 9 "Second Engineer Officer" means the engineer officer next in rank to the Chief Engineer
Officer and upon whom the responsibility for the mechanical propulsion and the operation and
maintenance of the mechanical and electrical installations of the vessel will fall in the event of the
incapacity of the Chief Engineer Officer;
For some flag states the Second Engineer as defined above is to be referred to as the First Engineer, the
Third as the Second and so on.
The Following terminology will be used throughout this manual;
Term used in manual
STCW Definition
Alternative
Chief Engineer
Chief Engineer
Chief Engineer
Second Engineer
First Engineer
Third (Second) Engineer
Third Engineer
Second Engineer
Fourth (Third) Engineer
Fourth Engineer
Third Engineer
1-11.2
The incumbent Second (First) Engineer shall produce detailed handover notes structured in accordance
with the following general format, and sign and date them on completion.
Planned Maintenance Over Due
Planned Maintenance Due
Current Maintenance
Plant Deficiencies
Plant Modifications or Changes
Plant History Over Past Swing Period
General Comments
Joint Inspection of Plant Completed?Yes/No
Where there are no issues for discussion under a particular heading, the heading shall remain in the notes
and be followed by the notation No Business for Discussion or NBFD.
The relieving Second (First) Engineer shall review the handover documentation, and when satisfied as to
the veracity of the information, shall counter-sign the Second (First) Engineers Handover notes, and thus
becomes the incumbent Second (First) Engineer.
The handover process for Second (First) Engineers shall include an inspection to the Engine Room and
other machinery spaces as relevant. During this inspection the incumbent Second (First) Engineer shall
highlight any items or issues contained in the handover notes to the relieving Second (First) Engineer.
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The Second (First) Engineer is directly responsible to the Chief Engineer for the supervision of all
engineering activities on board including the overhauling of, and repair work to, the main engine, boilers,
auxiliaries, electrical equipment, deck machinery, cargo plant, lifeboat motors, emergency fire pumps and
emergency generator.
The Second (First) Engineer is directly responsible to the Chief Engineer for setting up the main
machinery and ensuring all safety and alarm systems are functional prior to engines being placed on
Unattended Machinery Space operations.
The Second (First) Engineer is part of a three man gear turn roster system, carrying out a period as Duty
Engineer for a twenty four hour period one day in three.
The Second (First) Engineer is responsible to the Chief Engineer for progressing the periodic inspection,
testing, calibration, adjustment, repair and maintenance of all equipment necessary to ensure:
The safe and efficient operation of the electrical generating plant.
The safe and efficient operations of the distribution system switch gear.
The electrical equipment associated with the propulsion system is in safe and effective working order,
and that such equipment is operated correctly.
The safe, efficient operation of all electrical equipment associated with the navigation, stability and
watertight integrity of the vessel.
The safe, efficient operation of all electrical equipment and associated systems designed to limit
pollutant discharges to the atmosphere and the sea.
The correct functioning of all unmanned machinery space alarm systems and testing equipment.
The correct operation of all hotel electrical services and communication systems.
The electrical workshop is fully equipped and maintained in an orderly manner.
The Second (First) Engineer, in conjunction with the Chief Engineer, is also responsible for the instruction
of Junior Engineers and other personnel who may be involved in the correct operation of the above
equipment.
The Second (First) Engineer shall assign an appropriately trained Engineer to carry out the following
duties:
Make periodic visual inspections of electrical equipment.
Perform routine adjustments.
Take action to remedy any malfunction with respect to electrical equipment and eliminate potential
hazards.
Co-operate with and supervise the work of shore contractors.
Ensure an adequate supply of electrical spare gear is available on board when required, and that such
items are properly stored and inventoried.
Assist the Chief Engineer in compiling equipment repair, defect and performance reports.
The performance of the vessel's electrical equipment is vital to the safety of both personnel and
equipment and the Second (First) Engineer, in conjunction with the Chief Engineer, must ensure the
effective operation of electrical equipment associated with emergency devices and controls. They
shall develop emergency procedures applicable to the electrical breakdown, fire and flooding and they
shall act to contain and minimize the effects of damage resulting from any of the aforementioned
occurrences.
The Second (First) Engineer must ensure that the Engine Room Log Book is properly written up and
maintained in a clean and tidy condition.
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The Second (First) Engineer is responsible for the loading of lubricants by ensuring the correct setting
of lines, valves and also that the correct grades are being loaded.
The Second (First) Engineer shall assist the Chief Engineer in the supervision of the bunkering
operations.
The Second (First) Engineer in conjunction with the Chief Engineer directs and supervises
Engineering Department Staff during emergency and fire drills and generally ensures that the
Engineering Department Staff member complies with regulations.
The Second (First) Engineer shall order and receive all Engine Room consumable stores and drum
oils.
The Second (First) Engineers is responsible for the allocation of tools, consumables in the Engine
Room.
The Second (First) Engineer must keep a full record of planned maintenance, overhauling and repair
work carried out. The Second (First) Engineer is responsible for the cleanliness and orderliness of the
Machinery Spaces, inspecting all machinery and equipment and for the proper and economical use of
all stores, tools and spare gear.
The Second (First) Engineer must keep the Chief Engineer fully informed about the progress of
maintenance and repair work, running of the machinery, conduct and ability of the staff, and shall
report immediately to him of any unusual occurrence in the Engine Department.
The Second (First) Engineer shall assist the Chief Engineer in the compilation of repair lists and other
documentation.
The Second (First) Engineer shall assist the Chief Engineer to draw up the vessels planned
maintenance system and is responsible for the timely execution of such planned maintenance.
The Second (First) Engineer is a member of the Shipboard Management Team. The Second (First)
Engineer has charge of and shall direct the Ratings/ABs in their work whilst in Machinery Spaces. The
Second (First) Engineer shall ensure that the plans and instructions of the Management Committee
are carried out efficiently by the careful deployment of the labor available.
The Second (First) Engineer is in charge of the Engine Room Staff, in conjunction with the Chief
Engineer and shall plan work schedules for the Engine Room Crew which assures best and full usage
of their regular working hours, minimising overtime and arranging reliefs as required. The Second
(First) Engineer shall ensure the Chief Engineer's instructions are carried out accordingly. If and when
necessary shall delegate work over and above Watch Keeping duties.
The Second (First) Engineer shall monitor the ability, conduct and performance of Engineering
Department Staff to ensure that their duties are carried out efficiently and that their dress is in all
respects appropriate for the duty or task to be undertaken.
Before leaving the vessel the outgoing Second (First) Engineer shall prepare handover notes for the
incoming Second (First) Engineer. The incoming Second (First) Engineer shall, in company with the
Second (First) Engineer being relieved, make a joint inspection of the Engine Room Department
spaces ensuring the incumbent has an understanding of the plant.
In conjunction with the Chief Officer he/she must report any possible hazards to the Master together
with any steps taken to reduce or eliminate a particular hazard. The emphasis at all times must be on
"Prevention". Such items should be reported at the Safety Committee Meetings in order to gain the
maximum benefit from eliminating hazards.
1-11.3
Third (Second) Engineer
The Third (Second) Engineer:
Is responsible to the Chief Engineer for the proper performance and conduct in his/her duties.
Will perform such operations, repair and maintenance duties as directed by the Second (First)
Engineer.
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Is responsible for operations, maintenance, service and repair of the vessels purifiers, including the
keeping of proper records and ordering of spare parts through the Chief Engineer, for the same.
Is responsible for operations, maintenance, service and repair of the vessels air compressors,
including the keeping of proper records and ordering of spare parts through the Chief Engineer, for the
same.
Is responsible for operations, maintenance, service and repair of the vessels main engine and
ancillary equipment, including the keeping of proper records and ordering of spare parts through the
Chief Engineer, for the same.
Will assist in electrical equipment maintenance and repair as assigned by Chief Engineer and/or
Second (First) Engineer in the absence of an Electrical Officer.
Will be the Duty Engineer responsible for the operation of all necessary machinery.
Is responsible for preparing proper hand-over notes prior to leaving the vessel.
1-11.4
Fourth (Third) Engineer Responsibilities
The Fourth (Third) Engineer:
Is responsible to the Chief Engineer for the proper performance and conduct in his/her duties.
Will perform such repair and maintenance duties on machinery as directed by the Second (First)
Engineer.
Is responsible for maintenance, service and repair of the vessels boilers and ancillary equipment,
including the testing of boiler water and the keeping of proper records and ordering of spare parts
through the Chief Engineer, for the same.
Is responsible for maintenance, service and repair of the vessels generators and ancillary equipment,
including the keeping of proper records and ordering of spare parts through the Chief Engineer, for the
same.
Is responsible for the carrying out of chemical treatment tests on all systems that so require. These
test results are to be handed to the Chief Engineer at the end of each month. A stock take of all
chemicals is to be carried out at the end of each month. The completed stock take form is to be
handed to the Chief Engineer.
Will assist in electrical equipment maintenance and repair including Controlling and lubricating
machine in galley and laundry as assigned by Chief Engineer and/or Second (First) Engineer in the
absence of an Electrical Officer.
In rotation with the other Engineers, for a 24 hour period is the Duty Engineer responsible for the
operation of all necessary machinery.
Is responsible for preparing proper hand-over notes prior to leaving the vessel.
1-11.5
Trainee Engineer/Cadets
The Trainee Engineer/Cadet reports directly to the Second (First) Engineer. The Second (First) Engineer
may assign the Trainee Engineer/Cadet to assist other Engineering Officers, in this case the Trainee
Engineer/Cadet reports to the Engineering Officer in charge of the task.
Trainee Engineer/Cadet will have their duties assigned to them by the Second (First) Engineer. When
allocating these duties the Second (First) Engineer shall bear in mind the particular needs of each
Trainee/Cadet with regard to his/her level of training, degree of competence and future training
requirements.
1-11.6
Electrician Responsibilities and Duties (if carried)
The Electrician shall work in conjunction with the Chief Engineer and the Second (First) Engineer and is
regarded as a member of the Engine Room Department. He/she is responsible to the Chief Engineer.
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The Electrician is responsible for the efficient running and maintenance of the vessel's electrical power,
generating plants and distribution system. He/she is expected to repair faults in wiring, switchgear,
defective electrical machinery and control systems. The Electrician is responsible for the efficient running
and maintenance of the refrigeration plant and the air-conditioning units. The operation and maintenance
of all emergency batteries.
The Electrician is to be available at all times during cargo working hours to maintain or repair electrically
operated stores cranes and cargo equipment.
The Electrician, upon joining a vessel, shall report to the Chief Engineer and shall consult with the Officer
being relieved regarding the condition of electrical machinery and equipment. The Electrician shall in the
company of the officer being relieved, if time permits, make an inspection of all electrical machinery and
equipment for which he/she is responsible and shall report any deficiencies to the Chief Engineer.
Electrician should be stand-by in engine control room whilst maneuvering.
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1.12
CIR/BOSUNS Responsibilities and Duties
1-12.1
Reports To:
Chief Officer and the Second (First) Engineer.

1-12.2
Qualifications:
In all cases the minimum qualifications for this position will be in accordance with the relevant section of
the STCW, Seagoing Qualifications, as issued and amended by the International Maritime Organization as
well as any additional Flag State requirements.
1-12.3
Responsibilities:
The incumbent shall, at all times, comply with ASP Ship Managements regulations for minimum Personal
Protective Equipment.
The CIR/BOSUN is a member of the Works Committee and is the vessel's Foreman. He/she is
responsible for allocating work to Ratings in accordance with the requirements of the Works Committee.
The CIR/BOSUN organizes the Ratings as the service of the vessel requires. Specific responsibilities
include:
Ensuring the safe and proper work performance of the Ratings.
Ensuring that all Ratings keep proper work times.
In conjunction with the Master, Chief Engineer, Chief Officer and Second (First) Engineer, on board
training of Trainee Ratings.
The CIR/BOSUN is a working foreman with his/her own tasks and areas of responsibility which include,
but are not limited to:
Maintaining a deck and machinery space greasing schedule as presented by the Shipboard
Management Committee in order to fulfill the vessels planned maintenance program.
Taking daily fresh water and dry space soundings and recording them in the sounding book.
Supervision of the disposal of rubbish and collect garbage receipts and give them to the C/O or Duty
Officer to make the entry into the Garbage Log Book.
Performing all anchor work on the windlass in conjunction with the designated Deck Officer.
Providing lists of stores requirements for deck and engineering general stores to Chief Officer and
Second (First) Engineer respectively.
Rigging hoses and taking fresh water when required.
Ensuring that a new Rating is fully conversant with his/her duties before taking over duties as sole
deck watch keeper.
Fitting of scupper plugs on the main deck and the poop deck.
Supervising the rigging of the pilot ladder and securing the same for sea.
Arranging the doubling of watches when required by the Master.
Supervising cargo operations such as the connection of submarine and floating pipelines, tank
washing
Supervising the lifting on and off of stores and spare parts.
Designated to operate the provision and cargo handling cranes if fitted and the proper securing after
operation.
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Report to Chief Officer that the vessel is secure for sea.
Train Ratings in handling crane and correct procedure of opening of lashings and securing.
Handover thoroughly the procedure for opening lashings, operation and securing of provision crane,
hose handling cranes.
The CIR/BOSUN shall participate in the vessels Emergency Response system as designated by the
Master.
The CIR/BOSUN shall actively participate in ASP Ship Managements HSSE Protection programs.
All Crew Members are responsible for the identification of hazards. Where possible such hazards should
be rectified immediately and in all cases recorded in the hazard log.
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1.13
Ratings/Crew/GPs Responsibilities and Duties
1-13.1
Definition
Ratings include all permanent Crew Members such as Integrated Ratings, Able Seaman, Ordinary
Seaman, Pumpmen, Fitters and Motormen.
1-13.2
Reports to
The Rating reports directly to the CIR/Bosun. While on watch, the Rating reports to the Officer of the
Watch (OOW)
1-13.3
Qualifications
the STCW, Seagoing Qualifications, as issued and amended by the International Maritime Organization.
1-13.4
General Purpose/Integrated Ratings
The General Purpose/Integrated Rating is a multi-skilled shipboard Rating. They are allocated to one of
the three watches or to day work. One day work General Purpose/Integrated Rating is on 24 hour call out
to assist the Duty Engineer as required.
General Purpose/Integrated Ratings on Bridge Watch at sea will assist as required in maintaining the
watch strictly in accordance with the requirements of the V-OAM-011 - Masters Standing Orders.
Between the hours of sunrise and 0800 hours and 1600 hours and sunset, general cleaning duties around
the bridge or day work duties as assigned by the Works Committee. These duties are secondary to the
requirements of the Officer of the Watch.
Between the hours of 0800 and 1600 hours, general day work duties as assigned by the Works
Committee are to be undertaken. The Duty Rating is always in hand held radio contact with the bridge
when he/she is away from it.
Ratings on cargo watch in port shall comply with the V-OAM-013 - Chief Officers Cargo Standing Orders.
Ratings on day work perform all the traditional tasks of seamen, pumpmen, greasers and Motormen, as
allocated by the Works Committee under the direction of the CIR/Bosun.
1-13.5
Responsibilities and Duties
Ratings have their duties assigned to them by the CIR/Bosun. When allocating these duties the
CIR/Bosun shall bear in mind the particular needs of each Rating with regard to his/her level of training,
degree of competence and future training requirements.
The Rating shall participate in the vessels Emergency Response System as designated by the Master.
The Rating shall participate in the current ASP Ship Management HSSE Protection Programs
All Crew Members aboard the vessel are responsible for the identification of hazards. Where possible
such hazards should be rectified immediately and in all cases recorded in the hazard log.
All Crew Members shall participate in the vessels Safety Rounds.
1-13.6
Authorities
The incumbent is authorized to initiate action, identify and record problems, recommend and implement
solutions to ensure non-conformances are corrected.
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1.14
Catering Staff Responsibilities and Duties
1-14.1
Definition
Catering Staff include all permanent Catering Staff such as Cooks, Chief Cook, Stewards, Chief Stewards
and Messmen.
1-14.2
Reports To
The Catering Staff report directly to the Master.

1-14.3
Qualifications
the STCW, Seagoing Qualifications, as issued and amended by the International Maritime Organization.
1-14.4
Stewards Responsibilities and Duties
The Steward, in conjunction with the Chief Cook/Cook, plans victuals for the vessel.
The Steward is responsible for the security of all food storage areas and of all storerooms associated with
the vessel's hotel services, e.g. linen lockers, marine stores lockers, beer lockers and bond stores.
The Steward is responsible for the overall cleanliness of all carpeted alleyways, catering storerooms,
restaurant, servery, duty mess, hospital, dispensary, pilot cabin, laundry and pantry decks as well as the
disposal of all rubbish other than from crew cabins.
The Steward is responsible for maintaining the vessels bond locker and preparing Customs Declarations
when the vessel is on an overseas voyage.
The Steward is responsible for cleaning the vessel's offices.
The Steward is responsible for cleaning the duty mess, dairy room and dry storerooms.
The Steward is responsible for cleaning all TV rooms and lounges.
The Steward is responsible for storing the vessel and maintaining sufficient clean laundry in accordance
with ASP Ship Management cost code categories and issuing as required.
The Steward participates in the vessels Emergency Response System as designated by the Master.
The Steward participates in the current ASP Ship Management Health and Safety Management and
Environmental Protection Programs.
The Steward is responsible for securing the restaurant and duty mess furniture in anticipation of heavy
weather.
The Steward is responsible for the implementation and adherence to the procedures set out in the V-ENV009 Shipboard Waste Management Plan in relation to his/her areas.
The Steward is to prepare breakfast fruit platter and ensure all associated breakfast items are in adequate
supply, i.e. cereals, breads, milk, yoghurts etc.
The Steward is to prepare and make lunch time salads and ensure there is adequate salad for the evening
meal.
The Steward is to assist the Chief Cook with all dishes during the course of the day and at meal hours.
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Chief Cook/Cook Responsibilities and Duties
The Chief Cook/Cook is responsible for the preparation of all meals and cold meats.
The Chief Cook/Cook is responsible for the cleaning of the galley, galley exhaust fan filters and the meat
and vegetable rooms.
The Chief Cook/Cook assists the Steward in stocktaking the meat rooms.
The Chief Cook/Cook is responsible for planning menus and preparing menus, ensuring that all meals are
tasty, nutritious and that the Catering Department is ran in an efficient and cost-effective manner.
The Chief Cook/Cook must compile the daily menu, which must be approved by the Master prior to
preparing the days food.
The Chief Cook/Cook shall participate in the vessels Emergency Response System as designated by the
Master.
The Chief Cook/Cook shall participate in the current ASP Ship Management HSSE Protection Programs.
The Chief Cook/Cook is responsible for the security of all food storage areas.
The Chief Cook/Cook is responsible for the implementation and adherence to the procedures set out in
the V-ENV-009 Shipboard Waste Management Plan in relation to his/her areas.
1-14.6
Authorities
The incumbent is authorized to initiate action, identify and record problems, recommend and implement
solutions to ensure non-conformances are corrected.
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Vessel IT Policy
The purpose of this procedure is to outline the Companys requirements for the following:
Computer Security;
Personal Storage Devices;
Third Party Vessel Computer Usage;
Virus Protection;
Email, Internet & Communication Policy;
Email - Auto Signature Standard;
Personal computer Use;
STA Replication
Vessel IT Fault reporting and Help request.
The IT Infrastructure Manager and Regional Office Managers are responsible for the monitoring of the
Vessels computers and the responsibility of the Senior Officers for implementation and compliance with
this Procedure.
1-15.1
Computer Security
The vital role played by the Company computerized communications and operations programs demands
that the highest priority is given to computer security in order to avoid a virus infecting the vessel
computers and the consequent possibility of it spreading into shore based systems. In order to minimize
such risks the Master is responsible for ensuring that:
Only authorized software provided by the Company is loaded into the shipboard computer
systems. The loading of programs, games, packages or utilities acquired from other sources is
strictly prohibited.
Only designated and authorised personnel (e.g. Chief Officer, Chief Engineer, or as designated by
the Master) will have access to the vessels computers.
1-15.2
Personal Storage Devices
This procedure describes the rules for using Personal Storage Devices and Personal Media on ASP Ship
Management, shipboard computers.
1-15.3
All types of Personal Storage Devices and Personal Media are prohibited on ASP Vessel
networks. This includes but is not limited to;
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Portable Hard Disk Drives
Personal Memory Sticks
Personal CD ROM drives
Personal CDs
Personal DVDs
Third Party Vessel Computer Usage
This procedure describes the rules for Third Party persons using any ASP Vessel computers.
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A third party person, such as a cargo surveyor, is prohibited from using any network resources on
an ASP Vessel this includes computers, printers, attaching a laptop or inserting a personal
storage device.
Only if there is a non networked Kiosk computer available on the ship is a third party allowed to
use the computer for vessel business.
1-15.4
Virus Protection
This procedure describes processes to be followed by all vessels to reduce the risk of a computer virus
infecting the vessels computer network and workstation computers.
The Fleet IT Manager is responsible for providing virus protection software to the vessel. The
Master and/or Chief Engineer are responsible for the compliance with this Procedure.
All workstations and servers are to have NOD32 Ant-Virus software installed.
Updates to the virus definition signatures should occur on the Server once a day via a Satellite
transmission. The definitions will then be automatically distributed to all computers when
connected to the network. If for any reason these updates should fail to be received by a
computer, the system will warn the user of a dated virus definition file. Users are required to report
such alerts to the Master or Chief Engineer who in turn are responsible for reporting to the Fleet IT
Manager for correction.
While client level Anti-Virus does a good job of detecting and removing most security threats, it is
not infallible and it is possible that some threats may evade detection. For this reason, if at any
time, a crew member should suspect that his or her computer has become infected by a virus,
Trojan or has been compromised in some other way, the employee is required to convey this
information to the IT department immediately.
Crew members are requested to exercise care where opening attachments or following web links
in email messages, especially where the sender is unknown to them.
1-15.5
Email, Internet & Communication Policy
This procedure defines the Email, Internet & Communication Policy guidelines.
ASP Ship Management (ASPSM) has a commitment to ensuring that all employees are aware of their
Internet and e-mail rights and obligations while using ASPSM net work computer equipment. This policy
sets out the policy guidelines, what employees should consider prior to sending any e-mail and the
consequences of any improper use of the system.
ASP is committed to ensuring that all information, which is communicated or accessed, on the Internet or
via e-mail contributes to enhancing the level of communication and information resources at ASPSM.
No user should have any expectation of privacy in any message, file, image or data created, sent,
retrieved or received by use of ASPs net work equipment and/or access. ASP has right to monitor any
and all aspects of their computer net work systems including, but not limited to, sites, instant messaging
systems, chat groups, or news groups visited by ASP users, material downloaded or uploaded by ASP
users, and e-mail (ASP email addresses) sent or received by ASP users. Such monitoring may occur at
any time, without notice, and without the users permission.
E-mail requires extensive network capacity. Sending unnecessary e-mail, or not exercising constraint
when sending very large files, or sending to a large number of recipients consumes network resources
that are needed for critical ASP business. When ASP grants an individual employee access to the
network, it is the responsibility of the employee to be cognizant and respectful of network resources.
Because e-mail and Internet is for the purposes of work and used on work time and equipment, it is the
property of ASP. In general, ASP will not actively monitor individual employees use of e-mail and the
Internet. However, ASP will access an employees e-mail or records of Internet use in circumstances
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where there is cause to believe that an employee has contravened this policy. ASP may also log, store
and access the contents of e-mails and records of Internet browsing activities.
This policy has been introduced because the improper use of the Companys Internet and e-mail system
may:
Threaten the security or integrity of the Companys Information Technology Systems;
Affect the privacy of the Companys employees; or
Result in legal liability for ASP and/or its employees.
Employees are expected to behave in a professional and courteous manner while accessing the Internet
and electronic mail.
Discrimination is not tolerated. Discrimination and sexual harassment policies apply to electronic mail, as
to any other form of communication or conduct. E-mail should be relevant and sent where it is considered
to be the best form of communication. Prior to sending e-mail employees should consider:
The likely reception of the e-mail i.e.: phrasing, type-facing etc;
The content of the e-mail; and
Alternative and perhaps more effective forms of communication.
Management has the right to access all e-mail files created, received or stored on ASP systems
and such files can be accessed without prior notification.
Watch punctuation and spelling. It can reflect on your professionalism. Use automatic checking
programs if available.
DO NOT SEND MESSAGES ALL IN CAPITALS. It looks as if you are shouting. Use initial capitals
or some other symbol for emphasis. For example: That IS what I meant. That *is* what I meant.
Remember that some people have to pay for each byte of data they receive. Please keep
messages to the point without appearing terse or rude.
Employees should note that:
Some information is best communicated in person; and
Once sent, the sender loses any discretion to whom the e-mail may be forwarded.
Users shall not:
Visit Internet sites that contain any material that is offensive, obscene, pornographic, racist, sexist
or defamatory, or which is intended to annoy, harass or intimidate another person, or receive,
send or download any such material.
Solicit business for personal gain or profit.
Use the Internet or e-mail for any illegal purpose.
Never copy or transfer electronic files without permission.
Never send/post or provide access to any confidential ASP materials or information. Represent
personal opinions as those of ASP.
Make or post indecent remarks, proposals or materials.
Upload, download or otherwise transmit commercial software or any copyrighted materials

belonging to parties outside of ASP.
Download any software or electronic files without implementing virus protection measures that
have been approved by ASP.
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Intentionally interfere with the normal operation of the network, including the propagation of
computer viruses and sustained high volume network traffic, which substantially hinders other in
their use of the network.
Reveal or publicise confidential or proprietary information which includes, but is not limited to:
financial information, new business and product ideas, marketing strategies and plans, databases
and the information contained therein, customer lists, technical products information, computer
software source codes, computer/network access codes, and business relationships.
Examine, change, or use another persons files, output, or user name for which they do not have
express authorisation.
Perform any other inappropriate use identified by the network administrator.
Waste time on non-company business.
Use other persons login or identity to send or read e-mail or access the Internet without that
persons express consent.
1-15.6
Email - Auto Signature Standard
All e-mail correspondences shall be treated as a formal form of communication. As with any formal
communications a standard signatures is expected. This extends to all e-mail communications internally
and externally.
The following defines the proper construction of the minimum e-mail signature block that shall be used by
all ASP Ship Management managed vessels.
The signature block shall contain the following minimum information to identify the sender and give the
parties receiving the message enough information to reply by phone, fax or e-mail:
NAME Arial, size 10 in Bold and black in colour
POSITION - Arial, size 10 in Bold and black in colour
SPACE
VESSEL NAME IN FULL Arial, size 10 in Bold and black in colour
SPACE
e-mail:
############## - Arial, Normal size 9
Ships Mobile (near land only):
### #### - Arial, Normal size 9 and black in colour
Example:
VSat Ph:
Sat'B'. Ph:
Mini 'M'Ph:
Iridium Ph:
Sat Fax:
1-15.7
+(Area code) ### #### - Arial, Normal size 9 and black in colour
+(Area code) ### #### - Arial, Normal size 9 and black in colour
Personal Computer Use
This procedure describes processes to be followed by all vessels regarding the personal use of the ASP
Vessel computer networks and workstation computers.
ASP provides these facilities to enhance business communication and increase productivity.
Personal usage must be limited and reasonable. In particular, you must not use the Companys
facilities or time to promote personal income earning activities.
To avoid copyright infringement, do not download or transmit material unless you know this is
lawful.
ASP owns all material accessed or sent using the Companys facilities. ASP may inspect this
material, especially if a breach of this policy is suspected.
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Lock your computer whilst you are away from it for an extended period and keep your password
secure. This will help ensure that others do not e-mail or access information in your name or read
messages sent to you.
Accessing, downloading or storing of copyright media such as movies, music, games etc on the
local computer or on the server is prohibited.
Data saved on the local drive of a workstation computer is not backed up. ASP users are not to
save any personal or work related data on the local drives. Any work related data is to be saved
under the respective group directories on the server.
Instances where the user needs to archive their emails, they need to consult the IT department.
Users are not to archive their emails on the local computer.
Any accidental loss of data from a local computers drive will be the sole responsibility of the ASP
user.
You must not use another persons login or identity to send or read e-mail or access the Internet
without that persons express consent.
If an employee receives any material via Internet and/or e-mail that the employee considers to be
offensive, obscene, abusive, illegal, defamatory or discriminatory, the employee should refer the
matter to the Information Technology Complaints Investigator. The Information Complaints
Investigator will impartially investigate and resolve complaints.
A breach of this policy may result in disciplinary proceedings, and in serious cases, termination of
employment. ASP may also report any illegal [unlawful] activity to the appropriate authorities.
1-15.8
STAR Replication
This procedure describes the process of STAR replication between the vessel and ashore.
Replication of both the vessel and ashore shall occur daily. The Master or the Chief Engineer is
responsible for maintaining replication files on the vessel. The replication procedure is detailed in form VOAM-016 - STAR Replication Instructions.
1-15.9
Vessel IT Fault Reporting and Help Request
This procedure describes the process for reporting Vessel IT Faults and lodging Help Requests.
When reporting an IT fault or requesting help it is very important to provide complete, specific and
accurate information to the IT support team. It is also important to know the level of experience of the
person reporting the issue.
The more accurate the details that are provide, the more efficiently the IT support team can solve the fault.
The form V-OAM-017 - Vessel IT Fault request is to be used when reporting a Vessel IT Fault / Help
Request. The form is to be fully completed before submitting the request to the IT support team at
Support@aspships.com. The IT support team, will then action the request in a timely manner.
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2-i
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1 January 2013
Authorised:
General Manager
ISM CODE COMPLIANCE ................................................................................... 2.1-1

SOLAS CHAPTER IX ................................................................................................... 2.1-1
2-1.1
2-1.2
2-1.3
2-1.4
2-1.5
2-1.6
ISM CODE ................................................................................................................. 2.2-1
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Preamble ...................................................................................................................... 2.2-1

Definitions ..................................................................................................................... 2.2-1
Objectives ..................................................................................................................... 2.2-2
Application .................................................................................................................... 2.2-2
Functional requirements for a Safety Management System (SMS)................................. 2.2-2
Safety and Environmental Protection Policy .................................................................. 2.2-2
Company Responsibilities and Authority ........................................................................ 2.2-2
Designated Person(s) ................................................................................................... 2.2-3
Masters Responsibility and Authority ............................................................................ 2.2-3
Resources and Personnel ............................................................................................. 2.2-3
Development of Plans for Shipboard Operations ........................................................... 2.2-4
Emergency Preparedness ............................................................................................. 2.2-4
Reports and Analysis of Non-conformities, Accidents and Hazardous Occurrences ....... 2.2-4
Maintenance of the Ship and Equipment ....................................................................... 2.2-4
Documentation .............................................................................................................. 2.2-4
Company Verification, Review and Evaluation ............................................................... 2.2-5
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2-2.1
2-2.2
2-2.3
2-2.4
2-2.5
2-2.6
2-2.7
2-2.8
2-2.9
2-2.10
2-2.11
2-2.12
2-2.13
2-2.14
2-2.15
2-2.16
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2.2
Regulation 1 - Definitions .............................................................................................. 2.1-1

Regulation 2 - Application ............................................................................................. 2.1-1
Regulation 3 - Safety Management Requirements ......................................................... 2.1-1
Regulation 4 - Certification ............................................................................................ 2.1-2
Regulation 5 - Maintenance of Conditions ..................................................................... 2.1-2
Regulation 6- Verification and Control ........................................................................... 2.1-2
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2.1
STAR (PLANNED MAINTENANCE SYSTEM)................................................................... 2.3-1
2.4
STRUCTURE OF MANUALS .......................................................................................... 2.4-1
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2.3
2.5
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CONTROL OF DOCUMENTS ......................................................................................... 2.5-1
2-5.1
2-5.2
2-5.3
2.6
Hierarchy of Manuals .................................................................................................... 2.4-1

Vessel Operations Manual ............................................................................................ 2.4-1
Registered Work Instructions ........................................................................................ 2.4-1
Registered Forms ......................................................................................................... 2.4-2
Vessel Specific Forms................................................................................................... 2.4-2
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2-4.1
2-4.2
2-4.3
2-4.4
2-4.5
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Companys Management System - Controlled Copy ...................................................... 2.5-1

Backup of Electronic Copies.......................................................................................... 2.5-1
Update of Paper Copies ................................................................................................ 2.5-1
MANAGEMENT REVIEWS ............................................................................................. 2.6-1
2-6.1
2-6.2
2-6.3
2-6.4
Document Review ......................................................................................................... 2.6-1

Vessel Management Reviews (Masters Review) ........................................................... 2.6-1
Meeting Minutes - Vessels ............................................................................................ 2.6-1
Management Meetings .................................................................................................. 2.6-1
2.7
INTERNAL AUDITS ...................................................................................................... 2.7-1
2.8
ISM CODE DESIGNATED PERSON ............................................................................... 2.8-1
2-8.1
2-8.2
2-8.3
2-8.4
2.9
Definition....................................................................................................................... 2.8-1
Authority ....................................................................................................................... 2.8-1
Responsibility................................................................................................................ 2.8-1
Interrelation ................................................................................................................... 2.8-1
SAFETY AND ENVIRONMENT PROTECTION REPORT ...................................................... 2.9-1
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2.1
Solas Chapter IX
2-1.1
Regulation 1 - Definitions
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ISM Code Compliance
For the purpose of this chapter, unless expressly provided otherwise:

1. International Safety Management (ISM) Code means the International Management Code for the
Safe Operation of Ships and for Pollution Prevention adopted by the Organization by resolution
A.741(18), as may be amended by the Organization, provided that such amendments are
adopted, brought into force and take effect in accordance with the provisions of article VIII of the
present Convention concerning the amendment procedures applicable to the annex other than
chapter I.
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2. Company means the owner of the ship or any other organization or person such as the Manager,
or the bareboat charterer, who has assumed the responsibility for operation of the ship from the
owner of the ship and who on assuming such responsibility has agreed to take over all the duties
and responsibilities imposed by the International Safety Management Code.
3. Oil tanker means an oil tanker as defined in regulation II-1/2.12.
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4. Chemical tanker means a chemical tanker as defined in regulation VII/8.2.
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5. Gas carrier means a gas carrier as defined in regulation VII/11.2.
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6. Bulk carrier means a ship which is constructed generally with single deck, top-side tanks and
hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and
includes such types as ore carriers and combination carriers.
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7. The Mobile offshore drilling unit (MODU) means a vessel capable of engaging in drilling
operations for the exploration for or exploitation of resources beneath the sea-bed such as liquid
or gaseous hydrocarbons, sulphur or salt.
Regulation 2 - Application
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8. High-speed craft means a craft as defined in regulation X/1.
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This chapter applies to ships, regardless of the date of construction, as follows:

1. passenger ships including passenger high-speed craft, not later than 1 July 1998;
2. oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high-speed craft of 500 gross
tonnage and upwards, not later than 1 July 1998; and
3. other cargo ships and mobile offshore drilling units of 500 gross tonnage and upwards, not later
than 1 July 2002.
This chapter does not apply to government-operated ships used for non-commercial purposes.
2-1.3
Regulation 3 - Safety Management Requirements
1. The company and the ship shall comply with the requirements of the International Safety
Management Code. For the purpose of this regulation, the requirements of the Code shall be
treated as mandatory.
2. The ship shall be operated by a company holding a Document of Compliance referred to in
regulation 4.
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ISM Code Compliance
Regulation 4 - Certification
1. A Document of Compliance shall be issued to every company which complies with the
requirements of the International Safety Management Code. This document shall be issued by the
Administration, by an organization recognized by the Administration, or at the request of the
Administration by another Contracting Government.
2. A copy of the Document of Compliance shall be kept on board the ship in order that the Master
can produce it on request for verification.
3. A Certificate, called a Safety Management Certificate, shall be issued to every ship by the
Administration or an organization recognized by the Administration. The Administration or
organization recognized by it shall, before issuing the Safety Management Certificate, verify that
the company and its shipboard management operate in accordance with the approved safetymanagement system.
Regulation 5 - Maintenance of Conditions
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2-1.5
1. The safety-management system shall be maintained in accordance with the provisions of the
International Safety Management Code.
Regulation 6- Verification and Control
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1. The Administration, another Contracting Government at the request of the Administration or an

organization recognized by the Administration shall periodically verify the proper functioning of the
ships safety-management system.
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2. A ship required to hold a certificate issued pursuant to the provisions of regulation 4.3 shall be
subject to control in accordance with the provisions of regulation XI/4. For this purpose such
certificates shall be treated as a certificate issued under regulation I/12 or I/13.
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ISM Code
2-2.1
Preamble
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ISM Code Compliance
The purpose of this Code is to provide an international standard for the safe management and
operation of ships and for pollution prevention.
The Assembly adopted resolution A.443 (XI) by which it invited all Governments to take the
necessary steps to safeguard the shipmaster in the proper discharge of his responsibilities with
regard to maritime safety and the protection of the marine environment.
The Assembly also adopted resolution A.680 (17) by which it further recognized the need for
appropriate organization of management to enable it to respond to the need of those on board
ships to achieve and maintain high standards of safety and environmental protection.
Recognizing that no two shipping companies or ship-owners are the same, and that ships operate
under a wide range of different conditions, the Code is based on general principles and objectives.
The Code is expressed in broad terms so that it can have a widespread application. Clearly,
different levels of management, whether shore-based or at sea, will require varying levels of
knowledge and awareness of the items outlined.
The cornerstone of good safety management is commitment from the top. In matters of safety and
pollution prevention it is the commitment, competence, attitudes and motivation of individuals at all
levels that determines the end result.
Definitions
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International Safety Management (ISM) Code means the International Management Code for the
Safe Operation of Ships and for Pollution Prevention as adopted by the Assembly, as may be
amended by the Organization
Company means the Owner of the ship or any other organization or person such as the
Manager, or the Bareboat Charterer, who has assumed the responsibility for operation of the ship
from the Ship-owner and who on assuming such responsibility has agreed to take over all the
duties and responsibility imposed by the Code.
Administration means the Government of the State whose flag the ship is entitled to fly.
Safety Management System means a structured and documented system enabling Company
personnel to implement effectively the Company safety and environmental protection policy
Document of Compliance means a document issued to a Company which complies with the
requirements of this Code.
Safety Management Certificate means a document issued to a ship which signifies that the
Company and its shipboard management operate in accordance with the approved safety
management system.
Objective evidence means quantitative or qualitative information, records or statements of fact

pertaining to safety or to the existence and implementation of a safety management system
element, which is based on observation, measurement or test and which can be verified.
Observation means a statement of fact made during a safety management audit and
substantiated by objective evidence.
Non-conformity means an observed situation where objective evidence indicates the nonfulfillment of a specified requirement.
Major non-conformity means an identifiable deviation that poses a serious threat to the safety of
personnel or the ship or a serious risk to the environment that requires immediate corrective
action or the lack of effective and systematic implementation of a requirement of this Code.
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Anniversary date means the day and month of each year that corresponds to the date of expiry of
the relevant document or certificate.
Objectives
1. The objectives of the Code are to ensure safety at sea, prevention of human injury or loss of life,
and avoidance of damage to the environment, in particular, to the marine environment,
and to property.
2. Safety management objectives of the Company should, inter alia:
1. provide for safe practices in ship operation and a safe working environment;
2. assess all identified risks to its ships, personnel and the environment and establish
appropriate safeguards and establish safeguards against all identified risks; and
3. The safety and management system should ensure:

1. compliance with mandatory rules and regulations; and
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3. continuously improve safety management skills of personnel ashore and aboard ships,
including preparing for emergencies related both to safety and environmental protection.
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2. that applicable codes, guidelines and standards recommended by the Organization,

Administrations, classification societies and maritime industry organizations are taken into
account.
Functional requirements for a Safety Management System (SMS)
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The requirements of this Code may be applied to all ships.
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1. a safety and environmental protection policy;

2. instructions and procedures to ensure safe operation of ships and protection of the
environment in compliance with relevant international and flag State legislation;
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3. defined levels of authority and lines of communication between, and amongst, shore and
shipboard personnel;
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4. procedures for reporting accidents and non-conformities with the provisions of this Code;
5. procedures to prepare for and respond to emergency situations; and
6. procedures for internal audits and management reviews.
2-2.6
Safety and Environmental Protection Policy
The company should establish a safety and environmental protection policy which describes how
the objectives, given in paragraph 2-2.3, will be achieved.
The company should ensure that the policy is implemented and maintained at all levels of the
organization both ship based as well as shore based.
2-2.7
Company Responsibilities and Authority
If the entity who is responsible for the operation of the ship is other than the owner, the owner
must report the full name and details of such entity to the Administration.
The company should define and document the responsibility, authority and interrelation of all
personnel who manage, perform and verify work relating to and affecting safety and pollution
prevention.
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The Company is responsible for ensuring that adequate resources and shore based support are
provided to enable the designated person or persons to carry out their functions.
Designated Person(s)
To ensure the safe operation of each ship and to provide a link between the company and those on board,
every company, as appropriate, should designate a person or persons ashore having direct access to the
highest level of management. The responsibility and authority of the designated person or persons should
include monitoring the safety and pollution prevention aspects of the operation of each ship and to ensure
that adequate resources and shore based support are applied, as required
2-2.9
Masters Responsibility and Authority

The company should clearly define and document the masters responsibility with regard to:
2. motivating the crew in the observation of that policy;
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1. implementing the safety and environmental protection policy of the Company;

3. issuing appropriate orders and instructions in a clear and simple manner;
4. verifying that specified requirements are observed; and
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The Company should ensure that the SMS operating on board the ship contains a clear statement
emphasizing the Masters authority. The Company should establish in the SMS that the master
has the overriding authority and the responsibility to make decisions with respect to safety and
pollution prevention and to request the Companys assistance as may be necessary.
The Company should ensure that the master is:
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5. periodically reviewing the SMS and reporting its deficiencies to the shore based management.
1. properly qualified for command;
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2. fully conversant with the Companys SMS; and
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3. given the necessary support so that the Masters duties can be safely performed.
The Company should ensure that each ship is manned with qualified, certificated and medically fit
seafarers in accordance with national and international requirements.
The Company should establish procedures to ensure that new personnel and personnel
transferred to new assignments related to safety and protection of the environment are given
proper familiarization with their duties. Instructions which are essential to be provided prior to
sailing should be identified, documented and given.
The Company should ensure that all personnel involved in the Companys SMS have an adequate
understanding of relevant rules, regulations, codes and guidelines.
The Company should establish and maintain procedures for identifying any training which may be
required in support of the SMS and ensure that such training is provided for all personnel
concerned.
The Company should establish procedures by which the ships personnel receive relevant
information on the SMS in a working language or languages understood by them.
The Company should ensure that the ships personnel are able to communicate effectively in the
execution of their duties related to the SMS.
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Development of Plans for Shipboard Operations
The Company should establish procedures, plans and instructions, including checklists as appropriate,
for key shipboard operations concerning the safety of the personnel, ship and protection of the
environment. The various tasks should be defined and assigned to qualified personnel
2-2.12
Emergency Preparedness
The Company should identify potential emergency shipboard situations, and establish
procedures to respond to them.
The Company should establish programmes for drills and exercises to prepare for emergency
actions.
The SMS should provide for measures ensuring that the Companys organization can respond at
any time to hazards, accidents and emergency situations involving its ships.
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Reports and Analysis of Non-conformities, Accidents and Hazardous Occurrences

The SMS should include procedures ensuring that non-conformities, accidents and hazardous
situations are reported to the Company, investigated and analyzed with the object of improving
safety and pollution prevention.
The Company should establish procedures for the implementation of corrective action,
including measures intended to prevent recurrence.
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The Company should establish procedures to ensure that the ship is maintained in conformity with
the provisions of the relevant rules and regulations and with any additional requirements which
may be established by the Company.
In meeting these requirements the Company should ensure that:
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o records of these activities are maintained.
The Company should identify equipment and technical systems the sudden operational failure of
which may result in hazardous situations. The SMS should provide for specific measures aimed at
promoting the reliability of such equipment or systems. These measures should include the
regular testing of stand-by arrangements and equipment or technical systems that are not in
continuous use.
The inspections mentioned in dot point 2 above as well as the measures referred to in dot point 3
above should be integrated in the ships operational maintenance routine.
2-2.15
Documentation
The Company should establish and maintain procedures to control all documents and data which
are relevant to the SMS.
The Company should ensure that;

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valid documents are available at all relevant locations;
changes to documents are reviewed and approved by authorized personnel; and
obsolete documents are promptly removed.
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The documents used to describe and implement the SMS may be referred to as the Safety
Management Manual. Documentation should be kept in a form that the Company considers most
effective. Each ship should carry on board all documentation relevant to that ship.
All documents will be retained and disposed of as detailed in V-ISM-012 - Retention of Records.
2-2.16
Company Verification, Review and Evaluation

The Company should carry out internal safety audits on board and ashore at intervals not
exceeding twelve months to verify whether safety and pollution-prevention activities comply with
the safety management system. In exceptional circumstances, this interval may be exceeded by
not more than three months.
The Company should periodically evaluate the effectiveness of the SMS in accordance with
procedures established by the Company.
The audits and possible corrective actions should be carried out in accordance with documented
procedures.
Personnel carrying out audits should be independent of the areas being audited unless this is
impracticable due to the size and the nature of the Company.
The results of the audits and reviews should be brought to the attention of all personnel having
responsibility in the area involved.
The management personnel responsible for the area involved should take timely corrective action
on deficiencies found.
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STAR (Planned Maintenance System)
ASP Ship Management considers STAR (Planned Maintenance System) as a central part of our
Quality/Safety Management System and will endeavor to fit this to system to all managed vessels.
Vessels fitted with STAR (Planned Maintenance System) shall utilize these systems for the following:
Accidents and Ship Incidents
Safety Opportunity
Defects/Non Conformities Reports
Planned maintenance
Unplanned maintenance (replacing work books)
Vessel Certification
Forms
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Vessels that are not fitted with STAR (Planned Maintenance System) they are to utilize the Planned
Maintenance system fitted to the vessel, the Registered Forms (either electronically or hard copy) as well
as the applicable record/log books.
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Structure of Manuals
2-4.1
Hierarchy of Manuals
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Control
Type
Application
Production
Quality Manual
General
Manager
Hard Copy/
STAR (Planned
Maintenance
System)/CD
Intranet
Group and Regional

Offices
Hard copy to be
produced by Group
Hard Copy/
STAR (Planned
Maintenance
System) CD
Intranet
Relevant Vessel Type

and Regional Office
Hard copy to be
produced by Regional
Office
General
Manager
Vessel Type Specific
General
Manager
General
Manager
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Engineer
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Group I.T.
Department
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Master/ Chief
Engineer
STAR (Planned
Maintenance
System)
Individual Vessel
Master/ Chief
Engineer
Hard Copy/ CD
Intranet

and Regional Office
Group I.T.
Department
STAR (Planned
Maintenance
System)
Individual Vessel
Master/ Chief
Engineer
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Registered Work
Instructions
additional
descriptions
Vessel Specific
Forms

and Regional Office
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Outlines
requirements of
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Manual
Vessel Operations Manual
The Vessel Operations Manual is intended to deliver ASPSMs requirements for each type of vessel. As
such they are vessel type specific.
Where areas of these manuals do not relate to a particular vessel either though lack of fitted equipment,
design or trade, then that section is to be taken as not applicable.
Where the Master feels that the requirements of Vessel Operations Manual need to be varied for his/her
particular vessel then the variances are to be recorded in the V-ISM-010 - Shipboard Standing Orders
2-4.3
Registered Work Instructions
Registered Work Instructions are the instructions that are promulgated through the Companies
information handling system STAR (Planned Maintenance System).
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All Registered Work Instructions are to be scheduled and completed. Where Registered Work Instructions
appear in a vessels Work Instructions List do not relate to vessel then a V-ISM-006 - Procedural Change
Request is to be raised.
2-4.4
Registered Forms
These are the forms contained within the ASP Ship Management Integrated Management System. Where
relevant, these forms have been supplied in Adobe and MS Office versions.
Where Charters/Owners require the same information as contained in Registered Forms then only the
Charters/Owners format needs to be completed and sent to ASP Ship Management.
2-4.5
Vessel Specific Forms
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Vessels may vary the registered forms to make them vessel specific; however the vessel specific forms
should contain at least the same information as the Registered Form (excluding and items that do not
relate to the vessel).
Vessels may also create additional forms and checklists to supplement the registered forms.
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The forms are to be recorded on the V-ISM-001 Vessel Specific Controlled Document Register.
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Control of Documents
2-5.1
Companys Management System - Controlled Copy
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The controlled copy of the Companys Safety Management System shall be the electronic copy and shall
be controlled by the Group HSEQ Manager.
2-5.2
Backup of Electronic Copies
The Master shall maintain at least one hard copy of the Companies Safety Management System and
update as required below.
2-5.3
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Where the vessel is not fitted with a number of suitable computer terminals to allow free access to an
electronic copy of the Safety Management System by all Crew Members then the Master shall maintain
two additional copies of the Companies Management System one being in the crews common area and
the other in the Officers common area.
Update of Paper Copies
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Upon notification of a change to the Safety Management System, the Master shall replace any changes
on controlled paper (colored Company logo and embossed) and return the SMQA-612 - Issue-Change
Notice to the Designated Person.
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Management Reviews
2-6.1
Document Review
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Every procedure contained within the Vessel Operations Manual as well as the associated forms and
publications shall be reviewed on an annual basis by the relevant member of the vessels staff as per the
V-ISM-011 - Document Review Plan.
Any requests to change documentation arising out of a Document Review shall be made and attached to
a V-ISM-006 - Procedural Change Request is to be raised. This does not restrict the raising of Procedure
Change Requests at anytime where a change to the procedures is required.
2-6.2
Vessel Management Reviews (Masters Review)
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Each Master shall convene and conduct a V-ISM-004-Masters Review with the head of departments
before completion of their tour of duty or intervals not exceeding 4 months whichever is earlier.
The Master shall nominate someone to record and maintain minutes of each meeting.
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Masters shall forward a copy of the meeting minutes and any proposed document changes to the
Designated Person who shall review and respond to the Master. The Designated Person shall action any
proposed document changes and PCRs (V-ISM-006 - Procedure Change Request) that have been raised
(Note these should be done within STAR).
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The minutes of the shipboard management review as well as the Ship Managers response shall be tabled
at the ashore based Management Review meeting.
2-6.4
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A copy of the V-ISM-004-Masters Review minutes and any attachments are to be kept by the Master.
Management Meetings
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The Ship Manager or Master may elect to undertake a monthly Management Meeting to discuss
budgetary and other operational issues.
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The V-ISM-005 - Monthly Management Meeting should be used as a basis for the development of the
meeting agenda and recording of the minutes.
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Internal Audits
The Designated Person shall develop and maintain an Internal Audit Schedule which ensures each vessel
is audited by an Independent Auditor or Audit Team, once every twelve months.
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The Master of each vessel shall maintain a file(s) containing the following records in relation to each audit
of their vessel. A copy of the audit report SMQA-611 - Internal Audit Report - Vessel
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ISM Code Designated Person
2-8.1
Definition
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Each ASP Ship Management Office holding an ISM Document of Compliance shall appoint a Designated
Person Ashore (Designated Person) as defined in Section 4 of the International Safety Management
Code and has the authority and responsibility for ensuring that the requirements of the maritime industry
rules and regulations, codes and conventions referenced in this manual are effectively implemented and
maintained.
The Designated Person shall issue form SMQA-607 - Designated Person Letter to the vessels operating
under the companies Document of Compliance and clearly state the name and contact details.
This letter shall be displayed prominently throughout the vessel.
Authority
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2-8.2
As Designated Person, he/she has direct access to the highest levels of authority of ASP Ship
Management in relation to crew health and safety, operational safety and pollution prevention issues,
should this be necessary.
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The Designated Person reports to Senior Management and the Board of Directors.
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To ensure compliance with this requirement, the Designated Person shall:

Monitor the safety and pollution prevention aspects of the vessels operation and ensure that
adequate resources and shore based support is provided as required.
Respond to and action any issues that the Master considers and reports to the Designated Person
as hazardous related to crew health and safety, operational safety or pollution prevention which
have been identified and reported to Line Management through normal channels but are not being
addressed adequately.
Acknowledge, in writing to the Crew Member receipt of such reports within 1 working day of
receipt.
Discuss the Crew Members concerns, with the vessels Ship Manager and ascertain the status of
any corrective action being taken or intended. He/she shall then advise the Crew Member of
his/her findings in relation to any such corrective action within 10 working days of
acknowledgement of receipt of such a report.
At the end of each quarter submit a written report to the Senior Management of ASP Ship
Management and the relevant Masters. This report shall list all outstanding items of concern
raised and detail any corrective action intended and the current status of that action.
2-8.4
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Interrelation
The Designated Person is a reporting function for the vessels staff to report failures of line management to
address concerns regarding safety and environmental protection.
The Designated Person is a safety valve to ensure that the highest levels of the organisation are made
aware when the line management fails; additional resources and support are required to ensure the safety
of the vessel, its crew and protection of the environment. The Designated person must be accessible to all
sea staff and have the ability to contact Senior Management as well as the members of the board. The
Designated Person supplies support to the Fleet Group in matters of statutory compliance and introduction
of new legislation.
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Safety and Environment Protection Report
Safety and Environment Protection Report is required;

1. To enable Senior Management to be satisfied with the safe operation of all fully managed vessels.
2. As a basis to provide quarterly reports to ASP Ship Managements Board of Directors and
Principals.
This procedure applies to the Master of each vessel fully managed by ASP Ship Management. It is
recognized that established methods of communication exist between vessel and shore which enable the
Master to report on an on-going basis defects which affect his/her ability to discharge his/her
responsibilities.
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Therefore, this report shall cover only those matters which directly and immediately affect safe operation,
health and safety and protection of the environment.
It is the responsibility of the Master, Chief Engineer, Fleet/Ship Manager and Designated Person to
implement and comply with this procedure.
by the 31st of March each year
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The Master shall forward a completed Safety and Environment Protection Report to the Designated
Person for the inclusion in the principals quarterly reports as follows:
by the 30th of June each year
3rd Quarter
by the 30th of September each year
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The Master shall review the minutes of the Health, Safety and Environment and Management meetings
over the past three months and note any outstanding issues that immediately affect the health and safety
of the crew, safe operation of the vessel and protection of the environment.
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The Master in consultation with the Chief Engineer shall review the condition of all machinery on board
and note any deficiencies which immediately affect the health and safety of the crew, safe operation of the
vessel and protection of the environment.
The Master shall then complete the V-ISM-008 - Safety and Environment Protection Report.
The Master shall maintain a copy of the Safety and Environment Protection Report, and any attachments,
in a file marked Safety and Environment Protection Reports.
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3-i
#3
1 January 2013
Authorised:
General Manager
SAFETY ............................................................................................................... 3.1-1

3.1
COMPANY POLICY ...................................................................................................... 3.1-1
3.2
SAFETY SYSTEM ........................................................................................................ 3.2-1
3-2.1
3-2.2
3-2.3
3-2.4
3-2.5
3-2.6
3-2.7
3-2.8
3-2.9
3-2.10
3-2.11
3-2.12
3.3
PERMIT TO W ORK ...................................................................................................... 3.3-1
3-3.1
3-3.2
3-3.3
3-3.4
3-3.5
3-3.6
3-3.7
3-3.8
3-3.9
3-3.10
3-3.11
3-3.12
3-3.13
3.4
Carriage Requirement of Measuring Equipment ............................................................ 3.4-1

Measuring Equipment ................................................................................................... 3.4-1
Portable Gas Instruments.............................................................................................. 3.4-1
Level gauging Equipment .............................................................................................. 3.4-1
Pressure Measuring Equipment .................................................................................... 3.4-1
Temperature Measuring Equipment .............................................................................. 3.4-1
Fixed Gas Detection Systems ....................................................................................... 3.4-1
INDUCTIONS............................................................................................................... 3.5-1
3-5.1
3-5.2
3-5.3
3-5.4
3.6
Permit to Work Guidelines ............................................................................................. 3.3-1

Confined Space Entry Permit ........................................................................................ 3.3-2
Hot Work Permit............................................................................................................ 3.3-5
Electrical Isolation Permit .............................................................................................3.3-13
Pipelines and Pressure Vessels Permit ........................................................................3.3-13
Safety with Pressure Systems ......................................................................................3.3-13
Working at Height Permit .............................................................................................3.3-14
Underwater Work Permit ..............................................................................................3.3-14
Isolation .......................................................................................................................3.3-14
Lock Out System..........................................................................................................3.3-16
Lock Out Responsibilities .............................................................................................3.3-16
Out of Service Tags .....................................................................................................3.3-18
Working on Energized Systems....................................................................................3.3-18
MEASURING EQUIPMENT ............................................................................................ 3.4-1
3-4.1
3-4.2
3-4.3
3-4.4
3-4.5
3-4.6
3-4.7
3.5
Responsibility for Safety ................................................................................................ 3.2-1

Shore Based HSSE Committee ..................................................................................... 3.2-1
Vessel Safety Organisation ........................................................................................... 3.2-2
Penalty for Violation of Safety Regulations .................................................................... 3.2-2
Master's Responsibility.................................................................................................. 3.2-3
Safety Officers .............................................................................................................. 3.2-3
Safety Representatives ................................................................................................. 3.2-4
The Health, Safety, Security and Environment (HSSE) Committee Meeting................... 3.2-5
Safety Opportunity ........................................................................................................ 3.2-6
Best Practice................................................................................................................. 3.2-7
Weekly Safety Rounds .................................................................................................. 3.2-7
Safety Surveys.............................................................................................................. 3.2-7
Crew Induction .............................................................................................................. 3.5-1

Visitor and Non-Crew Induction ..................................................................................... 3.5-1
Contractor Induction ...................................................................................................... 3.5-1
Supernumeraries/Contractors Sailing with the Vessel .................................................... 3.5-2
DRILLS ...................................................................................................................... 3.6-1
3-6.1
3-6.2
3-6.3
3-6.4
3-6.5
3-6.6
3-6.7
3-6.8
3-6.9
3-6.10
Instruction - All Personnel ............................................................................................. 3.6-1

Combined Ship/Shore Emergency Response Drill ......................................................... 3.6-1
Test Notification ............................................................................................................ 3.6-1
Initiating the Plan Test ................................................................................................... 3.6-2
Action by Ship Manager ................................................................................................ 3.6-2
Action by Ship Manager / Designated Person ................................................................ 3.6-2
Drill Planning, Execution and Review ............................................................................ 3.6-2
Planning and Briefing .................................................................................................... 3.6-2
De-Briefing .................................................................................................................... 3.6-2
Fire Drills ...................................................................................................................... 3.6-3
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3.7
Safe Operations ............................................................................................................ 3.7-1

Muster Lists .................................................................................................................. 3.7-1
Smoking Regulations Policy and Procedures................................................................. 3.7-1
Protective Clothing and Equipment................................................................................ 3.7-2
Entry to Machinery Spaces...........................................................................................3.7-11
Cleaning with Gasoline or other Volatile fluids ..............................................................3.7-11
Record of Safety Equipment Inspection and Maintenance ............................................3.7-11
Safety Markings and Warning Signs .............................................................................3.7-11
Open Manholes and Gratings.......................................................................................3.7-11
Boarding and Leaving the Vessel/Visitors .....................................................................3.7-11
Work in Cargo Holds ....................................................................................................3.7-12
Hazardous / Toxic cargoes. ..........................................................................................3.7-12
Swimming ....................................................................................................................3.7-16
Weather Decks ............................................................................................................3.7-16
Securing of Gear ..........................................................................................................3.7-16
Penalty for Violation of Safety Regulations ...................................................................3.7-16
Removal of Plate or Pipes ............................................................................................3.7-17
Electrical Equipment and Appliances Testing ...............................................................3.7-17
Medical Stores .............................................................................................................3.7-17
Medical Log .................................................................................................................3.7-17
Ladders, Stages, Scaffoldings and other access equipments........................................3.7-17
Drum Storage and Handling .........................................................................................3.7-20
Battery Storage ............................................................................................................3.7-21
Cold Weather Precautions............................................................................................3.7-23
RISK OF FIRE ............................................................................................................. 3.8-1
3-8.1
3-8.2
3-8.3
3-8.4
3-8.5
3-8.6
3.9
Boat Drills ..................................................................................................................... 3.6-3
GENERAL REQUIREMENTS .......................................................................................... 3.7-1
3-7.1
3-7.2
3-7.3
3-7.4
3-7.5
3-7.6
3-7.7
3-7.8
3-7.9
3-7.10
3-7.11
3-7.12
3-7.13
3-7.14
3-7.15
3-7.16
3-7.17
3-7.18
3-7.19
3-7.20
3-7.21
3-7.22
3-7.23
3-7.24
3.8
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Smoking........................................................................................................................ 3.8-1
Electrical Fittings ........................................................................................................... 3.8-1
Spontaneous Combustion ............................................................................................. 3.8-1
Cleanliness ................................................................................................................... 3.8-2
Galley Fires................................................................................................................... 3.8-2
Incorrect Drying of Laundry ........................................................................................... 3.8-2
FIRE FIGHTING EQUIPMENT ........................................................................................ 3.9-1
3-9.1
3-9.2
3-9.3
3-9.4
3-9.5
3-9.6
3-9.7
3-9.8
3-9.9
3-9.10
3-9.11
3-9.12
3-9.13
3-9.14
Maintenance of Equipment ............................................................................................ 3.9-1

Requirements and Standards ........................................................................................ 3.9-1
Foam Systems .............................................................................................................. 3.9-1
Fixed Fire Fighting Systems .......................................................................................... 3.9-2
Halon ............................................................................................................................ 3.9-3
Carbon Dioxide Systems ............................................................................................... 3.9-3
Fire Hoses and Nozzles ................................................................................................ 3.9-3
Fire Extinguishers ......................................................................................................... 3.9-3
Emergency Closing Appliances ..................................................................................... 3.9-3
Recording Tests and Inspections .................................................................................. 3.9-3
Fire Plan Container ....................................................................................................... 3.9-4
Fire Plan ....................................................................................................................... 3.9-4
Fire Detection Systems ................................................................................................. 3.9-4
Emergency Fire Pump................................................................................................... 3.9-5
3.10 LIFE SAVING EQUIPMENT .......................................................................................... 3.10-1

3-10.1
3-10.2
3-10.3
3-10.4
3-10.5
3-10.6
3-10.7
3-10.8
3-10.9
General Requirements .................................................................................................3.10-1

Manufacturers Requirements/Maintenance Manuals....................................................3.10-1
Weekly and Monthly Inspections ..................................................................................3.10-1
Reports and records.....................................................................................................3.10-1
Lifeboat Falls ...............................................................................................................3.10-1
Davits ..........................................................................................................................3.10-1
Lifeboat/Life Raft Embarkation Ladders ........................................................................3.10-2
Lifeboat Release Gear .................................................................................................3.10-2
Tricing Pendants ..........................................................................................................3.10-2
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3-10.11
3-10.12
3-10.13
3-10.14
3-10.15
3-10.16
3-10.17
3-10.18
3-10.19
3-10.20
3-10.21
3-10.22
3-10.23
3-10.24
3-10.25
3-10.26
3-10.27
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Span Wires ..................................................................................................................3.10-2

Lifeboat Engines and Fuel ............................................................................................3.10-2
Food Rations ...............................................................................................................3.10-3
Emergency First Aid Kits ..............................................................................................3.10-3
Survival Craft (Waterproof) hand held 2- Way VHF Radios ...........................................3.10-3
Lifeboat Miscellaneous .................................................................................................3.10-3
Free fall Lifeboat Requirements....................................................................................3.10-4
Rescue Boat ................................................................................................................3.10-6
Inflatable Life rafts........................................................................................................3.10-7
Lifejackets....................................................................................................................3.10-7
Lifebuoys .....................................................................................................................3.10-7
Line Throwing Apparatus & Pyrotechnics .....................................................................3.10-7
Thermal Protective Aids ...............................................................................................3.10-7
Immersion Suits ...........................................................................................................3.10-8
Breathing Apparatus ....................................................................................................3.10-8
Emergency Escape Breathing Devises (EEBDs)..........................................................3.10-8
Air Compressor ............................................................................................................3.10-8
Resuscitators ...............................................................................................................3.10-8
3.11 TOOLS AND W ORK EQUIPMENT ................................................................................. 3.11-1

3-11.1
3-11.2
3-11.3
3-11.4
3-11.5
3-11.6
3-11.7
3-11.8
3-11.9
3-11.10
General ........................................................................................................................3.11-1
Fixed Power Tools .......................................................................................................3.11-1
Workshop Machinery ...................................................................................................3.11-1
Pedestal Grinding Machines.........................................................................................3.11-2
Portable Grinders, Power Brushes and Tools ...............................................................3.11-2
Welding / cutting equipment. ........................................................................................3.11-3
Gas Welding / Cutting Equipment.................................................................................3.11-3
Handling of Compressed Gas Cylinders .......................................................................3.11-4
Safe Handling of Oxygen .............................................................................................3.11-4
Electric Arc Welding Equipment ...................................................................................3.11-6
3.12 OCCUPATIONAL HEALTH AND SAFETY ....................................................................... 3.12-1

3-12.1
3-12.2
3-12.3
3-12.4
3-12.5
3-12.6
3-12.7
3-12.8
3-12.9
3-12.10
3-12.11
Respirators and Filter Masks ........................................................................................3.12-1

Asbestos Protection .....................................................................................................3.12-1
Drinking and Domestic Water .......................................................................................3.12-3
Exposure to Noise........................................................................................................3.12-3
Exposure to Metal Fumes ............................................................................................3.12-3
Dust Inhalation .............................................................................................................3.12-4
Safe Handling of Cement .............................................................................................3.12-4
Silica ............................................................................................................................3.12-4
Safe Manual Handling ..................................................................................................3.12-5
Personal Health ...........................................................................................................3.12-5
Medical Evacuation (Medevac).....................................................................................3.12-5
3.13 STOWAGE AND HANDLING OF HAZARDOUS MATERIALS............................................... 3.13-1

3-13.1
3-13.2
3-13.3
3-13.4
3-13.5
3-13.6
3-13.7
3-13.8
3-13.9
3-13.10
3-13.11
3-13.12
Hazardous Materials ....................................................................................................3.13-1

Introduction of Hazardous Material into Work Site ........................................................3.13-4
Handling Precautions for Toxic and Hazardous Substances .........................................3.13-4
Use and Storage of Chemicals .....................................................................................3.13-4
Use and Storage of Paints and Thinners ......................................................................3.13-5
Hazards Associated with Oils used on Ships ................................................................3.13-5
Use of Adhesives .........................................................................................................3.13-5
Glycols.........................................................................................................................3.13-5
Methanol ......................................................................................................................3.13-6
Asphyxiates .................................................................................................................3.13-6
Use of Pesticides and Fumigants .................................................................................3.13-6
Use of Detergents ........................................................................................................3.13-7
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S
SA
AFFE
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3.1
Company Policy
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ASP Ship Management Group (ASP) is dedicated to the continuous improvement with regard to providing
a healthy and a safe working environment for all of our employees, contractors and visitors, whilst
maintaining compliance with all aspects of relevant legislation and standards.
ASP has a commitment and responsibility for all these matters relating to our Occupational Health &
Safety as detailed within our Health, Safety, Security & Environmental Policy which is displayed in various
locations throughout the vessel for all employees, contractors and visitors to see.
It is the individual responsibility, through our Integrated Management System, to adhere to this Policy and
relevant procedures.
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Safety System
This section details the procedures for maintaining safe working conditions and safe practices within our
managed fleet. Although it primarily addresses the vessel safety organisation, it also describes the
responsibilities of both the Company and the Master and gives details of the office safety organization
together with the interface between the vessel and office in respect of safety.
Attention is specifically drawn to the PUB-1- Personal Safety Booklet which contains details of the
Company's basic safety rules. A copy of PUB-1- Personal Safety Booklet shall be issued to all inductees.
Additional reference copies are available on board each vessel.
3-2.1
Responsibility for Safety
ASP Ship Management (ASPSM) regards the objectives of ensuring the continuing health and safety of all
Employees, Contractors and Visitors as paramount. Accidents can be prevented and good health can be
maintained.
ASPSM believes that:
All business must be conducted in accordance with all relevant Federal and State laws, and
International Codes and Regulations and ASPSMs Safety Management System.
An on-going review of the working environment, equipment, and procedures of ASP will ensure a
safe and efficient business operation.
A firm commitment by the Senior Management team in providing employees with the appropriate
training in health and safety management procedures will result in a reciprocal commitment from
our personnel. These activities will be coordinated through the Management Review Committee
and the Employee Review procedure.
Managers and Supervisors at all levels, both at sea and ashore, are responsible and accountable,
for the promotion of health and safety generally and in their particular areas for ensuring that
established safe work practices are adhered to.
All employees have a primary responsibility for their own health and safety, including the
maintenance of appropriate levels of personal fitness. In addition they must ensure that safe work
practices are followed and any hazard that may constitute a danger to themselves, their fellow
employees or the vessel is rectified at the earliest possible time and is reported as required by this
procedure.
All employees must use their work skills and experience to improve health and safety in the
workplace.
All incidents, safety opportunities and unsafe acts, must be reported and thoroughly investigated
to ensure that all contributing unsafe acts, conditions and procedures are identified and corrected.
Suppliers and sub-contractors will be actively encouraged to support these principles,

encouraging and where necessary, requiring improvement in practices to align them with those of
the company.
ASPSM recognises that our human resources are our greatest asset; in our people reside the skills and
know-how that makes us a leading ship management company. Positive attitudes to health and safety
issues are considered to be just as important as technical competence.
3-2.2
Shore Based HSSE Committee
The Shore Based HSSE Committee meets monthly to discuss fleet performance in respect of health,
safety and environmental protection. It is chaired by the Designated Person and its members include the
Ship Manager, Fleet Manager and Senior Management.
It is responsible for:
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Ensuring that Company policy and procedures are implemented;
Reviewing fleet HSSE performance and ensuring that, where appropriate, recommendations are
acted upon by the Ship Managers and other shore based and seagoing staff;
Making recommendations in relation to the safety policy.
The vital link in the Company Safety organisation is the interface between Ship Managers and Vessels
crew. The success of the safety program is dependent upon these interfaces functioning correctly. In
order to enhance this link, the minutes of the Shore based HSSE Committee meeting are circulated to the
fleet.
3-2.3
Vessel Safety Organisation
The primary function of the vessel safety organisation is to prevent accidents by ensuring that hazardous
situations are identified and dealt with before an accident occurs. This is accomplished by risk
assessment, which includes an analysis of on-board work practices and procedures in order to identify
and eliminate unsafe acts and conditions.
3-2.4
Penalty for Violation of Safety Regulations
Any person whom wilfully or repeatedly violates safety rules (including Company PPE requirements) or
refuses to observe Company policy/procedure will incur disciplinary action in accordance with PUB-7 Code of Conduct.
ASPSM has identified a number of high risk operations which require specific safety behaviours to ensure
that personnel are not harmed, plant is not damaged, the environment is not unduly affected and to
protect the corporate image of ASP and our Clients through:
Isolation
Mooring
Confined Space
Hot Work
Lifting Operations
Personnel Transfer Operations and Rigging of Safe Access
Contravention of policy and procedure during and/or relating to these high risk operations shall be
considered a breach of the Code of Conduct pursuant to the following criteria:
Act of negligence, neglect of duty and disobedience;
Conduct causing danger to the ship or persons onboard;
Disobedience of orders;
According to the seriousness of the offence, the Master may impose a sanction for a breach of the Code.
A Sanction will take the form of one of the following:
1. Formal warning by the Master recorded in the official log book;
2. Written reprimand by the Master recorded in the official log book; or
3. Dismissal either immediately or, when at sea, upon arrival at a port.
These sanctions are in ascending order of seriousness and usually sanctions would progress from step 1
through to step 3 for an individual whom wilfully or repeatedly violates safety rules. In the case of a
serious offence, the Master is not required to have previously warned the offender before a severe
sanction can be imposed.
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Refer to PUB-7 - Code of Conduct for a full explanation of the procedure.

These guidelines are in no way intended to diminish the role of Safety Surveys. All Officers and crew are
encouraged to continue submitting Safety Opportunities, anonymously if necessary, for cases involving
violations of the PPE requirements.
This provides the person with a fair opportunity to correct his actions and/or understand the Company's
requirements.
It is the employer's obligation to prevent accidents by implementing and enforcing measures to avert
danger that is likely to cause bodily injury to employees.
The employee must take all reasonable precautions to prevent accidents including the full use of personal
protective equipment provided and compliance with company policy and procedure.
An employee's failure to take all reasonable precautions to avoid accidents may affect the validity of any
insurance claim and jeopardise the employees legal standing with regard to compensation.
3-2.5
Master's Responsibility
The Master is responsible for managing all matters on board relating to the health and safety of vessels
personnel. Under normal circumstances, this will result in safety matters being reported to the appropriate
Ship Manager. However, the Master may contact the Designated Person if he/she considers this
necessary in respect of any safety-related matter.
It is particularly important for the Master to ensure that proposals from the Vessel HSSE Committee,
Safety Officers and Safety Representatives receive careful consideration, are fully discussed with them
and that appropriate action is taken whenever necessary.
In the event of the Safety Officer (or any other person) advising the Master that he/she has stopped work
because he/she considers there to be an unacceptable risk, it is the Master's responsibility to ensure that
the potential risk has been minimised before work is resumed.
3-2.6
3.2.6.1
Safety Officers
Appointment of Safety Officer
The Master may appoint the Chief Officer or the Second Officer to perform the function of the Safety
Officer. To comply with Flag State requirements, another Officer may be appointed as Safety Officer.
The name and rank of the Safety Officer shall be recorded on V-SAF-003 - Record of Health and Safety
Representatives.
The Safety Officer shall have undertaken appropriate training approved by ASPSM and Flag State (where
required).
3.2.6.2
Role of Safety Officer
The Safety Officer has direct access to the Master on matters of health, safety, security and environment
and, through the Master, to the Ship Manager and Senior Management. The Safety Officer shall exercise
responsibility for health and safety on behalf of all personnel.
The Safety Officer is responsible for:
Having full knowledge of

policy/procedure;
company
safety
policy/procedure and complying with the
Improving the standard of safety consciousness onboard and ensuring that the company safety
policy/procedure is complied with;
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Arranging for the screening of a safety related movie periodically. All crew not involved in critical
operations at the time must attend;
Ensuring compliance with regulations and recommendations intended to improve the working
environment and safety of persons on board;
Investigating all safety opportunities and all identified potential hazards to safety or health;
Collecting relevant evidence in support of the Master in completing V-AAD-003 - Event

Investigation Report.
Take the minutes of the HSSE Committee meeting;
Receiving Safety Opportunities and monitoring the Safety Opportunity Box;
Submitting recommendations to the Master, and through the Master to Company management,
intended to prevent the recurrence of an accident, dangerous incident or occurrence, or to remove
a potential hazard;
Investigating any reasonable complaints by vessel personnel relating to occupational safety and
health;
Carry out safety surveys in consultation with the Master and V-SAF-015 Safety Surveys. He /
She shall document follow up inspections as required to confirm closeout of the action items
resulting from the survey
Performing regular auditing of the Permit to Work system. 10% of all permits (but not more than
10 per month) must be checked and cross referenced to the relevant JSA and to the V-SAF-011
Proposed Daily Works Plan. Permit audit findings shall be tabled at the HSSE Committee and
used as instructional material.
Stopping any work that he/she reasonably believes may result in an accident and he/she must
immediately advise the Master of action taken, and;
Working closely with the elected Safety Representatives. The Safety Representatives should be
actively involved in the Safety Surveys of the vessel and in any investigation of safety
opportunities and/or reasonable complaints.
3.2.6.3
Docking Safety Officer
The vessel Safety Officer shall assume the role of Docking Safety Officer for the period of the docking and
/or lay-up. In addition to regular duties, the Docking Safety Officer will be charged with;
Monitoring of shore based personnel and ships staff regarding safety of operations
Liaison with the shore based safety representatives
Safety Opportunity and hazard identification, reporting and investigation
Implementation of ASPSMs policies and procedures regarding to HSSE
Represent ASPSM in an investigation of any incident
The onboard HSSE Committee may in consultation with the Ship Manager, appoint a Support Docking
Safety Officer to assist the Docking Safety Officer where the anticipated workload warrants additional
resources.
3-2.7
3.2.7.1
Safety Representatives
Appointment of Safety Representative
The Engineering staff shall elect one engineering staff member as Safety Representative (Engine) to
reflect the interests of the Engineering staff
The Ratings shall elect one rating as Safety Representative (Deck) to reflect the interests of the ratings
and caterers.
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They should preferably have enough practical experience, (at least two years of sea service, six months of
which is on the relevant vessel type) to be able to carry out their duties effectively as well as any training
required by the flag state.
A record of Safety Representatives shall be maintained in the V-SAF-003 - Record of Health and Safety
Representatives.
3.2.7.2
Role of Safety Representative
Safety Representatives should participate in any investigation or inspection carried out by the Safety
Officer and may carry out such investigations or inspections themselves after notifying the Master of their
intentions.
A Safety Representative has the right to:
Consult with the Master and the Safety Officer on aspects affecting the health and safety of the
persons he/she represents.
Recommend to the Master that any work, which the Safety Representative believes may cause an
accident, be suspended until any risk has been minimised.
Request, through the HSSE Committee, an investigation by the Safety Officer into matters, which
may affect the safety or health of personnel.
The appointment of a Safety Representative shall terminate on that person ceasing to be employed on the
vessel, from the date of his/her resignation or from such time as another duly elected person assumes this
position.
3-2.8
The Health, Safety, Security and Environment (HSSE) Committee Meeting
The Master shall convene a Health, Safety, Security and Environment (HSSE) Committee each month
st
th
between the 1 day and the 15 day of the month. The HSSE Committee is an open meeting, which must
be attended by the Master, Safety Officer, the Safety Representatives and all available crew members.
The Master may at his/her discretion require all Crew Members except the on-duty Watch Keeping Officer,
Engineer and Rating to attend the HSSE meeting.
The Master must chair this meeting and the Safety Officer must maintain the minutes. At the completion of
the meeting the Master and Safety Officer shall review the minutes before they are issued.
The HSSE Committee shall involve all personnel in the continuous monitoring and evaluation of working
practices, procedures and equipment in order to eliminate, so far as is reasonably practicable, hazards or
potential hazards which may be encountered. The HSSE Committee shall review, formulate and
disseminate to all Crew Members standards, rules and procedures relating to health, safety, security and
the environment which are to be carried out or complied with at all times. The meetings should also
permit Officers and Ratings to receive guidance in the safe performance of their duties and to provide a
forum for discussion on other matters related to the safety of the vessel and personnel.
Additional committee meetings may be convened at any time should they be required.
Initially, the HSSE Committee shall be concerned with the implementation of ASPSMs Health, Safety,
Security and Environment program.
Thereafter, the Committee shall monitor closely the effectiveness of the program and maintain, or where
necessary, improve those methods initially formulated and put into practice. The Committee shall also
ensure that the vessel complies with all aspects of Occupational Health and Safety regulations specified
by the relevant Flag State.
This committee is not for the purpose of discussing industrial or personnel matters nor is to be
used as a forum for the apportioning of blame.
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A V-SAF-006 - Monthly HSSE Meeting shall be issued as an agenda prior to each meeting and used as a
basis for the meeting minutes.
All action items should be designated as open or closed and be assigned to either a member of the crew
or Shore Management for proper management follow-up. The minutes of the previous HSSE Committee
meeting should be reviewed and all open items addressed.
Unsafe conditions must be rectified at the earliest possible time and be reported to the appropriate person,
they should not be "saved" for the next safety meeting.
The minutes of the vessel's HSSE meetings shall be forwarded to the Ship Manager (using the Planned
Maintenance System where fitted) and are to be reviewed and responded to by the Ship Manager before
the next scheduled meeting.
In addition to the regular meetings detailed above, a special meeting of the HSSE Committee must be
convened after any significant incident has occurred onboard
During a ship inspection by the Ship Manager, an extra ordinary HSSE Committee shall be convened
unless the ship inspection coincides with the monthly meeting. If the Ship Managers visits are a common
occurrence, the extra ordinary HSSE Committee meeting can be held quarterly.
All HSSE meeting minutes must be kept by the Master (and filed in hard copy) as well as being displayed
in one common area accessible by all crew.
3-2.9
Safety Opportunity
A Safety Opportunities is defined as:
Observing a situation which could potentially affect any part, equipment, individual or the
environment onboard the vessel if not corrected.
Taking the opportunity to be safer in your working life through interacting and observing your
fellow crew members;
Identifying a safer or environmentally sound process onboard.
3.2.9.1
Safety Opportunities Reporting
All Safety Opportunities identified shall be rectified immediately and reported as outlined below.
The V-SAF-013 - Safety Opportunity/Incident shall be used for the reporting of all Safety Opportunities
onboard, with a view to preventing an accident, incident and/or environmental damage.
The form may be submitted anonymously if preferred, by posting in the designated Safety Opportunity
Box. Every vessel shall supply a Safety Opportunity Box (to be checked frequently by the Safety Officer)
for this purpose.
Any Safety Opportunity observed onboard is to be recorded in the STAR IPS System (or in the PUB 3Hazard & Safety Opportunity Log where the STAR IPS System not fitted) and shall be considered the
official repository for such information and all Safety Opportunity events shall also be tabled at the monthly
HSSE Committee Meeting. In any case, such records are to be maintained indefinitely. The HSSE
Committee are to review and action new entries recorded in PUB 3-Hazard & Safety Opportunity Log or
in the Planned Maintenance System.
Any safety opportunity identified that are deemed to be significant enough in nature and that could have
potentially resulted in a reportable incident as defined in VOM 7.2 should be reported to management as
soon as practicable.
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The Safety Officer shall manage the Safety Opportunity Reporting system.
3-2.10
Best Practice
A Best Practice is defined as:
A technique, method, process or activity through experience and research which can deliver an
effective solution other than any other technique, method, process, etc. currently being
undertaken.
Best practices can also be defined as the most efficient (least amount of effort) and effective (best
results) way of accomplishing a task, based on repetitively processes and procedures that have
proven themselves over a period of time.
3.2.10.1 Best Practice Reporting

Any Best Practice that has been observed or undertaken onboard are to be recorded in the Planned
Maintenance System under Events (or where the Planned Maintenance System not fitted then it shall be
raised and tabled at the Monthly HSSE Meeting) and shall be considered the official repository for such
information. The Best Practice events shall be tabled at the Monthly HSSE Meeting (V-SAF-006).
A best practice can also be reported via the following methods as well;
Safety Surveys (V-SAF-015)
Masters Review (V-ISM-004)
Masters Navigational Audit Checklist (V-NAV-015)
Weekly Operational Report (V-SCR-001)
Shore based HSSE meeting (SMAD-025)
Shore based management review (SMQA-613)
Third Party Bulletins
Shipboard internal audits
3-2.11
Weekly Safety Rounds
Masters are to ensure that weekly safety rounds are undertaken on a weekly basis but if operational
requirements do not allow for this then the next practical day after that date to ensure that all Life Saving
Appliances and Fire Fighting Equipment (including vents and closures, watertight and weather tight doors
and deadlights) is fully functional and ready for use at all times.
The V-SAF-010 - Safety Rounds checklist is to be used as a basis to develop vessel specific rounds. The
Master shall add required items to this checklist and remove items that are not relevant. The personnel
undertaking Safety Rounds may be split into a number of parties provided that the tasks are rotated from
week to week.
All available hands must take part in safety rounds.
Any training undertaken as part of safety rounds shall be entered into the V-SAF-012 - Record of on Board
Training.
3-2.12
Safety Surveys
This procedure supplements daily informal checks done by Supervisors, weekly safety rounds, Safety
Surveys and planned formal inspections at annual surveys.
It differs from these other inspections by concentrating on unsafe acts, conditions and environmental
impacts associated with the Crew and vessel.
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3.2.12.1 Safety Surveyors

The nominated safety surveyors for the purpose of this procedure are as follows:
-
Master and Chief Engineer;
Safety Officer;
Crew Safety Representatives (Deck and Engine);
Other personnel in training for the above positions/ranks to assist.
3.2.12.2 Schedule for Safety Surveys

The Master and the HSSE Committee shall develop a safety survey schedule that is structured in
accordance with the level of activity involved in each of the workplaces or operations. For example, the
engine room workshop will require more frequent survey than bunkering operations. Alternate surveys are
to be carried out by a surveyor other than the supervisor directly responsible for the area or operation
being observed. A minimum of one survey (using form V-SAF-015 - Safety Surveys) shall be scheduled
each month; scheduling of some surveys will depend upon when the associated operation is occurring or
the workplace is being used. All working areas and operations of the vessel are to be covered.
The following working areas and operations of the vessel are to be covered. Some areas will require a
survey at more regular intervals than others, due to the nature of the work being performed:
Suggested schedule:
Month
1
3
5
7
9
11
AREA OR OPERATION
Wheelhouse
& Accommodation
Cargo Operations
& Main Deck
Mooring Operations
Wheelhouse
& Accommodation
Cargo Operations
& Main Deck
Mooring Operations
Month
2
4
6
8
10
12
AREA OR OPERATION
Bunker Operations,
E.R General
E.R. Store / Workshop
Galley,
Storing Operations
Bunker Operations,
E.R General
E.R. Store / Workshop
Galley,
Storing Operations
The Master may assign personnel as appropriate to each particular vessels requirements. The above
schedule is a guide; Masters shall develop a specific schedule based on operational, personal and risk
factors such that all accessible areas of the vessel are inspected within a six month period.
3.2.12.3 Safety Survey Checklist
The area to be surveyed should be examined following, but not limited to, these guidelines:
Environmental: Health, Impact, Damage;
Hazardous materials, ventilation, noise, lighting, storage, risk of environmental pollution/damage;
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PPE, signage, electrical equipment, tools, ladders, walkways, barricading of lifted floor
gratings/plates/access ways, work surfaces, machine guards, hazard identification;
General and safe work practices, including risk management controls;
Safety Surveys must include checks of labels on electrical appliances;
Inspection and review of Mooring Equipment Power Supplies.
3.2.12.4 Safety Survey Action Items

The results that emerge from the surveys provide a very good means of identifying problem areas, training
needs and instances where procedures need review. These survey reports shall be tabled at the HSSE
Committee.
The HSSE Committee shall determine corrective actions (Action Items) as required and allocate
resources.
The Safety Officer shall carry out follow up inspections as required to confirm close out of action items
raised.
The Master is to ensure that a full record of all safety survey schedules and completed V-SAF-015 Safety Surveys forms is maintained.
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Permit to Work
This procedure applies to all inspection, maintenance and/or repair operations carried out by members of
the vessels crew or by shore contractors engaged to work onboard.
The Chief Engineer shall be the co-ordinator of the vessels Permit to Work and Isolation System and shall
maintain a record of all permits issued within PUB-9-Permit to Work Register.
It is the responsibility of the Works Committee, to determine which jobs planned for the day require a
Permit to Work and to ensure the requirements of this procedure are met.
3-3.1
Permit to Work Guidelines
The Permit to Work System consists of permits as follows:
V-PER-001 - Confined Space Entry Permit
V-PER-002 - Hot Work Permit
V-PER-003 - Electrical Isolation Permit
V-PER-004 - Pipelines and Pressure Vessels
V-PER-005 - Work Aloft & Over side
V-PER-006 - Underwater Work
V-PER-007 Ballast Pump Room/Bow Thruster Room Entry Permit
Each Permit is to be numbered consecutively and all questions/statements are to be considered.

All relevant sections are to be completed and N/A selected where the question is not applicable for the job
at hand.
The Authorizing Officer must be satisfied that the precautions taken are adequate. To assist in protecting
the permit from being damaged or badly soiled, it is recommended that the active permit be placed in a
clear plastic sleeve for duration of the work and returned to the Supervising Officer on completion of the
specified work. Clipboards could also be used to allow displaying of the permit at the specific job site.
The Works Committee identifies which Jobs require PTW (and JSA). A record of the required
work permits (including the permit number) shall be made on the V-PER-001 - Confined Space
Entry Permit.
Permits are prepared with reference to the Permit Register. Permits shall only be issued upon
recording the permit in the register and obtaining the permit number from the Permit Register.
The conditions of the permit must be satisfied before the Supervising Officer signs the permit.
Where a permit designates a condition to be answered as YES or NO or N/A (not applicable), the
permit conditions are not satisfied unless either YES or NO or N/A is clearly circled in ink on the
permit.
The Work Authority must not sign the permit until the Supervising Officer has signed. Neither
shall sign unless they are satisfied that the permit requirements have been met and will be
maintained.
The JSA must be displayed at the work site.
The corresponding JSA must accompany the PTW to the work site and the JSA number must be
marked on the permit.
To assist in protecting the permit from being damaged or badly soiled, it is recommended that the
active permit be placed in a clear plastic sleeve for duration of the work and returned to the
Supervising Officer on completion of the specified work. Clipboards could also be used to allow
displaying of the permit at the specific job site.
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The work group shall satisfy themselves that the permit is in order during the Toolbox Talk. A
person working alone shall not commence work unless the permit is in order.
As far as practical, the toolbox talk should be carried out at the worksite, in order to identify the
hazards associated with the work to be undertaken.
Once work is complete or any time that the permit is cancelled the Supervising Officer shall
annotate the permit before the permit is presented to the Work Authority to sign and cancel.
The permit (along with the accompanying JSA) shall be returned to the Permit File and shall be
cancelled in the Permit Register.
3.3.1.1
Cold Work
Cold work is any work other than daily routine tasks where a risk to personnel, equipment or environment
is perceived and that the work cannot create a source of ignition.
3.3.1.2
Work Authority
Work Permits are to be authorized by the Master. Where the work is of a high risk (such as hot work within
a hazardous zone or all requirements of the permit cannot be meet) the work must be authorized by at
least the Ship Manager and Designated Person using a formal risk assessment.
3.3.1.3
Supervising Officer
The Ships Officer causing the work to be done/having responsibility of direct supervision of work. The
Supervising Officer shall oversee the activities of the vessels crew or contractors to ensure that the
Companys safe work practices/procedures are followed correctly and not compromised.
The Supervising Officer does not need to be in attendance for the full period of the work, but shall ensure
that a toolbox talk is carried out by those directly involved in the task.
Contractors are to be advised of the name and rank of the nominated Supervising Officer.
3-3.2
3.3.2.1
Confined Space Entry Permit

Confined Space Definition
A confined space is defined as a space which:
is at atmospheric pressure during occupancy
is not primarily designed as a place of work
may have restricted access
may contain harmful contaminant levels
may contain unsafe levels of oxygen
may cause engulfment
Examples of Confined Spaces include:
Storage tanks, Boiler, Pressure vessels, Silos and other tank like compartments.
Main engine crankcases & scavenge spaces.
Inert gas scrubbers and water seals and any other items of machinery or equipment that is not
routinely ventilated and entered.
Open-topped spaces such as pits & degreasers.
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Any shipboard space entered through a small hatchway or access point, cargo tanks, cellular
double bottom tanks, duct keels, ballast and oil tanks.
Void spaces.
All Dry Cargo Holds shall be considered a confined space, including when the hatch covers are
open to the atmosphere, irrespective of weather the holds contained or recently contained cargos
such as oxygen depleting substances such as lumber, scrap metal or coal, wheat etc.
3.3.2.2
Risk Analysis
Vessels contain a variety of spaces that could be classed as confined spaces or hazardous areas. As the
work to be undertaken in these spaces or areas is similar, a generic risk analysis has been carried out
which resulted in the mandatory requirements that follow.
Entry into any Confined Space shall be in accordance with V-PER-001 - Confined Space Entry
Permit.
At no given time should the senior ranks and their alternatives should be inside any confined space at the
same given time.
All work carried out in a confined space will require a work permit and/or JSA. There shall be a separate
permit for each confined space entered.
All confined spaces are to be gas free before entry, mechanical ventilation shall be shutdown for at least
10 minutes before tests are made and shall not be restarted until they are completed. Where this is not
possible, the Ship Managers written permission to enter the space must be obtained and SCBA used by
all personnel entering the space. The document granting permission to enter must be filed with the
shipboard copy of the confined space entry permit and JSA.
3.3.2.3
Exposure Standard
An airborne concentration of a particular substance in the persons breathing zone, exposure to which,
according to current knowledge, should not cause adverse health effects nor cause undue discomfort to
nearly all persons. The exposure standard can be of three forms: time weighted average (TWA), short
term exposure limit (STEL) or peak exposure limit.
3.3.2.4
Time Weighted Average (TWA)
The average airborne concentration of a particular substance when calculated over a normal eight hour
workday, for a five day working week.
3.3.2.5
Short Term Exposure Limit (STEL)
A 15 minute TWA exposure which should not be exceeded at any time during a workday even if the eight
hour TWA average is within the TWA exposure standard. Exposure at the STEL should not be longer
than 15 minutes and should not be repeated more than four times a day. There should be at least 60
minutes between successive exposures at the STEL.
3.3.2.6
Peak Exposure Limit
A maximum of peak airborne concentration of a particular substance determined over the shortest
analytically practicable period of time, which does not exceed 15 minutes.
3.3.2.7
Flammable Range
The range of flammable gas or vapour (percentage by volume) in air in which an explosion can occur
upon ignition. Expressed by lower explosive limit (LEL) and upper explosive limit (UEL).
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Lower Explosive Limit
In relation to a flammable contaminant, the concentration of the contaminant in air below which the
propagation of a flame does not occur on contact with an ignition source.
3.3.2.9
Threshold Limit Valve (TLV)
TLV is a proprietary name registered by the American Conference of Governmental Industrial Hygienists
(ACGIH) and refers to airborne concentrations of substances or levels of physical agents to which it is
believed that nearly all workers may be repeatedly exposed day after day without adverse effect.
3.3.2.10 Oxygen Levels
Industry guidelines generally refer to the percentage oxygen in air as 21%, however, the actual
percentage oxygen generally falls several hundredths of a percent below that figure, being variously
quoted between 20.6 and 21%. Modern instruments now read so accurately that a reading of 21% may be
impossible to obtain, so if an instrument capable of such accuracy is being used the manufacturers
instructions must be carefully read and understood so that proper interpretations of the readings can
made.
3.3.2.11 LEL Levels
Fuel Oil, Lube Oil, Cargo Tanks and Ballast Tanks
All Vessels
(ASPSM Standard)
<1%LEL
3.3.2.12 TLV Levels

Fuel Oil, Lube Oil, Cargo Tanks and Ballast Tanks
All Vessels
(ASPSM Standard)
<30%TLV
3.3.2.13 Mandatory Equipment

Minimum PPE requirements are outlined in the Confined Space permit or in the case of entry into spaces
that have previously contained chemical cargo, the material safety data sheet for the chemical involved.
3.3.2.14 Entry into Contaminated Spaces
Entry into any space that has not been proved to be safe shall only be considered in an emergency,
except in the case where operational entry may be required before the atmosphere is proven safe.
Where entry into a contaminated space, or one suspected of being contaminated is necessary, either in
an emergency or for operational purposes, the following procedure shall be adhered to:
Written permission shall be obtained from the vessels Ship Manager and Designated Person
before entry takes place (except in an emergency)
Positive pressure breathing apparatus shall be used, all personnel involved must be well trained in
its use and clearly understand the consequences of removing their face mask whilst in the space
Personnel have facial hair that may compromise an effective mask to face seal shall not be
permitted to enter the space under these circumstances
A responsible Officer shall supervise the whole operation
An entry permit shall be issued stating that there is no practicable alternative to the proposed
method of entry and in all cases, other than operational entry, that such entry is essential for the
safe operation of the vessel (except in an emergency)
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Forced ventilation is provided wherever possible. Consideration shall be given to any likely
reaction incoming air might have on any chemical cargo residue remaining in the space before
initiating forced ventilation
The number of persons entering the space shall be kept to a minimum consistent with the work to
be performed
An appropriate means of communication is provided and commands/signals agreed and

understood by all personnel involved
Spare sets of breathing apparatus, resuscitator and rescue equipment are available outside the
space. These should be located at a safe distance from the entry point and include any antidotes
applicable to the chemical involved
A stand-by party, with breathing apparatus donned, shall be ready in case of an emergency
Only essential work is to be carried out and completed in a manner that avoids the creation on
any ignition hazard
3.3.2.15 Labelling of Confined Spaces

In accordance with the confined spaces register for the vessel, all entry points to confined spaces shall so
far as is reasonably practicable, be labelled.
3.3.2.16 Marking and Tagging of Spaces for Entry
A copy of the completed and valid permit to enter a space shall be displayed at the entrance to that space
so that personnel know that the space is safe to enter. Where a copy of a valid permit to enter a space is
not displayed at the entrance, the space shall not be entered until a valid permit is raised and a copy is
posted at the entrance. In addition the following tagging system for marking of spaces for entry to be
followed:
3-3.3
Entry tagged red Unsafe for entry

Entry tagged green tested and safe for entry, all conditions of permit met
Entry tagged yellow Tank inerted and unsafe for entry (normally used as required by shore
terminal)
Hot Work Permit
Hot work should only be considered if there are no practicable alternative means of repair.
Where possible consideration should be taken whether the repair can wait until the next dry docking, if this
is not possible, then the following process is to be followed.
3.3.3.1
Definition
Hot work is work that may produce a source of ignition on any vessel and the following are defined
categories of hot work:
1. Welding / Gouging or other arc / spark generating process
2. Oxygen acetylene / thermal or any other flame / spark generation process
3. Naked flame or other process requiring combustion
4. Use of non-intrinsically safe electrical equipment 1
5. Grinding
6. Drilling
7. Metal chipping (e.g. using hammer and chisel to remove seized nuts)
8. Blasting (including grit and sand but excluding high pressure water blasting)
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9. De-scaling / Paint chipping

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Category 4 cameras, pagers and cellular/mobile/hand phones and radios present a

hazard in areas where a potentially explosive atmosphere could develop. Therefore, this
equipment:
must not be used on a vessel on deck outside of the accommodation space and at the
discretion of the Master/Chief Engineer, the engine room at any time on a vessel.
if on a vessel that carries cargo of a non explosive nature, these items can be used on
deck outside of the accommodation space, at the discretion of the Master. However,
must not be used within 30 metres of a fuel bunker tank vent/opening unless the
atmosphere inside the tank has been tested and proven to be below 1% of the LEL
Category 9 does not apply to areas within machinery spaces except where such work is in
or adjacent to a potential space containing flammable vapours or a source of ignition.
Control of Hot Work
For any hot work to be performed onboard the vessel the following controls should be noted:
Whenever possible, a space such as an engine room workshop, where conditions are deemed
safe, should be designated for hot work. First consideration should be given to performing any hot
work in that space.
Issue of a Hot Work Permit.
3.3.3.3
Hot Work inside a Designated Space
Whenever possible, a space such as the engine room workshop, where conditions are deemed safe, shall
be designated for Hot Work.
3.3.3.4
Hot Work outside a Designated Space
3.3.3.4.1
General
Hot Work undertaken outside the Designated Hot Work Area within the Engine room Workshop is not to
be undertaken without a permit V-PER-002 - Hot Work Permit. If hot work was to be undertaken outside
the designated hot work area within the engine room, a request for approval to carry out hot work must be
submitted to the Ship Manager as per the requirements detailed in 3.3.3.5.7.
The Master or Chief Engineer shall decide whether the use of Hot Work Permit is justified and whether it
can be safely undertaken. The Master must approve the completed permit before any Hot Work can
begin.
A separate permit shall be approved for each intended task and location.
Job Safety Analysis (V-SAF-005 - Job Safety Analysis Form) shall be carried out to identify the hazards
and assess the risks involved.
The JSA shall identify hazards associated with the risks to fire watch personnel and their means of
evacuation in an emergency. The JSA shall also include additional personal protective equipment
required to ensure risk levels are acceptable.
A written JSA shall be completed, discussed and agreed by all participants.
The JSA shall define the preparations needed before work commences and the procedures for actually
carrying out the work and the related safety precautions.
A Responsible Officer, who is not directly involved in the Hot Work, shall be designated to ensure that the
JSA is followed.
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The Hot Work permit shall be issued immediately before the work is to be performed.
If the conditions change, the Hot Work must stop immediately. The permit shall be withdrawn or
cancelled until all conditions and safety precautions have been checked.
The work area shall be carefully prepared and isolated before Hot Work commences.
Fire safety precautions and fire extinguishing and adequate fire-fighting equipment must be prepared for
immediate use.
Fire watch shall be established for the area of Hot Work and for adjacent spaces where the transfer of
heat or accidental damage might create a hazard, e.g. damage to hydraulic lines, electrical cables,
thermal oil lines etc. The fire watch shall monitor the work and take action in case of ignition of residues
or paint coatings. Effective means of containing and extinguishing welding sparks and molten slag must
be established.
The atmosphere of the area shall be tested and found to be less than 1%LEL
The work area must be adequately and continuously ventilated and the frequency of atmosphere
monitoring must be established.
When alongside a terminal, Hot Work shall only be permitted in accordance with prevailing national or
international regulations, port and terminal requirements and after all necessary approvals have been
obtained.
Chipping and painting
Work on any cargorelated pipelines incl.
Cargo pumprooms
Ballast Tanks
Cargo Tanks
Cargo Holds
Vehicle Decks
Enclosed spaces
Open Main Deck work on

fixtures/fittings
Main Deck
Other parts of
hazardous area
Engine room workshop or

designated hot work area
non-
Table 1 depicts guidance for how guidance for Hot Work on a ship shall be implemented:
Confirmation from the Master

or the Chief Engineer that hot
work is required.
Atmosphere checks carried

out?
Work Location
Minimum Requirement
Discuss at Daily Work

Committee meeting and JSA
completed/reviewed.
Tanks/holds/decks
to
washed and gas freed?
be
Cargo tanks to be purged and

inerted to not more than 8%
O 2 and not more than 2%
HC?
Work to be carried out further

than 500 mm from the non
gas free tank?
Work to be carried out more
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All interconnecting pipelines

flushed and / or drained and /
or isolated?
Tank
valves
(Tankers only)
than 500 mm above deck and

with 30m from a fuel oil tank?
Local cleaning to be carried
out as per requirements?
isolated?
Does the Hot Work Permit

require the Ship Manager,
DPA / Fleet Manager/Senior
Management or another Ship
Manager endorsement?
Hot Work Permit to be issued

on board.
3.3.3.4.2
Hot Work inside the Machinery Space
Hot Work inside the main machinery space, associated with fuel tanks and fuel pipelines, must take into
account the possible presence of hydrocarbon vapours in the atmosphere and the existence of potential
ignition sources.
No Hot Work shall be carried out on bulkheads of bunker tanks, or within 500 mm of such bulkheads,
unless that tank is cleaned to Hot Work standard.
3.3.3.5
Hot Work in Dangerous or Hazardous Areas
3.3.3.5.1
General
Dangerous or hazardous areas are locations on board or within the terminal where an explosive
atmosphere could be present. For ships, this effectively means an area slightly larger than the main deck,
which includes cargo holds/tanks and pumprooms (tankers), and the atmospheric space around and
above them.
No Hot Work shall be undertaken in a dangerous or hazardous area until it has been made safe, and
has been proved to be safe, and all appropriate approvals have been obtained.
Hot Work in a dangerous or hazardous area shall be subject to a JSA.
Hot Work in dangerous or hazardous areas shall only be carried out when the ship is in ballast.
Where Hot Work involves entry into an enclosed space, the procedures outlined in VOM3-3.2 for
enclosed space entry shall be followed.
Adjacent fuel oil bunker tanks may be considered safe if tests give readings of less than 1 % LEL in the
vapour space of the bunker tank. No Hot Work shall be carried out on bulkheads of bunker tanks, or
within 500 mm from such bulkheads, unless that tank has been cleaned for Hot Work.
Adjacent ballast tanks and compartments shall be checked to ensure they are gas free and safe for Hot
Work.
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Hot Work in Cargo Holds/Tanks
To clean the work area, all sludge, cargo-impregnated scale, sediment or other material likely to give off
flammable vapour shall be removed. The extent of the cleaned area shall be established following a risk
assessment of the particular work to be carried out.
Table 2 provides guidance on the safe distance for areas to be cleaned and represents minimum
requirements that may need to be extended, based on the output of the risk assessment. Cleaning
distances are based on the type of work being carried out and the height above the holds/tank bottom.
All interconnecting pipelines to other compartments shall be flushed through with water, drained, vented
and isolated from the compartment where Hot Work will take place.
Height of Work
Area above
Hold/Tank
bottom
0-5 metres
Operator's Side
Opposite Side
Gas Cut
Welding
Gouging
Gas Cut
Welding
Gouging
1.5 m
5.0 m
4.0 m
7.5 m
2.0 m
2.0 m
5-10 metres
1.5 m
5.0 m
5.0 m
10.0 m
2.0 m
2.0 m
10-15 metres
1.5 m
5.0 m
7.5 m
15.0m
2.0 m
2.0 m
>15 metres
15 m
5.0 m
10.0 m
20.0 m
2.0 m
2.0 m
Table 2 - Radius of areas to be cleaned in preparation for Hot Work in holds/tanks Heating coils shall
be flushed or blown through with steam and proved clear of hydrocarbons.
An adjacent fuel oil bunker tank may be considered safe if tests give a reading of less than 1% LEL in
the vapour space of the bunker tank, and no heat transfer through the bulkhead of the bunker tank will
be caused by the Hot Work.
Non-inerted Ships
The compartment in which the Hot Work is to be carried out shall be cleaned, gas freed to Hot Work
standard and be continuously ventilated.
Adjacent cargo holds/tanks, including diagonally positioned cargo holds/tanks, shall either have been
cleaned and gas freed to Hot Work standard or completely filled with water.
All slops shall be either removed from the ship or securely isolated in a closed and non-adjacent tank
at least 30 metres from the Hot Work location. For this purpose, hold/tanks located diagonally shall be
regarded as adjacent holds/tanks. A non-adjacent slop tank shall be kept closed, securely isolated from
the IG main and isolated from the piping system for the duration of the Hot Work.
Vapour or vent lines to the compartment shall also be ventilated to not more than 1% LFL and isolated.
The possibility of using an external source of inert gas shall be considered.
Inerted Ships
Adjacent cargo tanks, including diagonally positioned cargo tanks, shall either be:
Cleaned and gas freed, with hydrocarbon/ potential explosive vapour content reduced to not more
than 1% LEL and maintained at that level; or
Emptied, purged and the hydrocarbon/ potential explosive vapour content reduced to less than
2% by volume and inerted; or
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Completely filled with water.
All other cargo tanks shall be inerted and their deck openings closed.
When Hot Work is to be carried out on a cargo tank bulkhead, or within 500 mm of such a bulkhead,
then the space on the other side shall also be cleaned to Hot Work standard.
All slops shall be either removed from the ship or securely isolated in a non-adjacent tank at least 30
metres from the Hot Work location. For this purpose, tanks located diagonally shall be regarded as
adjacent tanks. A non-adjacent slop tank shall be kept closed, securely isolated from the IG main and
isolated from the piping system for the duration of the Hot Work.
3.3.3.5.3
Hot Work Within the Main Deck Area
On the Main Deck

If Hot Work is to be undertaken on the main deck or at a height of less than 500 mm above the main
deck, it shall be classed as Hot Work within that hold/tank and the appropriate measures complied with
3.3.3.5.2 above.
Above the Main Deck
If Hot Work is to be undertaken above the main deck (higher than 500 mm), cargo and slop tanks within
a radius of at least 30 metres around the working area shall either be:
Cleaned and. gas freed, with hydrocarbon/potential explosive vapour content reduced to not more
than 1% LFL and maintained at that level; or
Emptied, purged and the hydrocarbon/potential explosive vapour content reduced to less than 2%
by volume and inerted; or
Completely filled with water.
All other cargo hold/tanks must be inerted with openings closed.

Additionally, on Non-Inerted Ships
All cargo holds/tanks within 30 metres of the work location, including diagonally positioned cargo
holds/tanks, shall either have been cleaned and gas freed to Hot Work standard, or completely filled with
water.
3.3.3.5.4
Hot Work in the Vicinity of Bunker Tanks
Hot Work in the vicinity of bunker fuel tanks shall, in general, be treated in the same manner as Hot Work
over the main deck. No Hot Work shall be carried out on the deck, or within 500 mm from such a deck,
unless the tank has been cleaned to Hot Work standard.
Bunker fuel tanks shall be clearly identified to avoid any misunderstanding as to their location and extent.
3.3.3.5.5
Hot Work on Pipelines
Wherever possible, sections of pipelines and related items, such as strainers and valves, shall be
removed from the system and repaired in the designated space. (See Section 3.3.3.3).
Where Hot Work on pipelines and valves needs to be carried out with the equipment in place, must be
disconnected by Cold Work, and the remaining pipework blanked off.
The item to be worked on shall be cleaned and gas freed to a 'safe Hot Work' standard, regardless of
whether or not it is removed from the hazardous area.
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Heating coils shall be flushed or blown through with steam and proved clear of hydrocarbons.
3.3.3.5.6
Issuance of Hot Work Permit
Where hot work is to be undertaken outside of the designated Hot Work Area, a request for approval to
carry out Hot Work must be submitted to the Ship Manager as per the requirements detailed in 3.3.3.5.7.
3.3.3.5.7
Procedure for Office Approval/Endorsement During Office Hours
3.3.3.5.7.1 Where Hot Work is outside the designated hot work area and requires office
approval/endorsement, the following procedure must be followed:
Request for approval/endorsement from the Office must be completed by the Master and
transmitted from the ship by E-Mail;
The Office (Ship/Fleet Manager & DPA) must review all documentation supplied to ensure that all
considerations have been taken into account to undertake the hot work;
The Hot Work Request must be approved/endorsed in accordance with 3.3.3.5.7.3;
Office approval/endorsement must be emailed to the ship;
Details of the hot work request must be filed in the office and onboard the vessel;
The Office approval/endorsement may specify additional precautions;
The request and approval/endorsement emails must be attached to the original copy of the Hot
Work Permit;
Hot Work is to be restricted to one location at any one time;
For reasons of safety, hot work should be restricted to day time working hours when a full fire
fighting capability will be readily available.
3.3.3.5.7.2 Request for Head Office Approval/Endorsement

The Masters request to Head Office must be transmitted in the following format:
Copy of the Completed Risk Assessment (V-SAF-020 Risk Management Format);
Copy of the Completed Job Safety Analysis process (V-SAF-005 - Job Safety Analysis Form);
Cargo on board, if any. Stowage;

Condition of the Tanks/Holds
Previous Cargo
Whether the Tanks/Holds are Empty/Ballasted
Whether any slops and location
Gas Free/Inerted;
Present Position of the Ship;
Destination;
Speed
Estimated Time of Arrival;
Location of Hot Work;
Details of Specific Hazards and intended precautions;
Nature of Hot Work;
Expected Duration of Hot Work.
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3.3.3.5.7.3 Head Office Approval/Endorsement Email

This email should contain the following information, as a minimum:
Reference to conditions of the Risk Assessment, Job Safety Analysis that has taken place;
Any additional requirements;
Commencement of authority (date and time);
Expiry of authority (date and time);
Person responsible for monitoring the work;
If the approval/endorsement is granted to undertake the hot work then the appropriate paperwork
(V-PER-002 A Hot Work Approval Tanker or V-PER-002 B Hot Work Endorsement Non
Tanker) shall be completed and signed and sent to the vessel containing the above information.
3.3.3.5.7.4
Authority to issue Approval/Endorsement
The Vessel Superintendent (or his superior) is to obtain authority for the hot work by:
Completing the appropriate paperwork (V-PER-002 A Hot Work Approval Tanker or V-PER002 B Hot Work Endorsement Non Tanker) No spaces shall be left blank;
Obtain an authorisation signature on Hot Work Request Form from;

o
Designated Person
Fleet Manager or
Ship Manager
Authority must be obtained from two of the above in all cases;
The date/time of validity and of expiry is to be clearly shown in the spaces provided;
Any additional requirement stated on the appropriate paperwork (V-PER-002 A Hot Work
Approval Tanker or V-PER-002 B Hot Work Endorsement Non Tanker) must be complied
with.
3.3.3.5.7.5 Hot Work Approval/Endorsement Outside Office Hours

There is allowance for Hot Work without approval/endorsement in Extreme Emergency. Wherever
possible, hot work authority should be sought in good time to allow the correct process, as outlined above,
to be completed. Should work emerge which will requires the Office approval/endorsement when the office
is closed then the following procedure should be followed:
The ship must contact its Ship Manager or nominated alternate with details of the request. The full
details as per 3.3.3.5.7.2 should be sent by email.
If the Ship Manager is unable to view the email, then the information should be relayed by other
agreed suitable means.
The Ship Manager will agree the procedures and precautions with the vessel.
The Ship Manager will contact the DPA by phone and request their approval/endorsement for the
work to progress.
When the office is next open the appropriate paperwork (V-PER-002 A Hot Work Approval
Tanker or V-PER-002 B Hot Work Endorsement Non Tanker) shall be completed and signed.
NB: When hot work is being carried out more than 2m above the deck (or over the quayside) a spark
enclosure(s) must be in place and/or additional fire watch posted.
3.3.3.5.7.6 Completion of Hot Work
On completion of hot work, the ship manager should be advised of the date and time of completion of hot
work. The completed Hot Work Permit (V-PER-002) should be scanned and sent to the Ship Manager.
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3-3.4
VOM-3
3.3-13
R3
Safety
Electrical Isolation Permit
Work on any fixed electrical appliance or system is permitted only when the necessary V-PER-003 Electrical Isolation Permit has been issued, a JSA has been completed and lock-out procedures followed.
V-PER-003 - Electrical Isolation Permit shall be issued when work is required to be carried out on any
fixed electrical equipment.
3-3.5
Pipelines and Pressure Vessels Permit
The removal of any plate, cover or pipe that may at anytime have been subject to internal pressure or
which has contained hot vapour or fluid is only permitted when the necessary permit V-PER-004 Pipelines and Pressure Vessels has been issued.
V-PER-004 - Pipelines and Pressure Vessels shall be issued when work is required to be carried out on
all pipelines containing hazardous or flammable materials, pressure vessels including steam plants and
associated systems, pipelines and valves.
3-3.6
Safety with Pressure Systems
If a pressure equipment fails while in use, it can seriously injure or kill people nearby and cause serious
damage to property. Pressure systems on board are built to industry standards. They shall be maintained
as detailed in the Manufacturers instruction manual and the maintenance schedule included in the PMS.
Pressure systems include Boilers and steam heating systems, Compressed air systems (fixed and
portable), Heat exchangers and refrigeration plant, Valves, steam traps and filters, Pipe work and hoses,
and Pressure gauges and level indicators.
The main hazards are:
impact from the blast of an explosion or release of compressed liquid or gas;
impact from parts of equipment that fail or any flying debris;
contact with the released liquid or gas, such as steam; and
fire resulting from the escape of flammable liquids or gases.
When installing new equipment, ensure that it is built to industry standards and is suitable for its intended
purpose and that it is installed correctly.
Ensure the system is installed in an easily accessible location allowing safe operation.
Repair or modification of a pressure system requires proper Risk assessment and competent supervision.
Following a major repair and/or modification, the whole system should be checked carefully before use.
Any modification has to be approved by ASP Ship-management in writing.
All operators should know the safe operating limits of the system and any equipment directly linked to it or
affected by it and shall be trained in the operation and use of the system.
Written operating instructions for the system shall be available for ready reference of all operators.
Correct setting and proper working condition of protective devices shall be ensured at all times. If
practicable measures shall be in place to ensure that Protective devices cannot be tampered by an unauthorized person.
If warning devices are fitted, ensure they are tested periodically and are conspicuous.
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Safety
Systems should be de-pressurized before maintenance work is carried out.

Everybody operating, installing, maintaining, repairing, inspecting and testing pressure equipment should
have the necessary skills and knowledge to carry out their job safely.
3-3.7
Working at Height Permit
Any work to be undertaken such that there is a risk of falling more than two metres (2.0m), is defined as
working at heights and requires a permit V-PER-005 - Work Aloft & Over side and a V-SAF-005 - Job
Safety Analysis is to be undertaken and assessed. Where Flag / local regulations stipulate a lower height,
this will be complied with before the 2 metres requirement previously mentioned.
A V-PER-005 - Work Aloft & Over side permit must be completed for all work at heights whether aloft or
over the vessels side where there is potential for a fall of more than 2 metres.
Work at height shall only be undertaken by personnel suitably trained, competent and confident to
complete the task. A standby person/supervisor must be allocated to assist those working at heights.
Rigging and gear used must be carefully checked and any equipment showing signs of wear or
deterioration shall be replaced immediately.
All personnel working at height must be provided with and use a safety harness.
3.3.7.1
Work near Radio Aerial
Before personnel are sent to work in the vicinity of radio transmitting aerials, the aerials must be switched
to ground. Radio equipment must be clearly marked with a "Do Not Operate" tag.
3.3.7.2
Working on Radar Mast
Before personnel go up the radar mast, the radar must be turned off, the fuses/breakers pulled and the
controls must be clearly marked with a "Do Not Operate personnel working aloft" are to be placed on
the Radar & other equipment such as Whistle buttons etc.
3.3.7.3
Working Over Side while Underway
No work may be carried out with the vessel underway which involves personnel working outside the
vessel's rail except for rigging the accommodation ladder swinging out lifeboats during drills and/or rigging
pilot ladders.
3.3.7.4
Rigging Accommodation Ladders
Personnel engaged in rigging accommodation ladders must wear a life vest or an inflatable life jacket (and
safety harness with safety line where appropriate) and must be continuously supervised.
JSA for rigging of accommodation ladders, gangways, pilot ladders and any rigging of safe access to the
vessel must be developed and reviewed as per VOM-3-1.20. The relevant JSA shall be used in training
and induction of new crew.
3-3.8
Underwater Work Permit
The work permit V-PER-006 - Underwater Work shall be issued before any underwater work can be
undertaken. The Supervising Officer must liaise with the supervisor of the diving/underwater work team
directly.
3-3.9
Isolation
The Isolation co-ordinator shall be the person that is in charge of the equipment that is being isolated.
They are to inform the Chief Engineer, 1st Engineer or Master of any changes to the work being
undertaken in the event that it interferes with the operation of the vessel.
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3.3-15
R3
Safety
To prevent the unintentional movement or actuation of equipment, re-energisation of electrical switch and
control systems or the unintentional release of energy, effective isolation and lockout is essential. The
isolation and lock-out procedure shall be used to isolate personnel and/or machinery from sources of
energy; the procedure and tag / lock out equipment shall not be used to prevent machinery from being deenergised during normal operations, unless it is for the purpose of fault finding, commissioning or testing
and there is no other way of working on the equipment unless it is live. All equipment should be returned
to a dead state and effectively locked out at the first opportunity once the necessary live work has been
completed. All live work must be under the strict control of a single person and only that person has the
authority to allow work to the Planned Maintenance System or continue and is to ensure that all equipment
is tagged / locked out as safely as possible at each stage of the task.
The method of isolation and control of an electrical control or switch system for the purposes of fault
finding, commissioning or testing, while energized, is dealt with under section VOM-3-2.11.
Potential energy types which must be considered and controlled are:
Electric;
Pneumatic;
Hydraulic;
Gas;
Mechanical;
Thermal;
Radiation;
Steam;
Chemical;
Springs;
Elevated machines;
water pressure;
gravity; and,
Any other energy release which may endanger personnel, damage equipment and/or harm the
environment.
The V-SAF-011 Proposed Daily Work Plan must include the lockout jobs to be undertaken on the day
and any in place from previous days.
A V-SAF-005 - Job Safety Analysis must be completed before maintenance or repair work is commenced.
The Job Safety Analysis must detail:
Steps involved in the task including the type and extent of lockout required;
Risks associated with each step including risk due to inadequate lockout;
Controls being undertaken to minimize the risk to personnel and risk associated with the
equipment being out of service.
A toolbox talk must be conducted prior to any isolation task involving more than one person. In any case
all involved must be consider:
Additional safety procedures in case of an emergency;
The role of each person involved in the job;
Alternative back-up equipment/systems;
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Safety
Necessary modification in operational procedures as a result;
Measures and tests to be undertaken to ensure the equipment is fully commissioned when the
work is completed including the Identification of a person responsible.
At the completion of the lockout job the JSA (including any amendments) must be returned to the Works
Committee for updating of the the Planned Maintenance System as required.
3-3.10
Lock Out System
The Lock Out procedure applies to all work undertaken on machinery, equipment and systems where the
inadvertent release of associated energy sources could endanger ships crew or other personnel onboard.
The following must be clearly understood:
It is every persons responsibility to attach a padlock, to the main isolating control devices
(switches, valves etc.) on any machinery, equipment or system where there is a risk of injury if an
inadvertent release of the energy source occurs.
The identity (Rank) of the owner of the padlock must be clearly marked on the padlock itself.
At no time should any person remove another persons padlock when attached to a control
device. Only under exceptional circumstances can the Chief Engineer/Master with the Lock-Out
coordinator, after conduct of a risk assessment be allowed to remove the padlock of another
person.
If two or more persons are working on a job, each must place their personal padlock on the
control device, hasp or Group Lockout Board to ensure that the system cannot be inadvertently
activated by one without the consent of the other.
If any person is intending to join an existing task where a Lock-Out system is already in use, the
person must inform the Lock-Out Coordinator before placing their padlock on any associated
control device, hasp or Group Lock-Out Board.
All the control devices (switches, valves etc.) to be locked, must be approved by the Lock-Out
Coordinator/Chief Engineer.
After placing the padlocks on the control devices ALWAYS VERIFY that the energy source has
been effectively isolated before commencement of the task.
3-3.11
Lock Out Responsibilities
The Chief engineer is responsible for the administration of the Lockout and for the Lockout equipment.
All personnel shall be issued with a Red Personal Lock.
The Red Lock identifies the user and as such both displays to all that you are working on the lockout job at
the time and gives you as the user control over the lockout. You must attach your Red Lock at the control
point of lockout each time you intend to work on a piece of equipment. The control point is the Lockout
Box. The Red Lock remains at all times either attached to the lockout control point or correctly stowed at
the central lockout station. When the user is not directly working on that job the red lock shall be returned
to the central lockout station. Each Red personal lock shall be marked with the rank of the owner.
All vessels shall be issued with multiple Yellow Locks.
A Yellow Lock is used to lock out a piece of equipment. The lock may be used in conjunction with a
lockout device. The V-SAF-021 - Lockout Log Book shall be completed in full which details where the lock
is being used and by whom it was placed. Before work commences, the Yellow Lock Key(s) shall be
placed in a Lockout Box and the box shall be locked by the Lockout Coordinator (the officer responsible
for the work being undertaken) using a Green Lock.
All vessels shall be issued with Green Locks.
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3.3-17
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Safety
Green Locks are used by the Lockout Coordinator to lock the lockout box. The Lockout Box (and all
Yellow Lock Keys inside) is controlled by the Lockout Coordinator and prevents premature recommissioning of equipment affecting personnel and prevents conflict between other tasks being
undertaken. The Lockout Coordinator keeps possession of the Green Lock Key(s) for the duration of the
lockout job (see also Lockout Handover).
A single yellow lock is used to affect each individual lockout;
The V-SAF-021 - Lockout Log Book shall be completed with the appropriate information;
Each Yellow Lock Key (identified) is placed within a Lockout Box;
The Lockout Coordinator then locks the Lockout Box using a Green Lock;
Each worker then uses their Red Lock to lock the Lockout Box, (hasp or other lockout device);
Red Locks are removed as each individual leaves the job;
When all personnel have completed their tasks and all red personal safety locks have been
removed the lockout coordinator is able to unlock the Lockout Box to gain access to the Yellow
Lock Keys;
The Lockout Coordinator can then remove lockout equipment;
Using this process each member of the work team has complete confidence in the integrity of the
lockout at all times.
The Chief Engineer is responsible to ensure that the Lockout System is utilised to its full capacity but if
there is no possible way of attaching the Yellow Lock to a piece of equipment a Yellow Caution Tag can
be use and is to be treated in the same way as a Yellow Lock. A Red Danger Tag is placed at the last
point of isolation replacing the use of the Red Lock and the Red Danger Tag should list the person or
persons working on the system.
3.3.11.1
Red Lock Removal
Red Locks can only be removed by the owner identified on the lock. All locks are individually keyed.
Red locks may not be removed by any person other than the owner except where the Master and C/E
agree that it is safe to do so (where the owner of the Red Personal Lock is not onboard or where a key is
lost or damaged).
3.3.11.2
Yellow Lock and Green Lock Removal
Yellow Locks and Green Locks can only be removed with the approval of the nominated Lockout
Coordinator except where the Master or Chief Officer or Chief Engineer or Second (First) Engineer is
satisfied that it is safe to do so.
3.3.11.3
Lockout Handover
Red Personal Locks must be incorporated in swing handover. The oncoming crewmember must ensure
that the Red Personal Lock (and key) associated with his/her rank is in the central lockout station before
the off-going crewmember leaves the vessel.
The Lockout Coordinator must pass on lockout information and the Green Lock Key(s) when handing
over each watch or swing.
3.3.11.4
Lockout Procedure
Lockout
1. Plan the task including lockout (JSA)
2. Notify all involved (Daily Work Plan)
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3.3-18
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Safety
3. Coordinate work force (Toolbox Talk)

4. Shut down equipment
5. Isolate and lock out all forms of energy. Apply Lockout devices including Yellow Locks and
complete V-SAF-021 - Lockout Log Book
6. Place Yellow Lock keys in the Lockout Box and secure the box with a Green Lock (Lockout
Coordinator)
7. Positively verify that energy is isolated
8. Personnel involved apply Red Locks
Removal of Lockout
1. Ensure all work is complete
2. Check all personnel, tools and equipment are clear
3. Remove all lockout devices
4. Restore energy to equipment
3-3.12
Out of Service Tags
If the JSA identifies no risk to personnel, equipment and/or the environment in undertaking the job without
the use of lockout, an out of service tag must be displayed at the control point of any system which is not
to be energized. The tag must designate the decommissioned equipment, the person who placed the tag
and the time and date of decommissioning.
Out of service tags may not be removed by any person other than the person who placed the tag except
where the Master or Chief Officer or Chief Engineer or Second (First) Engineer is satisfied that it is safe to
do so.
The Chief Engineer shall ensure that every effort is made to comply with the lockout system. Where it is
not physically possible to use a lockout device an out of service tag may be used. In any case V-SAF-021
- Lockout Log Book shall be utilised.
3-3.13
Working on Energized Systems
The necessity from time to time to work on any energized system and particularly any live electrical parts
does not negate the requirement to use Lockout procedures.
The JSA must identify the need to undertake such work and be approved by the Ship Manager (or by the
Designated Person) prior to the work being undertaken; documentary evidence must be maintained along
with the permit and the JSA.
V-PER-003 Electrical Isolation Permit must be completed.
It may not be possible to entirely lock-out a system and to fault find, commission or test the system at the
same time. In any case every precaution must be taken to ensure that no person may inadvertently affect
the planned operation.
The risk controls considered must include, but may not be limited to the following:
Isolation of as many sources of energy as possible. Live work may be undertaken but other parts
in the vicinity (although otherwise unrelated) should be de-energised;
Perform lockout and de-commissioning prior to limit energising under controlled lockout
conditions. Then de-energise prior to re-commissioning. All equipment should be returned to a
dead state and effectively locked out at the first opportunity once the necessary live work has
been completed;
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3.3-19
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Safety
Use of Appropriate PPE;
Work should be undertaken at periods of minimum energy usage in the system;
The work should be undertaken in port where emergency services are readily available.
The personnel must not wear any metallic personal items such as rings, earrings watches,
necklaces, metal rimmed glasses etc.
Personnel must not work alone.
All live work must be under the strict control of a single person (the Isolation Coordinator) and only
that person has the authority to allow work to the Planned Maintenance Systemt or continue
Every possible control point must be locked out with the only exception being any control point
continuously manned by personnel in constant communication with the personnel undertaking the
work.
Employment of specialist contractors to undertake such work
Where practical, always work on a dry insulating mat.
Safety boots without metal studs or rivets must be worn. Overalls shall be dry and where practical,
insulating gloves worn.
Ensure the working position is safe and secure to avoid any contact with live conductors.
The engine room log is endorsed with the appropriate entry.
Minimise the risk of hand-to-hand shock by keeping one hand in your pocket whenever
practicable.
Use only the correct test equipment and insulated tools.
Remove and replace equipment covers whilst the apparatus is isolated.
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3.3-1
R0
Safety
Document: VOM-3 Safety

Page: 3.4-1
Revision: R2
3.4
Measuring Equipment
3-4.1
Carriage Requirement of Measuring Equipment
Vessel
Type
Explosive
Meter
(A)
Oxygen
Analyser
(B)
Personal
Gas
Detector
(C)
Tank
Scope
(D)
Toxic
Gas
Detector
(E)
UTI or
MMC
Tapes
(F)
Portable
Gas-tight
Sampler
(Cargo
Sampler)
(G)
Tanker
2x
Required
Hydrocarb
on (LEL)
With
Automated
pump for
remote
sampling
2x
Required
Oxygen
with
automated
pump for
remote
sampling
3x
Required
Hydrocarb
on (LEL)
CO
H2S
O2
2X
Required
Only if
vessel
fitted
with inert
gas
2x
Required
1x
Required
NonTanker
2x
Required
Hydrocarb
on (LEL)
With
Automated
pump for
remote
sampling
2x
Required
Oxygen
with
automated
pump for
remote
sampling
2x
Required
Hydrocarb
on (LEL)
CO
H2S
O2
2 x Required
For toxic gas
likely to be
encountered
2 x hoses
required
of sufficient
length to reach
the bottom of the
tanks
Sufficient
detector tubes to
be carried based
on the cargo.
2 x Required
For toxic gas
likely to be
encountered
2 x hoses
required
of sufficient
length to reach
the bottom of the
tanks
Sufficient
detector tubes to
be carried based
on the cargo.
Closed
Toxic Gas
Sampler
(for gas
measurem
ent)
(H)
1x
Required
Closed
reference
pressure
gauge for
cargo
tanks
(I)
1x
Required
Reference
Thermometer
(J)
Alcohol Testing
Equipment
(K)
1 x Required
2
Breathalyzer
Required of
which one is to
be an evidential
breathalyzer
1 x Required
2
Breathalyzer
Required of
which one is to
be an evidential
breathalyzer
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Safety
Comments:
A/B:
Combined Ex-Ox meters can substitute single gas Ex/ Ox meters for measuring of LEL and O2.
D.
Instrument for measuring flammable vapor in an oxygen deficient atmosphere Gas indicator
capable of measuring percentage volume of hydrocarbon gas in an inerted atmosphere ISGOTT
definition (E.g. MSA Tankscope)
E.
GasTec / Draeger pump with gas detector tubes or equivalent.
A/B/D Combined meters are also acceptable for Ex-OX meters and tankscope
3-4.2
3.4.2.1
Measuring Equipment
Responsibility
The Chief Officer is responsible for ensuring that gas detection instruments are properly maintained,
checked and calibrated. All maintenance, checking and calibration must be carried out strictly in
accordance with the manufacturer's instructions and recorded in The Planned Maintenance System.
3.4.2.2
Explosive Meter
It is one of the primary atmosphere assessment instrument and must be used for all atmosphere
monitoring and testing where this is required by Company instructions, e.g. confined space entry, hot work
permits, crude oil washing etc.
3.4.2.3
Personal Gas Detectors
Is a personal gas alarm detector and must be worn by personnel entering any confined space. As its
function is as a personal alarm instrument, it must not be used in lieu of the formal atmosphere tests
carried out by the Portable Gas Detector.
3.4.2.4
Toxic Gas Detectors
Adequate quantity of Toxic Gas Tester Tubes for all cargoes being handled by the vessel shall be
maintained on board at all times. All vessels must have onboard gas detection for monitoring for the
presence and concentration of toxic gas likely to be encountered onboard such as hydrogen sulfide,
benzene, mercaptans (crude vessels) and carbon monoxide at all times. Masters must ensure that these
tubes/instruments are replaced or serviced prior to their expiry dates.
Care shall be taken to ensure that Toxic Gas Tester Tubes available on board are capable of detecting
respective gases at/or close to the TLV of the particular gas.
They must also be used where the assessment of a potential hazard is considered necessary.
All such tubes have a limited shelf life and the Chief Officer is responsible for ensuring that an adequate
stock of such tubes is always available on board. (Note: the two types of tube are not interchangeable).
In general closed cargo operations will eliminate the exposure of personnel to hazardous concentrations
of such vapours. However the concentration should be monitored whenever there is reason to suppose
that high concentrations may be experienced.
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3.4-3
R2
Safety
Care of Portable Gas Detectors
Modern gas detectors are complex precision instruments and must always be treated as such. Although
they are physically robust, they are more complex to use than older instruments and are very sensitive to
incorrect operation. They must be treated as scientific instruments and users should be thoroughly
familiar with the correct method of operation. All operations must be in accordance with the instructions
contained in the operating manual and user cards.
3.4.2.6
Oxygen Meter
It is one of the primary instruments to be used prior to confined space entry. Readings of 21% are to be
obtained prior to entry and recorded.
3.4.2.7
Multi Meters
Multi meters may be used for testing for a number of gases present but usually HC, CO O2, and H2S.
The limitations of the equipment must be understood as some meters may not for example, accurately
display readings for HC if O2 levels are below 9%.
3-4.3
3.4.3.1
Portable Gas Instruments

Calibration of Portable Gas Instrument
Gas detection instruments should be checked for accuracy every time they are used. This will normally be
by means of the self-test and auto zero programs.
All portable units must be checked for accuracy once per month using the appropriate test gases and
following manufacturers instructions. This must not be confused with calibration, which is to be
undertaken at intervals specified by the manufacturer. The Chief Officer should identify and maintain a
record of the required gas for calibration/ span test. The desired value of the span gas reading should be
recorded on the monthly span check record sheet V-SAF-024 Portable Gas Instruments. Actual
obtained value should be recorded against this desired value. If the equipment has been calibrated
onboard, this fact should be recorded.
Each measuring instrument must be included in the Planned Maintenance System with applicable
calibration intervals. On board checks, shore based calibrations and sensor renewal to be logged in
Planned Maintenance System.
Copies of calibration certificates are to be filed onboard.
3.4.3.2
Sensor Renewal
Measuring instrument sensors shall be renewed in accordance with makers instruction or when found
defective.
3.4.3.3
Span Gas Cylinders
Adequate quantity of span gases for all portable gas measuring instruments shall be maintained on board
at all times. Chief Officer shall ensure that at least one full cylinder of each type of span gas is always
available in reserve, on board.
3.4.3.4
Failure of Portable Gas detection equipment
Each vessel is provided with a minimum of 2 portable gas detectors of each type to ensure that system
redundancy is maintained i.e. in case of failure of one instrument the vessel has one spare unit of the
similar type. In case of failure of any of the portable gas detectors, the Master to immediately notify the
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Safety
Ship Manager who will dispatch a unit from the stock of calibrated and certified spare portable gas meters
maintained at the Office.
In case of failure of both the portable gas meters of a particular type, all jobs requiring the mandatory use
of such gas detection equipment for determining levels of flammable/toxic gas and monitoring oxygen
levels (for example cargo operations involving toxic or flammable cargoes, confined space entry or hotwork) should be suspended until a suitably certified and calibrated replacement unit is received onboard.
The Master should advise the Ship Manager immediately in case of a failure in the Portable gas detection
equipment onboard.
3.4.3.5
Portable Gas detection equipment sent for service/calibration
In case portable gas detector(s) are to be landed ashore for service/calibration, the Master should request
a spare replacement unit of the similar type from the Office. A stock of calibrated and certified spare
portable gas meters of each type as per the list in VOM 3.4 is maintained at the Office. This should be
forwarded to the vessel prior off-landing of portable gas detectors for service/calibration.
3-4.4
Level gauging Equipment
Chief Officer shall carry out comparison checks for the level gauging system on board at intervals not
exceeding 3 months and record the same in Planned Maintenance System.
Where floats are used for Level Gauging in tanks, temperature and density corrections shall be applied as
applicable to obtain corrected level reading.
Level comparison shall be done at least at three levels, to check for errors.
Where float gauges are used the 98% and bottom reading for each tank shall be indicated at the readout
points for easy reference.
3-4.5
Pressure Measuring Equipment
Chief Officer shall carry out comparison checks for the Pressure Measuring Equipment on board at
intervals not exceeding 3 months. The results of the comparison checks are to be recorded in Planned
Maintenance System.
Every tanker shall have on board a reference pressure gauge for the appropriate working range or other
suitable calibration kit. The reference pressure gauge shall be annually calibrated ashore and the
certificate of calibration maintained on board.
Suitable adapters shall be carried on board to connect the pressure gauge to individual cargo tank vapour
spaces.
3-4.6
Temperature Measuring Equipment
Chief Officer shall carry out comparison checks for the Temperature Measuring Equipment on board at
intervals not exceeding 3 months. Results are to be entered in the Planned Maintenance System.
Every vessel shall have on board a reference thermometer or other suitable calibration kit.
The reference thermometer or other calibration kit provided in lieu of the thermometer shall be annually
calibrated ashore for the appropriate temperature range and the certificate of calibration maintained on
board.
During comparisons of thermometers, each thermometer shall be compared using minimum three
different temperatures covering the range of the thermometer. Different temperature may be obtained by
use of ice/hot water in a bucket in which the thermometers are placed. During comparisons of the fixed
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temperature sensors fitted in the tanks, UTI height corrections, if any, shall be applied to ensure that
comparison readings are made at same height as temperature probes fitted.
3-4.7
Fixed Gas Detection Systems
Vessels equipped with inert gas plants must ensure that the fixed oxygen analyser is checked and
calibrated prior to every use in accordance with the manufacturer's instructions.
Vessels fitted with pump room or any other fixed hydrocarbon gas detection systems must ensure that
these are maintained in accordance with manufacturer's instructions. These systems must be tested at
intervals not exceeding one month or as specified in the manufacturers guidelines and such tests must be
recorded in the Planned Maintenance System.
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3.5
Inductions
3-5.1
Crew Induction
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Crew induction is to include;
A guided tour of the vessel by the Safety Officer
Completion of V-OAM-004 - Induction Record Sheet
Issue of PUB-1 Personal Safety Booklet as required. All crew members must have a personal
copy of the latest edition.
A Crew Induction must be undertaken whenever a crew member joins a vessel for the first time and where
a crew member has been away from a vessel for a period of more than six months.
Completed V-OAM-004 - Induction Record Sheet forms shall be permanently retained onboard; the
Master shall maintain the file.
3-5.2
Visitor and Non-Crew Induction
Visitors are only allowed onboard with the expressed permission of the Master.
Each vessel shall have a clearly marked Visitors Station at a suitably convenient location at/near the
accommodation entry of the approved/marked access way for shore visitors. This station shall display
copies of the ASPs Health & Safety, Environmental and Drug & Alcohol Policies. There shall also be
displayed a plan of the vessel, indicating the Visitors Emergency Muster Point.
All persons, other than crew, boarding the vessel shall be required to wear a visitor tag and complete the
vessels PUB-6 - Visitors Book. By signing the book, visitors are acknowledging that:
They have read, and agree to abide by, the displayed Company Policies
They have read, and agree to abide by, the requirements of the Emergency Guide as outlined on
the visitors tag
They are aware of the location of the Visitors Emergency Muster Point
They are to report immediately any accident/near miss/illness sustained while on board.
On departing the vessel, they shall remove their Visitor tag and sign the Visitors Book, indicating
the time of departure.
3-5.3
Contractor Induction
Company Inductions using the ASP booklet PUB-2 - Contractor Safety Booklet as reference material, and
any other specified requirements, shall be undertaken for any Contractor engaged in maintenance and/or
repair work onboard.
Contractor inductions are considered to be valid for a period of 12 months.
If any contractor does not have a current ASPSM induction, the Chief Engineer or delegate shall complete
a Company Induction.
The Contractor shall report to the Chief Engineer or delegate and complete a copy of the V-SAF-014 Contractor Induction Record.
A Contractor or visitor who is attending the vessel, to perform duties in areas where a company induction
would normally be required (i.e. Port / Flag State Surveyor, Class Surveyor, Suppliers, Pilot, Owners
Representative,) can be given a vessel specific induction only, however they must be escorted by an
ASPSM representative or crew member during their visit.
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The Chief Engineer or delegate shall undertake vessel specific inductions, which shall cover the following:
Vessel Layout
Obvious hazards inherent to the vessel; e.g. oil or chemical cargo
Emergency and fire fighting equipment on the vessel
Emergency muster points, escape routes and exits
Any specific PPE requirements; particularly where chemical cargoes are involved
Work permit and Lock out requirements
Any particular safety measures related to the vessel; particularly where hazardous cargoes are
being carried
Accident/Incident/Illness reporting requirements
The name and rank of the nominated Vessels Supervising Officer/Crew Member.
An Officer shall be nominated to oversee the activities of Contractors to ensure that the Companys safework practices and procedures are followed.
Contractor Supervisor (Maintenance & Repair Only) shall be required to present to the Chief Engineer or
delegate a completed Job Safety Analysis prior to the commencement of the work. The vessel shall retain
a copy of this form for their records. Where local contractors are not able to present a Job Safety Analysis
for the work, the Chief Engineer shall ensure that a JSA is completed before work commences.
Completed the V-SAF-014 - Contractor Induction Record forms shall be permanently retained onboard;
the Chief Engineer shall maintain the File.
3-5.4
Supernumeraries/Contractors Sailing with the Vessel
Supernumeraries, Contractors or Persons in addition to the crew may not be carried without the prior
permission of the Company, and then only to the extent that the vessel has sufficient certified lifesaving
appliances. The Master must ensure that all Contractors and Supernumeraries, other than ASPSM
employees and spouses, complete a signed V-OAM-009 Release and Indemnity for the relevant Flag
State. This form should be sent to the office on completion of the Contractors/Supernumeraries tenure on
board the vessel.
Supernumeraries and Contractors must be given life jackets together with written notification of their
emergency stations. They must attend all boat and fire drills.
The completed PUB-6 - Visitors Book shall be permanently retained on board and shall be under the
control of the Ship Security Officer.
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3.6
Drills
3-6.1
Instruction - All Personnel
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In addition to specific instruction undertaken by relevant members of the Emergency Parties and those
who may substitute for them, every member of the vessels complement shall receive instruction in the
following, where relevant:
Procedure for raising the alarm.
Correct action upon discovering a fire.
Correct action when finding a casualty in an enclosed space.
Problems with hypothermia, first aid treatment for hypothermia and other appropriate first aid
procedures. (see Ship Captains Medical Guide)
Special instructions necessary for use of the ships lifesaving appliances in heavy weather
conditions.
Transporting a casualty (see Ship Captains Medical Guide)
All personnel shall actively participate in statutory emergency drills required under SOLAS & Flag State
regulations.
Other drills to be undertaken are the statutory drills as required by SOLAS & Flag State. In addition, the
ASPSM publication 'Emergency Drill Scenarios' may be consulted for assistance in running emergency
drills, and also for some drill scenarios.
The V-SAF-008 - Drill Schedule should be used as guide for the planning of drills.
3-6.2
Combined Ship/Shore Emergency Response Drill
ASPSM will conduct test exercises of its Shipboard Emergency Plans to ensure that all relevant personnel
are familiar with their use, that specified contact numbers are accurate and communication channels
function correctly, that each vessel undertakes a test exercise at least once per year.
It is the responsibility of the Designated Person to develop and circulate an annual test schedule.
It is the responsibility of the Ship Manager to ensure that his/her vessels are tested as per the schedule.
Ship Managers shall ensure that their vessels are tested in accordance with this schedule.
There are two levels of drills:
1. A desktop exercise in which the Ship Manager, Shore Management, Vessel and Principal work
through a scenario in which all relevant personnel practice their functions, ensuring that contact
numbers and communication procedures are verified.
2. A full deployment drill, in which the Shore Management, Vessel and Principal work a scenario
where the vessels contracted outside agencies such as SERS provider
As a minimum there will be one full deployment drill per year.
3-6.3
Test Notification
The Fleet/Ship Manager shall arrange with the Master and Principal a suitable date and time for the
exercise.
The Master shall develop a suitable exercise scenario.
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For an exercise involving the contracted SERS provider, the Fleet/Ship Manager shall make appropriate
arrangements.
3-6.4
Initiating the Plan Test
NB: All Reports Transmitted During the Test are to be Headed Test Only
The Fleet/Ship Manager shall contact the Master and request he/she initiate the test.
3-6.5
Action by Ship Manager
Upon receiving the report, the Fleet/Ship Manager shall immediately inform Senior Management and other
Shore Management, including the Designated Person.
The Fleet/Ship Manager shall then advise the client of all available details by telephone and advise
him/her that the Master has sent a copy of the initial report to his/her designated contact number.
3-6.6
Action by Ship Manager / Designated Person
The Fleet/Ship Manager/Designated Person will activate the ASP Ship Management Emergency
Response Team (ERT). Members of the ERT can call on additional assistance from their respective
departments as the need arises.
3-6.7
Drill Planning, Execution and Review
Drills shall be made as realistic as possible without endangering the safety of personnel. Drill location
shall be varied so that all Crew Members are familiar with the various places an emergency is likely to
occur and the difficulties such areas present in relation to quick and efficient response if action is required
in earnest.
3-6.8
Planning and Briefing
The Master may delegate the formulation of the drill scenario to a member of the Works Committee and/or
to the Safety Officer. The objective of each drill and a set of measurable goals to be met must be clearly
defined in the drill scenario.
In the Briefed drill all involved are fully informed before hand of the drill scenario and the role they will be
expected to play. This type of drill shall be used for the following purposes:
To investigate the practicality or effectiveness of a particular technique.
To practice a particular technique.
In the surprise drill the vessels emergency response teams are asked to behave as though the vessel
and their lives are in grave and imminent danger. In such drills only the drill planners know the full details
of the emergency situation being simulated, and they are only to be carried out under the direction of a coordinator who is independent of the emergency response personnel taking part in the drill.
Drills should be planned in such a way that due consideration is given to regular practice in the various
emergencies that may occur, dependent on the type of ship and various cargoes.
As a minimum the Master must inform all hands that a drill is to take place before commencing the drill.
3-6.9
De-Briefing
In all cases a comprehensive debrief must be carried out with all involved parties using form V-SIA-005
Emergency Drill-Debrief and a record maintained.
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Fire Drills
Fire Drills must be held at least once each month (some flag states require weekly drills) and as soon as
possible after more than 25% of the crew change. These drills must be recorded in the deck logbook. If
for any reason a drill cannot be held an explanation should be recorded in this logbook. All non-Watch
Keeping Officers and Ratings must take part in every fire drill.
A schedule is to be established to ensure that all the fire fighting equipment is demonstrated to the crew at
least once every three months.
Adequate pressure is to be put on fire hoses and monitors at fire drills.
Extinguishers may only be discharged for demonstration purposes if they can be re-filled on board or a
service facility is readily available.
3-6.11
Boat Drills
Lifeboat drills are to be conducted as per the flag state requirements. Where flag states allow simulated
and unmanned drills are to be conducted.
All drills and launchings must be logged in the Deck Log Book. Should it not be possible, for any reason,
to carry out a required drill, the reason must also be recorded. Requirements as per SOLAS for launching
of lifeboats should be compiled with.
The approved SOLAS launching procedure symbols must be clearly displayed on the boat deck in the
vicinity of each boat.
Before placing persons onboard a lifeboat, it is recommended that the boat first be lowered and recovered
without persons on board to ascertain that the arrangement functions correctly. The boat should then be
lowered into the water with only the number of persons on board necessary to operate the boat.
Alternatively the Boat Crew can be embarked using a launch whilst in port.
A V-SAF-005 - Job Safety Analysis Form must be completed for the lifeboat drills documenting each step
of the drill, the risks and the measures taken to mitigate the risk.
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3.7
General Requirements
3-7.1
Safe Operations
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The safety and health of personnel must always take priority over all other operational considerations.
The safe operation of the vessel is dependent upon the observance of safe practices by all personnel.
While responsibility for enforcing the observation of safe practices rests largely with the Master, it is a
matter of concern to all personnel on board to see that they are observed.
All personnel are responsible for reporting any hazardous conditions or operations, which they may have
observed to their Supervisor, Department Head or to the Deck or Engineer Officer on watch and for
utilizing PUB 3 - Hazard & Safety Opportunity Log and/or V-SAF-013 - Safety Opportunity/Incident forms.
Recognized procedures to ensure operational safety must be followed at all times. Many such procedures
are specified in the sections of this Manual dealing with specific operations and are not repeated in this
chapter.
The vessel should carry ship specific Life Saving Training manual, Training Manual on Fire Fighting and
Fire Safety Operational booklets. Copies of these manuals should be available in each mess room or
recreation room. Fire Safety Operational booklet should provide information and ship specific instructions
for proper ship and cargo handling operations in relation to fire safety.
The shipboard Life Saving Training Manual, A Training Manual on Fire Fighting and Fire Safety
Operational booklet should include instructions and procedures on ship specific equipments and systems.
(Ref SOLAS III/35.2, II-2/ Reg 15 and 16).
The Fire Safety Operational booklet shall include provisions for preventing fire spread to the cargo area
due to ignition of flammable vapours and include procedures for cargo tank gas- purging and/ or gas
freeing. (SOLAS II-2/ 16.3.1). Fire Safety Operational Booklet can form a part of Training Manual on Fire
Fighting provided it complies with all the requirements as per SOLAS Chapter II- 2 Regulation 16.
3-7.2
Muster Lists
The Master is responsible for the timely posting of up to date muster lists using the company standard
template V-SAF-009 - Muster Lists as a basis for developing vessel specific Muster Lists.
3-7.3
Smoking Regulations Policy and Procedures
It is the Masters responsibility to ensure that this Policy, and Procedure, are implemented and adhered to
whilst he/she is in command of any vessel managed by ASP Ship Management. The Master must ensure
that Designated Smoking Rooms and Smoking regulations onboard a ship to be are prominently posted
in common areas such as alleyways, mess rooms etc
ASP Ship Management has a common law duty of care, and is required by legislation, to provide and
maintain a working environment for all employees that is safe and without risk to health
While we encourage those who continue to smoke to break the habit, we have an obligation to safeguard
those employees who do not smoke.
If necessary the Master shall use the PUB-7 - Code of Conduct to enforce the Companys smoking
requirements.
The use of all mechanical lighters and portable lighters with electrical ignition sources is strictly
prohibited on board tankers.
Employees shall not smoke, at any time, in any accommodation space serviced by a recirculatory
air conditioning system (except in a designated smoke room), a normal work area within the
vessel, nor on external deck areas where smoking prohibitions are in place due to the nature of
materials being handled.
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Smoking in the bed is strictly prohibited on all ships.
Only self extinguishing type ash trays shall be used onboard a vessel in designated smoking
rooms. While placing an order for new ash trays, this requirement should be observed.
Where an employee observes another deliberately flouting this procedure he/she shall report the matter
immediately to the Master who shall ensure compliance with this document.
The Master shall report, in writing, to the Designated Person any instance involving deliberate flouting of
these guidelines.
Any employee may inform the Designated Person; in writing at any time should this procedure be
continually abused or ignored aboard the vessel he/she is sailing on.
Upon receipt of a letter, the Designated Person shall take any such action he/she deems necessary to
ensure these guidelines are enforced.
3-7.4
Protective Clothing and Equipment
Personal protective equipment, commonly referred to as "PPE", is equipment worn to minimize exposure
to a variety of hazards.
Controlling a hazard at its source is the best way to protect the worker. Depending on the hazard or
workplace conditions, it is recommended to use work practice controls to eliminate hazards to the greatest
extent possible. In certain tasks administrative/ work practice controls do not provide sufficient protection
or continued control to ensure zero risk. Therefore to deter accidents all employees are required to wear
appropriate PPE while on board. PPE Guideline Minimum Safety Requirements as per following table to
complied with at all time whilst onboard the vessel.
Safety helmets, overalls, gloves and suitable footwear are the proper working dress for most work about
the ship but these may not give adequate protection against particular hazards in particular jobs. Specific
recommendations for the use of additional protective clothing and equipment will be found in certain
sections of this manual but there will be other occasions, when the Risk Assessment, carried out by the
officer in charge, at that time, will identify the need for such additional protection.
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General Classification of PPE
Personal protective clothing and equipment can be classified as follows:
Head protection. Safety helmets, inserts and liners
Hearing protection. Ear plugs and ear defenders
Face and eye protection. Goggles and glasses and face shields
Respiratory protective equipment. Dust masks, respirators and breathing apparatus
Hand and foot protection. Gloves, safety boots and shoes
Body protection. Coveralls, safety harnesses and aprons.
When working with specific equipments (such as Hydro-blasters for example) safety instruction from the
manufacturer of the equipment shall be followed and suitable PPE used.
3.7.4.2
Issuance and Responsibility
The Chief Mate is responsible for checking and supplying all protective equipment for all vessels crew.
All personnel are responsible for checking their own personnel protective equipment and ensuring that
they use personal protective equipment appropriate to the job they are doing.
All personnel shall wear proper Protective clothing while in working areas.
Safety helmets and Safety Shoes shall be used in all areas outside of the accommodation spaces and for
work in any location which is likely to cause an injury to the foot or head.
The departmental heads shall keep sufficient stock of PPE to ensure that they are available when
required.
The Safety Officer shall ensure that all on board are trained in the use and care of PPE. The training shall
be sufficient to make the crew understand the following:
When PPE is necessary?
What PPE is necessary?
How to properly put on, take off, adjust and wear the PPE?
The limitations of the PPE.
Proper care, maintenance, useful life and disposal of PPE.
Departmental heads shall make sure that each crew member can demonstrates an understanding of the
PPE training as well as the ability to properly wear and use PPE before they are allowed to perform work
requiring the use of the PPE.
Permanent sea staff shall be supplied with two pairs of 100% cotton light or standard weight, and where
possible it will have the ASP Ship Management branded on the overalls, they shall also have reflective
tapes on the front, back, shoulders plus around upper arm and lower leg and be supplied with one pair of
safety boots annually for permanent employees or each contract for contracted employees.
Any variations to the colours of overalls must be approved by the Ship Manager on a case by case basis.
Where necessary, vessels carrying chemical cargoes that require overalls of special material, such as a
poly/cotton mix, will be supplied with an equivalent number of overalls made from the specified material.
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Crew involved to loading / discharging on Ro-Ro vessel shall have working clothes with more reflective
material and wear reflective vests.
Where necessary, vessels carrying chemical cargoes that require safety footwear of special material will
be supplied with an equivalent number of boots made from the specified material.
Where the working environment dictates that overalls and/or safety boots require replacement more
frequently, as a result of fair wear and tear, such additional issues shall be made at the discretion of the
Chief Officer.
A Safety Pack shall be supplied to all staff when signing on the vessel for the first time consisting of:
a pair of one piece acid and chemical resistant goggles
two pairs of safety glasses (one pair clear and one pair smoked - each providing 99% UV
protection)
one pair of gloves
one set of ear muffs (attenuation level of SLC 80 30 dB)
a safety helmet with liner.
Each person shall report any breakages or losses to the Chief Officer who will replace items through the
normal purchasing procedures.
Relieving or permanent sea staff that join without safety boots and overalls shall be supplied with these
items from either the vessels slop chest or a local supplier, preferable industrial clothing to be supplied
by the Chief Officer.
The Chief Officer shall maintain an appropriate number of disposable overalls for use by vessels staff
when working in extremely dirty conditions, either in the engine room or on deck.
If there appears to be an abnormally high rate of loss of PPE or Safety Clothing by a Crew Member, then
the replacement costs are to be forwarded to the Ship Manager with a request for a deduction in pay but
under no circumstances shall the issue of required PPE be denied to any individual.
The Chief Officer shall record the issue of the PPE. PPE issued to crew members becomes the property
of the holder, who shall be responsible for the checking, cleaning and maintenance of the equipment.
Safety helmets should be check for expiry dates in accordance with PUB-01 Personal Safety Booklet or
as recommended by the manufacturer. Regular checks shall be made during Safety Rounds and Drills to
ensure, that time expired equipment is discarded properly. PPE found abandoned shall be recovered.
3.7.4.3
Limitations of PPE
Protective clothing or equipment does nothing to reduce the hazard and can only protect the person
wearing it, leaving others vulnerable. It should also be noted that the use of personal protective equipment
in itself may cause a hazard for example through reduced field of vision, loss of agility etc.
The user must be made aware of this and must keep this in mind when using the PPE.
Defective or ineffective protective equipment provides no defence. Wrongly worn PPE does not offer the
protection it is intended to give and will give a false sense of safety to the wearer, thereby increasing risk.
It is therefore essential that the correct items of equipment are selected and they are worn as intended.
3.7.4.4
Care and Maintenance of PPE
Proper care and maintenance of PPE is important to ensure that they perform as intended whenever they
are used. The manufacturer's instructions should be kept safe with the relevant apparatus and on file.
When necessary, the information shall be referred to before use and when maintenance is carried out.
PPE must be kept clean and should be disinfected as and when necessary for health reasons.
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When cleaning, ensure that solvents, harsh detergents or very hot water is not used unless suggested by
the manufacturer.
Most of the PPE has plastic or equivalent components which reduces strength when regularly exposed to
heat, sunlight (UV light) or when impregnations by paint / solvent / chemicals occur. Proper stowage of
PPE is therefore required to ensure that they retain their original qualities and strength.
Paint should not be used to mark any PPE.
A competent person should inspect each item of protective equipment at regular intervals. All personnel
who use them shall inspect them before and after use. He should ensure that it is returned and properly
stowed in a safe place.
All personnel who may be required to use protective equipment should be properly trained in its use and
advised of its limitations.
3.7.4.5
Safety Helmets or Hard Hats
Safety helmets and chinstraps are to be used for all work situations, specifically on deck and in Engine
room. Use of Safety helmets and chinstraps is required during the following operation, but not limited to:
At all times on deck.
At all times in the Engine Room
These must be worn at all times when in areas other than accommodation spaces or when a risk of head
injury is present.
They are intended to offer some protection to the wearers head from falling or moving objects and from
blows or crushing. They also offer protection from splashes, drippings and electric shock to the wearers
head in a limited manner. Specialized helmets offering better splash protection and heat resistance are
available for specific jobs and shall be used as required.
The shell of a helmet should be of one-piece seamless construction designed to resist impact. The head
band and harness when properly adjusted forms a cradle for supporting the wearer's head and offers
shock absorption. The harness is designed to permit a clearance of approximately 25mm to 32 mm
between the shell and the skull of the wearer, which offers shock absorption and helps ventilation. The
head band should be properly adjusted before a helmet is worn.
When wearing a helmet ensure that the chinstrap is fastened with adequate tightness.
Hard hats with any of the following defects should be removed from service and replaced:
Perforation, cracking, or deformity of the brim or shell;
Indication of exposure of the brim or shell to heat, chemicals or ultraviolet light and other radiation
(in addition to a loss of surface gloss, such signs include chalking or flaking or if it sustains a hard
impact, even if damage is not noticeable).
After a period of service as recommended by the manufacturer
If painted in part or full
Suspension systems are offered as replacement parts and should be replaced when damaged or when
excessive wear is noticed. It is not necessary to replace the entire hard hat when deterioration or tears of
the suspension systems alone are noticed.
3.7.4.6
Safety Foot Wear
Foot injuries most often result from the wearing of unsuitable footwear rather than from failure to wear
safety shoes or boots. It is required that all personnel whilst at work on board ship, wear appropriate
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safety footwear protecting toes against accidental stubbing, affording a good hold on deck and giving the
support of firm soles for negotiating ladders. Safety footwear will therefore be worn at all times by persons
working on Cargo areas, Deck, Galley and all Machinery spaces.
The hazards commonly encountered cause injury as a result of impact, penetration through the sole,
slipping, heat and crushing. Safety footwear is available which is designed to protect against these or
other specific hazards; manufactured to various standards appropriate to the particular danger involved
and these shall be used as required.
Extra care is needed when negotiating ladders when wearing rubber boots. It is the individual
crewmember's responsibility to ensure the availability and wearing of appropriate safety footwear.
Departmental heads shall ensure that the appropriate safety foot wear is used at all times.
As with all protective equipment, safety footwear should be inspected prior to each use and checked for
wear and tear at reasonable intervals. This includes looking for cracks or holes, separation of materials,
broken buckles or laces.
Clean the soles periodically so the shoe can maintain its ability to grip and have traction. Clean out the
tread and get rid of any contaminants. The soles of shoes should be checked for pieces of metal or other
embedded items that could present electrical or tripping hazards and reduce hold.
The service life of safety footwear will depend on the working environment. Employees should follow the
manufacturers recommendations for cleaning and maintenance of protective footwear.
3.7.4.7
Safety Goggles / Face Shields
Appropriate eye / face protection shall be worn when an injury to the eye or face is likely. Not wearing eye
protection or wearing the wrong kind of protection for the job are the two major reasons for eye injuries at
work.
Eye protection should always be worn to protect eyes when grinding, drilling, de-scaling, chipping,
painting, when there is a risk of splashes from chemicals, cleaning with liquid detergents or applying rust
remover, connecting and transferring bulk/ fuel hoses and when cleaning dry bulk tanks.
Ordinary prescription (corrective) spectacles, unless manufactured to a safety standard, do not afford
protection. Certain box-type goggles are designed so that they can be worn over ordinary spectacles.
Face shields protect the full face from spraying, chipping, grinding and splashes. They shall be used as
identified by the risk assessment. In any case they shall be worn when handling chemicals or eye irritants
including service or maintenance of equipments where splashes can be expected and were the face
needs to be protected from flying debris or abrasives.
Wear safety glasses or goggles under face shields to provide protection when the shield is lifted. The
goggles/ glasses help prevent particles that get under the shield from lodging in the eyes.
Use other types of protection, such as filtered helmets or goggles, for tasks such as welding. Welder's
helpers, other workers and bystanders should have welding light protection when near torch cutting or
welding.
Following are important when using eye protection:
Brush, shake or vacuum dust and debris from hard hats, hair, the forehead or the top of the eye
protection before removing the protector.
Avoid rubbing eyes with dirty hands or clothing.
Clean eyewear regularly and ensure the protector is in good condition.
Ensure eye protection fits properly and will stay in place.
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Hearing Protection
These shall be used in all areas where high levels of noise can be expected. This includes machinery
spaces, pump rooms and other areas on deck such as Emergency generator room, near Hydraulic pumps
etc. Appropriate ear protection shall be used when using hand held tools which produce high noise levels.
Cotton wool should never be used as an alternative to hearing protection as it offers little protection to
acoustic exposure.
3.7.4.8.1
Ear Plugs
The simplest form of ear protection is the ear plug. When using ear plugs caution should be exercised to
clean re-usable ear plugs after each use
proper fit
not to handle them with dirty hands or gloves prior to fitting
ensure they are not used by anyone with ear complaints
Ear plugs of rubber or plastic also have only limited effect, in that extremes of high or low frequency cause
the plug to vibrate in the ear canal causing a consequential loss in protection.
3.7.4.8.2
Ear Defenders (Muffs)
They consist of a pair of rigid cups designed to completely envelope the ears, fitted with soft sealing rings
to fit closely around the head around the ears. The spring loaded headbands ensure that the sound seals
around the ears are maintained. They are generally more effective than earplugs. Glasses, facial hair,
long hair or facial movements such as chewing may reduce the protective value of earmuffs.
3.7.4.9
Gloves
These shall be worn in all areas of work where the hands are exposed to dangers of any kind. The nature
of the hazard and the operation involved will affect the selection of gloves. It is essential that employees
use gloves specifically designed for the hazards and tasks found in their workplace because gloves
designed for one function may not protect against a different function.
The following are examples of some factors that may influence the selection of protective gloves for a
workplace.
Type of material handled.
Nature of contact (total immersion, splash, etc.).
Duration of contact.
Area requiring protection (hand only, forearm, arm).
Grip requirements (dry, wet, oily).
Thermal protection.
Size and comfort.
Abrasion resistance requirements.
In general, gloves fall into four groups:
Gloves made of leather, canvas or metal mesh;
Fabric and coated fabric gloves;
Chemical- and liquid-resistant gloves;
Insulating rubber gloves.
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Leather, Canvas or Metal Mesh Gloves
Leather gloves protect against sparks, moderate heat, blows, chips and rough objects.
Aluminized gloves provide reflective and insulating protection against heat and require an insert
made of synthetic materials to protect against heat and cold.
Aramid fibre gloves protect against heat and cold, are cut-and abrasive-resistant and wear well.
Synthetic gloves of various materials offer protection against heat and cold are cut-and abrasiveresistant and may withstand some diluted acids. These materials do not stand up against alkalis
and solvents.
Kevlar or Metal Mesh. Used when working with knives or other sharp implements
Fabric gloves protect against dirt, chafing and abrasions. They do not provide sufficient
protection for use with rough, sharp or heavy materials.
Coated fabric gloves are normally made from cotton flannel with coating on the inside with
rubber. They are good for general-purpose hand protection offering slip-resistant qualities.
3.7.4.9.2
Chemical and Liquid Resistant Gloves
Chemical-resistant gloves are made with different kinds of rubber or various kinds of plastics. These
materials can be blended or laminated for better performance. Some examples of chemical-resistant
gloves include:
3.7.4.9.3
Butyl Gloves
Are made of a synthetic rubber and protect against a wide variety of chemicals, such as peroxide, rocket
fuels, highly corrosive acids, strong bases, alcohols, aldehydes, ketones, esters and nitro compounds.
Butyl rubber does not perform well with aliphatic and aromatic hydrocarbons and halogenated solvents.
3.7.4.9.4
Natural (Latex) Rubber Gloves
Are comfortable to wear, which makes them a popular general-purpose glove. They feature outstanding
tensile strength, elasticity and temperature resistance. In addition to resisting abrasions caused by
grinding and polishing, these gloves protect workers hands from most water solutions of acids, alkalis,
salts and ketones. Latex gloves may cause allergic reactions in some individuals. Hypoallergenic gloves,
glove liners and powderless gloves are possible alternatives for workers who are allergic to latex gloves.
3.7.4.9.5
Neoprene Gloves
Are made of synthetic rubber and offer good pliability, finger dexterity, and high density and tear
resistance. They protect against hydraulic fluids, gasoline, alcohols, organic acids and alkalis. They
generally have chemical and wear resistance properties superior to those made of natural rubber.
3.7.4.9.6
Nitrile Gloves
Are made of a Copolymer and provide protection from Chlorinated solvents such as Trichloroethylene and
Perchloroethylene. Although intended for jobs requiring dexterity and sensitivity, Nitrile gloves stand up to
heavy use even after prolonged exposure to substances that cause other gloves to deteriorate. They offer
protection when working with oils, greases, acids, caustics and alcohols but are generally not
recommended for use with strong oxidizing agents, Aromatic solvents, Ketones and acetates.
3.7.4.9.7
Precautions, Care and Maintenance of Gloves
Wet or oily gloves may be slippery and particular care must be taken especially when climbing ladders or
working aloft. Wet or contaminated gloves must be changed or replaced regularly. There is a danger of
working gloves becoming trapped when handling moving machinery. Gloves will not be worn under these
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conditions. Gloves must be inspected daily, more often if handling highly toxic substances. They must be
discarded immediately when holes or tears appear. Gloves must not be repaired.
Neoprene, Kevlar, rubber or vinyl gloves must be washed after a days use with soap and water. Do not
use solvents for cleaning gloves as some solvents may degrade the glove fabric. Gloves used for
chemicals or toxic material must be washed before removing, if they are contaminated with the material
handled.
3.7.4.10
Personal Fall Arrest Systems - Safety Harnesses
Safety harnesses must always be worn when working aloft, when working outboard of the bulwarks /
railings, below decks or in any other area where there is a risk of falling more than two meters.
Manufacturers instruction must be followed when using full body harnesses. Before a harness is put into
service it must be thoroughly examined by the department head. Safety belts are not acceptable as part of
a personal fall arrest system and a full body harness shall be used.
All surfaces and edges of all connectors and links shall be smooth to prevent damage to interfacing parts
of the system.
The object or link to which the snap hook will be attached shall be of suitable size to prevent accidental
depression and disengagement.
Attach the snap hook only to safe and compatible objects.
Each employee shall be attached to a separate lifeline.
Lifelines shall be protected against being cut or abraded.
Ropes and straps (webbing) used in lanyards, lifelines, and strength components of body belts and body
harnesses shall be made from synthetic fibres.
Anchorages used for attachment of personal fall arrest equipment shall be independent of any anchorage
being used to support or suspend platforms.
The attachment point of the body harness shall be located in the centre of the wearer's back near
shoulder level, or above the wearer's head.
Harnesses and components shall be used only for employee protection (as part of a personal fall arrest
system or positioning device system) and not to hoist materials.
Personal fall arrest systems and components subjected to impact loading shall be immediately removed
from service and shall not be used again for employee protection until inspected and determined by a
competent person to be undamaged and suitable for reuse.
Personal fall arrest systems shall be inspected prior to each use for wear, damage and other deterioration,
and defective components shall be removed from service.
Personal fall arrest systems shall not be attached to guardrail systems.
3.7.4.11
Protective Clothing
As a general rule, the more complete the cover offered by working clothes the better. Clothes should be
comfortable but sufficiently close fitting not to catch on projections or machinery parts when men are
working in cramped positions or moving about the ship. Gaping pockets, trailing straps, sweat rags, watch
straps and rings can easily be caught up when working with or near moving machinery.
It is a requirement of ASPSM that all employees wear company provided protective clothing as part of
their PPE when working.
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3.7.4.11.1 Synthetic Clothing

Synthetic clothing is not considered suitable for use on board. The melting and fusing of synthetic
materials leads to a concentrated heat source that causes severe burns which make them unsuitable for
personnel who in the course of their duties may be exposed to high temperatures or flame. They also
have a potential for electrostatic generation and subsequent ignition risks.
3.7.4.11.2 Coveralls, Cotton
Cotton coveralls are provided for all personnel on board ASP vessels for all day to day work as part of the
standard PPE, when working in an environment that requires the use of no other types of protective
clothing. It is the responsibility of the individual to ensure that their coveralls are regularly laundered.
3.7.4.11.3 Laundering of Coveralls.
Coverall have the potential of absorbing materials they came in to contact with, including chemicals,
paints, thinners, oils etc. Coveralls shall be well washed to ensure that the contaminants are removed or
neutralized. Particular care should be taken when drying coveralls in tumble dryers because the hot air
might release flammable or toxic vapour from particles of contaminants trapped within the fibres of the
coverall. Contaminated coveralls shall not be loaded into a tumble drier before they are washed. It is the
responsibility of the individual to replace or repair damaged coveralls.
3.7.4.11.4 Coveralls, Disposable
Disposable coveralls should be worn when working in an environment where potentially harmful
contaminant can adhere to the surface of the coverall and then be carried to a clean area. While the job is
in progress, the disposable clothing may be removed for breaks and meal periods and re-used after such
breaks. If the job requires more than one day to complete, the disposable clothing should be taken off at
the end of the day and left at the work site in a sealed container or bag until the job is resumed.
Disposable clothing must be properly disposed off after the job is completed. On completion of the job or
at the end of the day, clothing worn under the disposables should be washed before it is worn again.
3.7.4.12
Welding / Cutting Protection
Protective clothing and equipment shall be worn by the operator and as appropriate by those working with
him to protect them from particles of hot metal and slag and from accidental burns. In addition, protective
clothing and equipment will also be required to protect their eyes and skin from ultra violet and heat
radiation.
The operator should normally wear:
Welding helmet with suitably coloured transparent eyepiece. Eye goggles or a hand held shield
may be suitable alternatives in appropriate circumstances.
Suitable leather working gloves.
Suitable apron (in appropriate circumstances).
Long sleeved natural fibre boiler suit or other approved protective clothing.
Clothing should be free of grease and oil and other flammable substances. All standby personnel
and helpers shall have suitable eye protection and PPE.
3.7.4.13
Chemical Protection
The correct type of chemical protection should be chosen according to the hazard being faced and the
kind of work being undertaken.
Broadly speaking, chemical protective clothing falls into two groups:
3.7.4.13.1 Light Chemicals
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An unsupported vinyl or polyethylene film, non-breathing, is suitable. Also, Dacron, Orlon, Nylon,
'NOMEX', and many more that 'breathe' offer adequate protection against light chemical splash
3.7.4.13.2 Heavy Chemicals
Where the possibility of immersion or splash of heavy chemicals exists, a coated fabric such as Butyl,
Neoprene, Polyurethane, rubber or vinyl etc. is required. These types of coated or supported
fabrics/materials do not 'breathe'. Garment seams should be cemented, strapped or heat-sealed. Storm
flaps or interlocking zippers should close and seal the garment.
No matter which type is available for use, or the design, style or fabrication of the protective clothing, it
must fit well, be comfortable to wear and not encumber the wearer. Other points to be aware of include:
Outside pockets are particularly dangerous, as catching points for chemical splash and ideally such
garments should not have pockets. However, if outside pockets exist, they must have cover flaps
The garment must be long enough to afford protection to the whole of the leg area and overlap any
protective footwear
Gloves must be of the correct type and be long enough to extend well up the arms so that there is no
possibility of a gap between the gloves and garment.
3-7.5
Entry to Machinery Spaces
Persons not normally assigned or scheduled for work in machinery spaces and pump rooms must upon or
before entry, report to the Duty Engineer in the case of the Engine Room and the Duty Deck Officer in the
case of the pump room. The Duty Officer must be informed when the space is vacated.
3-7.6
Cleaning with Gasoline or other Volatile fluids
The use of gasoline, benzene, naphtha, carbon tetrachloride or other volatile liquids for cleaning clothing,
paint brushes or other equipment is prohibited.
3-7.7
Record of Safety Equipment Inspection and Maintenance
Each vessel must maintain a record of safety equipment inspection and maintenance which contains
details of all safety and fire fighting equipment on board in Planned Maintenance System. A hard copy
should only be kept if there is no electronic PMS is available or if it is a contractor supplied document (in
which case it should be scanned in against the work order as well as being filed)
3-7.8
Safety Markings and Warning Signs
Safety markings and warning signs required by government or Company regulations must be displayed as
specified. Stencilled signs must be kept in a readable condition and if painted over, must be returned to a
readable condition as soon as possible.
3-7.9
Open Manholes and Gratings
When it is necessary to open manholes, tank cleaning openings and gratings, steps must be taken to
prevent injury to personnel by adequately securing the openings in a manner which prevents people
stepping into them.
3-7.10
Boarding and Leaving the Vessel/Visitors
All persons boarding or leaving a vessel must do so only by means of the gangway/brow, accommodation
ladder, pilot ladder, pilot hoist or helicopter. All visitors should be provided with a laminated (numbered)
Visitor Emergency Guide. The purpose of this card is to ensure that all visitors are aware of the
company's emergency procedures and safety precautions. Visitors and Contractors are to sign the ASP
Ship Management Group PUB-6 - Visitors Book on boarding and departing the vessel. Visitors are to
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read and abide by the instructions for visitors. All persons boarding the vessel are to abide by the
companys and the vessels Drug & Alcohol Policy.
All persons boarding or leaving a vessel must adhere to the following:
That if boarding or leaving from the water, or helicopter, then a buoyancy device is to be worn at
all time. If the launch or helicopter does not have buoyancy device then the vessel is to provide
one for each person.
A member of the receiving party on deck, or the deck OOW is to direct the launch via VHF, is to
ensure that all persons boarding the vessel by ladder have been asked if they are able to climb
the ladder prior to the climb commencing.
3-7.11
Work in Cargo Holds
Work in cargo holds is only permitted when appropriate enclosed space entry permit procedures and,
where appropriate, hot work permit procedures have been complied with.
3-7.12
Hazardous / Toxic cargoes.
3.7.12.1
Hydrogen Sulphide
Though more of an issue on crude tankers, certain products, bunkers and Chemicals may evolve H2 S gas
and therefore H 2 S precautions should be carefully observed on all types of vessels. Hydrogen Sulphide is
a hazardous gas that may be found in oil / chemical cargoes, bunkers as well as areas such as sewerage
tanks, ballast tanks and chain lockers where there is biological decay.
The crew must be aware of the hazardous nature and be competent in safety and emergency procedures.
Hydrogen Sulphide can be present in varying concentration almost anywhere in the ship. Until checked
out by operating personnel, assume all equipment, lines and vessels contain Hydrogen Sulphide.
3.7.12.2
H2S is a highly poisonous gas.
It is colourless and heavier than air.

Its smell of rotten eggs is only perceivable at very low concentrations. So this is not a test for the presence
of H2S.
H2S is water soluble, both in salt and fresh water.
H2S affects humans in the following manner:
It paralyses the sense of smell. Thus breathing H2S will cause its characteristic odour to seem
to disappear.
It destroys the ability to reason.
It can cause rapid unconsciousness followed by death.
H2S ppm by
volume in
atmosphere
Physiological effects
0.1 -0.5
First detectable by smell (rotten eggs or rotting vegetation).
10
May cause slight nausea and eye irritation.
15
Minor eye and respiratory tract irritation.
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50 - 100
Pronounced eye and respiratory tract irritation after one hour.

Longer exposure to concentrations at 100ppm will induce a gradual increase in the
severity of these symptoms and death may occur after 4 to 48 hours exposure.
150
Loss of sense of smell.
500 - 700
700 - 900
1000+
3.7.12.3
Dizziness, headache and nausea within 15 minutes. Loss of

consciousness and possible death after 30 to 60 minutes.
Rapid unconsciousness and death within several minutes
Instantaneous collapse and cessation of breathing.
Exposure Limits:
Permissible Exposure Limit (PEL) is the limit established by a regulatory authority for exposure of
workers to vapour. The PEL may vary in different countries.
Threshold Limit Value (TLV) is the same as the PEL.
Occupational Exposure Limit (OEL) is the same as the PEL and TLV.
All of these limits are qualified by the addition of a time limit for the permitted exposure:
Time Weighted Average (TWA) is the exposure averaged over a period of 8 hours.
Long Term Exposure Limit (LTEL) is the same as the TWA.
Short Term Exposure Limit (STEL) is 15 minutes.
The limits mentioned here are as used by the UK Health & Safety Executive document EH40, and
conforms to the guidance given in ISGOTT.
Exposure limits for H2S (from EH40) are:
OEL-STEL = 10 ppm
OEL-LTEL = 5 ppm
WITH HIGH ENOUGH CONCENTRATIONS ONE BREATH CAN BE ENOUGH TO CAUSE DEATH.
3.7.12.4
Guidelines to be followed where Hydrogen Sulphide (H2S) Exposure is Possible
The following procedures must be followed when loading cargoes containing H2S to avoid dangers from
Hydrogen Sulphide poisoning:
While Loading, Carrying and Discharging of H2S bearing cargoes the following precautions and
procedures must be adhered to.
Whenever it is necessary to load a cargo which is known to have a high H2S content special instructions
will be issued with the loading orders. Any advice received at the loading port should be followed closely.
It will be announced to all the ships crew that such an operation is in progress and notice displayed in
mess rooms cautioning that such an operation is in progress. Also there has to be a notice at the pump
room entrance stating that High H2S Concentrations. Do not go below until tested free of H2S.
Accommodation Air Conditioning has to be on re-circulation.
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Any person going on Main deck or exposed areas of the deck, pump room or such other areas where a
risk of exposure to the gas is likely, shall do so only after informing the CCR or bridge before doing so and
shall carry a personal H2S detector on him.
Families / visitors shall not be allowed in risk areas.
During operations involving H2S cargo, SCBA shall be distributed on the deck as best fits the situation.
During cargo loading and discharging, two SCBA at cargo manifold and one Forward and one Aft. All
bottles to be fully charged.
Oxygen resuscitator shall be checked and kept ready for immediate use.
Before every entry to the pump room the atmosphere has to be checked using portable H2S measuring
instrument and nil PPM obtained.
It must be remembered that store rooms on open deck can collect H2S gas and can be potentially
dangerous. Entry into such spaces shall be treated with caution.
Gauging is a very dangerous part of the operation and shall be done by closed means only. Person
engaged in the work should not stand down wind.
Closed loading procedures with high velocity valve venting, are to be strictly adhered to.
No venting at all shall take place on deck other than through the vent riser and with sufficient velocity to
eject the vapours high. CCR shall continuously monitor the concentration of H2S inside accommodation,
to ensure that vapours are not entering the accommodation.
Where ullaging, temperatures, samples and dips hand are necessary.

I. Tank pressure must be the minimum attainable.
II. Personnel involved are to be instructed, trained and supervised in keeping clear of gas streams.
III. Breathing apparatus should be used as well as a portable gas detector.
Loading shall be stopped if concentration of H2S on deck exceeds 50 ppm.

Personal monitors for H2S shall be distributed efficiently to ensure safe operation.
Pump room ventilation must be maintained throughout all cargo operations.
Precautions for handling cargoes containing hydrogen sulphide are detailed in ISGOTT and should be
strictly adhered to.
Special care must be taken when gas-freeing for tank entry to ensure that all hydrocarbons are removed
from the tank.
3.7.12.5
Guidelines to Be Followed When Carrying Cargoes Containing Benzene
3.7.12.5.1 Aromatic Hydrocarbons

The aromatic hydrocarbons include benzene, toluene and xylene. These substances are components, in
varying amounts, in many typical petroleum cargoes such as gasolines,
Gasoline blending components, reformats, naphthas, special boiling point solvents, turpentine substitute,
white spirits and crude oil.
The TLV of an aromatic hydrocarbon vapour is generally less than that of other hydrocarbons.
3.7.12.5.2 Benzene
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Benzene is a colourless, flammable aromatic hydrocarbon, animal studies indicate that Benzene is a
carcinogen and it has been demonstrated that repeated exposure to high concentrations of Benzene may
lead to chronic disorders of the blood and bone marrow.
It is therefore necessary to ensure that Crew Members are not exposed to hazardous concentrations of
vapour during tanker operations.
Cargoes which contain Benzene include:
ULP
PMS
PULP
NAPHTHA (including APC Stream Cracked Naphtha & Olefins Gasoline Return Stream)
Prior to loading, the shipper should provide both to the Master and the Company, as defined in the ISM
Code, a Material Safety Data Sheet (MSDS) formatted in accordance with resolution MSC.150 (77), for
cargoes containing benzene.
The following guidance adopts the operational exposure limits and provides general advice on precautions
to be adopted by tankers carrying cargoes containing benzene at lesser concentrations.
Benzene primarily presents an inhalation hazard. It has poor warning qualities, as its odour threshold is
well above the TLV-TWA.
Chronic exposure to concentrations of benzene vapours of only a few parts per million in air may cause
leukaemia.
Exposure to concentrations in excess of 1,000 ppm can lead to unconsciousness and even death.
Benzene can also be absorbed through the skin and is toxic if ingested.
3.7.12.6
Procedures Handling of Cargo containing Benzene.
Cargoes containing benzene should be handled using strict closed operation procedures.
Where a vapour emission control system is available ashore, it should be used.
Prior to loading cargoes having Benzene, the vessel should test and ensure that all the tanks are gas
tight. Procedures should then be put in place to ensure that the effectiveness of the closed loading will
ensure that there will be no evolution of benzene on deck.
An onboard survey by the vessels top management should determine the potential for exposure of
personnel to benzene vapour during all operations such as loading, discharging, sampling, hose handling,
tank cleaning and gas freeing and gauging of cargoes containing benzene. These surveys should also be
carried out to ascertain vapour concentrations when tank cleaning, venting or ballasting tanks whose
previous cargo contained benzene.
Spot checks on vapour concentrations, using detector tubes and pumps, toxic analysers or an electronic
detector tube, should be carried out by ships personnel to ascertain if TLV-TWAs are being exceeded and
if personal protective equipment should therefore be worn.
Naphtha can contain much higher concentrations of Benzene than the other products thus requiring
additional precautions.
Prior to loading any of the above cargoes the vessel is to be supplied with a spec sheet stating the
Benzene content.
The following Closed loading principles to be followed.
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During any operations where there is risk to exposure, appropriate Personnel Protective
Equipment to be worn. i.e. in addition to the standard PPE, a portable gas detector, PVC
gloves if handling product, goggles or face shield and breathing apparatus.
When loading, only essential personnel are to be allowed on deck and areas downwind of
venting Hi-Jets and manifolds are to be avoided.
Air conditioning is to be put on full re-circulation when working these cargoes.
If these products are dumped into the drip trays they are to be pumped to the slop tank as
soon as possible and drip tray flushed with water if required.
In the event of any accidental spillage of these products personnel involved in the clean up
are required to wear rubber boots, impervious overalls, PVC gloves and full BA equipment.
3.7.12.7
Additional precautions when carrying Naphtha with high Benzene content
When connecting/disconnecting cargo hose/arm minimize product exposure, purge or flush hose/arm.
Do not de-pressure cargo tanks for sampling or topping off. (No sampling & Top tanks to 95 %.)
Tank wash with vent flap shut, tank lined up to IG and tank atmosphere checked to confirm O2 content
below 8%.
MMC, Hi-Jet and manifolds to be labelled warning of high Benzene content cargo.
Purging and gas freeing done under strictly controlled conditions.
Tank entry; until a monitoring program is conducted tanks entered for emergency purposes only.
Document: VOM-12 Cargo & Ballast Operations (Oil-Chemical Tanker)
Precautions taken when loading next cargo into ex Naphtha tanks, where possible, naphtha tanks to be
purged prior to loading next cargo.
3-7.13
Swimming
Swimming from the vessel, either at a dock or when anchored, is prohibited. Diving into swimming pools
is strictly prohibited. A notice to this effect must be clearly displayed in the vicinity of the swimming pool.
Protective clothing and PPE is not necessary for transits between the accommodation and swimming
pool.
3-7.14
Weather Decks
All weather walk ways must utilize non-slip paints or be so constructed to present a non-slip surface.
3-7.15
Securing of Gear
Passageways, decks and compartments must be kept clear of loose gear and equipment. When the
vessel is at sea, all equipment and materials must be properly secured in order to avoid injury to
personnel or damage to the vessel.
3-7.16
Penalty for Violation of Safety Regulations
Wilful or repeated violation of safety rules or refusal to observe safe working practices may subject the
offender to disciplinary action in accordance with Company procedures.
These guidelines are in no way intended to diminish the role of safety surveys. All Officers and crew are
encouraged to continue submitting safety samples, anonymously if necessary, for cases involving
violations of the PPE requirements.
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This provides the person with a fair opportunity to correct his actions and/or understand the Company's
requirements.
Anyone, including shore staff, sea staff and contractors regardless of rank, found to be in violation of the
Company's PPE requirements, is to be given notice of disciplinary action under the PUB-7 - Code of
Conduct.
It is the employer's obligation to prevent accidents by implementing and enforcing measures to avert
danger that is likely to cause bodily injury to employees. In turn the employee must not regard himself as
free to carry out his duties in a reckless manner but must take reasonable precautions to prevent
accidents including the full use of personal protective equipment provided.
An employee's failure to take all reasonable precautions to avoid accidents that may lead to an injury can
affect the validity of the insurance claim and the legal position for injury compensations.
3-7.17
Removal of Plate or Pipes
The removal of any plate, cover or pipe that may at anytime have been subject to internal pressure or
which has contained hot vapour or fluid is only permitted when the necessary pressure vessel/pipeline
permit has been issued.
3-7.18
Electrical Equipment and Appliances Testing
All electrical appliances that are connected to the vessels power supply must be tested and labelled as
per the PMS.
Safety Surveys and weekly safety rounds must include checks of labels on selected electrical appliances.
3-7.19
Medical Stores
Medical stores should be inspected by a competent person or authority, e.g. Master if shore side
pharmacist or doctor unavailable, at least once a year to ensure that:
The vessel is carrying the medical stores per the Medical schedule for the flag state
Such medical stores are correctly stored and secured where necessary
Any perishable medicines have been replaced once expired.
Medical stores included in First Aid kits around the vessel, in the lifeboats and restricted drugs in
the Masters safe are included in the inspection
Medical stores should be inspected and a certificate issued, verifying that the Medical Locker,
Medicines and Medical Equipment comply with the relevant Flag State requirements, by a
competent person.
The Master is to maintain a register of all controlled drugs as required by the flag state
3-7.20
Medical Log
Each vessel shall maintain a medical log that will be administered by the Chief Officer or his designee.
Every case of illness or injury sustained by any member of the crew or contractor shall be entered into the
log along with the nature of illness or injury and medical treatment. Where the Planned Maintenance
System IPS is fitted the Events module is to be used in lieu of the medical log.
3-7.21
Ladders, Stages, Scaffoldings and other access equipments
3.7.21.1
Portable ladders
A portable ladder should only be used where no safer means of access is reasonably practicable. It is
very important that the ladder is checked regularly by a competent person.
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Wooden ladders should not be painted or treated so as to hide defects and cracks. When not in use they
should be stowed safely in a dry ventilated space away from any heat source.
Portable ladders should be pitched between 60 and 75 from the horizontal, on a firm base, properly
secured against slipping or shifting sideways and be so placed as to afford a clearance of at least 150 mm
behind the rungs. Where practicable the ladder should extend to at least 1 metre above any upper landing
place unless there are other suitable handholds.
When portable extending ladders are in use, there should be sufficient overlap between the extensions.
Personnel negotiating a ladder should use both hands, and not attempt to carry tools or equipment in their
hands.
Planks should not be supported on rungs of ladders to be used as staging, nor should ladders be used
horizontally for such purposes.
Working from ladders should be avoided as far as possible, but where necessary, and for heights greater
than 2 metres above base level, personnel must use a safety harness with lifeline secured above the work
position.
3.7.21.2
Cradles and stages
Cradles should be at least 430 mm wide and fitted with guard rails or stanchions with taut ropes to a
height of one metre from the floor. Toe boards add safety.
Planks and materials used for the construction of ordinary plank stages must be carefully examined to
ensure adequate strength and freedom from defect.
Wooden components of staging should be stowed in a dry, ventilated space and not subjected to heat.
Ancillary equipment, lizards, blocks and gantlines should be thoroughly examined before use.
When a stage is rigged overside, the two gantlines used in its rigging should be at least long enough to
trail into the water to provide additional lifelines should the operator fall. A lifebuoy and line should still be
kept ready at a close position.
Gantlines used for working aloft should not be used for any other purpose and should be kept clear of
sharp edges when in use.
The anchoring points for lines, blocks and lizards must be of adequate strength and, where practicable, be
permanent fixtures to the ships structure. Integral lugs should be hammer tested. Portable rails or
stanchions must not be used as anchoring points. Any anchoring points should be treated as lifting points
and should be inspected/tested in accordance with Chapter 21 of the Code of Safe Working Practices for
Merchant Seamen.
Stages and staging which are not suspended should always be secured against movement. Hanging
stages should be restricted against movement to the extent practicable.
In machinery spaces, staging and its supports should be kept clear of contact with hot surfaces and
moving parts of machinery. In the engine room, a crane gantry should not be used directly as a platform
for cleaning or painting, but can be used as the base for a stable platform if suitable precautions are
taken.
Where personnel working from a stage are required to raise or lower themselves, great care must be
taken to keep movements of the stage small and closely controlled.
3.7.21.3
Bosuns Chair
When used with a gantline the chair should be secured to it with a double sheet bend and the end seized
to the standing part with adequate tail.
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Hooks should not be used to secure bosuns chairs unless they are of the type which because of their
special construction cannot be accidentally dislodged, and have a marked safe working load which is
adequate for the purpose.
On each occasion that a bosuns chair is rigged for use, the chair, gantlines and lizards must be
thoroughly examined, and renewed if there is any sign of damage, and load tested to at least 4 times the
load they will be required to lift before a person is hoisted.
When a chair is to be used for riding topping lifts or stays, it is essential that the bow of the shackle, and
not the pin, rides on the wire. The pin in any case should be seized.
Merchant Shipping regulations require every dangerous part of a ships machinery to be securely guarded
unless it is so positioned or constructed that it is as safe as if it were securely guarded or is otherwise
When it is necessary to haul a person aloft in a bosuns chair it should be done only by hand; a winch
should not be used.
If a worker is required to lower himself while using a bosuns chair, he should first frap both parts of the
gantline together with a suitable piece of line to secure the chair before making the lowering hitch. The
practice of holding on with one hand and making the lowering hitch with the other is dangerous. It may be
prudent to have someone standing by to tend the lines.
3.7.21.4
Safe Use Of Scaffoldings
The rigging of scaffolding is a task requiring specialist skills, training, qualification, and certification.
The rigging of scaffolding by vessels personnel may be conducted under exceptional circumstances with
prior approval of ASP and after a JSA has been conducted and submitted to the office. Erection of
scaffolding must only be undertaken in strict compliance with recognized international flag or port state
standards and regulations.
All aspects of the operation should be overseen by a responsible officer. A thorough review of the JSA
shall be conducted and all personnel briefed on the procedures and safety aspects, if there are any
variations from the approved JSA from the office it must be resubmitted to the office for approval before
commencement of task. All personnel working in the vicinity of the scaffolding should be briefed on the
safety aspects of the operation.
The scaffolding structure should be inspected before its use. After it has been erected, before beginning
the required tasks and after any repairs or modifications to the scaffolding.
Any scaffolding left unattended, incomplete, or otherwise unsuitable for use should be tagged out.
3.7.21.4.1 Erecting a scaffold
Ensure that the deck is suitable for the proposed erection and to support the load.
Scaffolding may only be rigged and used where the vessel is alongside or in still water conditions and in a
constant trim and list so that the scaffolding structure will not be subjected to excessive dynamic forces.
Ensure the scaffolding is not used in inclement weather conditions or in high winds.
All vertical standard poles shall be built plumb
All horizontal transom and ledger poles shall be built level
Guard rails and toe-boards shall be provided.
Adequate scaffold boards shall be provided on the working platform and shall be secured using clamps or
ropes to prevent from inadvertent lifting in wind or moving otherwise.
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In order to prevent distortion all scaffolding shall be secured to adjacent structure using scaffolding poles
and couplings.
Screen shall be provided on scaffold side adjacent to passageways or thoroughfares to guard against
falling materials or tools.
Care should be taken to ensure that at the lower levels of a completed scaffold, there are no protrusions
which could cause injury to passing personnel.
3.7.21.4.2 Scaffolding - General Safety
Nominated personnel are the only people permitted to use the scaffolding structure;
Use the access ladder and do not climb outside of the scaffold;
Always work within the handrail, never overreach;
Never undertake scaffolding tasks where electrical hazards cannot be controlled;
Never work from an incomplete or damaged platform;
Do not use the scaffold if parts are damaged or if you are unsure;
Do not remove or alter a scaffold or any part of a scaffold at the work site without the authority of
the responsible officer;
Carefully lower or handle all tools/ equipment from the work site or structure in the safest possible
manner. Do not throw or drop tools and equipment;
When dismantling the scaffolding carefully lower and handle equipment from the work site or
structure. No equipment should be thrown or dropped;
A working aloft form shall be used and all precautions taken while working on a scaffold.
3.7.21.5
Working from punts
ASP does not approve working from punts as a routine work. Painting or working over the side has many
angles of safety and environmental concerns including compliance with local regulations that need to be
considered. Before any work from a punt is undertaken a JSA shall be carried out and permission shall be
sought from ASP.
When used ensure the following
The punts should be stable and provided with suitable fencing. Unsecured trestles and planks
should not be used to give additional height;
The person in charge should have due regard to the strength of tides and other hazards, such as
wash from passing vessels, before a punt is put to use;
When work is to be done at or near the stern or other propeller aperture, the person in charge
should inform the duty engineer and deck officers so that warning notices are put up in the engine
room, at the controls and on the bridge.
The Duty Engineer and Deck Officers should also be informed by the person in charge when seamen are
working below ships side discharges so they are not used until the work is completed. Notices to this
effect should be attached to the relevant control valves and not taken off until those working are reported
clear.
3-7.22
Drum Storage and Handling
All drums shall be properly labelled as to their contents and stored in a designated area in such a manner
to prevent spills. If drums are stored on open deck, they shall be covered or treated by other preventive
actions to minimize deterioration.
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Drums will be stored in a well ventilated area away from potential sources of heat or open flame. Where
drums could be damaged by mechanical equipment such as cranes or fork lift trucks, adequate barriers or
guards shall be provided.
Drums containing flammable and combustible liquids shall be stored separate from oxidizers and
corrosive or toxic chemicals. Drum storage areas should be provided with drip pans or a drain system that
will remove any leakage to a safe area. In addition, all drums shall be checked regularly in order to pre
vent chemical spill to the sea.
Adequate fire protection of the appropriate type will be provided in the area of drum storage and No
Smoking signs posted where flammable and combustible liquids are stored. Drums used for the
dispensing of liquids shall be stored in racks away from potential hazards and provided with drip pans.
Welding or cutting on drums with flame or spark producing equipment is prohibited.
Drums will not be pressurized to remove their contents.
The use of bulk containers is encouraged to minimize the handling and disposal of drums.
Where it is required to move drums, use should be made of trolleys, barrel lifters, etc.
3.7.22.1
Drum Disposal
In order to minimize accidental environmental incidents - spillages etc. the cleaning of drums prior to
disposal shall be discouraged. On shore warehouse facility have special provisions for decanting residual
materials and for cleaning drums prior to recycling or disposal.
The practice of using drums for alternative storage is considered dangerous and should only be
undertaken when all relevant safety information confirms that it is safe to do so. If in doubt, refrain from
doing so.
3-7.23
Battery Storage
3.7.23.1
General
When a battery is being charged it gases, giving off both hydrogen and oxygen. Because hydrogen is
easily ignited in concentrations ranging from 4 per cent to 75 per cent in air, battery containers and
compartments should be kept adequately ventilated to prevent an accumulation of dangerous gas.
Smoking and any type of open flame should be prohibited in a battery compartment. A conspicuous notice
to this effect should be displayed at the entrance to the compartment.
Lighting fittings in battery compartments should be properly maintained at all times, with protective
glasses in position and properly tightened. If cracked or broken glasses cannot be replaced immediately,
the electric circuit should be isolated until replacements are obtained.
No unauthorised modifications or additions should be made to electrical equipment (including lighting
fittings) in battery compartments.
Portable electric lamps and tools, and other portable power tools which might give rise to sparks should
not be used in battery compartments.
The battery compartment should not be used as a store for any materials or gear not associated.
A short circuit of even one cell may produce an arc or sparks which may cause an explosion of any
hydrogen present. Additionally, the very heavy current which can flow in the short circuiting wire or tool
may cause burns due to rapid overheating of the metal.
Insulation and/or guarding of cables in battery compartments should be maintained in good condition.
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All battery connections should be kept clean and tight to avoid sparking and overheating. Temporary clipon connections should never be used as they may be worked loose due to vibration and cause a spark or
short circuit.
Metal tools, such as wrenches or spanners, should never be placed on top of batteries as they may cause
sparks or short circuits. The use of insulated tools is recommended.
Jewellery, watches and rings etc should be removed when working on batteries. A short circuit through
any of these items will heat it rapidly and may cause a severe skin burn. If rings cannot be removed, they
should be heavily taped in insulating material.
The battery chargers and all circuits fed by the battery should be switched off when leads are being
connected or disconnected. If a battery is in sections, it may be possible to reduce the voltage between
cells in the work area, and hence the severity of an accidental short circuit or electric shock, by removing
the jumper leads between sections before work is begun. It should be appreciated that whilst individual
cell voltages may not prevent a shock risk, dangerous voltages can exist when numbers of cells are
connected together in series. A lethal shock needs a current of only tens of milliamps and particular care
should be exercised when the voltage exceeds 50V.
Battery cell vent plugs should be screwed tight while connections are being made or broken.
The ventilation tubes of battery boxes should be examined regularly to ensure that they are free from
obstruction.
Lids of battery boxes should be fastened while open for servicing and properly secured again when the
work is finished.
Batteries should be kept battened into position to prevent shifting in rough weather.
Alkaline and lead-acid batteries should be kept in separate compartments or separated by screens.
Where both lead-acid and alkaline batteries are in use, great care should be exercised to keep apart the
materials and tools used in servicing each type, as contamination of the electrolyte may cause
deterioration of battery performance and mixing of the two electrolytes produce a vigorous chemical
reaction which could be very dangerous.
Both acid and alkaline electrolytes are highly corrosive. Immediate remedial action should be taken to
wash off any accidental splashes on the person or on the equipment. Hands should always be washed as
soon as the work is finished.
Batteries should always be transported in the upright position to avoid spillage of electrolyte. A sufficient
number of men should be employed since the batteries are heavy and painful strains or injury can
otherwise easily result (see Manual Handling).
3.7.23.2
Lead acid
When the electrolyte is being prepared, the concentrated Sulphuric acid should be added slowly to the
water. If water is added to the acid, the heat generated may cause an explosion of steam, splattering acid
over the person handling it.
Goggles, rubber gloves and protective apron should be worn when acid is handled.
To neutralise acid on skin or clothes, copious quantities of clean fresh water should be used.
An eyewash bottle should be to hand in the compartment for immediate use on the eyes in case of
accident. This bottle should be clearly distinguishable by touch from acid or other containers, so that it
may be easily located by a person who is temporarily blinded.
The corrosion products which form round the terminals of batteries are injurious to skin or eyes. They
should be removed by brushing, away from the body. Terminals should be protected with petroleum jelly.
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An excessive charging rate causes acid mist to be carried out of the vents onto adjacent surfaces. This
should be cleaned off with diluted ammonia water or soda solution, and affected areas then dried.
3.7.23.3
Alkaline
The general safety precautions with this type of battery are the same as for the lead-acid batteries with the
following exceptions.
The electrolyte in these batteries is alkaline but is similarly corrosive. It should not be allowed to come into
contact with the skin or clothing, but in the case of accident the affected parts should be washed with
plenty of clean fresh water. Burns should be treated with boracic powder or a saturated solution of boracic
powder. Eyes should be washed out thoroughly with water followed immediately with a solution of boracic
powder (at the rate of one teaspoonful to 1/2 litre or one pint of water).This solution should be always
readily accessible when the electrolyte is handled.
Unlike lead acid batteries, metal cases of alkaline batteries remain live at all times and care should be
taken not to touch them or to allow metal tools to come into contact.
3-7.24
Cold Weather Precautions
Cold weather should be anticipated when in doubt and precautions observed well in advance. In many
parts freezing temperatures set in quite rapidly and happens during night when the deck is devoid of
attention.
Ship specific checklists are required to effectively combat the issue. This has to be formulated by the
vessels ship management and the form included in the form file.
During freezing weather conditions precautions must be taken to prevent equipment and systems from
freezing. Where below freezing temperatures are expected, the Chief Officer, in conjunction with the Chief
Engineer, shall check pneumatic actuator and control systems, fire mains and hydrants, sprinkler systems,
steam driven equipment, cargo heating systems, P/V valves, cargo lines, tank cleaning lines, IG system
including VECS, vent risers, ships whistle drains etc. and drain each off any water that has collected. This
should be done periodically to ensure that any condensation is drained out.
On Chemical tankers, special attention must be paid to emergency showers and eye-wash stations to
ensure that the warm water circulation system is in operation. A risk assessment should be conducted
when it becomes known that the vessel is required to operate in freezing conditions.
The Chief Officer and Chief Engineer where appropriate, shall ensure cooling systems and water seals
are dosed with anti-freeze so they continue to operate effectively.
It must also be remembered that PV valves and other similar safety devises do not freeze and become in
operational.
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Risk of Fire
Fire on board can be disastrous and can often result from negligence. The most common cause of fire on
board has been found to be from:
Cigarette butt thrown around casually/ accidentally;
Overloaded electrical points or faulty electric equipments;
Overheating of cooking oil;
Spontaneous combustion from oily rags or by incompatible substances stowed together;
Oil spillage or leakage in machinery space/ pump room;
Careless operation of laundry equipments;
Stowage of damp linen, rags, canvas etc;
Cooking appliance of any sort is prohibited from being used in cabins;
Poor housekeeping escalates chance of fire on board.
3-8.1
Smoking
Fires are often caused by burning smoking material. Smoking is only permitted in designated locations onboard as determined by the Master.
Even in areas where hot work is permitted smoking may not be allowed as a lit cigarette or similar object
is an uncontrolled naked flame.
Smoking material shall be extinguished properly.
Smoking is never allowed on deck, machinery spaces, cargo spaces, alleyways and never allowed in bed.
Use only safety matches. The use of all mechanical lighters and portable lighters with electrical ignition
sources is strictly prohibited on board tankers.
Use only tanker ash trays.
3-8.2
Electrical Fittings
All electrical fittings shall be of an approved type.

Only qualified personnel are allowed to maintain electrical equipment.
Electrical fittings shall be correctly installed. Loose wires, makeshift plugs and sockets must not be used.
Any alterations to an electrical fitting have to be authorized by the Ship Manager.
Electrical circuitry shall not be overloaded.
3-8.3
Spontaneous Combustion
Some materials when damp or soaked with oil, especially oil of vegetable origin, are liable to ignite without
the external application of heat as a result of the gradual heating within the material produced by
oxidation.
Cotton waste, rags, canvas, bedding, linen, jute sacking or any similar absorbent material should not be
stowed near oil, paint etc. and should not be left lying around in the open. If they become damp, they
should be dried before stowing away. If they become wet with oil they shall be cleaned of oil or destroyed.
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Certain chemicals used for boiler treatment are also oxidizing agents and although carried in diluted form,
are capable of spontaneous combustion if permitted to evaporate.
Heat can be generated from oily rags, cloths and sawdust etc. This can lead to spontaneous combustion
and fire. Such rubbish shall be properly stored until it can be disposed of.
In all work spaces, e.g. engine room/pump room, great care shall be taken with oily rags. Proper disposal
containers shall be provided and these shall not be left unattended.
3-8.4
Cleanliness
Good general upkeep of the vessel is essential for providing a fire free environment.
All spaces on board except the designated oil storage tanks, shall be kept clean and oil free at all times.
Engine Room bilges and Pump room bilges shall be kept practically oil free, clean and dry at all times.
Mesh on ventilations shall be kept clean.
Sounding pipes shall be kept properly closed as intended. Auto closing devises shall not be defeated.
Paint and other flammable liquids shall only be stored in designated paint lockers provided with sprinkler
systems. All paint used on a daily basis shall be returned to the paint locker after use.
3-8.5
Galley Fires
Galley fires are often caused by:
Overheating of cooking oil within a pan by auto-ignition;
Oil seeping over the sides of a pan;
Wet ingredients added to very hot oil which spills the oil onto the hotplate;
Clothes or other combustible material coming in contact with the hotplate;
Greasy extraction vent.
The following are safe galley practices intended at eliminating the risk of fire.
Exteriors of cooking utensils should be fat/ oil free.
Oil shall not be allowed to overheat.
When adding ingredients to hot oil, ensure that the water has been well drained and they are reasonably
dry. When a wet ingredient is added, the water is converted to steam inside the oil. The expansion from
water to steam is very rapid and results in an explosion which will throw the oil a considerable distance.
Clothes or other combustible material shall not be placed close to the cooking area. When handling,
vessels ensure that the gloves used, do not touch the hot plate.
The galley exhaust vent should be kept grease free. The Mesh should be cleaned as often as is required
to remove all traces of oil from it. It shall be inspected daily to ensure that no oil accumulation takes place.
Grooves around cooking area over a period tend to collect greasy dust and morsels of food material.
These shall be cleaned regularly to prevent any possible build up.
3-8.6
Incorrect Drying of Laundry
Laundry equipment shall be regularly inspected to ensure that they are functioning as intended to be.
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Clear instruction for the safe use of laundry equipment shall be available to crewmembers.
It is important to ensure that the lint filter of the dryers are regularly cleaned and the exhaust piping clear
and prevented from accidental closing from outside.
When using drying rooms, proper guards should be placed to prevent the clothes from touching the heat
source.
Oily overalls or other clothes soaked in chemicals, shall not be put in the drier or in a drying room before
they are washed and cleaned well.
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Fire Fighting Equipment
Regular maintenance of all Fire Fighting Appliances (FFA) on board has to be undertaken as per the PMS
and records shall be maintained. FFA shall at all times be ready for immediate use. Any defects beyond
the vessels scope of repair have to be brought to the attention of the vessels management and must be
reported to the Ship Manager immediately, detailing the assistance required.
3-9.1
Maintenance of Equipment
Frequent inspections and tests must be made to ensure that such condition is maintained.
The Chief Engineer and the Chief Officer may delegate the actual work to other responsible Officers.
Where Fire Fighting Equipment has been sent ashore for servicing, sufficient numbers shall remain
onboard at all times to provide adequate coverage in the event of a fire. Where this cannot be achieved
alternative arrangements such as the utilization of shore based facilities are to be employed.
3-9.2
Requirements and Standards
Except where Company requirements impose a higher standard, fire fighting equipment must be
maintained so that it at all times complies with the requirements of the SOLAS regulations.
3-9.3
Foam Systems
When replenishing bulk foam stock (whether replacing, refilling or topping up the tanks), the same type of
foam as was previously contained in the tank must be used.
Bulk foam tanks must have the following information prominently stencilled on them:
Capacity (litres)
Sounding or ullage (at 98% capacity)
Type of foam
Induction rate (%)
Initial supply date
Date last topped up and quantity
Date sample tested
Date next sample due
Date system last tested.
Bulk foam stocks must be maintained at total capacity plus 10%. All this spare stock must be stored in the
vicinity of the foam room and must be clearly marked with the date of receipt.
Foam tanks must be filled to 98% capacity. The accuracy of content gauges must be verified by physical
sounding or ullaging on a monthly basis.
Clear operating and testing instructions must be prominently posted at the operating position. All valves,
blanks, pumps and proportions must be conspicuously marked and clearly identified both on site and in
the instructions.
The foam system must be maintained and lined up so that it is ready for immediate use at all times.
On completion of the annual test, all strainers and vents should be cleaned, and the pump and
proportioned flushed with fresh water/air as applicable. The tank pressure-vacuum valves, float gauges,
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etc. should be checked to ensure that they are fully operational. The system must then be returned to full
operating status and the main tank topped up to replace the test foam.
A sample of the bulk foam must be sent for analysis if there is reasonable suspicion for assuming that the
foam tank may have been contaminated or degraded from any cause or as per flag state/class
requirements.
During the routine foam test analysis on vessels carrying the protein based Alcohol Resistant Foam as
one of fixed fire fighting media; the sample must be subject to the acetone test that determines the Alcohol
Resistant quality of the Foam. Clear instructions to conduct the acetone test in accordance with the latest
MSC Circular must be given to the service provider and also included in Purchase Order raised for Foam
Sample Analysis.
When topping up foam tanks a barrel pump should be used with the discharge hose below the surface of
the bulk foam in order to avoid undue aeration, which can cause rapid deterioration of the foam. When
filling an empty tank the first 25% should be loaded slowly and then left to stand for a few hours. Filling
should then continue with the hose below the liquid surface.
Approximately every five years and during a scheduled repair period, the tank should be emptied into
clean dry containers and the whole system flushed with fresh water. The internal structure and coating of
the tanks and associated lines must be thoroughly examined and any necessary repairs undertaken. The
tank should then be refilled with the original foam. Whenever the foam stock is replaced a similar
inspection must be carried out.
In addition to the bulk foam stock (including the additional 10%), vessels are to maintain a 250 litre stock
of low expansion portable foam together with two foam branch pipes and inductors. This must be stored
separately from the bulk foam 'additional stock' and must be clearly marked with the date of receipt. The
equipment must be tested and demonstrated periodically. Because portable foam stock will be used on a
rotational basis, it is not necessary to send samples for analysis.
Pump room and engine room bilge foam systems must be tested every three months using water/air as
applicable to prove that all nozzles are clear and operating properly.
The results of all system tests required by this section must be recorded in the Planned Maintenance
System.
A copy of the annual foam test certificate/report must be kept by the Master in the Ships Certificate folder.
3-9.4
Fixed Fire Fighting Systems
Fixed Fire Fighting System release alarms must be tested monthly. This test must be recorded in the
Planned Maintenance System.
Identification markings and operating instructions must be posted and kept clearly legible at each release
point and tested as required at each shipyard repair period.
The level of gas in each cylinder must be verified annually and recorded in the Planned Maintenance
System.
When personnel are working in the storage spaces, the control mechanisms must be secured to prevent
premature/accidental activation of the system. If these precautions include the temporary immobilization
of the release mechanism this must be clearly indicated in both the wheelhouse and engine room. When
the work has been completed, or is stopped overnight, the system must be restored to full operational
status.
Gas bottles must be weighed, recharged and tested as appropriate every three years, preferably during a
major repair period.
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Halon
The pressure in each halon gas cylinder must be checked each month and a log of the readings
maintained in the Planned Maintenance System. The Company must be advised of any pressure loss
and will arrange for repair/recharge by an approved supplier.
3-9.6
Carbon Dioxide Systems
The system must be tested by blowing through with air at 12 monthly intervals preferably shortly before
the annual safety equipment survey. This test must be recorded in the Planned Maintenance System.
3-9.7
Fire Hoses and Nozzles
Fire hoses must be pressure tested every 12 months. The Chief Engineer (or First Engineer) and/or the
Chief Officer, must ensure that the schedule is maintained to ensure that each fire hose is tested at least
once within this period. The date of the test is to be recorded in the Planned Maintenance System.
Fire hoses at stations in the accommodation and the engine room must, where practicable, be coupled to
the hydrant and be flaked or rolled in the hose rack ready to run out for immediate use.
3-9.8
Fire Extinguishers
Fire extinguishers must be kept in good working condition and must be refilled immediately after use.
Empty fire extinguishers must never be replaced in their racks. Adequate stocks of fire extinguisher
recharges are to be maintained on board.
Each extinguisher must have a label attached to it, which records its consecutive number, location, type,
when last inspected or charged, and when last pressure tested.
Monthly inspections of portable fire extinguishers should be carried out to ensure that they are in place,
properly arranged and are in proper condition.
The Chief Officer or other delegated responsible Officer must ensure that a service record chart is
maintained.
Annual inspections should be carried out as per Flag State requirements to ensure that all extinguishers
are checked for proper location, charging pressure and condition.
All extinguishers must be pressure tested at intervals as determined by Flag State Regulations, but not
exceeding a period of 10 years.
3-9.9
Emergency Closing Appliances
Emergency ventilation closing appliances must be maintained in good working order and where
practicable, be tested weekly. The date of this test is to be recorded in the Planned Maintenance System.
The emergency ventilation closing appliances must be clearly marked to show identification and whether
they are open or closed. All other emergency closing appliances, including, quick closing valves, remote
stops of pumps and fans are to be maintained in good working order and where practicable tested at
intervals not exceeding 3 months. The date of these tests is to be recorded in the Planned Maintenance
System. All stops and closing appliances are to be clearly marked with both their identification and
method of operation, i.e. open/shut or on/off.
3-9.10
Recording Tests and Inspections
Details of all tests and inspections of fire fighting equipment, together with details of any maintenance
work carried out on such equipment, must be recorded in the vessel's safety equipment record book or
the Planned Maintenance System.
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Fire Plan Container
A duplicate set of fire control plans or a booklet containing such plans shall be permanently stored in a
prominently marked weather tight enclosure outside the deckhouse for the assistance for shore-side fire
fighting personnel.
3-9.12
Fire Plan
An approved fire plan, clearly identifiable and marked with the vessel's name, must be maintained in the
wheelhouse or accommodation and as close to the top of the gangway or brow as practical.
3-9.13
Fire Detection Systems
If an operation is being carried out which may trigger an alarm (e.g. welding, checking indicator cards etc.)
the alarms may be switched off for a maximum period of two hours provided that the area is attended
during that period.
In Engine Room Workshops and welding bays a time delay may be switched into operation when the
workshop is manned. This delay is limited to a maximum of 60 minutes and must be capable of automatic
resetting.
Shielding of detector heads by screening is prohibited at any time.
The type of detector head, together with a reference number, should be marked on a schematic diagram
in the engine control room and wheelhouse. This reference number should be clearly marked adjacent to
each detector head.
The fire detection systems must be tested each week as follows:
test emergency power supply
check indicator lights
Check system by activating three detectors in sequence. Only one detector needs to be checked
on vessels fitted with automatic self-testing systems.
With the exception of automatic self-testing systems, a test program should be developed to ensure that
each detector head is activated as required by the Manufacturer/Statutory Authority at least once every
three months. Response times should be noted and any appreciable change from the manufacturer's
recommendation will indicate the need to replace the detector. The test program and results should be
entered into the Planned Maintenance System if it is in operation on board.
The following guidelines/procedures can be implemented to ensure that alarms are responded to in the
appropriate manner.
Every effort must be made to eliminate spurious alarms. If necessary new parts, i.e. fire detection
heads, are to be installed and/or procedures implemented to eliminate these alarms without
degrading the system's capabilities. It is worth noting that all modifications and alterations require
Class approval and endorsement.
Most fire detection systems can set a time delay between the fire "warning" on the panel and the
ringing of the vessel's alarms. For obvious reasons this time delay has been set to zero. To
maintain an effective shipboard fire detection system, and if the engine room is manned, this time
delay (E/R, accommodation and P/R) could be increased to a maximum of two minutes. The
delay must be set to zero during UMS operations.
A two minute delay would allow the watch-keeper, time to investigate and acknowledge the
warning if it were spurious before the alarm automatically sounded. Obviously, if a condition
exists where the Watch Officer deems the alarm is required prior to the two minute period he/she
can manually sound the general alarms.
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Emergency Fire Pump
The emergency fire pump must be tested weekly. The pump performance should be noted and suction
and discharge pressures recorded.
The Chief Engineer must ensure that the emergency fire pump is checked over by a competent Engineer
prior to each start or at least once per week. Where applicable this check must include a check for water
in the fuel tank and system.
A complete but simple set of instructions must be prominently displayed at the emergency fire pump
indicating the correct method of checking, starting and putting on line of the emergency fire pump.
The Chief Engineer must ensure that all Deck and Engineer Officers are fully conversant with the starting
procedures of the emergency fire pump. Ratings should be familiar with such procedures.
An adequate level of spares must be carried for the emergency fire pump at all times.
Any defect found on the emergency fire pump must be reported to the Chief Engineer immediately. The
Chief Engineer must ensure that repairs are carried out as soon as possible.
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3.10
Life Saving Equipment
3-10.1
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In order to ensure that lifeboats are always available for immediate use, Masters must ensure that all
lifeboat launching gear and accessories and all other equipment, are maintained in good condition, at all
times.
The V-SAF-008 - Drill Schedule should be used as guide for the planning of drills
3-10.2 Manufacturers Requirements/Maintenance Manuals
Masters are to ensure a full set of maintenance manuals and associated documentation issued by the
manufacturer should be available on board for use in all operations involved in the inspection,
maintenance adjustment and re-setting of the lifeboat and associated equipment, such as davits and
release gear.
3-10.3 Weekly and Monthly Inspections
Weekly, monthly inspections and routine maintenance as defined by the manufacturer, should be
conducted under the direct supervision of a senior ships officer in accordance with the instructions
provided by the manufacturer.
All other inspections, servicing and repair should be conducted by the manufacturers representative or a
person appropriately trained and certified by the manufacturer for the work to be done
3-10.4 Reports and records
All reports and checklists should be correctly filled out and signed by the person who carries out the
inspection and maintenance work and should also be signed by the companys representative or the
vessels Master.
Records of inspections, servicing, repairs and maintenance should be updated and filed onboard the
vessel.
When repairs, through servicing and annual servicing are completed, a statement confirming that the
lifeboat arrangements remain fit for purpose should be issued by the manufacturers representative or by
the person certified by the manufacturer for the work.
3-10.5
Lifeboat Falls
Lifeboat falls must be renewed after five years service or as specified in manufactures guidelines
Lifeboat Falls should not be received onboard at all without certificates. The fall wires must be examined
monthly by the Chief Officer. Particular attention must be paid to the portion of wire in contact with the
sheaves when the boats are in a stowed position.
Whenever the boats are swung out, particular attention should be paid to ensure that all the fall sheaves
are turning correctly. If not, prompt rectifying action must be taken.
3-10.6
Davits
Limit switches must be set to prevent the davits being brought to the full inboard position when
mechanically raised. In order to prevent damage to the davit or the falls, it is essential that the boats be
cranked in manually over the last 25 cm. Limit switches must be tested during boat drills and maintained
so that they are always in an operating condition. Limit switches must never be bypassed for
operational convenience.
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Safety
Davit winches must be inspected and maintained in accordance with SOLAS and the manufacturers
requirements. Whenever the boats are swung out, particular attention should be paid to ensure that the
davit rollers are turning correctly. If not, prompt rectifying action must be taken.
Davit head span wires must be renewed at intervals of not more than five years. There must always be a
certain amount of slack on davit head span wires to allow for any irregularity in davit arm movement,
thereby avoiding any distortion to the carriage and/or tracks.
3-10.7
Lifeboat/Life Raft Embarkation Ladders
Lifeboat/Life Raft embarkation ladders and their construction must comply with SOLAS requirements.
Embarkation ladders must be examined every three months with the date and the result of such
examination entered in the Planned Maintenance System.
Pad eyes used to secure embarkation ladders must be hammer tested every three months.
3-10.8
Lifeboat Release Gear
The release mechanism of lifeboats must be tested whenever the lifeboat is lowered into the water. All
moving parts must be checked for correct and free movement. When the lifeboat is waterborne, manually
work the release hook mechanism back and forth and oil lightly. When being painted, ensure that no paint
enters between the moving parts of the release gear mechanism
To avoid accidental release of on load Release units the following precautions must be taken:
The safety device is to be clearly marked
The release lever is to be painted red
Plastic notices must be attached adjacent to the release mechanism which read:
"On load release gear - do not operate if boat is more than one metre above water."
In some cases the on load release mechanism is fitted with a hydrostatic safety lock, which only allows
the boat to be released when waterborne, in order to prevent accidental release from a height. In such
cases an emergency release is provided, which can be operated by breaking the glass cover around it if
the hydrostatic safety lock has to be bypassed in an emergency.
Masters must ensure that all Officers are fully conversant with the release mechanism of the lifeboats.
Full details of operation and maintenance will be found in the manufacturer's handbook and must be
complied with at all times. All personnel involved in the operation need to be vigilant at all stages by
paying particular attention to the correct operation of brake release wires.
3-10.9
Tricing Pendants
Tricing pendants where fitted must be renewed every five years or earlier if deemed necessary. The rope
parts must be renewed every two years or earlier if deemed necessary.
3-10.10
Span Wires
Span wires where fitted must be renewed every five years or earlier if deemed necessary.
3-10.11
Lifeboat Engines and Fuel
Lifeboat engines must be maintained in a state of readiness at all times. The engines must be tested as
part of the weekly routine. Any defect in an engine must be repaired immediately. If the vessel is unable
to repair the engine for any reason, the Ship Manager must be informed immediately and supplied with full
details to enable them to take necessary action.
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Safety
Whenever a boat is lowered into the water the engine must be run continuously for at least half an hour to
test its performance. The fuel tanks must be topped up on return to the vessel.
The quality of fuel used in the lifeboat engines must meet the manufacturer's specifications. Blended
fuels or dirty fuels of a type that is frequently acceptable for use with heavier diesel equipment, such as
generators and compressors, must not be used for lifeboat engines.
Lubricating oil in lifeboat engines must be maintained at the full mark on the dipstick.
Lifeboat fuel tanks must be kept filled to 95% capacity at all times. The Chief Officer is responsible for
seeing that the fuel is maintained at this level. However the actual work of placing fuel in the tank shall be
done or supervised by the Engineer Officer delegated by the Chief Engineer to take care of the lifeboat
engines.
Lifeboat fuel systems must be checked for water on a monthly basis. An adequate level of spares must
be carried for the lifeboat engines at all times.
The Chief Engineer must ensure that all Deck and Engineer Officers are fully conversant with the starting
procedures of the lifeboat engines.
Any defects found on the lifeboat engines must be reported to the Chief Engineer immediately. The Chief
Engineer must ensure that repairs are carried out as soon as possible.
3-10.12
Food Rations
Vessels should requisition three packets more than the requirement for each lifeboat, which can be used
to satisfy surveyors as to the condition of contents. The packet in the worst condition should be opened
for inspection on request of a surveyor.
3-10.13
Emergency First Aid Kits
Emergency first aid kits are to be established in strategic positions around the vessel. Notwithstanding
the minimum requirements of the flag state, kits should be augmented to reflect the kind of risks present in
the specific environment, including burns kits and eye was bottles. First aid kits must be examined by the
3rd Officer/Medical Officer at least monthly as per the Planned Maintenance System, and during Safety
rounds to maintain minimum supplies and replacement of expired items.
3-10.14
Survival Craft (Waterproof) hand held 2- Way VHF Radios
Each radio is to be tested weekly utilizing the dedicated battery for this purpose. The seals on the primary
batteries are to be broken only in the event of an emergency. The radios and their batteries are not
classed as intrinsically safe.
3-10.15
Lifeboat Miscellaneous
The sprinkler system on enclosed boats must be tested whenever the boats are launched into the water.
This must be recorded in the Deck Log Book.
The on-board brake release mechanism on enclosed boats must be kept free from obstruction at all times.
Enclosed boat air bottles must be kept fully charged at all times. These air bottles must be pressure
tested as per flag state requirements.
Drinking water must be stored in bulk screw top containers and must be checked every week and
completely exchanged every six months or as required. The capacity must be clearly marked on these
containers.
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Free fall Lifeboat Requirements

st
SOLAS was amended by MSC 216(82) effective 1 July 2008 requiring the following:
At least once every 3 months;
As part of an Abandon Ship Drill the crew shall board the lifeboat, properly secure themselves in their
seats and commence launch procedures up to but not including actual release of the lifeboat. (ie the
release hook should not be released).
The lifeboat should then be free fall launched with only the assigned operating crew on board OR lowered
into the water by a secondary means of launching without the operating crew on board, and then
manoeuvred in the water by the operating crew.
At intervals of not more than 6 months;
Launch by freefall with only the operating crew on board.
OR
Simulated launch with assigned operating crew according to the manufacturers instructions in lifeboats
designed to accommodate this followed by lowering by secondary means.
The following table provides a summary guide.
Mandatory
Launching
Option 1
Launching
Option 2
Launching
Option 3
Free Fall Lifeboat Launching Requirements

Month 0
Month 3
Month 6
Embarkation Drill
Embarkation Drill
Embarkation Drill
Simulated Launch
and Lower by
secondary means
Freefall Launch
Lower by
secondary means
Freefall Launch
Freefall Launch
Lower by
secondary means
Simulated Launch
and Lower by
secondary means
Freefall Launch
Freefall Launch
Month 9
Embarkation
Drill
Lower by
secondary
means
Lower by
secondary
means
Freefall Launch
* Simulated Launching schedule only for vessels fitted with manufacturers simulated launching
equipment.
Free fall launching
Free fall launching should be carried out with the minimum personnel required to manoeuvre the boat in
the water and recover it. The recovery operation should be carried out with special attention, bearing in
mind the high risk level of this operation.
Simulated Launching
Simulated launching may only be carried out with lifeboats and launching appliances designed to
accommodate it, and for which the manufacturer has provided instructions.
The purpose of simulated launching is to train the assigned operating crew in the free fall release
procedure and verify the satisfactory function of the free fall release system without allowing the boat to
fall into the sea.
Simulated launching should be carried out under the supervision of an officer experienced in such
procedures.
Notes on Launching
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Prior to launching, it should be ensured that the recovery mechanism is fully functional. Particular
checks should be made to confirm the integrity of hydraulic systems
If launching is to be carried out within a port of harbour limits, permission to carry out the launch
should be obtained from the appropriate authority. Consideration should be given to the minimum
distances required for safe launch and recover
A risk assessment should be completed prior to any free-fall lifeboat launch, whether free-fall, wire
launched or simulated. The risk assessment should cover all aspects of operation, including
recovery of the boat and the appropriate PPE to be used at all stages of the operation
Whether free-fall launching, wire launching or simulating a launch, it should only be carried out
when the weather is suitable for launching and recovery. The manufacturers handbook should be
checked to see if any limiting criteria are given
If free-fall launching, the area around the vessels stern should be confirmed as clear of any
obstructions, both floating and submerged
For both free-fall and wire launching, the vessels rescue boat should be manned and in the water
to assist in the event of an incident during launching and also with recovery of the lifeboat
All ships personnel involved in the launch, whether as part of the lifeboat crew or onboard, should
be thoroughly briefed prior to the launch
Any company-specific procedures are confirmed complete, the boat can be launched
Once the boat has been launched, the opportunity should be taken to inspect the rollers and/or
skid plates that the boat rests on when housed, this should only be carried out if suitable access
to the rollers/skids is available
Additional points for wire launching (secondary means)
The manufacturers guidelines for wire launching a free-fall lifeboat should be followed
If suitable securing points are fitted to the lifeboat stern, suitable lines should be attached to them
to assist in controlling the boat while it is being outboard
The attachment points for lifeboat lifting strops should be inspected to ensure that the strops are
securely attached to the lifeboat
Following launch of the lifeboat, personnel on the rescue boat will have to transfer to and from the
lifeboat to re-connect the boat to the recovery mechanism. Personnel should be aware of the
particular hazards associated with transferring between the craft
Additional points simulated launches
Some lifeboat manufacturers do not provide a way of simulating launches. It is important that the
specific manufacturers handbook is checked and that guidelines are closely followed.
Methods of launch simulation will vary, possible even for boats built by the same manufacturer. It
is therefore important that the specific guidance for the particular lifeboat is followed.
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Safety
The lifeboat safety chain, pin or recovery hook should not be used to facilitate simulated launches
unless such use is identified as an approved method by the lifeboat manufacturer.
Recovery
Where possible, the lifeboat should recover empty. The vessels rescue boat should utilise to
remove the lifeboat crew once the recovery hook has been secured to the boat. The rescue boat
can also be used to help the lifeboat manoeuvre into the correct position for the attachment of the
recovery strops
The lifeboat should only be recovered using strops, shackles and hooks that are specifically
supplied for this purpose
If securing points are fitted to the lifeboat, suitable lines should be attached to these points to
assist in controlling the stern of the lifeboat during recovery
Depending on the type of release hook fitted to the lifeboat, it may be necessary to reset the hook
prior to the boat being recovered. Reference should be made to the manufacturers handbook
regarding the need to reset and the process for doing so
Some manufacturers supply recovery strops that have a plastic covering. While this protects the
lifeboat hull from becoming grease stained, it makes it very difficult to inspect the condition of the
strops. If strops do have such a coating, it should be removed or, alternatively, split along
its length so that the wire can be inspected in line with the manufacturers
recommendations. The plastic coating then be replaced and bound back onto the wire.
Post Recovery
Once the lifeboat is recovered, the manufacturers guidelines should be followed with regard to
securing the boat. Once the boat is secured, the designated safety/maintenance chain, pin or
hook should be attached sp that the boat can be made ready for use without risk of inadvertent
launching
Where possible, the lifeboats drenching system should be flushed with fresh water to prevent a
build up of salt deposits. If possible, the same should be carried out for the lifeboat engine
The lifeboat should be left ready for immediate launch with safety/maintenance chains or pins
removed.
3-10.17
Rescue Boat
Rescue boat Launching and drills must comply with the requirements of SOLAS.
Rescue boat shall be waterborne and manoeuvred in water once every month.
When hoisting or lowering any boat, the officer in charge of the operation shall ensure the following:
1. That he/she has a good overview of the impending operation and is in a position where supervision
of the operation can be maintained at all stages.
2.
All personnel not involved in the actual hoisting/lowering operation are standing well clear.
3. That before undertaking the powered hoisting of, or the lowering of a boat, the manual crank handle
is in the stowed position and remains so until the power is switched off, or the lowering operation
ceases.
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Safety
All drills regarding Rescue Boat Operations involving the lowering of boats to the water shall be
conducted in sheltered waters and in calm conditions.
3-10.18
Inflatable Life rafts
Inflatable life rafts (together with the associated hydrostatic release gear where appropriate) must be
landed for survey at properly authorized life raft servicing stations at intervals of not more than one year.
Life raft certificates must be maintained with the safety equipment certificate.
There is no requirement for the forward life raft to be fitted with a hydrostatic release. However, although
this unit should be secured so that it is protected against the effect of heavy seas, it still has to be capable
of being easily released.
3-10.19
Lifejackets
A lifejacket must be available for the complement specified on the Safety Equipment Certificate.
There must be no more than two different types of lifejackets on board. Exceptions to this are at least two
life vests or inflatable lifejackets shall be provided for working over side, i.e. rigging of accommodation
ladder.
The provision of infant/child/oversize lifejackets should be in accordance SOLAS Chapter 3 requirements.
3-10.20
Lifebuoys
Lifebuoys must be carried in accordance with the relevant SOLAS requirements. They must be Perry
buoy (or equivalent) type and be clearly marked with the vessel name and port of registry.
Lifebuoys must be carried on board for use at the gangway or pilot ladder for use during pilot or crew
transfers at sea. The lifebuoy must comply with the regulations for lifebuoys used during Pilot Transfer
operations.
Lead Acid disposable batteries are to be replaced at intervals no greater than 12 months or as per
manufacturers instructions
3-10.21
Line Throwing Apparatus & Pyrotechnics
Line throwing apparatus and pyrotechnic distress signals must be stowed on the bridge in a clearly
marked location.
Out-of-date line throwing rockets and pyrotechnic distress signals must never be used for practice
purposes. They are to be landed ashore to the local Coast Guard, returned to supplier or life raft service
facility.
There is no requirement to renew rocket lines. However, these should be carefully examined when the
igniters are renewed and must be replaced if there is any sign of deterioration. A demonstration in the use
of the line throwing gun must be held at least once every three months; but the actual firing of the gun is
not required. The date of this demonstration is to be entered in the Deck Log Book.
3-10.22
Thermal Protective Aids
There must be one thermal protective aid for each person as per the Safety Equipment Certificate. These
must be kept in suitably marked glass fibre boxes in the vicinity of the boat deck or could be located inside
of the accommodation block. They should be demonstrated to all personnel at boat drills every 3 months.
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Immersion Suits
These must be kept in suitably marked glass fibre boxes in the vicinity of the boat deck or could be
located inside of the accommodation block.
There use should be demonstrated to all personnel during boat drills every 3 months. Immersion suits
that require repair or servicing should be returned to an authorized service facility.
To ensure the maintenance of adequate strength and water-tightness of seams and closures of immersion
suits and anti-exposure suits with age, it is recommended that each suit be subjected to an air pressure
test, at intervals not exceeding three years, or more frequently for suits over ten years of age. Additional
requirements (if any) as per the Flag State of the vessel should also be complied with. This test and
requirement should be included in the vessels Planned Maintenance System.
3-10.24
Breathing Apparatus
Breathing Apparatus cylinders must be kept fully charged at all times using the compressor provided for
this purpose.
Cylinders must be hydrostatically tested at least once every five years, preferably during major repair
period (composite construction bottles need to be hydro tested every three (3) years). All breathing
apparatus should be serviced annually by an approved servicing agency.
Crew members must be trained in the use of breathing apparatus and be familiar with their location.
Demonstrations must be given at fire drills.
Air cylinders must be refilled as soon as possible after they have been used. Empty cylinders must be
clearly marked as such and must never be left in the apparatus.
Any fabricated hoses that are not supplied by the manufacturer must be provided with a valid test
certificate. These hoses should be checked during the annual service.
3-10.25
Emergency Escape Breathing Devises (EEBDs)
The bottles must be kept fully charged at all times. The cylinders must be hydrostatically tested at least
once every five years, preferably during major repair period.
3-10.26
Air Compressor
Where a vessel is equipped with an air compressor, it must be dedicated solely to the recharging of
compressed air bottles. The unit must be connected to the emergency electrical circuit and be stowed so
that its inlet can be positioned to draw in fresh uncontaminated air.
The compressor must be overhauled at least once every five years, preferably during a major repair
period, and serviced annually by a suitably qualified technician who may include vessels engineering staff.
All filters must be replaced and an air quality test carried out as per manufactures requirements. The
date of the service is to be recorded in the Planned Maintenance System.
Any fabricated hoses that are not supplied by the manufacturer must be provided with a valid test
certificate. These hoses should be inspected during the annual service.
3-10.27
Resuscitators
All vessels shall be supplied with oxygen resuscitation apparatus for emergency treatment of drowning,
electric shock, gas poisoning, heart attack or similar conditions. They may also be used to provide
mechanical artificial respiration in case of complete respiratory failure or as an inhaler to supply additional
oxygen to a breathing patient who may require it.
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Safety
All Officers should become thoroughly familiar with the operation of the resuscitators supplied and the
Master must ensure that they are given frequent demonstrations and actual practice.
Discharged or partially discharged oxygen cylinders must be refilled or replaced at the first opportunity.
Oxygen cylinders must be hydrostatically tested every five years, preferably during major repair period.
All resuscitators should be serviced annually by an approved servicing agency.
Oxygen cylinders provided on a hire basis should be exchanged for a recently tested cylinder.
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3.11
Tools and Work Equipment
3-11.1
General
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Safety
All tools are designed for a specific purpose. On no account is a tool to be used for any job for which it is
not designed for. Personnel using tools must be trained in their correct use and all tools are to be
inspected for defects prior to use and must not be used if there is any doubt as to their condition.
Appropriate PPE including proper eye protection is to be used.
The use of tools is to form part of routine risk assessments. When planning to use tools or equipment, the
following points are to be considered:
Identify the correct tool for the job;
Identify any training or familiarization required for personnel doing the work and for the standby
personnel;
Identify PPE required by the user and personnel in the vicinity;
Identify any Permits-to-Work that may be required;
Do not use damaged or badly worn tools;
Ensure safety guards are in place;
When finished, stow tools correctly.
3-11.2
Fixed Power Tools
The following points relate to the safe use of fixed equipments:
Only properly trained and proficient staff are to operate this equipment;
Efficient safety guards are to be fitted for personal protection. e.g. machine guards must be
sufficiently constructed to prevent fingers from being caught and grinders and lathes must have
suitable eye screens;
Defective machinery is to be isolated until repaired by a competent person;
Controls and switches must not be located where accidental operation can occur;
Working areas must be clean, free from clutter and well illuminated;
Appropriate PPE is to be worn;
The piece being worked on must be clamped down to prevent inadvertent movement;
Never adjust belt tensions while a machine is running;
All machines must be turned off when unattended.
3-11.3
Workshop Machinery
The Chief Engineer must ensure that all workshop machinery is maintained in good condition to permit its
safe use at all times.
Proper eye protection must be available at each workshop machine and must be worn when operating
workshop machinery.
All machinery guards must be in place and used at all times.
All emergency stops, where fitted, must be proved to be operable. They are to be tested as working
correctly at least once per week and an entry made in the Planned Maintenance System.
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Safety
No modifications or alterations are permitted to any workshop machinery without permission from the Ship
Manager.
Only persons authorized by the Chief or Second (First) Engineers are permitted to use the workshop
machinery. They must ensure that all personnel using the workshop machinery have had adequate
instruction in its use before using such machinery.
3-11.4
Pedestal Grinding Machines
Only persons authorized by the Chief or Second (First) Engineer are permitted to change or adjust the
grinding wheel of pedestal grinding machines. They must ensure that the wheels are maintained in good
condition, dressed when required and that all guards and rests are correctly positioned.
Manufacturer's instructions must be followed in the selection of the correct type of wheel for the job in
hand.
Before a wheel is mounted it must be brushed clean and inspected to ensure that it has not been
damaged in storage or transit. Suspending it vertically and tapping it gently can further check the
soundness of a vitrified wheel. If the wheel sounds dead it is probably cracked and must not be used.
A strong guard must be provided and kept in position at every abrasive wheel or wire brush (unless the
nature of the work absolutely precludes its use) both to contain wheel parts in the event of a burst and to
prevent an operator coming into contact with the wheel. The guard should enclose as much of the wheel
as possible.
3-11.5
Portable Grinders, Power Brushes and Tools
These can be either pneumatic or electric and includes grinders, scaling hammers, drills as well as grit or
water blasting machines. Personnel using these machines must be capable of doing so in a safe and
competent manner and conversant with the manufacturers instructions. Properly fitting eye protection
must be worn at all times when using portable power tools.
The maximum rated spindle speed must be clearly displayed on the machine. The disc or brush fitted
should be rated equal to or above the spindle speed.
The use of electrically powered equipment is not permitted outside of the engine-room and
accommodation boundaries on oil tankers, gas tankers, chemical tankers or any other vessel carrying
dangerous goods.
The following points are to be remembered when working with portable power tools:
Equipment is to be used as designed and operated at the correct speed.
Equipment is to be maintained as per the manufacturers instructions.
Check grinding disks or stones are of the correct size and type. Damaged or suspect disks or
stones must not be used and are to be discarded.
Only persons authorized by the Chief or Second (First) Engineer can change the disc or brush of a
portable grinding/brushing machine. When changing a disc or brush on portable machines, the power
source must be disconnected, and:
Accessories or tool pieces (e.g. drill bits) must be kept secure within the tool using the correct
retaining clips, locking levers or other built-in safety devices.
Ensure safety guards are in place.
Wear the correct PPE (including protection for ears and eyes).
Inspect all cables and hoses for damage and replace where required and lay them, avoiding
sharp objects and edges, hot surfaces, oils and chemicals.
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To avoid whiplash injuries, fasten pneumatic or hydraulic hoses at regular intervals. Never direct
the flow of compressed air at any part of a persons body. Air may penetrate the skin and can
cause injuries or death.
In addition for electrical power tools:
Remember that there is an increased risk of electric shock in damp or humid conditions. A ground
fault interrupter is to be used in such conditions. Electrical equipment is not to be used where
there is risk of exposure to water (e.g. rain or seawater)
Tools must be properly earthed and be correctly connected to the ships power supply.
Personnel should wear appropriate insulating gloves and boots.
3-11.6
Welding / cutting equipment.
It is essential that all personnel who use oxygen/acetylene cutting equipment and/or electric arc welding
equipment are fully aware of the potential risks and hazards. The code of safe working practices for
merchant seamen details the safety precautions to be taken when using this equipment. Personnel
involved in the use of this equipment, are to be familiar with the relevant parts of the code.
A hot work permit must be obtained prior to use of this equipment outside the engine-room workshop.
Particular attention is to be paid to monitoring spaces adjacent to the work area for spread of fire.
Safety warning signs and instructions are to be posted adjacent to all equipment.
Appropriate safety clothing and equipment must be used as detailed in other parts of this section.
All equipment must be inspected for defects prior to use and must not be used if there is any doubt as to
its satisfactory condition. Hoses, regulators and cables are to be subject to close inspection and must be
designed for the purpose and be properly connected.
The use of gas / welding / cutting equipment and electric arc welding equipment is to form part of a routine
risk assessment.
3-11.7
Gas Welding / Cutting Equipment
The following safety devices are to be fitted:
Back pressure valves must be installed adjacent to the torch in both the oxygen and acetylene
supply lines;
Good quality regulators designed and approved for the purpose are to be fitted to both the oxygen
and acetylene supply;
Flame arrestors must be provided in the oxygen and acetylene supply lines and will usually be
fitted at the low pressure side of regulators, but might be duplicated at the torch;
The pressure of oxygen used for welding must always be high enough to prevent acetylene
flowing back into the oxygen line. Gas must never be allowed to transfer from one cylinder to
another;
Acetylene must not be used for welding at a pressure exceeding 1 atmosphere since it is liable to
explode, even in the absence of air, when under excessive pressure, therefore regulators must be
kept in good condition and replaced as necessary;
If a backfire occurs, all cylinder valves must be closed immediately. Only one oxygen and one
acetylene cylinder is to be connected at any time and all valves are to be closed during a
temporary suspension of work and after completion of work. If any repair or renewal of the blow
pipe or hoses is necessary, this is to be done with tools designed for the purpose and cylinder
valves are to be closed. Hoses that have experienced a flashback are to be discarded. Hoses
must be carefully arranged in order that they are not liable to be damaged;
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Acetylene cylinders must be monitored for temperature. Any acetylene cylinder suspected of
overheating should be treated with care, because an impact could set off an internal ignition and
cause an explosion due to excessive pressure;
Oxygen must never be used to ventilate, cool or blow dust etc. off clothing.
3-11.8
Handling of Compressed Gas Cylinders
Welding gas cylinders contain a high level of potential energy and in the case of acetylene cylinders,
thermo-chemical energy. The potential hazards are minimised if they are used and handled in a safe
manner. In addition to the use of safety features and procedures above, the following handling procedures
are to be observed;
Do not drop, jar or roll an Acetylene cylinder. Cylinders must be transported and stored in the
upright position. Cylinder trolleys are to be used for transport;
Cylinder valves, controls and associated fittings must be kept free from oil, grease and paint;
Controls must not be operated with oily hands;
They must not be stored in extreme hot or cold temperatures;
Cylinders must be secured with proper racks, clamps or chains;
Temporary ropes must not be used;
Oxygen and acetylene cylinders must be stored whenever possible in separate ventilated rooms
or compartments designed for the purpose and located on the open decks. Explosion proof
electrical fittings only are permitted in these rooms. Oxygen and acetylene bottles must not be
intermingled. When cylinders are not in use, the valve protection cap is to be replaced;
A residual pressure of 1 bar must be retained in all cylinders;
Empty cylinders are to be segregated and marked accordingly;
Never lift a cylinder by the valve, cap or use metal slings, chains or magnets;
Never drop a cylinder, use as a roller, use spanners or hammers to open or close the valve or
subject them to any kind of physical impact or heat;
If a cylinder suffers accidental damage, it must be immediately withdrawn from use and clearly
marked and identified. When it is landed ashore, its condition is to be notified to the service
company in writing;
Do not store cylinders with combustible materials or chemicals, i.e. paints, oils or acids;
Before lighting the blowpipe, purge the hoses by opening the gas supply to each hose for a few
seconds to flush out any flammable mixtures of gases in the hose. Purge one hose at a time a
well-ventilated area and close the blowpipe valve after purging;
Use a spark igniter to light the gas;
Use the correct gas pressures and nozzle sizes for the job. Do not hold the nozzle too close to the
work piece. The nozzle can overheat and cause a flashback. Inspect the nozzles regularly. Make
sure they are not damaged or blocked by dirt or spatter. Replace damaged nozzles;
Fit flashback arresters onto the pressure regulators on both the acetylene cylinder and the oxygen
cylinder and for long lengths of hose, fit arresters on both the blowpipe and the regulator;
Non-return valves (often called check valves) on the torch, prevents back feeding of gas into the
hoses and should be inspected regularly and ensured in good condition.
3-11.9
Safe Handling of Oxygen
3.11.9.1
Hazards from oxygen
Oxygen gas in cylinders is used on board for two purposes:
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in welding, flame cutting and other similar processes;
for helping people with breathing difficulties.
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Oxygen is very reactive. Pure Oxygen, at high pressure, such as from a cylinder, can react violently with
common materials such as oil and grease. Nearly all materials including textiles, rubber and even metals
will burn vigorously in oxygen.
Even a small increase in the oxygen level in the air to 24% can create a dangerous situation where it
becomes easier to start a fire, which will then burn hotter and more fiercely than in normal air.
The main causes of fires and explosions when using oxygen are:
oxygen enrichment from leaking equipment;
use of materials not compatible with oxygen;
use of oxygen in equipment not designed for oxygen service;
incorrect or careless operation of oxygen equipment.
3.11.9.2
Oxygen enrichment
Oxygen enrichment is the term often used to describe situations where the oxygen level is greater than in
air. Being a colourless, odourless and tasteless gas, the presence of an oxygen enriched atmosphere
cannot be easily detected by the human senses. The main danger to people from an oxygen enriched
atmosphere is that clothing or hair can easily catch fire, causing fatal burns.
Oxygen enrichment is often the result of leaks, accidental or unintended release, use of excessive gas or
poor ventilation. Maintaining the oxygen equipment in good condition and using it carefully in a well
ventilated area will reduce the risk of oxygen enrichment.
If oxygen enrichment from an oxygen leak is suspected, the oxygen supply should be turned off.
Cigarettes and open flames should be extinguished. The room should be well ventilated and the source of
the leak identified and repaired.
3.11.9.3
Confined spaces
Gas cylinders should not be taken into confined spaces; the gas can be fed in by using hoses. The hoses
should be removed from the confined space when work is finished or suspended, such as at the end of
each day. Where this is not practicable, the hoses should be disconnected from the gas supply at the
cylinder or manifold. Continuous use of oxygen monitoring equipment is advised.
3.11.9.4
Care with oxygen cylinders and equipment
Handle oxygen cylinders carefully. Use a purpose-built trolley to move them;
Always use oxygen cylinders and equipment carefully and correctly.
Keep cylinders chained or clamped to prevent them from falling over;
Store oxygen cylinders when not in use in a well ventilated storage area, away from combustible
materials and separated from cylinders of flammable gas.
Check that ventilation is adequate in the work area.
Always open oxygen cylinder valves slowly.
Regulator outlet valve should be closed before opening the oxygen cylinder valve.
Ensure that cylinder valves are closed and piped supplies isolated whenever work is stopped. Do
not try to cut off the supply of oxygen by nipping or kinking flexible hose when changing
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equipment, e.g. blowpipes;
Maintain hoses and other equipment in good condition. Leak tests can be carried out easily using
a proprietary spray or liquid solution that is certified for use on oxygen systems. Soap or liquids
that may contain grease should not be used.
Keep oxygen equipment clean. Contamination by particulate matter, dust, sand, oils, greases or
general atmospheric debris is a potential fire hazard. Portable equipment is particularly
susceptible to contamination, and precautions should be taken to keep it clean;
Use clean hands or gloves when assembling oxygen equipment, e.g. attaching the pressure
regulator, making connections;
Wear suitable clean clothing, free from oil and easily combustible contaminants.
Do not smoke or use naked lights where oxygen is being used.
Never use replacement parts which have not been specifically approved for oxygen service.
Never use oxygen equipment above the pressures certified by the manufacturer.
Never use oil or grease to lubricate oxygen equipment.
Never use oxygen in equipment which is not designed for oxygen service.
3-11.10
Electric Arc Welding Equipment
To minimise personal harm from electric shock, eye damage, etc., the following precautions are to be
observed:
Electric welding source must have a DC output not exceeding 70V, with a minimum ripple. If
acceptable ripple values are exceeded, then a voltage limiting device is to be utilised to limit the
idling voltage to not more than 42V. Where AC sources are used, they are to have an integral
voltage limiting device to ensure the idling voltage does not exceed 25V rms. The proper
functioning of limiting devices is to be checked at regular intervals.
Non conductive safety footwear must be used. If necessary, the use of further dry insulating
boards or mats is to be considered.
Appropriate welding visors must be worn.
Clothing of the operator is to be kept dry, particularly leather gloves, which are good conductors
when wet. Consideration must be given to postponing the work if the operator cannot be kept dry
in humid conditions. v. Welding must never be carried out standing in water or with any part of
the body immersed in water. Electrodes must be kept dry.
An assistant is to be in continuous attendance during welding operations, ready at all times to cut
off power instantly, raise the alarm and affect artificial respiration without delay.
The work area is to be shielded from personnel who are not directly involved in the work.
Protective curtains are to be arranged around the work station in the engine room workshop and
kept in good condition.
Two cables are to be used from the welding set. The welding return cable must be firmly clamped
to the work piece. The use of single cable with hull return is not recommended. Cables are to be
designed for the purpose and inspected for integrity of insulation and conductivity prior to use.
Poor condition cables must be replaced.
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Occupational Health and Safety
ASPs occupational health and safety programs have been established to provide a safe and healthy
working environment for all personnel.
ASPSM fully understands the need to educate their employees on occupational Health and Safety. Many
of the hazards are often not apparent to the eye unless personnel are given an awareness of the hazards
involved. Further guidelines are promulgated within the fleet by Safety Bulletins from time to time.
Good hygiene is one of the primary means for reducing the potential effects of occupational health
exposures. This means thoroughly washing hands prior to eating, drinking or smoking. Not wearing
clothing which may have been contaminated with chemicals or dust fibres without first washing the
clothing. Thoroughly washing any areas of the skin which may have come in contact with chemicals. The
following are potential occupational health exposures which may be encountered on ships.
3-12.1
Respirators and Filter Masks
The filters mentioned above merely purify the atmosphere by retention of respiratory hazards. They
provide no protection against the hazards associated with oxygen deficiency and must not be used where
the oxygen level is less than 20% by volume. In such cases Breathing Apparatus must be used. Filters
must not be used after the expiry date marked on the container. An open filter must be replaced within 6
months even when not used.
Filters are designed for specific purposes and must never be used for any other purpose. Gas filters will
not provide protection against dust and vice versa. Type A filters provide protection against organic gases
and will not provide protection against inorganic B gases such as hydrogen sulphide and vice versa.
NOTE: relevant to tanker and chemical vessels only:
Canister or Filter type Respirators shall not be used on board vessels managed by the Company.
If any Vapour and Gas Removing Filter Respirators are available on board they shall be disposed of
safely, immediately.
3-12.2
Asbestos Protection
All work that involves or may involve the disturbance, release or exposure to asbestos or has the potential
to do so shall be undertaken in accordance with the relevant flag state, port state legislation, codes of
practice and guidance as well as the company requirements listed below.
Where vessels personnel are uncertain of these requirements, the Designated Person is to be contacted
to clarify the requirements.
It is the responsibility of the Chief Engineer of each vessel to ensure this procedure is adhered to in all
maintenance or repair operations where removal of jointing material containing asbestos is necessary.
He/She must also ensure that the vessels Asbestos Register is up dated after any such work.
Where there is doubt as to the type of jointing material in a gasket to be removed as part of maintenance
or repair work and it is possible to take a sample of the material safely, a sample shall be taken. The
Chief Engineer shall forward the sample for the Ship Manager for testing and shall proceed with the
maintenance of repair work as if asbestos is present in the jointing material or defer the work until the
results of the test are known.
Where it has been identified through testing that a joint or gasket material contains asbestos, where it is
possible to take a sample, or where the results of testing of the jointing material are now known, the Chief
Engineer shall ensure the following procedure is adhered to by those personnel undertaking the
maintenance of repair work.
All adjacent fittings and/or fixtures situated near asbestos bearing jointing which is to be removed as part
of a maintenance or repair procedure must be moved out of the work area, or covered with minimum 200u
plastic sheeting, prior to the removal of the asbestos bearing jointing.
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The work area shall be cordoned off; sign posted and restricted to authorized personnel only. This form of
removal work does not require extraction ventilation of the work site.
Personnel engaged in the removal procedure shall wear waterproof safety boots, disposable overalls, a
half mask respirator, safety goggles and gloves. To ensure tightness of cuffs on sleeves and legs of
overalls, these shall be sealed to the gloves and boots respectively using adhesive tape.
NB:
Bearded personnel shall not undertake this work.
Gaskets containing asbestos shall be wet down. Following removal, the gasket material can either be cut
into strips and placed in tightly sealed plastic bags of minimum 200u thickness, or rolled, wrapped and
sealed securely in plastic sheet of minimum 200u thickness. All bags and packages are to be clearly
labelled as containing asbestos material.
Any gasket material remaining on the faces of the joint shall be wet down and once it is thoroughly soaked
it should be scraped from the surface. During this process the area shall be vacuumed continuously,
using the vacuum specifically designed for this purpose to avoid contamination of the work site.
Before each work break, workers engaged in the removal of gaskets containing asbestos shall undertake
the following decontamination procedure:
Overalls and protective equipment shall be thoroughly vacuumed.
Any exposed skin areas shall be thoroughly washed with soap and water.
All waste material, including disposable overalls, gloves, protective plastic and vacuum filters, shall be
bagged or wrapped and clearly labelled as containing asbestos waste. These bags shall then be
consigned for disposal at an asbestos registered tip.
NB:
Disposable overalls, plastic sheeting and gloves are not be laundered or cleaned for re-use
but are to be disposed of immediately work has been completed.
When consigning the waste for disposal, the Chief Engineer shall use form number V-ENV-003 - Garbage
Disposal Receipt. He shall endorse item 3 on the form with the notation At an Asbestos Registered
Tip. The form shall also be signed by the waste disposal contractors representative in acknowledgment
of this instruction.
Alternative methods may be used provided the Chief Engineer is satisfied these provide equivalent
protection to personnel undertaking the removal work as that afforded by this work instruction.
In the event of an emergency requiring immediate action the above procedure may be waived.
The Chief Engineer shall ensure that only non-asbestos jointing materials are used when replacing
gaskets removed under this procedure. The Chief Engineer shall also ensure that no asbestos jointing
material is ordered as part of normal storing unless there is no non-asbestos alternative and then only
when written permission has been received from the Ship Manager.
Equipment/Facilities
Vacuum Cleaner with high efficiency particulate (HEPA) filter approved for asbestos removal
work.
Disposable Overalls in sizes S, M, L, XL, XXL and XXXL.
Gloves available in S, M, L and XL.
Waterproof safety boots
Goggles foam bound/clear lens or similar foam bound/clear lens goggle.
Minimum 200um thick plastic sheeting and bags
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Water spray and container, sponges or rags
Temporary Barrier Tape
Barrier tape incorporating asbestos dust hazard warning.
Adhesive tape
Asbestos warning labels for waste identification.
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The Chief Engineer shall record all asbestos jointing removal work in the vessels asbestos register.
The Chief Engineer shall keep a copy for each waste disposal form used in association with the disposal
of asbestos waste in a file marked Asbestos Waste Disposal records.
3-12.3
Drinking and Domestic Water
Drinking and domestic water tanks must be effectively coated with epoxy coating or an appropriate special
paint. The tanks must be clearly marked with their function and date of next inspection.
Where there is a concern regarding the quality of the drinking water a water quality test is to be organized
by the Ship Manager.
3-12.4
Exposure to Noise
In the marine industry there are a number of activities and places where high noise levels can be
encountered. All persons exposed to high levels of noise, e.g. in machinery spaces, using scaling
equipment (including chipping hammers), or when working on deck near hydraulic pumps and
compressors, should wear ear protectors of a type recommended as suitable for the particular
circumstances. Repeated exposure to high noise levels can result in irreversible hearing loss.
Warning signs should be posted in high noise level areas where hearing protection is required to be worn.
3-12.5
Exposure to Metal Fumes
Personnel engaged in welding or cutting operations must wear the appropriate protective clothing. This
also applies to others nearby who may be affected by the activities. Usual PPE may include goggles, face
mask, welding helmet, welding screens, gloves, apron etc.
To prevent skin burns from sparks or from the intense radiation created by arc welding, leather (or some
similar non-flammable material) must be used for protective clothing. The amount of protective clothing
required will vary according to the type of welding or cutting being carried out and how near the worker is
to the spot of actual operation. One would require a leather apron or complete body protection for seated
or overhead work respectively. It must be remembered that leather is not an insulator and offers no
protection against electrical hazards.
The most common injury sustained during welding and cutting operations is eye flash (arc eye). This can
be prevented by the use of either one of two types of protective equipment:
Wearing a helmet with double screen, the inner screen being clear glass and the outer being
shaded safety glass.
Wearing goggles and using a hand held screen.
A secondary injury, slag in the eye, may be sustained while chipping away slag after welding. This can be
prevented by using either of these types of equipment.
Special eye protection is required for gas and electrical welding operations.
Gas welding generates an intense light which momentarily causes glare blindness when the operator
looks away from the flame. Goggles, with specially treated glass, must be worn to avoid eye damage from
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glare and spatter. In case of electric welding, ultraviolet rays attack the eyes with such intensity that,
because of the severity of the eye damage and irritation generated, sleep can be impossible for up to 72
hours after the flash.
Welders must remember the effects his work can have on a passers-by and to shield his work
accordingly. The shield must take into account not only the effect of the flash, but also the hazard of flying
metal fragments produced during grinding, cutting and welding. It is also essential to bear in mind that gas
welding goggles, because they do not filter out ultraviolet light, are totally unsuitable for electric welding
operations.
Anyone using fixed grinders for tool sharpening etc., must ensure that a shield is fitted to the machine
before use, and must wear goggles as an additional precaution.
3-12.6
Dust Inhalation
Inhalation of dust can have serious consequences depending on the type of dust. This can form allergic
reactions to bronchitis to silicosis and serious diseases of the lungs.
When working or being involved with any operation that produces dust, all precautions against the
inhalation of dust should be taken. Dust masks must be worn.
Damaged or unserviceable equipment should be brought to the attention of the Safety Officer or
Department Head for immediate replacement.
3-12.7
Safe Handling of Cement
Cement can cause ill health mainly by skin contact, dust inhalation and manual handling.
3.12.7.1
Skin contact
Contact with wet cement can cause both dermatitis and burns.
Dermatitis is caused by the physical properties of cement that irritate the skin mechanically and Allergic
dermatitis is caused by sensitisation to the chromate present in cement.
Cement burns can be caused by wet cement. The principal cause is thought to be the alkalinity of the
wet cement. If wet cement becomes trapped against the skin, for example if cement falls into a boot or
glove, a serious burn or ulcer can rapidly develop. These often take months to heal, and in extreme cases
will need skin grafts or can even lead to amputation. Serious chemical burns to the eyes can also be
caused following a splash of cement.
3.12.7.2
Inhalation of dust
High levels of dust can be produced when cement is handled, for example when emptying or disposing of
bags. In the short term, exposure to high levels of cement dust irritates the nose and throat.
When handling cement, particle mask, long sleeved coveralls, suitable shoes, goggles and gloves must
be used to prevent contact with skin. If the skin gets contaminated with cement, the skin should be
washed using warm water and soap. The skin should be dried afterwards.
3-12.8
Silica
Silica dust maybe produced during abrasive blasting and grinding operations where blasting or grinding
materials contain a free silica content of greater than 1%. The use of silica free abrasive blasting materials
or wet blasting is recommended to reduce airborne free silica associated with abrasive blasting. Nozzles
used in abrasive blasting shall be equipped with a dead-man control
For open air abrasive blasting, a Risk assessment shall be undertaken. The Risk assessment shall
amongst other things include, materials to be used, qualifications of personnel, medical suitability, PPE
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requirements, status of the machine and controls, ventilation of the work area, environmental impact,
control of personnel, clean up and disposal of residue dust.
3-12.9
Safe Manual Handling
Manual handling is any activity requiring the use of force exerted by a person to lift, lower, push, pull, carry
or otherwise move, hold or restrain an object.
As far as practicable manual handling shall be avoided for large or bulky weights, when work involves
awkward postures, the surface is inclined or slippery, when vision is restricted or when other means are
available.
Details on good handling technique for lifting and pushing / pulling are detailed within PUB-1-Personal
Safety booklet.
3-12.10
Personal Health
Personal Health is the responsibility of each individual on board. Each individual is responsible to ensure
that he/she practices high standards of health and maintains a clean and healthy environment on board at
all times.
3.12.10.1
Medical Examinations
ASPSM is committed to employing only medically fit individuals on board its vessels.
It is the policy of ASPSM that all personnel serving on vessels managed by ASP and all crew supplied by
crewing managers/agents, undergo a flag state approved medical examination. A satisfactory standard of
continuing good health is necessary for serving seafarers throughout their career.
Some common infections that may be avoided by precautions are mentioned below. These are only
guidelines for general awareness of the diseases. This is not intended as a medical guide. Any sickness
or symptoms on board should be reported to the ships medical officer at onset and appropriate
medication ensured.
See ship captains medical guide for further reference.
3.12.10.2
Vaccination Requirements
Inoculations and vaccinations can prevent many serious infectious diseases. Individuals are responsible
for ensuring that these are kept up to date Vaccinations required by the individual will be based on the
trading area of the vessel.
3-12.11
Medical Evacuation (Medevac)
There may be instances on board when an injury or illness is beyond the control of the ships medical
team and assistance from shore may be required. The Ships Captain will determine the requirement and
will take action accordingly.
Assistance from Shore can be:
By Radio Medical Advice and / or Evacuation of the personnel to a hospital facility at sea or
ashore depending on proximity and urgency.
Radio medical advise is available from agencies such as CIRM Roma.
The International Radio Medical Centre (C.I.R.M.) offers free medical assistance at distance to vessels
underway without a doctor on board, in close coordination with the Coast Guard Headquarters for rescue
operations. The advice provides support in cases where an individual suffers either illness or an
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accident at sea and is intended to supplement the first aid training of the ships crew and the
written guidance that is available, such as the Ships Captains Medical Guide.
C.I.R.M. is contactable through Italian coastal stations and via:
Telex:
612068 C.I.R.M.I
Telephone:
+39-06.54223045
E-Mail:
telesoccorso@cirm.it
Fax:
+39- 06.5923333
Mobile GSM:
+39-348 -3984229
Web:
www.cirm.it
Italian Radio Coastal stations: asking for C.I.R.M

Request via telex should be labelled MEDRAD or DH MEDICO to obtain priority transmission.
Preparing the following information before seeking medical advice from shore will facilitate communication
between vessel and shore facility and quicken the advice procedures.
3.12.11.1
Information regarding the patient:
Date of Birth, Nationality, Rank
Temperature, Blood pressure, Pulse and Respiratory rates
Onset of symptoms, accurate description of symptoms / injury, location of pain, associated symptoms.
Other medical problems of the patient, with special reference to drug or other allergies, chronic illness and
their eventual treatment
In case of an accident, where and how it took place.
Therapy already administered to the patient.
3.12.11.2
Information regarding the ship:
list of medicines on board
vessel's name, call sign, flag, and owners
vessel's position, port of Departure, destination, ETA to destination, and ETA to nearest port
where assistance may be available
Admiralty List of Radio Signals Vol. 1: Medical Advice by Radio.

CIRM recommends to call them as soon as possible: a trivial symptom may be the onset of a more
serious problem; a free medical consultation is always warranted.
ITU List of Radio Determination Special Services are reference publications for Radio Medical Advice.
When helicopter assistance is required, contact an MRCC and prepare for helicopter operation.
As required check for Assistance from AMVER or other similar organizations and Naval ships within the
vicinity.
ASPSM shall be notified using the initial incident reporting form mentioning that Evacuation is required.
For vessels close to arrival port liaise with the ships agent for the fastest means of evacuation.
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3.13
Stowage and Handling of Hazardous Materials
3-13.1
Hazardous Materials
Toxic / Hazardous Material is any material which due to its Physical or Chemical Property could cause a
health or environmental damage. Such materials require special handling techniques to be employed to
ensure that the operation is controlled in such a manner to avoid any accidents and impact to health or
environment. In addition to the contents of this section, The code of safe working practices is to be
consulted for detailed guidance. For every dangerous or hazardous material handled on board, a Material
Safety Data Sheet (MSDS) is to be provided and available to all personnel working with the material.
Dangerous or hazardous materials which are not specifically mentioned in this section are to be subject to
a special risk assessment prior to use on board.
Note: Material specific to the cleaning of chemical tanker cargo tanks use are mentioned in VOM-12B for
Chemical Tankers.
Masters/Chief Engineers must ensure that a full on board assessment of ship systems, plant and
instrumentation is undertaken to identify any hazardous substances that could be a danger or require
specific safety measures. The form V-SAF-019 - Hazmat Register shall be maintained by the Works
Committee.
The assessment must ensure the following:
1. That there is full inventory of all hazardous substances on board, including such substances
which may be contained within plant/machinery or instrumentation, as well as chemicals, paints,
solvents and gases; for example, refrigerant gases in plant.
2. That the vessel has on board current MSDS information, detailing safety measures and required
PPE, for each of the identified substances, chemicals, paints, solvents and gases. Generally
MSDS's are valid for 5 years.
3. That plant/machinery and instrumentation containing such substances are clearly identified with
appropriate signage and that the management of such substances during repair/maintenance
work is
4. In accordance with the appropriate MSDS.
5. That the vessel has on board the necessary PPE, as specified in MSDS information, for any such
identified hazardous substance.
3.13.1.1 Material Safety Data Sheets (MSDS)
There shall be a current MSDS for every chemical on board and no chemical should be used without
reference to a current MSDS. MSDSs are generally current or valid for five years. Any task involving the
use of chemicals must include a Job Safety Analysis (JSA), which shall contain reference to a current
MSDS ensuring that correct PPE is utilised and that appropriate first aid/equipment is available.
Set out below is a general overview of the sections contained in a MSDS. Most common MSDS formats
have sixteen sections.
1. Chemical Product and Company Identification
2. Composition (Information on ingredients)
3. Hazard Information
4. First Aid Measures
5. Fire Fighting Measures
6. Accidental Release Measures
7. Handling and Storage
8. Exposure Controls and Personal Protection
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9. Physical and Chemical Properties

10. Stability and Reactivity
11. Toxicological Information
12. Ecological Information
13. Disposal Considerations
14. Transportation Information
15. Regulatory Information
16. Other Information
Each section in more detail:
1. Chemical Product and Company Identification
Product name (as it appears on the container)
Chemical name (may be different to the to the product name)
Other names and synonyms by which the substance is known (including foreign names)
Manufacturer or Suppliers name, address and contact details
2. Composition (Information on ingredients)
Chemical compound and its percentage by volume
Other ingredients percentage by volume
CAS number of all main materials used in the substance
Chemical formulas
3. Hazard Identification
Details information on important hazards to man and the environment
Detail on how the substance can enter the body
Health effects including ingestion and inhalation
Medical conditions aggravated by exposure
Hazard Codes and risk phrases
4. First Aid Measures
If hazardous exposure has occurred the detail for first aid with contact, inhaled injected or
absorbed.
5. Fire Fighting Measures
Technical Details-Flammability, Flashpoint, Auto Ignition Temp, Upper and Lower Explosive
Limits, Hazardous Combustion Products
Fire and Explosion Hazards
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Extinguishing Medium- Suitable extinguishing agents and unsuitable extinguishing agents
Fire fighting instructions Details on protective equipment required explains how to extinguish
6. Accidental Release Measures
In the event of a spillage, describes the emergency procedures to follow including evacuation
personal precautions, containment and cleanup. Also help to develop an emergency plan for your
particular situation.
7. Handling and Storage
Precautions, general and technical information on the handling and stowage of the product.
8. Exposure Controls and Personal Protection
Information on exposure standards and appropriate types of Personal Protective Equipment that
should be used. How the chemical user can prevent or reduce their exposure to the substance.
9. Physical and Chemical Properties
Covers the relevant physical and chemical properties. Includes the physical state, odour and
appearance, melting and boiling point Evaporation rate, freezing point, density, vapour pressure,
specific gravity, viscosity, solubility and pH.
10. Stability and Reactivity
Details about decomposition of a product and dangerous reactions that can occur. Details can
include stability in the product, incompatible chemicals, hazardous by-products formed and
hazardous polymerisation.
11. Toxicological Information
Potential risks that exist from exposure to a substance. Specific details include acute toxicity,
chronic toxicity and toxic effects.
12. Ecological Information
General notes on the release of the substance to the environment. May include information on
toxicity to fish, to plants, flora and fauna, contaminated drinking water and danger to the ozone
layer.
13. Disposal Considerations
Details on the disposal methods that must be followed and the checks that must be done.
Including disposal containers and packing, method of disposal and Local statutes.
14. Transportation Information
Details about safe transportation including identification number, UN number, Hazard class and
code and shipping labels.
15. Regulatory Information
Specific regulatory requirements that need to be adhered to for the particular substance.
16. Other Information
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Contains information on sources of key data, glossary of terms used, Restrictions and
recommendations and a disclaimer
Introduction of Hazardous Material into Work Site
Before a Toxic / Hazardous Material is introduced into the work site the characteristics of the material has
to be understood by all concerned. Following steps shall be followed:
Obtain the MSDS for the material.
Department head to study the MSDS and develop a JSA. Once all aspects are studied advise the
management team of the details including intended location of storage, compatibility with other
substances, known hazards, precautions, PPE and training required.
The Risk assessment shall be modified depending on the analysis by the management team.
Brief all personnel directly and indirectly involved, on the characteristics including safety
precautions to be followed in handling and storage (including compatibility issues) and the PPE
required.
Post a copy of the MSDS at the location of storage.
Clearly mark the storage location and ensure proper segregation of the material
Secure the material against accidental movement and secure all other material within the
compartment to ensure that nothing will accidentally make contact with the material.
3-13.3
Handling Precautions for Toxic and Hazardous Substances
The safe handling of toxic and hazardous substances demands great care from all involved, so that any
possibility of an accident occurring is minimized. They are to be handled only under instruction from and
under the supervision of a responsible officer. The responsible officer is to instruct, inform and train crew,
so that they understand the risks arising from their work with dangerous or hazardous materials and the
precautions to be taken.
The range of potentially hazardous substances found onboard includes but is not limited to the following:
paint and thinners
electrical cleaners
rust removers
de-scaling chemical compounds
cooling and feed water chemical treatments
domestic cleaning agents
The use of dangerous or hazardous materials and substances detailed in paragraphs below are to form
part of routine risk assessments.
3-13.4
Use and Storage of Chemicals
Hazardous or toxic substances, chemicals and similar products must be utilised and stored so that users
and other personnel are safeguarded against accidents, injuries or other harm. These substances can
provide a range of toxic and harmful effects to users.
A well constructed, ventilated and secure storage area is to be used to store all chemicals, and material
must only leave this area under the supervision of a responsible officer. Materials having different
properties and safety concerns are to be stored apart from each other and the storage area is to provide
protection and security from accidental spillage or damage to containers from the vessels motion in a
seaway. There must be no possibility of other important equipment such as mooring lines becoming
damaged by chemical spills.
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Original containers are always to be used to identify the contents and avoid confusion. Chemicals must
never be used from unlabelled containers and containers are to be properly sealed and secured after use.
MSDS are to be posted up adjacent to each type of chemical and the particular dangers of each are to be
highlighted.
Chemicals must always be handled with great care and wearing the correct personal PPE. This
equipment is to consist of eye protection, rubber gloves, apron and safety footwear. Care is to be taken
not to breathe chemical vapours. Eye wash liquid is to be available in the immediate vicinity as a first aid
measure to remove chemical from the eyes and skin.
3-13.5
Use and Storage of Paints and Thinners
Paints and thinners present significant fire and explosion hazards due to their volatile nature. They also
have toxic properties if vapours are inhaled. They must only be stored in the designated fire protected
locker which is to be kept well ventilated. Light and other fittings are to be explosion proof and be kept in
good order. Drums of paint and thinners must be kept closed to reduce vapour release to a minimum. No
type of hot work is to be carried out in or near the paint locker unless suitable precautions are taken,
including removal of all paint drums. MSDS must be available and posted up at the locker for all types of
paint stored and respirators are to be available for use.
Enclosed areas where painting is being carried out are to be kept well ventilated and appropriate fire
precautions taken. Smoking is not permitted in any internal space during painting and until paint has fully
dried.
Paint spraying equipment must only be operated in accordance with the manufacturers instructions and
with great care. During paint spraying, the body is to be kept fully covered to prevent accidental
penetration of the skin. Eye protection and respirator masks are also to be used. Paints containing
mercury lead or any other toxic compound must not be sprayed in enclosed spaces.
3-13.6
Hazards Associated with Oils used on Ships
Health hazards may exist from contact with some oils used for fuel, lubrication and hydraulic systems.
Particularly materials such as residual fuel oil or used engine lubricating oils contain poly-aromatic
hydrocarbons (PAHs) which are known to be carcinogenic. Additional to any carcinogenic effects a range
of skin diseases ranging from irritation to severe oil acne may occur.
When handling oil or waste oil, direct contact with the skin must be avoided by the use of protective gloves
and / or barrier creams.
Additionally, further protection is to be utilised as appropriate, i.e. use of aprons and eye protection. This is
particularly the case with degraded oils that may have undergone chemical changes during use, and
therefore may exhibit different characteristics from their MSDS.
3-13.7
Use of Adhesives
Adhesives, in many cases emit fumes that are highly flammable and toxic if inhaled. Additionally, some
super glues are very powerful and bond materials on contact. In all cases adhesives must only be used
for their intended purposes in accordance with the makers instructions. They must only be stored in a
sealed manner and if possible in a well ventilated room. During use, appropriate ventilation must be
provided in order to prevent build up of toxic or explosive vapours and fire precautions and equipment
must be observed and available. Handlers are to wear appropriate respiratory protection.
3-13.8
Glycols
Glycols are commonly used in heat transfer fluids, antifreeze formulations, hydraulic fluids and surfactant
agents (oil dispersants and fire fighting foams). As antifreeze they are used in PV breakers and radiators
of Generators etc. When glycols are heated to decomposition they can emit acrid smoke and vapours
which are irritating to the eyes and respiratory track. Glycols can also cause skin irritation and dermatitis
after prolonged contact. Hand, eye and face protection should be worn when working with glycol. If glycol
vapours are present an air purifying respirator with organic vapour cartridge and pre-filter should be used.
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Methanol
Methanol is a clear, flammable liquid with an alcohol odour which is used as antifreeze and is a
constituent of many commercially available solvents. Products that contain methanol include glass
cleaner, paints, varnishes, paint thinners and removers. Though chemically an alcohol it is extremely
dangerous if consumed or ingested. It can effect the central nervous system and ingestion or exposure to
high concentrations can cause blindness.
Use only in a well ventilated area away from potential ignition sources, great care must be taken during
fire incidents as methanol burns with an invisible flame and there is serious potential for accidentally
entering burning vapours.
When handling, wear protective clothing including full face visor, rubber gloves, boots and coveralls to
avoid skin contact. During emergency situations self contained breathing apparatus shall be worn.
3-13.10
Asphyxiates
Asphyxiates include Nitrogen, carbon dioxide, carbon monoxide and natural gas. Asphyxiates displace the
oxygen in a space. Welding or flame cutting in a confined spaced can consume oxygen and the resulting
by-products of combustion can result in an asphyxiate. Early indications of asphyxiation include
headache, fatigue, burning of eyes and impaired mental and physical function.
Check all confined or poorly ventilated areas prior to entry for oxygen content with an oxygen meter and
frequently during any work in a confined space Enclosed space entry procedures shall be strictly
followed for entering any areas doubted to have lack of Oxygen or can develop asphyxiation while work is
in progress.
Care must be taken to ensure that portable H2S/ O2/ CO monitors are regularly calibrated as per
manufacturers instructions. Only units in current certification shall be used for monitoring purposes.
On board tankers, Inert Gas will give rise to a similar situation. IG will replace Oxygen in a compartment
rather rapidly if allowed ingress. All precautions and lock out/ tag out should be in place if there is even a
remote chance of such a risk.
3-13.11
Use of Pesticides and Fumigants
Pesticides use on board ship may be classed as dangerous goods. Some of the gases used for
fumigation are flammable and may create a fire hazard. All fumigants are highly toxic and exposure to
fumigants must be kept to the minimum practical level below the TLV.
A number of accidents have occurred from fumigation processes.
Fumigation in port must only be carried out under the supervision of a specialist company, usually
involving the evacuation of the crew to a hotel or other location. Fumigation during a voyage is to be
carried out under the supervision of the Master however, must only be carried out if absolutely essential,
with the companys approval, that of the vessels national administration and the administration of the
state of the vessels next port of call or destination.
Where there is any doubt that the fumigant tablets have fully decomposed prior to arrival at the discharge
port, self-contained breathing apparatus must be worn until all fumigant residues have been removed and
the cargo spaces have been thoroughly ventilated.
The Master must ensure that personnel involved in the fumigation process are trained in its use and are
provided with all the information and protective equipment required. The fumigant must only be used in
accordance with the manufacturers instructions with which the trained personnel are to be thoroughly
familiar. This is to include knowledge concerning the methods of detection of the fumigant in air, its
behaviour and hazardous properties, symptoms of poisoning, relevant first aid and special medical
treatment and emergency procedures.
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If fumigant tablets are applied in a retrievable form, their residues are to be removed immediately on
arrival at the discharge port. In cases where no means of retrieval are provided, a vessel must not
discharge her cargo until safe working conditions have been established both on board and ashore.
3-13.12
Use of Detergents
Detergents are commonly used throughout the ship for a variety of reasons including laundry, galley and
general cleaning purposes. They do not normally present serious hazards in handling, although care must
be taken when handling strong or concentrated detergents and in cases where there may be prolonged
contact with the skin. This can cause a degreasing effect of the skin and subsequent skin irritation.
It is therefore recommended that gloves are to be worn in such circumstances. Where gloves are not
practical, a good quality barrier cream is to be used. Splashes of neat detergent onto the skin are to be
washed with plenty of water followed by, if necessary, a moisturising cream or similar substance. If
contact is made with the eyes, then again water is to be used in copious amounts to flush the eyes clear.
The manufacturer will supply instructions in the use and handling of the detergent. These instructions
must be followed at all times if there becomes a build up of water/oil/detergent mixture in the bilges. In
some cases, the combined mixture will have an adverse effect on the oily water separator, causing filter
problems and creating inaccuracies in proper oil/water monitoring. As a result any mixture must be kept to
an absolute minimum. Where the mixture has been pumped through the OWS, then the unit must be
flushed through and retested according to the manufacturers instructions. Wherever possible alternative
means of disposal (such as collection in drums for later landing ashore) should be used. It is very
important when using detergents in the engine room that care is taken to ensure that detergents which
may have an adverse effect on the operation of the oily water separator are not disposed of via the bilges.
Cleaning agents or chemicals used for general cleaning and degreasing in the engine room, or tank top
and bilge cleaning, should be of a type which is compatible with the bilge separator fitted on the vessel.
Unsuitable chemicals mixed with oil and bilge water can have an adverse effect on the oily water
separator, causing filter problems and creating inaccuracies in proper oil/water monitoring. This can result
in discharge of contaminated water into the sea.
Should any chemicals that may not be compatible with the operation of the separator be inadvertently
pumped through the unit it must be flushed through and retested according to the manufacturers
instructions. Wherever possible alternative means of disposal of such mixtures (such as collection for
landing ashore) should be used.
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Environment
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1 January 2013
Authorised:
General Manager
ENVIRONMENT........................................................................................................ 4.1-1
4.1
ENVIRONMENTAL POLICY ............................................................................................ 4.1-1
4.2
INTRODUCTION .......................................................................................................... 4.2-1
4.3
SCOPE ...................................................................................................................... 4.3-1
4.4
DEFINITION ................................................................................................................ 4.4-1
4.5
PROCESS .................................................................................................................. 4.5-1
4.6
DESIGNATED PERSON IN CHARGE ............................................................................... 4.6-1
4.7
SHIPBOARD ENVIRONMENTAL ACTIVITIES .................................................................... 4.7-1
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ENVIRONMENTAL CRITICAL EQUIPMENT ....................................................................... 4.8-1
4-8.1
4-8.2
4-8.3
4-8.4
4-8.5
Definition of Environmental Critical Equipment ................................................................. 4.8-1

Overdue PMS of Critical Items .......................................................................................... 4.8-1
Competency standards for Environmental Critical Equipment .......................................... 4.8-1
Maintenance on Environmental Critical Equipment ........................................................... 4.8-1
Breakdown of Environmental Critical Equipment .............................................................. 4.8-1
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4.8
Oil Record Book ................................................................................................................. 4.7-1

Portable Emergency Pumps Bulk Oil Transfers ............................................................. 4.7-1
Absorbent Materials and Tools .......................................................................................... 4.7-1
Scuppers Bulk Liquid Oil Transfers ................................................................................ 4.7-1
Oil Spill Response Plan ..................................................................................................... 4.7-2
Response Drills .................................................................................................................. 4.7-2
Local Area Emergency Response Contacts ...................................................................... 4.7-2
Shipboard Waste Management Manual ............................................................................ 4.7-2
Garbage Record Book ....................................................................................................... 4.7-2
Collection, Processing, Separation, Storage and Disposal ............................................... 4.7-3
Disposing Of Garbage Ashore ........................................................................................... 4.7-3
Signage .............................................................................................................................. 4.7-3
Sewage .............................................................................................................................. 4.7-3
Sewage Discharge Rate .................................................................................................... 4.7-3
Biological Pollution ............................................................................................................. 4.7-4
Handling Bilge Residues .................................................................................................... 4.7-4
Pump Room Bilges ............................................................................................................ 4.7-5
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4-7.1
4-7.2
4-7.3
4-7.4
4-7.5
4-7.6
4-7.7
4-7.8
4-7.9
4-7.10
4-7.11
4-7.12
4-7.13
4-7.14
4-7.15
4-7.16
4-7.17
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MISCELLANEOUS POLLUTION SOURCES ....................................................................... 4.9-1
4-9.1
4-9.2
4-9.3
4-9.4
Hull or Bulkhead Failure..................................................................................................... 4.9-1

Machinery Operations ........................................................................................................ 4.9-1
Miscellaneous .................................................................................................................... 4.9-1
Funnel Smoke .................................................................................................................... 4.9-1
4.10 SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP) ......................................... 4.10-1

4.11 BIO-FOULING MANAGEMENT PLAN............................................................................. 4.11-1
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4.1
Environmental Policy
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ASP Ship Management Group (ASP) is committed to conduct our operations in a manner that is
environmentally responsible, befitting of a good corporate citizen, comply with environmental laws and
manage all phases of our business in a manner that minimises the impact of our operations on the
environment. This will be achieved through the implementation of a fully documented Environmental
Management System (EMS) that satisfies the elements of the current standard of ISO 14001.
As evidence of ASPs commitment and responsibility for all matters relating to our Environmental
Management System (EMS) these are detailed within our Health, Safety, Security & Environmental
Policy which is displayed in various locations throughout the vessel for all employees, contractors and
visitors to see.
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It is the individual responsibility, through the Integrated Management System, to adhere to this Policy and
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Introduction
ASP Ship Management has established an Environmental Management System (EMS) to ensure
compliance with the required:
International Standards;
Flag State Regulations;
Port State Requirements;
Relevant International/Local Standards;
Relevant Class Rules and Regulations;
Industry Guidelines and Standards;
Ship Management Contracts.
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Scope
ASP has implemented an EMS based on the ISO 14001 standard criteria.
The current scope of the ASPs EMS program covers the operations of:
our managed fleet in accordance with current policies and procedures and in line with our ship
management agreements;
our shore based office locations in support of these operations
And is designed to improve ASPs environmental performance as a Company.
the appropriate ISO 14001 standards and elements;
descriptions of the core elements of ASPs EMS; and
the necessary directions to related documents and information.
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This manual references:
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Definition
Environmental Aspect:
Those elements of an organizations activities, products, services or physical resources which may have
potential beneficial or harmful effects on the environment. These may include discharges and emissions,
raw materials and energy use, waste recycle, noise, dust and visual pollution. Aspects include technical
concerns such as potential process, storage, transfer, transportation, utilities and product impacts.
Environmental Impact:
The change that takes place from the occurrence of any given Aspect. An impact is the pollution that
would result if an environmental aspect were not properly managed or controlled.
Impacts include emissions to air, water, hazardous waste, energy use, material use, cosmetic and
nuisance concerns.
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Legal and Other Requirements
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In line with ASPs Environmental Policy, our commitment to complying with all applicable legal
requirements, regulations and any other requirements.
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Objectives and Targets

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During the 4 Quarter of each year, the Shore based HSSE Committee shall identify and establish ASPs
environmental objectives and targets for the upcoming calendar year based on, but not limited too,
any legal and other requirements, audit findings or any environmental incidents through the ASP
HSSE Plan.
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EMS Training
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All ASP employees shall receive training on the Environmental Management System (EMS).
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The training module shall include but not limited to ASPs Environmental Policy, the potentially
significant Environmental Aspects and Impacts Register, the objectives and targets (ASP HSSE Plan),
the Legal Register and the employees' roles and responsibilities in meeting the requirements of our EMS.
This training may be imparted either in a class room environment, onboard or taken by the candidate via
the companys E-learning Portal.
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Process
4-5.1
Aspects and Impacts Register
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As part of meeting the requirements of our EMS, each vessel and regional office will have a vessel type
and office Aspects and Impacts Register.
The Master shall ensure that the vessel type Aspects and Impacts Register is reviewed during the Masters
Review process. Shipboard processes shall be analysed to determine any improved energy conservation
measures and report any changes through the procedure change request process or through the minutes
of the Monthly HSSE minutes.
Twice yearly, the Shore based Management Review Meeting shall review the environmental Impacts and
Aspects Register by vessel type on V-ENV-005 - Aspects and Impacts Register of ASPs activities, in
order to determine the risk associated with the applicable aspects and impacts identified in the register
which can have a significant effect on the environment.
HSSE Meetings
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Environmental Reporting
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ASP Ship Management places a very high priority on protecting the environment and all operations must
be conducted with this in mind. ASP also sets environmental performance standards for vessels it
manages. Identification actions which will minimise environmental impact from the vessels are an ongoing
process and are to be discussed in the monthly vessel HSSE meetings.
The Environmental Reporting has been developed to cover the following vessel type:
V-ENV-006 - Environmental Reporting - General (covering e.g. Bulker, Ro-Ro, Passenger)
V-ENV-007 - Environmental Reporting - Tanker
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Each quarter of each year, the Environmental Reporting is to be provided to the marine standards
department from the above forms, however, if there is a requirement from a client to use their own
Environmental Reporting format, then this format should be sent to the marine standards department
instead of the ASP format.
The quality and integrity of the data is critical to provide an accurate interpretation of our performance. The
Master is required to approve the data for accuracy and completeness. This is an important piece in ASPs
aim to demonstrate a continual improvement in environmental performance.
This report is to enable ASP to accurately measure any environmental impact of shipboard operations and
enable future reduction targets to be set.
4-5.4
Legal Register
The Environmental Representative (ER) of each office location shall compile a register of legal
requirements, regulations and any other requirements applicable to the environment relevant to shipping
industry. All crew need to be aware of the Shipboard Legal register V-SAF-023.
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Designated Person in Charge
The Chief Officer and Chief Engineer, under the authority of the Master, have been assigned the role of
Environmental Officer however the Master may delegate this role to another Officer.
The duties of the Environmental Officer (Chief Officer) are to:
Ensure the requirements of V-ENV-009 Shipboard Waste Management Plan are understood and
adhered to by:
Ensuring placards are displayed in accordance with MARPOL;
Ensure garbage is handled and disposed of in accordance with this plan;
Ensure incineration or other treatment of garbage wastes are in accordance with

instructions contained in this Plan;
Ensure the vessel's position is known before garbage is discharged overboard.
Liaise with shore authorities regarding port reception facilities;
Ensure the V-ENV-004 - Garbage Record Book is maintained;
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Observe all Port and Facility requirements for the disposal of solid wastes. For Vessels on a fixed
trading pattern these requirements should be included in a VSSO.
Be responsible for the training and induction of all new Crew Members in the Companies Garbage
Management Requirements
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All duties as set out in Section 13 of this Vessel Operating Manual including but not limited to:
Oily Water Separator
Incinerator use
Refrigeration and Air conditioning
Oil samples
Critical Equipment
Sewerage
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The duties of the Environmental Officer (Chief Engineer) are to:
Ensure incinerator is not used in any port at any time;
Ensure incineration or other treatment of garbage wastes are in accordance with instructions
contained in the vessel's Garbage Management Plan that should take into account all Regulatory,
Facility and Port Requirements.
Any problems encountered during collection, processing, storage or disposal by any Crew Member are to
be reported to the Chief Officer/First Mate for resolution immediately or by reference through him/her to
the Health, Safety, Security and Environment Committee on board.
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Shipboard Environmental Activities
4-7.1
Oil Record Book
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Details of all cargo, ballast, bunker, tank cleaning, slop handling and engine room bilge handling
operations must be recorded in the appropriate Oil Record Book in accordance with the instructions
contained in the front cover of that book.
Attention must be paid to ensuring that at all times, quantities of oil handled, and position of the vessel,
are accurately entered where these are required.
The Chief Engineer is responsible for maintaining the Engine Room Oil Record Book.
The Oil Record Book shall be kept on board until three years have elapsed from the date of the last entry
when after that, it may be disposed of.
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For tanker vessels, the Chief Officer is responsible for maintaining the Deck Oil Record Book.
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For Chemical vessels, the reference to Oil Record Book shall be read as "Cargo Record Book (for
Noxious Liquid Substances in Bulk)".
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In addition the Master is to countersign each completed page of the Engine Room Oil Record Book and
Oil Record Book/Deck Cargo Record Book.
Absorbent Materials and Tools
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During all bulk oil transfers, be it cargo lubes or bunker operations, the portable emergency pump is to be
deployed in the area most likely to be the source of the spillage or area where the oil will pool, and rigged
ready for immediate use to transfer any liquid to a holding tank or other suitable sized containment tank.
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During all Bulk Oil Cargo, Oil Bunker handling operations the oil spill response trolleys containing
absorbent materials must be deployed on each side of the vessel.
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Tools suitable for dealing with deck spills, e.g. scoops, shovels, brooms, squeegees, buckets etc., and
must be available for immediate use during such operations. Any tool used must be a non-sparking type.
Masters and staff onboard the vessels are cautioned to refrain from use of oil spill dispersants overside
until such time as approval for their use has been received from the coastal state authorities and/or the
local environmental control agency.
4-7.4
Scuppers Bulk Liquid Oil Transfers
Scuppers must be effectively plugged during all Bulk Oil Cargo and Oil Bunker handling operations when
in port. In the event of rain there will inevitably be a build up of water on deck, which will nearly always
have sheen of oil on it as the result of grease run off from exposed wires, winch gears etc. Never let this
water build up to a level where it might flow over the vessel side plate, taking the oil with it. Use the
portable emergency transfer pump or the scupper drain system to decant the water from the deck.
Where the vessel is fitted with a scupper drain system this must be checked prior to arrival in port to
ensure that the lines are clear and the valves operate correctly.
Scupper drain system valves must be clearly identified. These valves must be kept closed whilst the
vessel is in port.
Note: Temporarily opened scuppers not to be left unattended at any given time.
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Oil Spill Response Plan
All vessels are to carry an approved Shipboard Oil Spill Response Plan and or Shipboard Marine Pollution
Emergency Plan as appropriate.
It is the responsibility of the Master to ensure that these plans are reviewed and updated as required.
4-7.6
Response Drills
Masters must ensure that emergency response drills are held every three months to ensure that all
personnel are familiar with the plan and its reporting requirements. These drills must be recorded in the
Official and Deck Log Books.
4-7.7
Local Area Emergency Response Contacts
Shipboard Waste Management Manual
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In accordance with Protocol 1 and Regulation 26 of Annex 1 of the International Convention for the
Prevention of Pollution, the Master shall ensure the local agent completes an up to date list of Local Area
Emergency Response Contacts V-ENV-002 and supplies to vessel for the purpose of reporting oil
pollution incidents. This information is to be displayed in a prominent area of the Cargo Control Room.
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The purpose of this manual is to provide instruction to vessel's personnel regarding the handling of
vessel's garbage in accordance with MARPOL 73/78, Annex V. It applies to all vessels fully managed by
ASP Ship Management.
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ASP Ship Management expects that every vessel will comply with the regulations set out in MARPOL. If
the Master is in any doubt as to the appropriate disposal method, the garbage in question shall be
retained onboard and landed ashore at the next suitable port. He/she may also contact the Designated
Person for clarification on the issue.
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Any problems encountered during collection, processing, storage or disposal by any Crew Member are to
be reported to the Chief Officer/First Mate or the Environment Officer for resolution immediately or by
reference through him/her to the Health, Safety, Security and Environment Committee on board.
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All crew shall ensure that the collection, storage, processing and disposal of garbage are achieved
efficiently in all areas of the vessel, and that the relevant procedures detailed in this plan are carried out.
The procedures for collection, processing, storage and disposal of garbage shall be part of the vessels
induction procedure for new personnel.
4-7.9
Garbage Record Book
All entries in the V-ENV-004 - Garbage Record Book shall be in English.

AMSAs Marine Order 4/2008 and MARPOL requires that on Australian vessels, this record is to be kept in
a bound hard copy and not in a loose leaf format.
The V-ENV-004 - Garbage Record Book and V-ENV-003 Garbage Disposal Receipt shall be available
for inspection by government authorities at any time. These records shall be retained onboard for a period
of at least two years after the last entry is made.
In addition to routine entries, an entry is to be made in the V-ENV-004 - Garbage Record Book describing
the circumstances of, and reasons for unintentional discharge, escape or accidental loss due to:
The disposal of garbage from the vessel, necessary for the purpose of securing the safety of the
vessel and those onboard, or saving life at sea; or
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The escape of garbage resulting from damage to the vessel or its equipment, provided all
reasonable precautions have been taken before and after the occurrence of the damage, for the
purpose of preventing or minimizing the escape.
Collection, Processing, Separation, Storage and Disposal
All Garbage is to be handled in accordance with the V-ENV-009 - Shipboard Waste Management Plan.
4-7.11
Disposing Of Garbage Ashore
In addition to filling out the V-ENV-004 - Garbage Record Book when garbage is landed ashore or
transferred to another vessel, the Environmental Officer shall ensure the contractor/operator of the port
reception facility, or the Master of the receiving vessel, completes V-ENV-003 - Garbage Disposal
Receipt. Where garbage is left on the wharf for waste collection after sailing, the Environmental Officer
shall complete the V-ENV-003 Garbage Disposal Receipt and notate it with "Contractor Unavailable
prior to sailing".
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4-7.12
Sewage
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In accordance with the regulations each area of garbage collection shall have suitable placards displayed
in order to advise the crew of the Shipboard Waste Management System and the method of segregating
waste.
Sewage Discharge Rate
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4-7.14
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Annex IV of the MARPOL regulations deals with the disposal of sewage from vessels. Company vessels
must be in full compliance at all times. This means that sewage can only be discharged into the sea if a
sewage treatment plant is in use. If this is not possible, sewage must be retained on board and only
discharged at sea if the vessel is more than 12 nautical miles from land, and not in a prohibited area as
described by MARPOL.
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Where the vessel is not fitted with a sewage treatment plant and the vessel intends to discharged sewage
to sea more than 12 nautical miles from land, then the discharge rate shall be in accordance with the Flag
State approved rate as required by MEPC 157(55). The approved the rate of discharge shall be based
upon the vessels maximum summer draft and maximum service speed. Where sewage is to be
discharged at a different combination of draft and speed one or more secondary discharge rates may also
be approved.
The maximum permissible discharge rate is 1/200,000 (or one 200,000th part) of swept volume (means
ship breadth x draft x distance traveled) as follows:
DRmax = 0.00926 V D B
Where:
DRmax is maximum permissible discharge rate (m3/h)
V is ships average speed (knots) over the period
D is Draft (m)
B is Breadth (m)
The maximum permissible discharge rate specified above, refers to the average rate as calculated over
any 24 hour period, or the period of discharge if that is less, and may be exceeded by no more that 20%
when measured on an hourly basis.
Before undertaking a sewage discharge, the crew member responsible for sewage operations shall
ensure that the ship is en route, is more than 12 nautical miles from the nearest land and the navigation
speed is consistent with the discharge rate that has been approved by the Flag State. Ships with high
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discharge requirements are encouraged to keep notes of calculations of the actual discharges to
demonstrate compliance with the approved rate.
4-7.15
Biological Pollution
There is increasing evidence that vessels with clean or segregated ballast might, under certain
circumstances, be responsible for introducing hostile marine life into an unfamiliar environment to the
detriment of that environment. In such cases, in order to eliminate the problem it will be necessary for the
segregated ballast to be exchanged at sea in deep waters.
All vessels shall carry a Ballast Water Management Plan (preferably class approved). Any Ballast
exchanges are to be recorded in the Deck Log Book and on any flag/coastal state reporting forms that
may be required.
4-7.16
Handling Bilge Residues
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The discharge of liquid residues from the engine room bilges or a bilge tank is prohibited unless the
discharge is being controlled by a 15 ppm filtering equipment in accordance with MARPOL.
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The final residues, which remain, must be incinerated, discharged directly to a shore reception facility or
transferred to a holding tank for eventual disposal. In the latter case, prior to transfer starting, the Officer
in charge must verify that there is sufficient ullage in the holding tank.
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The Chief Engineer is responsible for all bilge pumping operations and they must never be carried out
without his personal approval and form V-ENG-020 - Sludge Transfer Checklist has been completed prior
to pumping liquid waste ashore.
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Written instructions relating to bilge operations must be drawn up by the Chief Engineer and included in
the Engine Room Standing Orders.
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The maximum capacity, associated sounding and ullage of each tank used for bilge waste or sludge must
be clearly posted in the engine room or engine control room. If any of these tanks are fitted with a high
level alarm or indicator then the sounding and capacity at which this alarm or indicator is activated must
be clearly identified.
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All these tanks and the bilges must be sounded on a daily basis and the results recorded in the Chief
Engineer's sounding book. The previous three (3) days soundings must be recorded on a board in the
engine room or engine control room so that the trend is visible to the vessel's Watch Keepers.
On UMS vessels where the bilge pump is operating in automatic mode, the level in the tanks should be
checked during the final inspection of the engine room each day. There must be sufficient space for any
volume likely to be pumped during the night.
Prior to commencing, and on completion of any discharge operations, the bridge must be advised and the
position of the vessel relative to land constantly monitored. During the period of the operation the bridge
OOW must be vigilant for any sign of pollution and the operation must be suspended if any trace of oil is
apparent.
Any pump which can be connected to the bilge piping system and used, for the emergency discharge of
the engine room bilges must be clearly identified. Its starter box must be clearly marked with the
instruction:
"This pump can only be connected to the bilge system when duly authorised by the Chief
Engineer".
The pump's suction valve(s) should be seized with a light strip of wire which will break when the valve is
operated and this seizing should be clearly marked with a "Do Not Operate" tag.
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Vessels equipped with incinerators should make maximum use of them to dispose of sludge. If this is not
possible then sludge should be transferred to the appropriate reception facilities. All details of sludge
control should be recorded in the appropriate Oil Record Book.
All bilge pump overboard valves should be kept closed and seized with a strip of wire which will break
when the valve is operated. This seizing should be clearly marked with a Do Not Operate tag. All such
valves must be clearly marked with the instruction This valve can only be opened when duly authorised
by the Chief Engineer. In addition a placard as required by USCG Regulation 155.470 Discharge of Oil
Prohibited should be located at the overboard valve.
Note:
In an emergency situation vessel personnel must be able to pump from the bilges directly
overboard as provided for by SOLAS regulations and by the provision for emergency discharges
in MARPOL. Such overboard valves must not be locked
The overboard discharge of the engine room bilges shall be as per the requirements detailed
within VOM-13 (Oily Water Separators).
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The residues from pump room bilges must never be pumped directly overboard. They must be transferred
to a holding tank.
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Communications
5-i
#3
1 January 2013
Authorised:
General Manager
COMMUNICATIONS............................................................................................ 5.1-1
COMMUNICATION PROCEDURES.................................................................................. 5.1-1
5-1.1
5-1.2
GMDSS .................................................................................................................... 5.2-1
5-2.1
5-2.2
5-2.3
5-2.4
5-2.5
5-2.6
MISCELLANEOUS REQUIREMENTS ............................................................................... 5.3-1
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UNAUTHORIZED MEDIA CONTACT BY SHIPBOARD PERSONNEL ...................................... 5.4-1
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5.4
Facsimile Transmissions ............................................................................................... 5.3-1

Portable UHF Radios .................................................................................................... 5.3-1
Scanning equipment ..................................................................................................... 5.3-1
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5-3.1
5-3.2
5-3.3
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5.3
GMDSS ........................................................................................................................ 5.2-1

Correction of Publications ............................................................................................. 5.2-1
GMDSS Log Book......................................................................................................... 5.2-1
Equipment Tests ........................................................................................................... 5.2-1
Miscellaneous ............................................................................................................... 5.2-2
Distress Calls ................................................................................................................ 5.2-2
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5.2
Introduction ................................................................................................................... 5.1-1

Information Reporting .................................................................................................... 5.1-1
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26 November 2010
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5.1
Communication Procedures
5-1.1
Introduction
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In order to ensure that the most efficient use is made of the ship to shore communication options, the
normal method of on board communications will, unless otherwise specified, be electronic mail system
interfaced into satellite data communications, 3rd Generation mobile telephone communication or
broadband data communications.
Masters must use their own judgment but should endeavor to make their data calls at least twice a day
becoming more frequent as the vessel nears port. Due to the high costs involved, vessels should avoid
communicating by satellite telephone unless there is a need for speed and clarity.
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It is essential to advise the Company whenever the monitored ocean area satellite is changed.
As a courtesy, the Master should be copied on all company business related messages.
Information Reporting
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The subject box must be completed for every message using as full a description as possible. This
enables messages to be readily identified.
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Noon position, cargo, crew list and ETA information is required to be readily available to office personnel.
The reasons for such a requirement, e.g. emergency response in the event of loss of contact with vessel,
are obvious.
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On departure from port with cargo on board, a message must be sent with details of cargo layout. The
format can be whatever is the most convenient.
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On departure from port where there has been any change of on board personnel (Crew, Contractors,
Supernumeraries) a current crew list shall be sent with departure report.
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ETA messages to the Company.
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These reports shall be forwarded via email to the Vessel Control group.
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5.2
GMDSS
5-2.1
GMDSS
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This section provides details of testing and maintenance procedures in respect of the GMDSS equipment.
Full details of equipment operation will be found in the manufacturer's operating manuals and details of
message transmission procedures are found in the IMO GMDSS Manual and Admiralty List of Radio
Signals.
5-2.2
Correction of Publications
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An Officer designated by the Master (usually the 2 Officer) must be responsible for correcting all
volumes of the Admiralty List of Radio Signals using the information provided in the weekly Notices to
Mariners.
5-2.3
GMDSS Log Book
5-2.4
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The GMDSS logbook must be kept in the chartroom. The Bridge Watch Keeping Officers must maintain it
on a daily basis as per flag state requirements. The Master must check and sign this logbook each day.
Equipment Tests
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One Officer designated by the Master (usually the 2nd Officer) must carry out all the tests specified in this
section in accordance with manufacturers instructions. The Ship Manager must be advised immediately in
the event of any problems being identified by the tests.
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The capacity of the GMDSS batteries shall be check at intervals not exceeding 12 months, when the ship
is not at sea.
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One method of checking the capacity is to fully discharge and recharge the batteries using normal
operation current over a period of 10 hours. Assessment of the charge condition can be made any time,
but it should be done without significant discharge of the battery when the ship is at sea. Another method
could be to check the capacity by means of battery tester, e.g. in connection with the annual radio survey.
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A record of this check shall be maintained in the vessels Planned Maintenance System.
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The following tests should be carried out & recorded in GMDSS log book
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Daily:
The proper functioning of the DSC facilities without radiation of signals;

Battery voltage checks;
Printers.
Weekly:
The proper function of the DSC facilities by means of a test call when within communication range
of a coast station;
Where the reserve source of energy is not batteries, the reserve source to be tested.
Monthly:
Each Emergency Position Indicating Radio Beacon (EPIRB) to be tested to determine its
capability to operate properly using the means provided on the device and without using the
satellite system; condition of HRU, release mechanism and mounting arrangement.
Each marine search and rescue transponder (SART) using the in-built test facility and checked for
security and signs of damage;
The security and condition of all batteries providing a source of energy for any part of the radio
installation;
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The condition of all aerials and insulators;

Each survival craft two-way VHF equipment, on a frequency other than channel 16.
Sat-C units 'link test' to be carried out.
Where applicable the following activities should also be recorded in GMDSS log book:
5-2.5
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A summary of distress, urgency and safety communications;

Important incidents relating to the radio service;
Where appropriate, the position of the ship at least once per day;
A summary of the condition of the radio equipment, including its sources of energy;
Personnel assigned responsibility for sending a distress alert instructed/ trained to operate
properly all radio equipment on the ship;
Necessary training / instruction given on the use of the radio equipment to relevant crew
members;
Pre-sailing checks to ensure that all equipment especially EPIRP, SART are in an efficient
working condition;
The results of the testing of the DSC distress and safety radio equipment by means of a test call
at least once a week;
The results of the testing of the distress and safety radio equipment by means of a test at least
once each day but without radiating any signal;
The on-load and off-load daily test of the batteries;
The results of the weekly hydrometer or load test of the batteries;
The results of the monthly security check of each battery and its connections.
Miscellaneous
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On a daily basis ensure that the emergency lighting is working and that all clocks (console, DSC, Sat C)
display the correct time.
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For vessels that have the capability, ensure that the automatic daily noon GMT position has been
generated and transmitted correctly.
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Ensure that a copy of the Shore Based Maintenance Certificate is posted in the vicinity of the GMDSS
console.
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A "Radiation Hazard" notice should be placed on the Satcom and radar masts and also near the radio and
GMDSS transmitting antenna. These notices must not be painted.
A line should be painted on the deck in a clearly visible colour around the base of the Satcom mast at a
radius of six (6) metres. The words "Radiation Hazard" should be stenciled on or near this line, which
should normally form an arc of a circle on the horizontal surface.
Warnings of "Radiation Hazard" should also be displayed at points of entry to any deck with antenna
mounts.
5-2.6
Distress Calls
Masters should encourage all Officers to understand the method by which distress calls are made on the
various items of equipment.
All incoming distress traffic is to be logged in the Radio Log Book and the Master notified immediately if
the vessel is in a position to render assistance.
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5.3
Miscellaneous Requirements
5-3.1
Facsimile Transmissions
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Facsimile machines are indispensable for the transmission of drawings, signed documents or certificates.
Unfortunately, due to the fact that facsimile transmissions utilize satellite circuits, the cost is invariably
high. Consequently, the facsimile machine is to be used for essential purposes only. Text, other than for
signed documents or certificates, must be sent via email.
5-3.2
Portable UHF Radios
The radios and spare batteries should be kept fully charged. It is the responsibility of each Officer to look
after the set he/she is using and report any defects to the Officer assigned by the Master to maintain the
portable radio equipment. On vessels that carry hazardous flammable cargoes, batteries must only be
changed within the accommodation area, as they are not intrinsically safe without the battery connected.
Scanning equipment
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In order to avoid potentially dangerous confusion, when using portable radios in areas where other
vessels might be working on the same frequency, all calls must be preceded by the use of the vessel's
name. This particularly applies to anchoring, mooring, cargo, ballast or bunker operations.
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Scanning equipment have become indispensable onboard vessel for the purpose of scans images, printed
text, handwriting, or an object in to a digital image which can be transmitted via email as a document or
for archiving documents to the vessels computer system and storing documents in STAR, for transmission
via replication. However the documents must be scan at a low lever so as to reduce the size of the file so
that it meets the requirements for emailing and for replication by STAR.
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Unauthorized Media Contact by Shipboard Personnel
No Crew Member shall make/receive any contact to/from a media organisation by either personal contact
or via shipboard, mobile, public telephone or any multimedia devices.
If a Crew Member becomes aware that a Crew member or Passenger, is communicating with the media,
either through personal contact or via shipboard, mobile, public telephone or multimedia devices, he/she
shall inform the Master immediately who shall immediately inform his/her Ship Manager that unauthorized
media contact is taking place.
If the report concerns a passenger, the Master shall ensure the person involved is requested to cease
such contact immediately.
If the report concerns a Crew Member, the Master shall ensure that the Crew Member is instructed to
cease such contact immediately and return to his/her emergency duties.
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If it is reported to the Ship Manager that unauthorized media contact is taking place during an emergency
involving one of ASP Ship Managements vessels, he/she shall immediately inform the Senior
Management and the Owners Representative.
If a crew member is contacted directly, they are to direct the media organisation to the Master who will
inform them of the following points:
The vessel is currently dealing with a situation onboard and all crew members are required to
maintain their duties;
Senior Management for all media statements regarding this current situation.
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Environment
Environmental Critical Equipment
The equipment defined by ASPSM as being Environmental critical is identified in STAR (Planned
Maintenance System) and the V-ENG-024 - Critical List.
All items defined by ASPSM as being critical must be contained within the vessels planned maintenance
system with suitable work instructions aimed at promoting the reliability of such equipment or systems.
These measures should include the regular testing of stand-by arrangements and equipment or technical
systems that are not in continuous use.
4-8.1
Definition of Environmental Critical Equipment
Environmental Critical equipment is any essential equipment that if fails can cause harm to the
environment, property or personal.
4-8.2
Overdue PMS of Critical Items
Competency standards for Environmental Critical Equipment
4-8.3
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Where the agreed shutdown period for critical equipment or systems cannot be achieved, any extension
or alternative actions will require review by shore management.
Maintenance on Environmental Critical Equipment
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Any work on critical equipment is only to be undertaken with the knowledge of the Master and Chief
Engineer and supervised by the relevant head of the department.
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The vessel is to contact the Ship Manager before any works are to be conducted on critical equipment and
a time line of the works is to be sent to the Ship Manager.
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A full risk assessment is to be completed by ships personnel and reviewed by Ship Manager and DPA.
This is to take into account any written JSAs and other associated permits that may be required.
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When risk assessment is approved by the Ship Manager and DPA they will notify the vessel that the
works can be conducted with a written approval letter.
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When the works are completed, the job is to be closed out and updated in the STAR defect reporting
system. The Ship Manager is to acknowledge that the job is completed and closed out.
Depending on Flag state requirements the Ship Manager is to contact Flag State of the situation.
4-8.5
Breakdown of Environmental Critical Equipment
The vessel is to contact the Ship Manager at the time of the critical equipment failure; the Ship Manager is
to acknowledge that he is aware of the equipment failure. The Ship Manager and Chief Engineer must
agree in writing before any works are to be conducted on critical equipment,
A time line of the works is to be sent to the Ship Manager.
A full risk assessment is to be completed by ships personnel and reviewed by Ship Manager and DPA.
This is to take into account any written JSAs and other associated permits that may be required.
When risk assessment is approved by the Ship Manager and DPA they will notify the vessel that the
works can be conducted with a written approval letter.
When the works are completed, the job is to be closed out and updated in the STAR defect reporting
system. The Ship Manager is to acknowledge that the job is completed and closed out.
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Taking into account any changes that may arise while work is being conducted on critical equipment. A
contingency plan is to be included in the risk assessment.
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4.9
Miscellaneous Pollution Sources
4-9.1
Hull or Bulkhead Failure
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During cargo, ballast or bunker operations all personnel should regularly monitor the water alongside the
vessel for any indication of hull leaks.
Whilst at sea, the bridge OOW should monitor the sea astern of the vessel as a matter of routine for any
indication of hull leaks. Particular attention should be paid to this requirement during and after periods of
heavy weather.
During all loaded and ballast passages all empty spaces must be sounded on a daily basis in order to
detect any internal leaks at an early stage.
Every opportunity should be taken, either when alongside a jetty or from boats, to visually examine the
external hull for any sign of leaks or potential defects.
Machinery Operations
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Engine room staff should be thoroughly familiar with all the machinery and should be alert to the possibility
of oil pollution in the event of any internal equipment or system failures. Close monitoring of all such
equipment and systems are essential if any such leakage is to be detected.
4-9.3
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Any unusual consumption of lubricating or bunker oils must be investigated immediately. Anticipated or
metered usage should be compared against measurements based upon tank soundings in order to
identify abnormal usage.
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There are a number of other sources of oil pollution, many of which, individual actions can successfully
prevent.
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Oily or greasy rags or other such material must always be placed in a container for incineration or disposal
ashore and must never be thrown overboard.
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When draining or collecting waste oil from any equipment it must always be returned to a designated tank
or container for later disposal. It must never be disposed of overboard and must never be flushed down
toilets or sinks.
Never over grease or over lubricate machinery, particularly deck machinery, as the excess lubrication will
simply run off and become a potential source of pollution.
Residues removed from a cargo or bunker tank prior to repairs must never be disposed of overboard.
During cargo and ballast operations personnel must be alert to the possibility of leaks from ballast,
mooring hydraulic systems as well as cargo valve hydraulic lines or hatch hydraulic systems.
Whenever any maintenance is being carried out which may result in the spillage or release of oil, always
ensure that absorbent materials are readily available. Spilled oil should always be cleaned up
immediately.
When in port or at anchor the surrounding waters should be carefully monitored for signs of oil. In such
cases the local authorities should be advised and an appropriate entry made in the Deck Log Book.
Similar action should be taken if ever significant signs of oil are encountered during coastal passages,
river transits etc.
4-9.4
Funnel Smoke
In many ports the discharge of smoke from the funnel is prohibited. All plant machinery must be operated
so as to minimise the emission of smoke from the funnel. The deck OOW must immediately advise the
engine room if excessive funnel smoke is observed and immediate action must be taken to rectify the
situation.
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Ship Energy Efficiency Management Plan (SEEMP)
The Ship Energy Efficiency Management Plan (SEEMP) has been designed following the guidelines
outlined in MEPC Circ.213 (63) to ensure compliance with the energy efficiency regulations introduced to
MARPOL Annex IV Chapter 4.
The SEEMP outlines various operational goals put in place to monitor and improve the energy efficiency
on board ships. It encompasses the environmental reporting process with the inclusion of Energy
Efficiency Operational Index (EEOI) which is used to monitor the operational efficiency of the vessel on a
quarterly basis using form V-ENV-006 - Environmental Reporting General and V-ENV-007 Environmental Reporting - Tanker.
The plan addresses different aspects of a vessels operation with regard to efficiency. Categories include;
Voyage Optimization (e.g. Speed Selection Optimization, Weather Routing)
Hydrodynamic Improvement (e.g. Propeller polishing, Hull cleaning)
Machinery Optimization (e.g. Main Engine performance monitoring)
Cargo Handling Optimization (e.g. Cargo Temperature Control, Cargo Pump Optimization)
Bunker Management (e.g. Fuel Oil Analysis, Lub Oil Sampling)
Other (e.g. IT and Other Household Equipment Replacement, Personnel Awareness and Training)
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The plan is split into Part A and Part B. Part A identifies company specific guidelines adopted for particular
types of vessel and will be maintained from the shore office. Part B identifies vessel specific measures to
ensure energy efficient operation of the vessel and will be kept onboard the vessel.
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Bio-fouling Management Plan
The purpose of the Plan is to outline measures for the control and management of ships' bio-fouling. It
provides operational guidance for the planning and actions required for ships' bio-fouling management.
Ships crew and operators should be familiar with the requirements of state authorities with respect to biofouling management and treatment procedures, including information that will be needed to obtain entry
clearance.
Verification and detailed information concerning state requirements should be obtained by the ship before
arrival.
Implementation of an effective bio-fouling management regime is critical for minimising the transfer of
invasive aquatic species. The bio-fouling management measures to be undertaken on a ship should be
outlined in this Bio-fouling Management Plan, and records of bio-fouling management practices should be
kept in a Bio-fouling Record Book.
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The Plan should be available for viewing on request by a port State authority and should be written in
English.
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Communications
5-i
#3
1 January 2013
Authorised:
General Manager
COMMUNICATIONS............................................................................................ 5.1-1
COMMUNICATION PROCEDURES.................................................................................. 5.1-1
5-1.1
5-1.2
GMDSS .................................................................................................................... 5.2-1
5-2.1
5-2.2
5-2.3
5-2.4
5-2.5
5-2.6
MISCELLANEOUS REQUIREMENTS ............................................................................... 5.3-1
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UNAUTHORIZED MEDIA CONTACT BY SHIPBOARD PERSONNEL ...................................... 5.4-1
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5.4
Facsimile Transmissions ............................................................................................... 5.3-1

Portable UHF Radios .................................................................................................... 5.3-1
Scanning equipment ..................................................................................................... 5.3-1
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5-3.1
5-3.2
5-3.3
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5.3
GMDSS ........................................................................................................................ 5.2-1

Correction of Publications ............................................................................................. 5.2-1
GMDSS Log Book......................................................................................................... 5.2-1
Equipment Tests ........................................................................................................... 5.2-1
Miscellaneous ............................................................................................................... 5.2-2
Distress Calls ................................................................................................................ 5.2-2
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5.2
Introduction ................................................................................................................... 5.1-1

Information Reporting .................................................................................................... 5.1-1
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5.1
Communication Procedures
5-1.1
Introduction
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In order to ensure that the most efficient use is made of the ship to shore communication options, the
normal method of on board communications will, unless otherwise specified, be electronic mail system
interfaced into satellite data communications, 3rd Generation mobile telephone communication or
broadband data communications.
Masters must use their own judgment but should endeavor to make their data calls at least twice a day
becoming more frequent as the vessel nears port. Due to the high costs involved, vessels should avoid
communicating by satellite telephone unless there is a need for speed and clarity.
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It is essential to advise the Company whenever the monitored ocean area satellite is changed.
As a courtesy, the Master should be copied on all company business related messages.
Information Reporting
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The subject box must be completed for every message using as full a description as possible. This
enables messages to be readily identified.
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Noon position, cargo, crew list and ETA information is required to be readily available to office personnel.
The reasons for such a requirement, e.g. emergency response in the event of loss of contact with vessel,
are obvious.
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On departure from port with cargo on board, a message must be sent with details of cargo layout. The
format can be whatever is the most convenient.
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On departure from port where there has been any change of on board personnel (Crew, Contractors,
Supernumeraries) a current crew list shall be sent with departure report.
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ETA messages to the Company.
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These reports shall be forwarded via email to the Vessel Control group.
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GMDSS
5-2.1
GMDSS
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This section provides details of testing and maintenance procedures in respect of the GMDSS equipment.
Full details of equipment operation will be found in the manufacturer's operating manuals and details of
message transmission procedures are found in the IMO GMDSS Manual and Admiralty List of Radio
Signals.
5-2.2
Correction of Publications
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An Officer designated by the Master (usually the 2 Officer) must be responsible for correcting all
volumes of the Admiralty List of Radio Signals using the information provided in the weekly Notices to
Mariners.
5-2.3
GMDSS Log Book
5-2.4
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The GMDSS logbook must be kept in the chartroom. The Bridge Watch Keeping Officers must maintain it
on a daily basis as per flag state requirements. The Master must check and sign this logbook each day.
Equipment Tests
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One Officer designated by the Master (usually the 2nd Officer) must carry out all the tests specified in this
section in accordance with manufacturers instructions. The Ship Manager must be advised immediately in
the event of any problems being identified by the tests.
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The capacity of the GMDSS batteries shall be check at intervals not exceeding 12 months, when the ship
is not at sea.
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One method of checking the capacity is to fully discharge and recharge the batteries using normal
operation current over a period of 10 hours. Assessment of the charge condition can be made any time,
but it should be done without significant discharge of the battery when the ship is at sea. Another method
could be to check the capacity by means of battery tester, e.g. in connection with the annual radio survey.
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A record of this check shall be maintained in the vessels Planned Maintenance System.
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The following tests should be carried out & recorded in GMDSS log book
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Daily:
The proper functioning of the DSC facilities without radiation of signals;

Battery voltage checks;
Printers.
Weekly:
The proper function of the DSC facilities by means of a test call when within communication range
of a coast station;
Where the reserve source of energy is not batteries, the reserve source to be tested.
Monthly:
Each Emergency Position Indicating Radio Beacon (EPIRB) to be tested to determine its
capability to operate properly using the means provided on the device and without using the
satellite system; condition of HRU, release mechanism and mounting arrangement.
Each marine search and rescue transponder (SART) using the in-built test facility and checked for
security and signs of damage;
The security and condition of all batteries providing a source of energy for any part of the radio
installation;
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The condition of all aerials and insulators;

Each survival craft two-way VHF equipment, on a frequency other than channel 16.
Sat-C units 'link test' to be carried out.
Where applicable the following activities should also be recorded in GMDSS log book:
5-2.5
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A summary of distress, urgency and safety communications;

Important incidents relating to the radio service;
Where appropriate, the position of the ship at least once per day;
A summary of the condition of the radio equipment, including its sources of energy;
Personnel assigned responsibility for sending a distress alert instructed/ trained to operate
properly all radio equipment on the ship;
Necessary training / instruction given on the use of the radio equipment to relevant crew
members;
Pre-sailing checks to ensure that all equipment especially EPIRP, SART are in an efficient
working condition;
The results of the testing of the DSC distress and safety radio equipment by means of a test call
at least once a week;
The results of the testing of the distress and safety radio equipment by means of a test at least
once each day but without radiating any signal;
The on-load and off-load daily test of the batteries;
The results of the weekly hydrometer or load test of the batteries;
The results of the monthly security check of each battery and its connections.
Miscellaneous
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On a daily basis ensure that the emergency lighting is working and that all clocks (console, DSC, Sat C)
display the correct time.
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For vessels that have the capability, ensure that the automatic daily noon GMT position has been
generated and transmitted correctly.
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Ensure that a copy of the Shore Based Maintenance Certificate is posted in the vicinity of the GMDSS
console.
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A "Radiation Hazard" notice should be placed on the Satcom and radar masts and also near the radio and
GMDSS transmitting antenna. These notices must not be painted.
A line should be painted on the deck in a clearly visible colour around the base of the Satcom mast at a
radius of six (6) metres. The words "Radiation Hazard" should be stenciled on or near this line, which
should normally form an arc of a circle on the horizontal surface.
Warnings of "Radiation Hazard" should also be displayed at points of entry to any deck with antenna
mounts.
5-2.6
Distress Calls
Masters should encourage all Officers to understand the method by which distress calls are made on the
various items of equipment.
All incoming distress traffic is to be logged in the Radio Log Book and the Master notified immediately if
the vessel is in a position to render assistance.
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Miscellaneous Requirements
5-3.1
Facsimile Transmissions
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Facsimile machines are indispensable for the transmission of drawings, signed documents or certificates.
Unfortunately, due to the fact that facsimile transmissions utilize satellite circuits, the cost is invariably
high. Consequently, the facsimile machine is to be used for essential purposes only. Text, other than for
signed documents or certificates, must be sent via email.
5-3.2
Portable UHF Radios
The radios and spare batteries should be kept fully charged. It is the responsibility of each Officer to look
after the set he/she is using and report any defects to the Officer assigned by the Master to maintain the
portable radio equipment. On vessels that carry hazardous flammable cargoes, batteries must only be
changed within the accommodation area, as they are not intrinsically safe without the battery connected.
Scanning equipment
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In order to avoid potentially dangerous confusion, when using portable radios in areas where other
vessels might be working on the same frequency, all calls must be preceded by the use of the vessel's
name. This particularly applies to anchoring, mooring, cargo, ballast or bunker operations.
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Scanning equipment have become indispensable onboard vessel for the purpose of scans images, printed
text, handwriting, or an object in to a digital image which can be transmitted via email as a document or
for archiving documents to the vessels computer system and storing documents in STAR, for transmission
via replication. However the documents must be scan at a low lever so as to reduce the size of the file so
that it meets the requirements for emailing and for replication by STAR.
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Unauthorized Media Contact by Shipboard Personnel
No Crew Member shall make/receive any contact to/from a media organisation by either personal contact
or via shipboard, mobile, public telephone or any multimedia devices.
If a Crew Member becomes aware that a Crew member or Passenger, is communicating with the media,
either through personal contact or via shipboard, mobile, public telephone or multimedia devices, he/she
shall inform the Master immediately who shall immediately inform his/her Ship Manager that unauthorized
media contact is taking place.
If the report concerns a passenger, the Master shall ensure the person involved is requested to cease
such contact immediately.
If the report concerns a Crew Member, the Master shall ensure that the Crew Member is instructed to
cease such contact immediately and return to his/her emergency duties.
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If it is reported to the Ship Manager that unauthorized media contact is taking place during an emergency
involving one of ASP Ship Managements vessels, he/she shall immediately inform the Senior
Management and the Owners Representative.
If a crew member is contacted directly, they are to direct the media organisation to the Master who will
inform them of the following points:
The vessel is currently dealing with a situation onboard and all crew members are required to
maintain their duties;
Senior Management for all media statements regarding this current situation.
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Emergency Reporting
6-i
#3
1 January 2013
Authorised:
General Manager
EMERGENCY REPORTING ........................................................................................ 6.1-1

6.1
REPORTING TO ASP .................................................................................................. 6.1-1
6.2
EMERGENCY RESPONSE CHECKLIST ........................................................................... 6.2-1
6.3
NOTIFICATION SEQUENCE .......................................................................................... 6.3-1
6.4
REPORTING TO COAST STATE AUTHORITIES ................................................................ 6.4-1
6.5
REPORTING TO FLAG STATE AUTHORITIES .................................................................. 6.5-1
6.6
SEAWORTHINESS ....................................................................................................... 6.6-1
6.7
CONTINGENCY ARRANGEMENTS ........................................................................ 6.7-1
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Short Term Strategies ................................................................................................... 6.7-1

Obtaining Assistance - Lloyds Open Form ..................................................................... 6.7-1
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6-7.2
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6.1
Reporting to ASP
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In circumstances where a significant event occurs, initial contact should be made via ASP Ship
Managements 24 hours Emergency Contact Number:
+61 (0) 402 218 099
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Alternatively a fax can be sent to:
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Or an email to:
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emergency@welldone.com.au
The word emergency must be typed in the subject line
If contact can not be made with the First Point of contact, then the Ship Manager (or alternate) is to be
contacted directly on the contact details contained within the vessels SOPEP or SMPEP.
Reports are to be made using the V-SIR-001 - Standard Initial Report. If reports are also required by
Charters then the one report in the Charters format may be submitted.
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Emergency Reporting
Emergency Response Checklist
The Emergency Response Checklists are to be utilized to formulate strategies and ensure all factors are
accounted for while formulating a response.
In the event of a release of Bulk Liquid Oil or Noxious liquids the contingency arrangements contained
within the vessels SOPEP or SMPEP are to be followed.
The Emergency Response Checklists: V-EMR series refers to the Generic emergencies onboard the
vessel, however for other ship specific contingencies, the procedures included in a separately maintained
folder on the Bridge to be referred to and brought in use.
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This folder to be always maintained as Ship Specific and any amendments to these as identified in
onboard review should be brought to the notice of the Designated Person for a further review. Soft copies
of this ship specific folder to be readily available on the ship's networked computer and all the ship staff
should be made well aware of the location of this soft copy of the folder"
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Notification Sequence
MASTER
Flag Authorities
Voyage/Time
Charterer
QI / SMT
(as per VRP when in the
U.S.A.)
ASP SM - 24 hours Emergency Contact
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Ship Manager/
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Emergency Response Team
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Local Agents
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P&I + H&M Reps
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Vessels Classification
Salvage Companies
Local Regulatory
Authorities
Flag Authorities
(Initial and/or follow up)
Vessel Owners &

Charterers
Nearest Coastal State
Using MARPOL Reporting
Format
In case of event involving release of marine pollutants, the reporting procedure as per the guide lines of
IMO resolution a 648(16), shall be used by the Master for reporting to the national authorities.
For other contingencies, the information contained in the vessel operation manual shall be used for the
initial and follow-up reporting and the written report shall be supported with the forms in the vessel forms
index and Emergency Response Index for Vessel types and Flag State Reporting forms.
In case of incidents of oil spill, the notification flow chart shall be used as per SOPEP/ SMPEP.
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6.4-1
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Emergency Reporting
Reporting to Coast State Authorities
Under MARPOL regulations, the Master must report all serious incidents to the nearest coastal state
without delay by the fastest telecommunications channel available, all actual discharges of oil from the
vessel for whatever reason, whether as a result of operation, damage to the vessel or its equipment, or for
the purpose of securing the safety of the vessel or saving life at sea.
The MSC-MEPC.6/Circular 9 Annex 2 List of National Operational Contact Points - National Contact
Points for Safety and Pollution Prevention contained within the vessels SOPEP or SMPEP.
In addition, the Master must report to the nearest coastal state whenever the vessel is involved in an
incident which has the potential for causing an oil spill
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If in doubt, the Master should err on the side of caution and make the appropriate report. This can always
be cancelled if subsequent events prove it to have been unnecessary.
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Emergency Reporting
Reporting to Flag State Authorities
Flag states usually require that serious accidents to the vessel or her personnel are reported to their
appropriate authorities and Masters must be familiar with the requirements of the relevant legislation.
Although these reports are not normally required immediately, the necessity to submit a report should be
borne in mind during discussions between the Master and office personnel.
Such reports must be sent to the Ship Manager or DPA who will then forward them to the flag state
authority.
Below is an example of the requirements for reporting and is not an exhaustive list:
An accident occasioning loss of life or serious injury to a person occurs;
Damage or defect in the ship, its boilers, machinery or equipment has been discovered which has
or may affect the seaworthiness or safety of the ship, efficient operation or safety of the boilers,
machinery or fixed equipment of the ships;
The ship has been in a position of peril from the action of some other ship or from danger of wreck
or collision;
The ship has been stranded or wrecked, has fouled or damaged a pipelines or submarine cable,
light hours, lightship, beacon, buoy or other marine mark, or where a ship having left a port has
put back to that port
Births, deaths etc must be reported where a member of crew, a passenger or any other person is
carried on the ships gives birth to a child, dies or disappears;
Or a member of the crew suffers a hurt or injury, or contacts an illness, which incapacitates him or
her from the performance of his or her duty.
For any incident involving breakdown or failure of ships cargo gear or injury to any person on a
ship when engaged in cargo work;
A dangerous occurrence which occurs at or near a workplace.
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Seaworthiness
The Master is at all times responsible for the seaworthy condition of his vessel.
Whenever a vessel suffers damage, every effort must be made to make repairs to enable the vessel to
continue the voyage provided this can be done without undue risk to personnel, vessel, cargo or
environment. If the Master considers the vessel un-seaworthy he/she must take the vessel to a port of
refuge.
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Whenever any accident or damage occurs this may affect the seaworthiness of the vessel, the Master
must at the first port or before proceeding to sea if in port, obtain a certificate of seaworthiness, if possible,
from the classification society with which the vessel is classed.
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CONTINGENCY ARRANGEMENTS
6-7.1
Short Term Strategies
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Emergency Reporting
A Short Term Strategy is ideal for cargo problems, non-critical machinery malfunction, instrument failure,
etc. where it is desirable for a Risk Assessment (V-SAF-020 - Risk Management Format) to be completed
and the applicable JSAs is to be reviewed.
6-7.2
Obtaining Assistance - Lloyds Open Form
Lloyds Standard Form of Salvage Agreement (Lloyds Open Form) is the companys approved agreement
when circumstances of an emergency require the Master to take immediate action without prior approval
of ASP Ship Management.
When considering the need for salvage assistance the Master should take into account such issues as:
Nearest land or hazard to navigation
Vessels set and drift
Location and time of impact with hazard based on vessels set and drift
Estimated time of casualty repair
Determination of nearest capable assistance and its response time (i.e. for tug assistance, the
time it will take to get on scene and secure tow)
Window of opportunity
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The ICS/OCIMF guideline Peril at Sea and Salvage - A Guide for Masters should be consulted.
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Once the Master has decided that assistance is necessary, he/she should act promptly to request it from
any available source. When a suitable vessel(s) respond to his/her call for assistance the Master shall
request such vessel(s) to undertake whatever action he/she considers necessary.
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Generally, those rendering beneficial assistance to ships in peril are entitled to salvage. It is not essential
to agree upon the contractual terms for the assistance required since there is a right under maritime law to
salvage which exists independently of any contract. If the Master considers immediate assistance is
essential but Lloyds Open Form is declined, he should accept the terms offered. However, if he/she feels
that the terms offered are unreasonable or extortionate he/she shall register a protest immediately or, if
he/she thinks this may delay assistance, on completion of the service provided.
Where the safety of the crew, the vessel or the environment are at risk, the Master must not delay
the engagement of salvors merely to negotiate acceptable terms and conditions should the vessel
offering assistance decline Lloyds Open Form.
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Event Reporting & Actions
7-i
#3
1 January 2013
Authorised:
General Manager
EVENT REPORTING & ACTIONS................................................................................ 7.1-1

7.1
GENERAL REQUIREMENTS FOR REPORTING ................................................................. 7.1-1
7.2
CLASSIFICATION OF EVENTS ....................................................................................... 7.2-1
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Event Reports Accident/Illness/Ship Incident .............................................................. 7.2-1

Process for Event Investigations and Timing ................................................................. 7.2-1
Ship Incident Definition.................................................................................................. 7.2-1
Safety Opportunity Definition ......................................................................................... 7.2-2
Event Recording Flow Chart.......................................................................................... 7.2-3
Injury Classification ....................................................................................................... 7.2-4
Illness Classification ...................................................................................................... 7.2-5
Injury Classification Flow Chart ..................................................................................... 7.2-6
Ship incident/Accident/Illness Reporting in STAR .......................................................... 7.2-7
Safety Opportunity Reporting in STAR .......................................................................... 7.2-8
Non-Conformities/Defects Reporting in STAR ............................................................... 7.2-9
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7-2.1
7-2.2
7-2.3
7-2.4
7-2.5
7-2.6
7-2.7
7-2.8
7-2.9
7-2.10
7-2.11
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Actions
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Evveenntt R
Reeppoorrttiinngg &
&A
Accttiioonnss
7.1
General Requirements for reporting
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It is essential that the Company is kept fully advised of any personal accident, damage or suspected
damage to a vessel, her equipment or cargo. This requirement applies in respect of damage or suspected
damage to other vessels or property.
Whilst appreciating the demands upon vessel's crew in the case of a serious event, it is vitally important
that the Company receives a certain amount of basic information as soon as possible after the event has
occurred. In some cases, there may also be a requirement for the Master to provide early information to
the flag state and a coastal state administration.
The informing phase is designed to create an effective communication link, which has two objectives.
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One being to establish:

the safety and condition of the vessel, its crew and her cargo;
what kind of accident/damage has been sustained;
what kind of assistance, if any, is needed; and
confirm intended response action and mitigating activities with coastal State or nearest RCC
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thereafter, it aims to provide effective communication channels between the vessel, the coastal State or
nearest RCC and ASP Ship Management and assisting Emergency Response Agencies until the event is
cleared.
VOM-7
7.1-1
R0
& Actions
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7.2
Classification of Events
7-2.1
Event Reports Accident/Illness/Ship Incident
VOM-7
7.2-1
R2
The Master must notify the Ship Manager using V-AAD-001 Accident/Illness/Ship Incident Report or
record the event in the STAR event module, but not limited to, the following circumstances:
any ship incident, damage or suspected damage to the vessel, its equipment or cargo.
any ship incident, damage or suspected damage to other vessels or property which have been
caused by the vessel or the personnel.
an injury to any Crew Member or Passenger.
any illness contracted by a Crew Member or Passenger
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Accidents and vessel damage of a serious nature and every instance of explosion, fire, pollution, collision
or grounding must be reported in accordance with this section of the VOM and section 6 Emergency
Reporting.
Whenever an accident or ship incident results in damage, creates a threat of pollution by oil, the Master
must report this to the authorities of the coastal state immediately.
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In the case of serious accidents and damage where a report, other than the standard MARPOL reports, is
required in writing by a Government agency, judicial body or local authority, the Master must where time
allows contact the Designated Person as quickly as possible requesting concurrence that he/she proceed
to give a statement of facts.
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Questions asked by Official Investigators at the scene of a ship incident or an accident must not be
answered unless legal counsel is present or unless authority to answer such questions is given by the
Company. If the Master or any personnel are required to answer questions, and the authorities do not
permit time for reference to the Company, legal advice must then be obtained through the local agent and
the Company must be informed as quickly as possible.
Process for Event Investigations and Timing
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7-2.2
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If STAR (Planned Maintenance System) is not fitted than a V-AAD-002 - Monthly Accident-Illness-Incident
Summary shall be forwarded to the Ship Manager each month.
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Within 24 hours of any ship incident or any potential Lost Time Injury occurring, the Master shall ensure an
Event Investigation Report is undertaken utilizing V-AAD-003 - Event Investigation Report.
Once the report has been finalized onboard, the Master shall forward a copy of the report to the relevant
Fleet/Ship Manager and to the Designated Person.
A safety meeting shall be conducted on board all ships personnel as soon as possible after any serious
incident or accident will be sent by Electronic Notification Flash which will instruct the vessel to verify back
to the Ship Manager that a safety meeting has taken place.
The Master shall ensure that a record of this meeting is minute in HSSE Committee meeting minutes.
The Master shall ensure a copy of the completed Event Investigation Report, and any supporting
documentation is connected in applicable events module in STAR.
7-2.3
Ship Incident Definition
Is an event which has an impact on the normal working operations of the vessel. Examples of a ship
incident are, but not limited to:
Collision;
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VOM-7
7.2-2
R2
Grounding;
The vessel has been in a position of peril from the action of some other vessel or by an act or
omission by the vessels crew;
Fire and or explosion, no matter how small;
An event which has the potential to impact on any Statutory Certificate;
Unintentional flooding of any compartment;
Mechanical or electrical failures likely to cause, or have resulted in, interruption (delay) of the
vessels schedule or effect the safe passage of the vessel;
Hull, machinery or superstructure failure requiring notification of Class Society Or Flag State;
Cargo shifts or partial loss/damage of cargo;
Loss of navigational or control systems likely to effect the safe passage of the vessel;
Partial loss of systems that restricts the ability to manoeuvre, (un)berth, respond to an event such
as weather or fire and / or maintain normal speeds due to reason such as poor fuel or other
machinery related incident that restricts operational ability;
Boarding of vessel by Pirates;
Discovery of stowaway(s);
Man overboard search and rescue;
Death or injury of crew member, contractor, visitor or member of the general public;
Any event that has attracted local interest, publicity or Local authority involvement;
Encounter with heavy weather where damage is sustained;
Failure of vessel to meet necessary standards to pass class or statutory surveys
Any event resulting in pollution, loss of containment or any event which has the potential to
pollute, by oil, hazardous chemicals or gases due to operational spills, pipe leakages, tank
overflows or hull leakage, no matter how small.
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Safety Opportunity Definition
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7-2.4
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A Safety Opportunities is defined as:
Observing a situation which could potentially affect any part, equipment, individual or the
environment onboard the vessel if not corrected.
Taking the opportunity to be safer in your working life through interacting and observing your
fellow crew members;
Identifying a safer or environmentally sound process onboard.
The reporting and recording of a Safety Opportunity will be as per the requirements detailed within VOM3.
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Event Recording Flow Chart
Event Recording in STAR
Non
Conformity/Defects
Opportunity
Safety
Opportunity
Identified through
internal/external
audit or
malfunction of
equipment or
defect
ashore/onboard
Identification of
an improvement
or a process in
the system, not a
physical event
is
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Unplanned
event from a
malfunction of
equipment
onboard or
defect ashore
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Ship Incident
is
No
Yes
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7-2.5
VOM-7
7.2-3
R2
Refer to other event heading

categorisation
Record the Event in the

applicable event heading
categorisation in STAR
Please refer to the relevant section of the VOM for

further action to be undertaken
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VOM-7
7.2-4
R2
7-2.6
Injury Classification
The purpose of this section is to describe the categorisation of shipboard injuries and illness involving ASP
Ship Management employees, sub-contractors and visitors.
The Master shall ensure that any injury sustained onboard shall be entered into STAR ensuring that in the
description field the category classification is recorded along with a brief description of the event i.e. MTC
Ear Infection. The classification is to be reviewed by the Fleet Manager/Ship Manager.
7.2.6.1 Lost Time Injury (LTI)
Is where a crew member has been declared medically unfit to continue his/her normal duties onboard and
the LTI has been recorded on the V-AAD-004 - First Medical Certificate.
If the Medical Physician prescribes light or restricted duties for the individual, then this event will not be
recorded as an LTI but as a Medical Treatment Case (MTC).
Medical Treatment Case (MTC)
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This is any work-related loss of consciousness (unless due to ill health), injury or illness requiring more
than first aid treatment by a physician, dentist, surgeon or registered medical personnel, e.g. nurse or
paramedic under the standing orders of a physician, or under the specific order of a physician or if at sea
with no physician onboard could be considered as being in the province of a physician.
MTCs include:
injuries which result in loss of consciousness, even if the individual resumes work after regaining
consciousness (N.B. this does not cover loss of consciousness due to ill health);
sutures for non-cosmetic purposes;
use of casts, splints or other means of immobilisation;
any general surgical treatment;
removal of embedded objects from eye by surgical means;
use of other than non-prescriptive drugs or medications;
use of a series of compresses for treatments of bruises, sprains or strains;
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MTCs exclude the following:

first aid;
hospitalisation for observation without treatment;
a one-off tetanus injection;
consultative visit to, or examination by, a physician or registered professional for the purpose of a
confirmatory check.
7.2.6.3
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First Aid Case (FAC)
Any one-time treatment and subsequent observation provided by Ship Staff of minor injuries such as
bruises, scratches, cuts, burns, splinters, and so forth. The first aid may or may not be administered by a
physician or registered professional and can be administered onboard. Or the administration of drugs by
the Medical Officer or Master.
FACs include:
follow-up visits to a physician or nurse for observation ONLY, or for routine dressing change;
negative X-ray results;
cleaning abrasions/wounds with antiseptic and applying dressing;
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VOM-7
7.2-5
R2
irrigation of eye and removal of non-embedded foreign objects using a cotton swab;
one time administration of oxygen after exposure to toxic atmosphere and resumption of normal
(but not restricted) work the following day;
soaking, application of hot-cold compress and use of elastic bandage on sprains and strains
immediately after injury;
applying one-off cold compress or limited soaking of a bruise;
issue of prescriptive medicines;
use of elastic bandages;
treatment of First Degree burns.
7.2.6.4
Other (OTH)
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The classification of Other (OTH) is where injury circumstances are unknown or the reported
circumstances are of a dubious nature.
An injury involving vessels staff, sub-contractors, or visitors shall be classified as an Other (OTH) under
the following circumstances:
When Injuries are not reported on the day of the occurrence and where there is no eye witness(s)
to confirm the alleged circumstances of the accident.
where no treatment is requested from either the vessels crew or medical personnel at the time of
injury;
where an injury reported by an employee on board, although no time was lost as a result, has
subsequently been cited as the cause of an incapacitation resulting in compensation payment
during his or her leave period or on a future contract/swing;
If the circumstances surrounding the injury are unknown, whether or not compensation payments
have resulted;
If the circumstances surrounding the injury are of a dubious nature, whether or not compensation
payments have resulted;
Injuries occurring whilst ashore, (not engaged in work related activity) whether on company or
personal business;
7.2.6.5
Fatality
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A death directly resulting from a work injury regardless of the length of time between the injury and death
shall be recorded as a Lost Time Injury.
7-2.7
7.2.7.1
Illness Classification
Recordable Illness (RI)
A recordable Illness relates to an illness sustained onboard which is a direct result of the crewmember
undertaking tasks onboard. An example of a recordable illness would be a crew member sustaining a
heat rash whilst working in the engine room.
The purpose of this section is to describe the categorisation of shipboard injuries and illness involving ASP
Ship Management employees, sub-contractors and visitors.
The Master shall ensure that any injury sustained onboard shall be entered into STAR ensuring that in the
description field the category classification is recorded along with a brief description of the event i.e. MTC
Ear Infection. The classification is to be reviewed by the Fleet Manager/Ship Manager.
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7.2.7.2
VOM-7
7.2-6
R2
Non work related Illness (NWRI)
Is an illness sustained onboard the vessel that does not relate to a work related event i.e. cold/flu/dental.
The consequence from a non work related illness.
Non work related illness would include any illness under which the seafarer could make a claim under the
relevant Port/State regulations (including dental).
7.2.7.3
Fatality
A death occurring from a medical condition.

Note: fatalities are included in the Lost Time Injury count.
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Injury Classification Flow Chart
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Incident Resulting in
Injury
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Permanent
Total or
Partial
Disability
Lost
Time
Injury
Yes
Medical
Treatment
Case
Yes
First Aid
Case
is
Yes
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Work Days
Lost
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No
Yes
No
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7-2.8
Medical
Treatment
No
First Aid
Record the Event in the applicable event heading categorisation in

STAR, in addition, with the appropriate classification recorded in
the brief description heading, in the events module for example
MTC Ear infection
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7-2.9
VOM-7
7.2-7
R2
Ship incident/Accident/Illness Reporting in STAR
Ship Incident/Accident/Illness
Report Incident/Accident/Illness in STAR
rd
nd
Master, Chief Engineer, 3 or 2 Mate
No
Complete, email/fax to office VAAD-001

Vessel
Enter into Star IPS and complete

Action Items, Lessons Learned &
Basic Cause at this stage if
information is at hand, then/or
assign responsibility to Master
Vessel
Status default New
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Entered into Star IPS by

Office
Yes
Star IPS Fitted
Connect First Medical Certificate V-AAD-004 &

Flag or Port State Reporting Requirements
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Connect First Medical Certificate

V-AAD-004 & Flag or Port State
Reporting Requirements
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Master to change status to Open, review and assign

Responsible Person
Yes
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Undertake and Connect Event

Investigation Report
V-AAD-003
Vessel
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If Star IPS is not fitted, email/fax

Event Investigation to office
V-AAD-003
Vessel
Enter Action Items

Vessel
(Corrective & Preventative)
Investigation
Required?
No
Enter Lessons Learned

Vessel
Enter Basic Cause

Vessel
Assigned Responsible Person to ensure all applicable tabs and connections have been entered into the
relevant fields and record an appropriate comment in the comments tab
On completion assign to Master / Chief Engineer
Master / Chief Engineer to review and accept completed Event by changing status to Ready to Close
and record an appropriate comment in the comments tab
On completion assign to Fleet Manager / Ship Manager
Fleet Manager / Ship Manager as appropriate, review the Event and ensure that the above processes have
been addressed effectively
FM / SM to change status to Close, recording an appropriate comment in the comments tab
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7-2.10
VOM-7
7.2-8
R2
Safety Opportunity Reporting in STAR
Safety Opportunity
Report Safety Opportunity in STAR

Office
Yes
Star IPS Fitted

Action Items, Lessons Learned &
Basic Cause at this stage if
information is at hand, then/or assign
responsibility to Master
Vessel
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No
Complete, email/fax to office PUB-3Hazard & Safety Opportunity Log

Vessel
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Status default New
Enter Lessons Learned

Vessel
Enter Basic Cause

Vessel
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Enter Action Items

Vessel
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Responsible Person
relevant fields and record an appropriate comment in the comments tab
On completion reassign to Master
Master to review and accept completed Event by changing status to Ready to Close and record an
appropriate comment in the comments tab
On completion assign to Fleet Manager / Ship Manager
Fleet Manager / Ship Manager as appropriate, review the Event and ensure that the above processes have been
addressed effectively
FM / SM to change status to Close, recording an appropriate comment in the comments tab
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VOM-7
7.2-9
R2
7-2.11 Non-Conformities/Defects Reporting in STAR
Non-Conformities/Defects
Report Non-Conformities/Defects in STAR
Vessel Officers
No
Complete, email/fax to office V-OAM008 Non Conformity-Corrective
Action
Vessel
Yes

Notification and Action Item at this
stage if information is at hand, then/or
assign responsibility to Master
Vessel
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Star IPS Fitted
Status default New
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Responsible Person
Enter Action Item

Vessel
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Enter Notification
Vessel
relevant fields and record an appropriate comment in the comments tab.
On completion reassign to Master / Chief Engineer
Master / Chief Engineer to review and accept completed Event by changing status to Ready to Close and
record an appropriate comment in the comments tab.
On completion assign to Fleet Manager / Ship Manager / Designated Person Ashore
Fleet Manager / Ship Manager / Designated Person Ashore, as appropriate, review the Event and ensure that the above
processes have been addressed effectively
FM / SM / DPA to change status to Close, recording an appropriate comment in the comments tab
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VOM-8
Risk Management
8-i
#3
1 January 2013
Authorised:
General Manager
RISK MANAGEMENT ................................................................................................ 8.1-1

MANAGEMENT OF RISK............................................................................................... 8.1-1
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JOB SAFETY ANALYSIS (JSA) ..................................................................................... 8.2-1
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8.2
Risk Terminology ......................................................................................................... 8.1-1

Risk Identification ......................................................................................................... 8.1-2
Risk Evaluation ............................................................................................................ 8.1-3
Methodology for using a Risk Assessment ................................................................... 8.1-4
Consequence Rating (CR) ........................................................................................... 8.1-5
Risk Likelihood Score Table (LHD) ............................................................................... 8.1-6
Risk Rating (RR) .......................................................................................................... 8.1-6
Control Measures......................................................................................................... 8.1-7
Definition ..................................................................................................................... 8.1-7
Monitoring and Reviewing Control Measures................................................................ 8.1-8
Record Keeping ........................................................................................................... 8.1-8
Risk Flow Chart ........................................................................................................... 8.1-9
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8-1.1
8-1.2
8-1.3
8-1.4
8-1.5
8-1.6
8-1.7
8-1.8
8-1.9
8-1.10
8-1.11
8-1.12
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8.1
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VOM-8
#0
26 November 2010
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88
R
Riisskk M
Maannaaggeem
meenntt
8.1
Management of Risk
VOM-8
8.1-1
R2
Risk Management
Risk management provides decision makers with a systematic approach for coping with uncertainty and
guidance in relation to hazard identification, risk assessment and risk control in the workplace. This
approach uses ASPSMs process to identify the hazard, assessing the risk and deciding on how the risk is
to be controlled by producing an assessment of the risk exposure. It will assist those with responsibilities
for Health, Safety, Security and the Environment to demonstrate due diligence and regulatory compliance
in the planning, implementation of potentially hazardous tasks or activities.
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Risk Management involves having a systematic process for addressing hazards in the workplace. The
fundamental aim of Risk Management is to safeguard the current practices/procedures and to create an
additional assessment, to ensure that all significant risks are identified, prioritised, managed effectively
and presents a methodology for identifying additional hazards, assessing potential risk and developing
mitigating controls and reviewing current practices/procedures.
It is the process of:
Identifying any foreseeable hazard anything in the workplace that has the potential to harm
anyone e.g. moving parts in machinery, toxic chemicals, manual handling tasks
Assessing the risk from the hazard - finding out how significant the risk is e.g. will it cause a serious
injury, illness or death and how likely is this to occur?
Eliminating the hazard or if this is not possible, controlling the risk from the hazard by implementing
strategies to eliminate or control the hazard e.g. design equipment differently, add machine guards,
use safer chemicals, providing lifting devices to minimise manual handling or use personal
protective equipment
Reviewing risk assessment to monitor and improve control measures and find safer ways of
doing things.
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Risk Terminology
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8-1.1
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Term
Accident
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As a component of establishing Risk Management, it is important to define the risk terminology. The
following definitions are a guideline:
Definition
An event which results in unintended harm or damage
Additional Controls
What is required to implement above the existing controls to reduce the

risk
Consequence
Is the most probable outcome of an individual being exposed to a hazard

and an accident occurring
Control Measures
These are circumstances which mitigate the identified risk by

elimination, substitution, engineering controls, administrative controls
and the use of personal protective equipment
Existing controls
Controls that are currently in place and effective for controlling the
identified risk
Hazard Identification
Describes sources or circumstances with a potential for injury or harm to

health. A condition or practice with the potential for accidental loss or
environmental damage
Incident
An event which could or does result in unintended harm or damage
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Term
VOM-8
8.1-2
R2
Risk Management
Definition
Where the risk is assessed without any controls present
Likelihood
This is the probability that the complete sequence of events leading up

to consequences will occur upon exposure to the hazard
Loss
Avoidable waste of any resource
Residual Risk
This is the situation after applying the control measures
Risk
The combination of the likelihood of an event and its consequence
Risk Assessment
Assessment of risks derived from identified hazards
Risk Control
Is the process used to identify all practical measures for eliminating or

reducing the likelihood or severity of an injury or illness in the workplace,
to implement measures and to continually review the measures in order
to ensure their effectiveness
Risk Identification
Is the process used to identify all the possible situations in the workplace
where people may be exposed to injury, illness, equipment damage or
process failure
Risk Management
A process to ensure that all significant risks are identified, prioritized,

managed effectively, monitored and communicated
Severity
A measure of the level of harm or damage that the accident/incident

could cause
SWIFT Technique
Structured What if Technique for hazard identification in assessing the

risks using a prepared list of topics and systematic methodology through
a brainstorming activity.
Task
This is work to be carried out and may be also described as an activity
Threat
A possible cause that will potentially release a hazard or produce
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Risk Identification
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8-1.2
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Inherent Risk
Th
is
The Risk Identification process is designed to identify all possible situations where people may be
exposed to an injury or illness arising from:
Poor workplace design
Hazardous tasks being performed in the workplace
Incorrect installation, commission, use, inspection, maintenance, service, repair or alteration of

plant in the workplace
People being exposed to hazardous substances, dangerous goods, processes or environmental
A risk identification process has been carried out on plant, substances, processes and work practices that
have the potential to cause risk to the health and safety of our crew. This identification process has been
undertaken and recorded in our Risk Registers:
V-SAF-016 - HSE Risk Register
V-SAF-017 - Confined Space Register
V-SAF-018 - Critical Lift Register
V-SAF-019 - Hazmat Register
V-SAF-022 - Critical Equipment Register
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VOM-8
8.1-3
R2
Risk Management
However, there may be other relevant risks that may have not been previously identified, which needs to
be recognised prior to evaluation, using the following means:
Re-examine risks already identified in previous procedures or checklists
Review of similar business operations
Review of companies/third parties lessons learnt (including safety opportunities)
Brain storming involving relevant operational personnel (using the SWIFT technique)
Onboard there are six processes used for the identification/recording of hazards and risks:
Hazard Log / Safety Opportunity Reporting
Event Reporting
Safety Surveys / Safety Rounds
Job Safety Analysis
Risk Registers
HSSE Meetings
Risk Evaluation
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8-1.3
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When determining the risk evaluation, through the SWIFT technique, to identify a potential hazard during
the risk assessment process (V-SAF-020 - Risk Management Format), the following key evaluation
statements should be addressed:
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1. What can go wrong?
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4. How often?
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3. How serious would it be?
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2. What if it does?
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5. What should we do about it?
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If the likelihood that anyone can be exposed to a situation under all possible scenarios is nil, then there is
no risk and no additional risk control measures are required. The adequacy of existing controls measures
should be considered if there is the potential that someone may be exposed to a particular situation.
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VOM-8
8.1-4
R2
Risk Management
A step by step, the process is as follows:

Risk
Evaluation
Determine Project/Shipboard
Operation/ Work Activity
Review and
Update
Hazard Identification
Risk Scenario
Measure/
Monitor
Existing Controls
Risk Rating after
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AIM:
Reduced
Risk
Consequence Rating
Existing controls
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Likelihood
Consequence Rating
After Additional
Likelihood
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controls
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Controls Fully
Implemented
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Residual Risk
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Additional Controls
Implement
Controls
8-1.4
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Re-assessment based on
proposed control measures
Methodology for using a Risk Assessment
A risk assessment (V-SAF-020 - Risk Management Format) should be undertaken on all risks associated
with non-routine repairs or other potentially hazardous operations not previously identified. The risk
assessment should include the identification of risks to health and safety as well as the potential damage
to the environment.
Analysing the risk involves determining the consequences, likelihood, existing controls, inherent risk and
residual risks. When undertaking a risk assessment, the following should be used as a guide:
Identify the risk, hazards and threats associated with each activity.
Identify the consequence categories to evaluate the risk, hazards or threats, for example:
Safety issues / concerns
Health impact
Environment impact
Quality Requirements i.e. update of existing forms
Legal / regulatory Requirements
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8.1-5
R2
Previous accident / incidents
Security Concerns
Process the analysis criteria for each consequence category
Further process what the risk residual ranking criteria.
Risk Management
ASPSM has utilized the 5 x 5 risk matrix

8-1.5
Consequence Rating (CR)
The Risk Rating after Controls (Residual Risk) in the Risk Management Format is brought down by
reduction in the Likely-hood of the event occurring and not by reduction in the Consequences with the
Proposed mitigation measures. In most cases the Consequence after proposed mitigation measures
would still remain the same.
i.e. more than 5

crew
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Severe
ongoing
community
impact(s)
Environmental
Impact
Complete destruction
of an ecosystem over
a large area
Numerous deaths
lle
Severe disruption
to business
activities for an
extended period
greater than 1
month
Social
Impact
Potentially
weeks
Minor
Insignificant
Potential for intrusive police or

other inquiry into security incident
Major
Community
impact (s)
Long term damage to

part of an ecosystem
over a wide area
Potentially
days
is
Moderate
$1-$5M
Less than
$100 000
Major impact on business

reputation
Major set back to organisations
public image
Adverse media, community and
political comment, national
coverage
Possible intrusive questions in
Parliament, but no inquiry
Some significant
disruption to
business
activities 1 day
up to 1 week
$100,000 to
$1M
Extensive damage to business

reputation (possibly irreparable
and crippling to business)with
potential to destroy business
Significant and sustained media,

community and political scrutiny
with possible international
coverage
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Some loss of life
i.e. less than 2
crew member
is
an
Major disruption
to business
activities more
than 1 week to 1
Month
Damage to Business
Reputation/Public
Image
Serious impact on organisations

public image
Th
Major
$5M-$10M
Death or
injury
nt
Non
recoverable
losses in
excess of than
$10M
Business
Disruption
and
Continuity*
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Economic
Impact
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Descriptor
Catastrophic
Level
Serious Injury or
stress requiring
hospitalisation
Permanent injury
Compensation of
injury
Minimal
disruption to
business
activities 3
hours to 1 day
Injury requiring
medical treatment
No or very
limited
disruption less
than 3 hours
First aid
treatment
required.
Lost time due to

injury
Moderate
community
impact(s) and
source of
annoyance
Medium term
damage to a part of
an ecosystem over a
wide area
Potentially
hours
Some impact on business

reputation
Public embarrassment for senior
management and/or security
personnel
Some adverse local media
publicity
Minimal /short
term
community
impact(s) or
annoyance
Short term damage

to an environment
with localised impact
on the ecosystem
Minor
community
impacts or
inconvenienc
e
Very limited or small

scale damage to part
of an ecosystem e.g.
A loss of containment
on deck
Limited damage to business

reputation
Stakeholder and/or shareholder
concerns
Limited adverse local media
publicity.
No significant damage to
business reputation
Resolved by day to day
management
No adverse media publicity.
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Risk Management
Risk Likelihood Score Table (LHD)
Qualitative Measures of Likelihood

Descriptor
Description
Almost certain
Is expected to occur in most circumstances
Likely
Will probably occur in most circumstances
Possible
Might occur at some time
Unlikely
Could occur at some time
Rare
May occur only in exceptional circumstances
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Level
Risk Rating (RR)
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Qualitative Risk Analysis Matrix
H (A1)
H (A2)
E (A3)
E (A4)
E (A5)
M (B1)
H (B2)
H (B3)
E (B4)
E (B5)
L (C1)
M (C2)
H (C3)
E (C4)
E (C5)
L (D1)
L (D2)
M (D3)
H (D4)
E (D5)
L (E1)
L (E2)
M (E3)
H (E4)
H (E5)
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Consequences
Risk Assessment Criteria Extreme Risk (E), High Risk (H), Moderate Risk (M), Low Risk (L)
Actions required after Residual Risk identified as below
Extreme Risk (E):
Senior Management/ Fleet Manager approval required. A JSA and RA to be

submitted for review and approval to the company.
High Risk (H):
Fleet/ Ship Manager, Superintendent approval required. A JSA and RA to be

Moderate Risk (M):
Fleet/ Ship Manager, Superintendent approval required. A JSA and RA to be

Low Risk (L):
Managed by the task stakeholders through routine procedures, Work Instruction,

JSA to be prepared for the task to be undertaken.
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R2
Risk Management
Control Measures
Where a risk assessment requires additional control measures and the risks have been identified,
evaluated and the control measures have been implemented, this means putting the appropriate control
measures in place, to manage and mitigate those risks identified.
Risks must be eliminated or controlled and the best control practice is the elimination at the source,
followed by the hierarchy of control.
Existing control measures should not be regarded as adequate simply because an incident hasnt
occurred. This applies where the existing control measures are only administrative controls e.g. training,
safety procedures, safety signs, supervision or personal protective equipment e.g. safety gloves, safety
glasses.
8-1.9
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The Hierarchy of Control are designed to eliminate the risk, or if that is not reasonably practicable, to
reduce the risk so far as is reasonable practicable. If the current measures are found to be inadequate and
there is a likelihood that an injury or illness will result from a particular situation then hierarchy of controls
process must be implemented.
Definition
Elimination elimination of toxic substances, hazardous plant or processes that are not absolutely
necessary to the system of work.
Substitution substituting a toxic substance, hazardous plant or process with one known to be less
harmful to health. Substitution is only a preferred control method; it may also be the least expensive. For
example, using a less hazardous material to overcome a vapour hazard is cheaper than installing an
expensive ventilation system.
Engineering Controls changing processes, equipment or tools for example:
a) machine guards and machine operation controls,
b) ventilation to remove chemical fumes and dusts, and using wetting down techniques to
minimize dust level,
c) Changing layout of work areas to minimize bending and twisting during manual handling.
Administrative Controls changing work procedures to reduce exposure to existing hazards. For
example:
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R2
Risk Management
a) Reducing time of exposure to hazards by job rotation,

b) Limiting the number of employees exposed to the risk / hazard by restricting access to
hazardous or risk area.
Personal Protective Equipment (PPE) devices and clothing that provide individual employees with
some protection from hazards. An effective personal protective clothing and equipment system requires
considerable effort by the employer to ensure that:
a) proper protective devices are selected,
b) where necessary, employees are individually fitted,
c) proper instruction on the need for, and use of, PPE is provided,
d) standards are enforced;
All PPE is to be checked that it is fit for purpose prior to the use. The user of the PPE
under the guidance of manufacturers instructions and/or a supervising officer is to ensure
that all PPE is returned in a state that is fit for use (including disinfection if required) after
completion of the required task.
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e) an effective system of cleaning and maintenance is devised;
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For control measures implemented due to the failure of key vessel equipment, plans and systems, the
Risk Assessment shall be forwarded to the Ship Manager for review.
Monitoring and Reviewing Control Measures
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Once implemented, a further assessment needs to be made to ensure that the risk has in fact been dealt
with effectively. It is important to re-evaluate hazards regularly, because circumstances may change.
Hazards that were discounted in the past as being of acceptable risk may no longer be so.
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Controls themselves can be subject to failure, so monitoring is recommended whenever the risk rating is
more severe than LOW and MODERATE.
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Monitoring and reviewing are viewed as the final stage of the risk management process. This is the
means by which risk management is kept current and effective, as new hazards and those overlooked in
the original process are identified and controlled. In every activity monitoring in the form of vigilance for
unexpected occurrences should be ongoing and integrated into the routine operation of the activity.
8-1.11
Record Keeping
Adequate record keeping of the risk management process is important because the absence of such
records may be treated as not having fulfilled the required duty of care.
Records must demonstrate that the process has been conducted properly including information about the
identified hazards, associated risks and that control measures have been implemented to mitigate the risk
and must be retained onboard through Risk Registers, Risk Management Folder, JSAs etc.,
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8.1-9
R2
Risk Management
Risk Flow Chart
A summary of this procedure is shown as a flowchart below.
Risk Identified
Safety Rounds
JSA
Safety Opportunity
Lesson Learnt
3rd Party
Inspection
Non-routine jobs
Yes
Can the Hazard

be eliminated
immediately?
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Evaluate the risk using the Risk

Management Format - V-SAF-020
Yes
End
No
Send to Ship/Fleet Manager

for review
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Is the Residual Risk

Low?
No
Yes
No
Is proposed Risk
Assessment
Approved?
Are
control
measures
effective?
Yes
Proposed Risk
Control
measures
implemented?
Yes
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VOM-8
8.2-1
R0
Risk Management
Job Safety Analysis (JSA)
The Works Committee shall evaluate the jobs listed on the V-SAF-011 - Daily Work Plan and ascertain if
any job requires and Job Safety Analysis. During the Works Committee the following shall be taken into
consideration:
All jobs to be undertaken must be assessed for risk; particular attention must be given to any new
or non-routine tasks, and to work involving personnel new to the operation.
A V-SAF-005 Job Safety Analysis (in hard copy) shall be produced and /or reviewed by the work
group for every job identified on the V-SAF-011 - Daily Work Plan s requiring a JSA. Where the
Works Committee or the Work Group are undecided as to whether the job requires a JSA the
relevant Risk Register shall be consulted and regarded as the higher authority. In any case
personnel shall err on the side of caution with regard to safety.
All members of the Work Group shall initial and date the JSA (on the reverse side if necessary),
demonstrating that the JSA was reviewed and accepted immediately prior to the job commencing.
Completed JSA forms shall be retained for ready reference. One JSA file containing all used JSA
in hard copy (except JSA associated with Permits to Work see below) shall be maintained in a
central location by the Works Committee.
For all jobs requiring a permit to work, the relevant JSA must be reviewed each time the task is
undertaken. The JSA must accompany the Permit to Work to the job site, and be returned to the
Works Committee upon completion of the job. The JSA must be filed (in hard copy) with the PTW
in a central location.
Each crew members/contactor is to initial and date (must with a ball point pen) ON the applicable
JSA indicating that they have understood and reviewed the requirements of the JSA.
For all other jobs the JSA must be reviewed at least annually and with reference to the relevant
Risk Register.
The Completed JSA forms shall be retained by the Works Committee as per the requirements of
V-ISM-012 - Retention of Records, and the generic JSA shall also be updated as required.
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Personnel undertaking the scheduled or un-scheduled work shall review the completed JSA form as a part
of their job preparation.
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The process of completing the Job Safety Analysis is as follows:

Determine the sequence of basic job steps
Identify the hazards in each step. Where chemicals (including chemical cargo) are involved, it is
particularly important to consult the MSDS for the chemical(s) involved to ensure all associated
hazards are covered in the risk assessment phase.
Develop risk controls/safe job procedures for the hazards in each step: Elimination, Substitution,
Isolation, Engineering Controls, Administrative Controls, use of PPE.
Record the JSA
JSA taken to the work site to be reviewed and amended as necessary
JSA returned to the Works Committee for filing and updating of Generic JSA as required.
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The HSSE Committee shall review the implementation/effectiveness of the JSA procedure and newly
developed JSA forms at each monthly meeting. In addition, the HSSE Committee shall confirm that a
minimum of 10 JSA have been reviewed since the previous HSSE Committee meeting.
The company has supplied a set of generic Job Safety Analysis to each vessel. The purpose of these
generic JSA's is to provide an initial starting point for the vessel to modify and amend and to establish their
own vessel specific JSA based on the vessel type.
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The Works Committee may keep generic JSA on file in soft or hard copy to assist in the preparation of
JSA. Generic JSA are not controlled documents.
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VOM-9
Navigation
9-i
#3
1 January 2013
Authorised:
General Manager
NAVIGATION ....................................................................................................... 9.1-1
9.1
General Requirements ......................................................................................................... 9.1-1

9-1.1
Safe Navigation ........................................................................................................... 9.1-1
9-1.2
ICS Bridge Procedures Guide ...................................................................................... 9.1-1
9-1.3
Vessel's Position Fixing................................................................................................ 9.1-1
9-1.4
Vessel Speed............................................................................................................... 9.1-2
9-1.5
Under Keel Clearance .................................................................................................. 9.1-3
9-1.6
Ocean Passage under Keel Clearance ......................................................................... 9.1-3
9-1.7
Squat ........................................................................................................................... 9.1-4
9-1.8
Air Draft Clearance ...................................................................................................... 9.1-5
9-1.9
Interaction .................................................................................................................... 9.1-6
9-1.10 Movement and Sounding Books ................................................................................... 9.1-6
9-1.11 Radar Log Book ........................................................................................................... 9.1-7
9-1.12 Standing off the Land ................................................................................................... 9.1-7
9-1.13 Navigational Warnings and Forecasts .......................................................................... 9.1-7
9-1.14 Periodical Checks of Navigational Equipment ............................................................... 9.1-8
9-1.15 Tugs ............................................................................................................................ 9.1-8
9-1.16 Recommended Pilotage Areas ..................................................................................... 9.1-8
9-1.17 Pilotage Exemptions .................................................................................................... 9.1-9
9-1.18 Reporting Systems (AMVER etc) ................................................................................9.1-10
9-1.19 Safety Limits ...............................................................................................................9.1-10
9-1.20 Buoys .........................................................................................................................9.1-10
9-1.21 Integrated Bridge Systems ..........................................................................................9.1-10
9-1.22 Vessel's Time .............................................................................................................9.1-11
9-1.23 Sea Passage ..............................................................................................................9.1-11
9-1.24 Stand By Engines .......................................................................................................9.1-11
9-1.25 RPM Posting...............................................................................................................9.1-11
9-1.26 Posting Courses .........................................................................................................9.1-11
9-1.27 Bridge Control of Main Engine.....................................................................................9.1-12
9-1.28 Manoeuvring Characteristics .......................................................................................9.1-12
9-1.29 Deck Log Book ...........................................................................................................9.1-12
9-1.30 Masters Audits ............................................................................................................9.1-12
9-1.31 External Navigation Audits ..........................................................................................9.1-13
9.2
Passage Planning ................................................................................................................ 9.2-1

9-2.1
Passage Plans ............................................................................................................. 9.2-1
9-2.2
Pilotage Waters ........................................................................................................... 9.2-1
9-2.3
Role of OOW ............................................................................................................... 9.2-1
9.3
Masters Standing Orders..................................................................................................... 9.3-1

9-3.1
Masters Standing Orders............................................................................................. 9.3-1
9-3.2
Night Order Book ......................................................................................................... 9.3-2
9.4
Bridge Organisation ............................................................................................................. 9.4-1

9-4.1
Bridge Watches ........................................................................................................... 9.4-1
9-4.2
Masters Presence on the Bridge .................................................................................. 9.4-1
9-4.3
Bridge Watch Category ................................................................................................ 9.4-2
9-4.4
Lookout........................................................................................................................ 9.4-2
9-4.5
Bridge Team Operation ................................................................................................ 9.4-2
9.5
Bridge OOW Responsibilities ............................................................................................... 9.5-1

9-5.1
General Responsibilities............................................................................................... 9.5-1
9-5.2
Officer Leaving the Bridge ............................................................................................ 9.5-1
9-5.3
Helmsman ................................................................................................................... 9.5-1
9-5.4
Safety of Personnel...................................................................................................... 9.5-1
9-5.5
Equipment Tests .......................................................................................................... 9.5-2
9-5.6
Steering Mode ............................................................................................................. 9.5-2
9-5.7
Calling Master .............................................................................................................. 9.5-2
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Navigation
9-ii
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1 January 2013
Navigation in Reduced Visibility............................................................................................ 9.6-1

9-6.1
Speed in Reduced Visibility .......................................................................................... 9.6-1
9-6.2
Restricted Visibility ....................................................................................................... 9.6-1
9-6.3
Radar/ARPA ................................................................................................................ 9.6-2
9.7
Navigation in Heavy Weather ............................................................................................... 9.7-1

9-7.1
Operation in Heavy Weather ........................................................................................ 9.7-1
9-7.2
General Requirements ................................................................................................. 9.7-1
9-7.3
Stability Considerations ................................................................................................ 9.7-2
9-7.4
Running Before the Sea ............................................................................................... 9.7-2
9-7.5
Stemming the Sea ....................................................................................................... 9.7-2
9-7.6
Synchronization ........................................................................................................... 9.7-3
9-7.7
Weather Forecasts....................................................................................................... 9.7-3
9-7.8
Weather Routing .......................................................................................................... 9.7-3
9-7.9
Very Large Waves ....................................................................................................... 9.7-3
9.8
Navigation in Ice .................................................................................................................. 9.8-1

9-8.1
Work Performance ....................................................................................................... 9.8-1
9-8.2
Navigation with Assistance of Icebreaker or in a convoy ............................................... 9.8-3
9-8.3
Navigating in the Archipelago during ice condition ........................................................ 9.8-4
9-8.4
At Sea under Ice Condition .......................................................................................... 9.8-4
9.9
Navigation Equipment .......................................................................................................... 9.9-1

9-9.1
Operation: General ...................................................................................................... 9.9-1
9-9.2
Maintenance and Repair .............................................................................................. 9.9-1
9-9.3
Navigation Lights, Alarm Panel and Day Shapes .......................................................... 9.9-1
9-9.4
Radar/ARPA ................................................................................................................ 9.9-2
9-9.5
Plotting ........................................................................................................................ 9.9-2
9-9.6
Electronic Fixing Systems ............................................................................................ 9.9-3
9-9.7
Gyro Compass ............................................................................................................. 9.9-3
9-9.8
Speed Logs ................................................................................................................. 9.9-3
9-9.9
Course Recorder Notations/Retention .......................................................................... 9.9-3
9-9.10 Magnetic Compass ...................................................................................................... 9.9-4
9-9.11 Off Course Alarm ......................................................................................................... 9.9-4
9-9.12 Sextants ...................................................................................................................... 9.9-4
9-9.13 Chronometers .............................................................................................................. 9.9-4
9-9.14 Echo Sounder .............................................................................................................. 9.9-4
9-9.15 VHF Bridge Radio ........................................................................................................ 9.9-4
9-9.16 Weather Facsimile Recorder ........................................................................................ 9.9-5
9-9.17 Automatic Identification System (AIS)........................................................................... 9.9-5
9-9.18 Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (SVDR) .............. 9.9-6
9-9.19 Bridge Navigational Watch Alarm System (BNWAS) .................................................... 9.9-6
9.10
Steering Systems................................................................................................................9.10-1
9-10.1 General Requirements ................................................................................................9.10-1
9-10.2 Operation ....................................................................................................................9.10-1
9-10.3 Changing Mode ..........................................................................................................9.10-2
9-10.4 Testing........................................................................................................................9.10-2
9-10.5 Emergency Steering....................................................................................................9.10-3
9.11
Charts and Publications ......................................................................................................9.11-1

9-11.1 The Chart Index Book .................................................................................................9.11-1
9-11.2 Temporary and Preliminary Corrections ......................................................................9.11-1
9-11.3 Ordering of Charts ......................................................................................................9.11-1
9-11.4 Ordering of Publications ..............................................................................................9.11-1
9-11.5 Electronic Chart Systems ............................................................................................9.11-1
9-11.6 Charts System ............................................................................................................9.11-7
9-11.7 Chart Corrections ........................................................................................................9.11-8
9-11.8 Auditing Chart Corrections ..........................................................................................9.11-8
9-11.9 New Charts .................................................................................................................9.11-9
9-11.10 Additional Charts.........................................................................................................9.11-9
9-11.11 Foreign Charts ............................................................................................................9.11-9
9-11.12 Publications ................................................................................................................9.11-9
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9.6
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Navigation
9-iii
#3
1 January 2013
Pilotage ..............................................................................................................................9.12-1
9-12.1 Master Pilot Exchange .............................................................................................9.12-1
9-12.2 Monitoring Pilot ...........................................................................................................9.12-1
9-12.3 Embarking/Disembarking Pilots ...................................................................................9.12-1
9.13
Port Arrival and Departure...................................................................................................9.13-1

9-13.1 Safe Passage .............................................................................................................9.13-1
9-13.2 General Requirements ................................................................................................9.13-1
9-13.3 Arrival/Departure Checklist ..........................................................................................9.13-1
9.14
Anchor Procedures .............................................................................................................9.14-1

9-14.1 General.......................................................................................................................9.14-1
9-14.2 Anchor Plan ................................................................................................................9.14-1
9-14.3 Anchor Handling .........................................................................................................9.14-2
9-14.4 Anchoring on larger vessels ........................................................................................9.14-4
9-14.5 Anchoring in deep waters ............................................................................................9.14-5
9-14.6 Anchoring in congested anchorages............................................................................9.14-5
9-14.7 Heavy weather at anchor ............................................................................................9.14-5
9-14.8 Ship at Anchor ............................................................................................................9.14-6
9-14.9 Getting Underway .......................................................................................................9.14-7
9.15
Passage Planning Mandatory Routeing ............................................................................9.15-1

9-15.1 Ship Routeing, Traffic Separation and Ship Reporting Schemes ..................................9.15-1
9-15.2 Mandatory Routeing ....................................................................................................9.15-1
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26 November 2010
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9.1
9-1.1
Safe Navigation
VOM-9
9.1-1
R3
Navigation
All Company vessels must be navigated in a safe and prudent manner at all times and in strict compliance
with the applicable international Collision Regulations (COLREGS) and any other applicable laws or
regulations.
A hard copy of latest issue of VOM - Chapter 9 should be printed out and placed on Navigation Bridge,
easily accessible to all navigating officers. This copy does not need to be a controlled version but must the
latest issue as per the official issue VOM.
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Consistent with the safety of the vessel, and in compliance with any applicable governmental routing
requirements, the Master is responsible for the selection of routes so that the vessel is navigated in the
most efficient and economical manner. In planning and selecting routes the primary consideration must
be safe navigation. The economic objective of time and distance saving is secondary to safe navigation
and must be disregarded whenever the Master deems it necessary to do so.
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Course and speed must be set so as to provide an adequate margin of safety in the event of an
unanticipated emergency situation at all times.
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The Master has the overriding authority and the responsibility to ensure that the safety of all life onboard
the vessel and safety of the vessels has precedence over all other considerations.
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The Owner, the Charterer, the Company operating the ship, or any other person shall not prevent or
restrict the Master of the ship taking or executing any decision which, in the Masters professional
judgement, is necessary for safety of life at sea and protection of the marine environment.
ICS Bridge Procedures Guide
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The Master is to ensure through his Standing Orders that the OOW has an unrestricted access to the
Main Engines and Communications Equipments at all times whilst on navigational and anchor watch
keeping duty.
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Masters and Navigating Officers are to utilize copies of the relevant Bridge and Emergency Checklists
contained within the ICS Bridge Procedures Guide to supplement the ASP forms and templates. As a
minimum the B1 Familiarization with Bridge Equipment must be completed for all Officers joining a
vessel for the first time. Completed checklists are to be retained on the bridge for one year.
9-1.3
Vessel's Position Fixing
The position of the vessel must be fixed at frequent intervals to ensure that the planned track is being
maintained.
The position fixing intervals for each leg of the voyage are to be determined by the Second Officer in
conjunction with the Master and entered in the passage plan before the commencement for the voyage.
The frequency of position fixing should be such that the vessel cannot run into danger during the interval
between fixes.
As a minimum position fixes should be taken at least at the periods stipulated in the passage plan. The
Master is to review the charts at the end of the voyage to ensure that this has occurred.
At least two methods of position fixing should be charted, where possible. Visual and radar fixing and
monitoring techniques should be used whenever possible. GPS derived positions should always be
verified by alternative methods whenever possible. The methods of position fixing cross checks are to be
stipulated in the passage plan.
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9.1-2
R3
Navigation
The passage plan should clearly identify which position fixing methods are to be used, which one is
considered to be primary and which one(s) are to be considered back up or secondary.
Soundings must be taken when making a landfall, when the vessel is in restricted or shallow waters and at
any other time when they may assist in establishing the position of the vessel.
When in, or approaching, areas of possible navigational hazard, the Master must determine a point in time
or soundings at which, in the absence of a reliable fix, the vessel will be stopped until such time as the
vessel's position is determined and it is found safe to proceed.
Following are the symbols to be use on the chart to mark the vessels position.
NO
SYMBOL
DESCRIPTION
ELECTRONIC POSITION (OTHER THAN RADAR)
ESTIMATED POSITION
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NOON CELESTIAL POSITION
CELESTIAL POSITION
9-1.4
VISUAL CROSS BEARINGS

(ARROW HEADS AWAY FROM OBJECT)
Vessel Speed
Vessels are to be manoeuvred at all times in compliance with Rule 6 of the Rules of the Road Safe
Speed.
When approaching any confined area such as a jetty, wharf, dock, anchorage or pilot station the Master
must ensure that the speed is low enough to allow for headway being accelerated by engine movements
used for turning. Allowance must also be made in the approach speed for extent and availability of astern
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9.1-3
R3
Navigation
power to stop the vessel, particularly in respect of loss of steering and the induced transverse movement
whilst going astern.
When underway in rivers, harbours or other restricted waters the vessel's speed must be regulated to
comply with local speed restrictions and to avoid damage to shore installations, moored vessels and tows.
9-1.5
Under Keel Clearance
The under keel allowance necessary for safe bottom clearance varies with local conditions and the size
and handling characteristics of the vessel. The allowance consists of two main elements:
a minimum under keel clearance (UKC) that must be maintained between the vessel and the
bottom; and
an allowance for the other variable factors that may be present.
A minimum (UKC) should be maintained for all owned, managed and chartered vessels as follows:
For vessels with summer drafts of less than 10m UKC=0.3m alongside and 10% draft at
approaches and near coastal waters and at SBM and CBM berths;
For vessels with summer drafts in range 10m-17m UKC=0.6m alongside and 10% draft at
approaches and near coastal waters and at SBM and CBM berths;
For vessels with summer drafts in excess of 17m UKC=0.9m alongside and 10% draft at
approaches and near coastal waters and at SBM and CBM berths.
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The allowance for variable factors must take account of:

state of sea and swell;
tidal conditions, particularly the range and stand of tide;
variation in water level due to barometric pressure or tidal surges;
accuracy of soundings, tidal information and predictions;
accuracy of vessel's draught observations or calculations, including provision for hogging or

sagging;
increase of draught due to heel or trim, particularly important where vessels have a large beam;
changes in water density;
stability of the sea bed (sand wave conditions);
the effects of squat.
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When the vessel's draft is close to the maximum draft for the Port or berth the vessel must be maintained
upright and on an even keel.
Where the minimum (UKC) cannot be maintained then written permission from Senior Management or
Designated Person before transiting the area must be obtained. This may be a standing exception to this
procedure based on a formal risk assessment.
Use V-NAV-006 UKC Calculation for obtaining the UKC.
9-1.6
Ocean Passage under Keel Clearance
During ocean passages the vessel must maintain an under keel clearance of twice the vessels draft.
Where this requirement cannot be met the master is to contact the Designated Person.
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Squat
Squat is the reduction of under keel clearance (increase in draft) due to the ships forward motion through
the body of water. The amount of squat is a direct relation between the block coefficient of the vessel (Cb)
and speed.
For open waters the calculation can be summarised in the formula.
Squat (meters) = block coefficient (Cb) x speed (kts)
100
Where Cb = Volume of Displacement / L x B x draft
For example for a block coefficient of 0.8 and speed of 10 knots we can see that squat is:
co
py
= 0.8 x (10)
100
= 0.8 meters
The effect of shallow water increases inversely with the under keel clearance and should always be taken
into account when the depth of water is less than about twice the draught.
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In confined waters (UKC is less than 2 x draft) the amount of squat can be twice as much as in open
waters.
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nt
=2 x 0.8 x (10)
100
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= 1.6 meters
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As squat is dependent on the speed squared it follows that a reduction in speed reduces the amount of
squat.
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= 0.8 x (5)
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For example if we reduce the speed by half the squat will be reduced by four times:
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100
= 0.2 meters
Extensive laboratory work has been carried out on the combined effect of hydrodynamic interaction and
shallow water (i.e. depth of water less than about twice the draught) and the following conclusions, which
accord with practical experience, are among those reached:
The effects of interaction which occurs at sea (and also of bank suction and rejection) are
amplified in shallow water.
The effectiveness of the rudder is reduced in shallow water, and depends very much on adequate
propeller speed. The minimum revolutions needed to maintain steerage way may therefore be
higher than are required in deep water.
However, relatively high speeds in very shallow water must be avoided due to the danger of
grounding because of squat. An increase in draught of well over 10% has been observed at
speeds of about 10 knots, but when speed is reduced squat rapidly diminishes. It has also been
found that additional squat due to interaction can occur when two vessels are passing each other.
The transverse thrust of the propeller changes in strength and may even act in the reverse sense
to normal.
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Navigation
Vessels may therefore experience quite marked changes in the manoeuvring characteristics as
the depth of water under the keel changes and when in the proximity of banks. In particular, when
the under keel clearance is very small a marked loss of turning ability is likely.
Particular care should be taken when overtaking in narrow waters. When overtaking, the helm should be
watched closely and the other vessel passed on the proper side whenever the circumstances of the case
permit. VHF communications with the vessel to be overtaken should be established prior to the
manoeuvre being commenced.
9-1.8
Air Draft Clearance
Should the intended passage of the vessel take it under bridges or power cables, the air draft of the vessel
must be accurately calculated. Working on the fundamental definition that air draft in this respect is the
vertical height of the ship's highest point above the waterline; the following considerations shall be taken
into account:
Distance of the highest point (usually the main mast) forward of the after draft marks.
Position of the after draft marks relative to the after perpendicular;
The effect of trim.
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increase of air draft = [ Trim x l ] / L
Trim:
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where:
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IAD
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The effect on air draft due to these factors can be large, especially where the highest point is a significant
proportion of the LOA forward of the after draft datum point (marks or perpendicular). The combined effect
of squat and the reduction of vertical height of the mast due to its backward slope, or inclination, due to
trim is small and will result in a slight decrease in air draft. The following simple formula is to be used
which will give the increase of air draft due to trim.
Is the difference between draft forward and draft aft

Is the distance between draft datum points (draft-marks for read draft and perpendiculars for
calculated drafts)
I:
ls the horizontal distance from after datum point to highest point.
is
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L:
D:
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KTMH: Keel to Mast Height or Air Draft (From Base Line to Highest point on Vessel)
The Mid Draft of the vessel
For example an increase of air draft due to a trim of 0.8m:

Increase of air draft (meters) = Trim (m) x I (m)
L (m)
= 0.8 x 22.2
174
= 0.102 meters
This distance is then added to the KTMH less the draft at midships to calculate the actual Air Draft of the
vessel due to trim.
For example an increase of air draft of 0.102m the actual clearance from water line to the highest point of
the vessel is as follows:
Air draft (meters) = IAD (m) + KTMH (m) D (m)
= 0.102 + 47.02 7.25
= 25.7 meters
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The minimum clearance between bridges or power cables for ASP Managed vessels is as follows:
Bridges & Power cables -
2.0m
This clearance is to be added to the calculated Air Draft due to trim to provide a safety margin when
working of a passage plan that includes navigating under bridges or power cables.
For example the vessel is navigating under a bridge
Maximum Air Draft (Bridge) (meters) = AD (m) + Min Clearance (m)
= 25.7 + 2.0
= 27.7 meters
9-1.9
Interaction
The boundaries of a narrow or shallow channel;
Sudden local constrictions such as shoals;
The presence of another vessel;
An increase in vessel speed.
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Another factor to be considered is hydrodynamic interaction. That is, when a vessel is moving through the
water there is a positive pressure field created at the bow, a smaller positive field at the stern and a
negative field amidships. The effects of these pressure fields can be significantly increased where the flow
of water round the vessel is influenced by:
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When vessel handling, the possibility of an interaction situation occurring can be foreseen by having:
An awareness of the nature of the pressure fields around a vessel moving through the water;
An appreciation of the effect of speed;
An appreciation of the importance of rudder action.
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is
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These will enable the Ship Handler to be in a better position to deal with the interaction, particularly when
undertaking refuelling at sea, lightening when underway, or similar operations.
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Research has shown that problems with hydrodynamic interaction can be expected when the minimum
channel width is less than:
For one way traffic, 2 times the beam of the vessel;
For two-way traffic 5 times the combined beam of both vessels.
When navigating channels in open water particular care must be taken as the limits of the channel are
hidden. This makes it very difficult to assess bank suction effects.
9-1.10
Movement and Sounding Books
The Bridge Movement Book is provided for the recording of all information relevant to the anchoring,
berthing and un-berthing of the vessel not recorded elsewhere, whether by electronic or manual methods.
This shall include but not limited to the Following:
all engine movements if the telegraph logger is not operational;
use of thrusters(bow/stern)
vessels position and time of change over from auto pilot to manual steering and vice versa
pilot boarding/disembarkation times;
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time of passing navigational marks and prominent landmarks;
tugs names and times of making fast/letting go or standing by;
times of letting go;
"bringing up" and commencing/completing weighing anchor(s);
running/ letting go of head and stern lines and "All fast" times.
Navigation
It is important that speed reductions made before passing dredgers, moored vessels etc. be recorded.
The Bridge Movement Book entries, when read in conjunction with the charted positions associated with
the same anchoring, berthing/un-berthing manoeuvre, should enable an easy reconstruction of the
vessel's progress, and the procedures followed, to be made in the event that such evidence may be
required.
9-1.11
Radar Log Book
Standing off the Land
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9-1.12
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A Radar Log Book shall be maintained on the bridge and include either the shadow sector diagrams for
each Radar or note where the shadow sector diagrams are displayed on the bridge. Performance
monitoring and function tests for each unit are to be recorded along with details of any noted deficiency or
operational. The performance monitor reading should be recorded in the radar log book for every watch in
some value as mentioned in the makers manual (for example percentage, length of the plume, length of
sector scale etc.)
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Vessels should only close the land when the exact position of the vessel is known. In the absence of this
position, the Master shall postpone his arrival until the break of day.
Navigational Warnings and Forecasts
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9-1.13
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When navigating close to land Master's must always consider the possible consequences arising from a
failure of main engines or steering. Account should also be taken of the recently discovered fact that a
high freeboard vessel will make headway as well as leeway through the water when lying with engine
stopped with the wind on the beam. Master's should be fully conversant with the contents of ICS
publication, "Peril at Sea Guide and Salvage Guide".
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The Master shall as far as possible, ensure that relevant navigational warnings, weather forecasts, traffic
and routing information is obtained prior to getting underway, and when underway, by maintaining
appropriate GMDSS radio watch.
NAVAREA information shall be monitored and current warnings maintained on the Bridge for the
appropriate areas of the vessels operation. NAVTEX (where fitted) information shall also be monitored
and maintained as appropriate.
9.1.13.1 Obtaining NAVAREA warnings
Section III of the Admiralty Notice to Mariners (NTM) will now only include warnings for NAVAREA I
SOLAS regulations governing the World-Wide Navigation Warning Service require that:
Mariners receive NAVAREA and coastal navigation warnings via Safety-Net and/or NAVTEX (and
only by these methods).
NAVAREA Coordinators publish weekly bulletins (i.e. in-force lists) of their own navigation
warnings
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Following guidelines are to be complied with for obtaining Nav area warnings and maintaining the Navarea warning files:
The cumulative list of All Navigational warnings in force, for any particular Nav-area is to be obtained by
sending email request to the respective Nav-area Coordinators. The email contacts can be found in
Admiralty List of Radio Signals (ALRS) Volume 5 (NP 285) MSI Section.
For Example: Nav-area 1 (U.K) ALRS VOLUME 5 (NP 285) MSI SECTION, the email address is
navwarnings@btconnect.com
The Second Officer is the designated Officer for maintaining the Nav-area warning files onboard the
vessel.
Vessels while entering a particular Nav-area, must obtain an update via email from the co-ordinator for the
particular area. This information can be obtained from the MSI section of the ALRS-Volume 5.
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For vessels with Internet access, the data can be obtained from the website for the Nav-area co-ordinator
for the particular area.
Periodical Checks of Navigational Equipment
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9-1.14
Vessels trading in a particular Nav-area are to obtain an updated list from the nav-area Coordinator on a
Monthly basis.
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Operational tests of shipboard navigational equipment shall be carried out at sea as frequently as
practicable and as circumstances permit, in particular when hazardous conditions affecting navigation are
expected; where appropriate these tests shall be recorded.
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The OOW should also utilise the form V-NAV-013 - Bridge Checklist as part of his duties.
9-1.15
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The Officer coming on watch should check the navigation equipment before taking over the watch. He/she
should then check the equipment regularly during his watch.
Tugs
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A line must not be sent away from the stern of the vessel without previous permission. Where possible the
tug's line should always be used.
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Only tugs fitted with spark arresters should be allowed alongside when flammable cargoes are being
carried.
When tugs come alongside to assist in mooring or unmooring by pushing, they are only to position
themselves at the points on the vessels side designated for this purpose. These points are always to be
kept clearly marked.
Tugs shall be retained for as long as the Master requires but under no circumstances are tugs to be
released earlier than normal port operations dictate.
Consideration must be under taken in relation to the interaction between the tugs and the vessels (bow
and stern pressure zones and venturi effect) when working the bow, mid ships, and stern.
In addition all communications procedures between the vessel and tugs must include contingency plans in
the event of radio failure at any stage during operations with the tugs.
9-1.16
Recommended Pilotage Areas
Vessels planning to navigate in areas of recommended pilotage by the national or territorial authorities
shall take such pilots as required by the Owner or Client. Where the Owner or Client does not require the
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taking of such pilots then the Master shall use his judgement in making the decision whether to engage
such services.
The Master shall when making that decision consider the following points; local knowledge, prevailing
conditions, fatigue, traffic density and that any saving should not be at the cost of the safety of the vessel.
9-1.17
Pilotage Exemptions
Masters are required to acquire pilotage exemption certificates for any ports for which such certificates
can be obtained, and in to, or out of, or within which, ASP Ship Management requires vessels to trade.
Masters are required to hold and keep their exemption certificates renewed as required by the Regulations
under which they are issued.
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It is the responsibility of the Master to know whether or not he/she is exempt from pilotage in any port
having regard for the current regulations in force in that port. In the event that the Master is in any doubt
as to whether he/she is exempt he/she must ascertain from the Port Authority before entering that port
that he/she is in fact exempt, or engage the services of a licensed Pilot.
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The procedure below states the policy for the use of exemptions in ports. This procedure does not
over-rule any regulations laid down by any Port Authority concerning the granting or issue of a pilotage
exemption certificate. In cases where the regulations of the Port Authority conflict with, or contain
requirements additional to this procedure then the requirements of the Port Authority shall be complied
with at all times.
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An exempt Master must engage the services of a licensed Pilot in the following cases:When he/she has not visited a port or, if in the case of a port where the pilotage exemption is split
into zones or channels, then any zone or channel, for a period of one year.
When, in the intervening time since his last visit, significant alterations have taken place to the
approaches or areas within that port.
When the Port Authority indicates that, not withstanding that the Master is exempt, it is desirable
in the circumstances that a Pilot be engaged.
When in any circumstances the Master considers that the safety of the vessel will be better
secured by engaging the services of a licensed Pilot. The question of whether the circumstances
warrant engaging a Pilot is a matter for the discretion of the Master.
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The following, which are examples only, are typical of the circumstances in which the Master might
exercise this discretion:
When proceeding to or from a berth, graving or floating dock situated in a position in that port not
visited during normal trading to that port.
When shifting vessels without main engine power.
When there is adverse weather or poor visibility.
When he/she is physically incapacitated through illness or fatigue.
In exercising his discretion as to whether or not a Pilot be engaged, the Master shall not have regard to
the cost of engaging a Pilot.
When a Master is granted an exemption for a port without completing a trip in and out during the hours of
darkness he/she shall take a Pilot on the first occasion he/she arrives and departs from that port during
the hours of darkness.
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Newly Appointed Masters

Newly appointed Masters must:
For the first three months of service at sea following promotion to Master, take a Pilot at all times
irrespective of any exemptions which may be held.
On completion of three months service maintain details of ports visited.
Pilotage Exemption Advice

Whenever a Master is granted a new exemption, or has an existing exemption revalidated, Crew
Management Services shall be notified to ensure all personal records are maintained.
9-1.18
Reporting Systems (AMVER etc)
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All vessels must participate in the Automated Mutual Assistance Ship Rescue system operated by the
United States Coast Guard when not operating under another reporting system.
Vessels must comply with all other mandatory or voluntary reporting schemes operated by various Coastal
States when within the area of operation.
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Safety Limits
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9-1.19
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AMVER is a worldwide, computerized merchant vessel plotting program designated to maintain and
provide information on vessels for use in search and rescue operations.
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Subject to any specific requirements contained in Policies & Procedures and/or other instructions issued
from time to time by the Company, the Master is free to choose his/her own route for any passage. The
general principle to be followed is that the selected route should be the most expeditious and economical
that can be safely followed by the vessel, taking into account all relevant factors.
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Masters must ensure when planning a course, if sufficient sea room is available, that given a breakdown,
the vessel will not drift into difficulties in less than 8 hours. This particularly applies to areas with large tidal
currents.
9-1.20
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Vessels when on open water passage are, so far as circumstances permit and with due regard to the
prevailing weather and tidal conditions, to maintain a minimum distance of 10 (ten) nautical miles off the
nearest land or outlying dangers.
Buoys
Vessels position fixing should not be carried out using buoys due to the possibility of the buoys being out
of position due to the failure of their anchoring arrangement.
9-1.21
Integrated Bridge Systems
The efficient use of IBS will enhance navigational safety in terms of grounding and hazard avoidance.
Thorough voyage planning is the key to successful vessel operation and is vital to proper utilisation of IBS.
Some systems incorporate as a feature the automatic evaluation of electronic fixing with weighting of
preferred data and the omission of the use of questionable data. Although such systems are a powerful
navigation tool and although they may be expected to provide improved reliability of electronic position
fixing, Masters and Watch Officers must recognise that such systems remain an aid to navigation and as
such are subject to error or failure.
Masters and Bridge Watch Keepers must frequently verify the vessel's position by traditional methods. It
is essential that the bridge OOW aboard IBS equipped vessels remains a practical navigator and does not
become simply an "operator" of the IBS.
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It is recommended, and some charterer's require, that vessel's fitted with IBS utilise two independent
sources of date acquisition to verify the vessel's position.
9-1.22
Vessel's Time
Vessel's clocks should be kept on local or zone time and should normally be advanced/set back at
0200/0300, subject to the verification from the Master.
9-1.23
Sea Passage
Sea passage begins at the point where in the judgment of the Master the engines can be safely taken off
"stand by" following port manoeuvring. Sea passage ends at the point defined by the Master where
engines are to be placed on "stand by" for the approach to a port.
The engine room must be given at least one hours notice, prior to the ending of sea passage and ample
notice prior to commencing sea passage.
Stand By Engines
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9-1.24
The engine telegraph should be placed on Stand By Engine at any time during the voyage when the
Engineers may be required to respond promptly to possible engine orders. Guidance should be obtained
from the STCW Code Part 3-1 and Rule 6 of the International Regulations for Preventing Collisions at Sea
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The Master should consider placing the engines on stand-by in the following areas;
2. Torres Strait and Great Barrier Reef
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4. Lombok Strait
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3. Malacca and Singapore Straits
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1. Kattegat and Baltic
5. Inland Sea of Japan
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8. Sunda Straits
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7. Straits of Messina
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6. Dardanelles and Bosporus
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9. Coastal waters of USA (including gulf of Mexico)

10. Transiting All TSS
11. Bal AL Mandeb
12. Transiting Suez

13. Transiting Panama
9-1.25
RPM Posting
The RPM and or speed developed for each telegraph or pitch signal must be posted in the wheel house
and entered in the Bridge and Engine Bell Books.
9-1.26
Posting Courses
The current course to steer (CTS), Magnetic and Gyro courses are to be displayed on the bridge.
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Bridge Control of Main Engine
The control of the main engines shall remain with the OOW at all times. Where direct control of the
engines cannot be maintained the engine room shall not operate in UMS mode and as such shall be
manned at all times.
9-1.28
Manoeuvring Characteristics
Details of the manoeuvring characteristics of each vessel must be displayed in the wheel house in
accordance with IMO Resolution A.601 (15)
9-1.29
Deck Log Book
The Deck Log Book must be a full and accurate account, by watches, of the navigation and activities of
the vessel at sea and in port. All voyage events shall be recorded within the Deck Log Book as they
transpire.
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At sea it must indicate conditions of the wind, sea, weather and sufficient navigational information to
permit the track of the vessel to be plotted from the information contained. The position of alter course
points, courses steered, including true, gyro and magnetic, and errors determined by comparison must
also be recorded.
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All tests of navigation and emergency equipment, drills, inspections, changes of time, discharge of cargo
or ballast, casualties and unusual occurrences must be recorded in accordance with flag state and
international regulations.
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In port it must be kept in a similar manner insofar as applicable and must include details of the main
features of cargo and ballast operations. It must include details of cargo or ballast loaded or discharged
and drafts and dead-weight arriving and sailing.
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The Deck Log Book must be signed by the OOW at the end of the watch.
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Any error in a log entry must be corrected by drawing a single line through the incorrect portion and the
correct entry made immediately thereafter. Corrected errors are too be initialled by the Officer making
them. No erasures are to be made in the Deck Log Book.
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The Master and Chief Officer must sign the Log Book must be signed by both Officers, relieving and
relieved at the end of the watch as a record that both watch keepers are in agreement that all is in order.
Should either the relieving or to be relieved Officer not be located on the Bridge at the expected time of
handover. The alarm is to be raised immediately and Master informed of the situation.
The Deck Log Book must be retained as a permanent vessel record.
9-1.30
Masters Audits
Masters are to conduct regular audits of the bridge team covering passage planning, bridge teamwork,
individual competencies, bridge equipment and usage thereof, collision avoidance, communications,
pilotage, ship handling and publications, to ensure that all officers are complying with procedures.
Masters are to use the form V-NAV-015 - Masters Navigational Audit Checklist as a guide in conducting
the audits.
The results of the audits shall be formally recorded within STAR and the records should be made available
for office review during ship visits and on board navigation audits.
The records are to conform to formal audit procedures including effective monitoring and tracking of non
conformances and/or observations till close out.
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Masters should conduct these audits as a continuous process however formal reports should be filed at
least once every 4 months.
Outstanding or open issues are to be included in the Masters Handover Notes
9-1.31
External Navigation Audits
External navigational audits should be completed by a competent authority in accordance with the
requirements detailed in the Intergraded Management Manual (IMM).
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The results of the audit shall be formally recorded within Planned Maintenance System and the tracking of
the non conformances/ observations shall be done as per the requirements detailed within VOM-1 till
close out.
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9.2
Passage Planning
9-2.1
Passage Plans
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Navigation
For all vessels the V-NAV-004 - Passage Plan Checklist is to be used to compile the passage plan. For
vessels engaged in regular trades existing passage plan is to be regularly reviewed for any change in
conditions. For all new ports the V-NAV-004 - Passage Plan Checklist shall be used to compile the
passage plan.
The largest scale charts published are to be used. The master should make every effort to obtain the
necessary charts if not already onboard.
Courses shall be laid down on the charts as part of the Passage Plan. These courses shall be from berth
to berth and shall include all pilotage waters.
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All Parallel Indexing (PI) points shall be marked on the charts. Parallel Indexing should be utilized to
monitor the vessels intended track.
Passage Plans for deep draft vessels shall have marked on the charts emergency anchorages and
positions where the vessel can no longer leave the fairway or channel with safety.
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Wheel Over points when making turns and reference points for the occasions when the vessel is making
constant radius turns should be clearly marked on the applicable charts.
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The courses laid down and the position as marked by each Officer are to be left on the charts as long as
practicable. Charts shall only be cleaned off at the end of a passage and only if not required by the
Master. Where, however, this is impracticable due to voyage constraints, charts can be cleaned off earlier
but subject to the Masters approval and his/her standing orders should be amended as such to reflect this
and they remain compliant with the ability to file and archive for two years any courses and positions
(Passage Plans) as per SOLAS and MO requirements.
Pilotage Waters
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9-2.2
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Vessels must use V-NAV-005 - Passage Plan as a basis for formulating vessel specific passage plans.
Any vessel specific plans must cover as a minimum the fields contained within the V-NAV-005 - Passage
Plan.
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When proceeding under a pilot's advice, both the Master and the OOW must constantly review the pilots
orders and decisions. Any doubts regarding the progress of the vessel must immediately be brought to
the Master and/or pilot's attention. If necessary the Master should not hesitate to take the necessary
corrective action.
9-2.3
Role of OOW
Regardless of who is conning the vessel the OOW must never assume that the Master and/or pilot is
aware of any potential hazardous situation. It is the responsibility of the OOW to advise the Master/Pilot if
the vessel is "off track". He must never hesitate to convey any doubts that he/she may have with regard
to the safe navigation of the vessel.
In situations where the bridge manning has been increased due to weather conditions or traffic density the
bridge OOW should continue with his duties plotting the course of the vessel. Additional personnel should
be used only for those tasks for which they were specifically summoned.
The Master is to ensure through his Standing Orders that the OOW has an unrestricted access to the
Main Engines and Communications Equipments at all times whilst on navigational and anchor watchkeeping duty. A notice to this effect must be displayed in the wheel-house.
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9.3
Masters Standing Orders
9-3.1
Masters Standing Orders
VOM-9
9.3-1
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On taking over command, the Master shall record his/her own Standing Orders. The form V-OAM-011 Masters Standing Orders contains the requirements which form the basis on which the Master should
develop the Standing Orders. Any additional requirements to suit the type and trade of the vessel can be
included in these orders by the Master. The Master is entitled to vary responsibilities and duties on board
to meet any exceptional circumstances.
The fact that the watch keeping duty officer has an unrestricted access to the following items should be
clearly included in the Masters standing Orders:
Unrestricted access to use the navigating equipments
Unrestricted access to use the communication equipments
Unrestricted access to use engines to avoid an incident or a close quarter situation
Each Master shall:
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Issue Masters Standing Orders pertaining to navigation
Supplement the Masters Standing Orders with specific orders in the Masters Night Order Book
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Master shall issue standing orders, clearly detailing the various aspects for safe and efficient navigational
watch-keeping. All Officers In-charge of the Navigational Watch shall read and acknowledge these standing
orders by duly signing the same. A copy of Masters standing orders shall be placed on the navigating bridge.
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Master's Standing Orders shall include, but not be limited to, such matters as:
Familiarisation of duties, including the need for all new watch-keeping officers to make
themselves familiar with the operation of bridge equipment, control systems and instruments,
known equipment errors and limitations and to be capable of setting up and operating all
appropriate bridge equipment;
Watch handover arrangements, including the need for the Officer of the Watch to ensure that all
members are and remain fully capable of carrying out their duties, and that the watch is not to be
handed over if there is any reason to believe that the relieving officer is not capable of carrying
out his duties effectively;
Safe speed, when reducing speed in the event of restricted visibility or other circumstances
(distances shall be specified);
minimum CPA with other vessels and objects (distances shall be specified);
calling the Master (distances shall be specified);
reducing speed in the event of restricted visibility or other circumstances (distances shall be
specified);
making landfall/port;
posting lookouts;
manning the wheel;
the use and correction of charts;
the use of echo sounder, radar and other navigational aids;
an established drill for changing over from automatic to manual steering;
provision of additional watch-keeping personnel in special circumstances, e.g. heavy traffic,

narrow passages or restricted visibility;
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the need for checking information in order to reduce to a minimum the risk of 'one-man' errors;
Radio-communication procedures including VHF

Communications and testing of GMDSS equipment;
boarding arrangements for pilots;
Navigation under pilotage;
Anchoring and maintaining an anchor watch
compliance with security arrangements as per Ship Security Plan relevant to the security level in
force;
Standby and mooring operations;
Port and Cargo Watch-keeping procedures; particularly Cargo Operations safety such as special
precautions during handling cargo in port or other cargo related operations such as tank cleaning/
gas freeing/ cargo heating etc. during passage;
Shipboard Safety;
Appropriate settings on AIS, ECDIS and other navigational equipment as applicable for the
vessels condition
communications
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GMDSS
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radio
Night Order Book
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Each Officer In-charge of the Navigational Watch shall read thoroughly, understand and acknowledge by
signing the Masters Standing Orders.
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The Master shall maintain his/her own written Night Orders pertaining to the efficient keeping of bridge
watches, both at sea and at anchor.
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Entries shall be made daily by the Master in the Master's Order Book. Entries shall include:
The vessels course;
Anticipated course changes;
manning the wheel;
the use and correction of charts;
the use of echo sounder, radar and other navigational aids;
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Before relieving the watch, each Officer In-charge of the Navigational Watch shall read, initial, and fully
understand the orders written in the Master's Order Book.
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9.4
Bridge Organisation
9-4.1
Bridge Watches
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The Master must always set a bridge watch to meet the prevailing conditions. The Bridge Watches must
be manned as follows:
One licensed (may include Master) Officer on the bridge and a dedicated
lookout during the hours of darkness
Watch Category 2
Two licensed Officers (may include Master) on the bridge and a

dedicated lookout during the hours of darkness
Watch Category 3
Three licensed Officers (must include Master) on the bridge, helmsman

and a dedicated lookout during the hours of darkness
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Watch Category 1
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Under Watch Category 1 or 2, a helmsman independent of the dedicated lookout should be summoned to
the bridge if the hand steering is to be engaged for any reasons.
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In assigning duties within these watch categories the Master must take into account the following factors:
the experience and qualifications of the personnel concerned and any limitations which may affect
their performance
that all personnel are rested and fit to undertake their allocated duties
The availability of instrumentation controls and equipment and the procedures necessary if these
are not available or are not functioning properly.
The watch category 1 allows the OOW to be the sole lookout of the bridge watch during daylight
hours. The Master must ensure that such a sole lookout is sufficiently rested prior to assuming the
navigation watch. He/ she should have a constant communication with the duty watch keeping
rating that can be performing other duties during the day light hours. Such watch keeping rating
should be able to be summoned to the bridge at a short notice.
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The Master must be clear and distinct in assigning duties and responsibilities in order to ensure that these
are clearly understood by all the personnel concerned.
The Master must continuously assess the prevailing situation in order to identify circumstances, which
may require a re-evaluation of priorities and/or a reassignment of duties and responsibilities to efficiently
deal with a changing situation.
The above factors must also be taken into account when assigning helmsman and lookout duties to
ratings.
At no time should any activity or material be permitted in, or in the vicinity of, the wheelhouse, which may
detract from the Watch Keepers ability to carry out their duties.
The Master may at his discretion delegate his responsibilities to the Chief Officer in order to get some rest
during long periods in Pilotage waters or Restricted Visibility.
9-4.2
Masters Presence on the Bridge
The Master must be on the bridge at the following times:
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whenever called on by the Officer on watch
in periods of restricted visibility (refer to Visibility Scale guide line as in 9.6)
when there is heavy traffic in the vicinity of the vessel
while navigating in restricted waters
when entering or leaving port, docking, undocking or shifting vessel
when the track of the vessel passes in the vicinity of shoals, outlying rocks or other hazards to
navigation during heavy weather conditions and at any other times when conditions are judged to
be a threat to the safety of the vessel, personnel or cargo
These responsibilities may be delegated to the Chief Officer or coastal/deep-sea pilot.

9-4.3
Bridge Watch Category
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Bridge watches should be set at the Master's direction, according to prevailing conditions, using the
following as guidance:
General Conditions
Watch Category
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1. Open Waters
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Clear weather, little or moderate traffic
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Clear weather, high density traffic
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Reduced visibility, little or moderate traffic
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Reduced visibility, high density traffic
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2 or 3
2. Restricted Waters (limited maneuvering room)
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2 or 3
2 or 3
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1 or 2
3. Entering or Leaving Port
2 or 3
2 or 3
9-4.4
Lookout
The OOW must personally or by specific assignment to others maintain a proper lookout by sight and
hearing as well as by all available means appropriate in the prevailing circumstances.
9-4.5
Bridge Team Operation
The Bridge Team concept which minimises the risk that an error made by one person will have disastrous
consequences must be implemented on all vessels.
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At all times when more than one Deck Officer is on duty on the bridge all those present must be aware of
the voyage plan in progress and alert to the overall navigational and traffic situation to the maximum
extent possible.
There must be a free exchange of information between bridge team members. The conning Officer must
keep other bridge team members apprised of intended manoeuvres as fully as circumstances permit. In
the event of the conning Officer personally operating the bridge controls, (such as autopilot course
changes, changing engine control settings, etc.) the practice of announcing the "order" to those present on
the bridge must be adhered to. This is imperative to keep Bridge Team Members up to date with a
developing situation.
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Bridge Team Members who notice any factors, which may influence the safe navigation of the vessel,
must not hesitate to call them to the attention of the appropriate team member.
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9.5
Bridge OOW Responsibilities
9-5.1
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Regardless of the presence of the Master on the bridge, the OOW continues to be responsible for the safe
navigation of the vessel until specifically advised by the Master that he/she is taking over the con of the
vessel. In these circumstances the OOW should verbally confirm the transfer of responsibility to the
Master.
When the Master desires the OOW to resume the con he/she must specifically advise the OOW that
he/she once again has the con and this must be acknowledged by the OOW. Such changes of con must
be recorded in the Deck Log Book as well as the time and position of the vessel.
An entry is to be made in the Movement Book when (time) there are any changes in pilots. This is
particularly relevant on long pilotage transits where two (2) pilots are utilised. A notation should also be
made when the pilot commences/completes his advisory role.
Officer Leaving the Bridge
9-5.2
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In addition an entry is to be recorded in the Deck Log Book, recording the Pilots onboard time and pilot
away time, which defines the pilot's time of employment, it shall also be noted as to when he/she starts
and finishes his/her role on the bridge.
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The OOW shall not leave the bridge until a suitably qualified and fit for duty relief is on the bridge and has
taken over the watch.
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Before handing over the watch the oncoming Officer shall be given a full appraisal of the current and
expected situation and shall include vessels heading, compass error, traffic conditions weather pattern
and visibility, watch level, specific Masters instructions, radio watch, and any equipment faults.
9-5.3
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Finally an entry into the Deck Log shall be made confirming that change of the watch took place and must
be signed at the end of the watch by the off going OOW.
Helmsman
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The OOW must ensure that the vessel is properly steered. Helmsmen must be monitored to verify their
understanding of, and ability to execute, steering orders properly.
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The Helmsman must have no other duties when assigned to the helm.
The availability of trained and proficient Helmsmen is vital to the safe navigation of the vessel. At all times
whilst the vessel is at sea a trained and proficient helmsman must be available whenever the automatic
steering is engaged. During daylight hours he/she must always be in the vicinity of the bridge and must
always remain in contact with the Officer of watch. During darkness he/she must be present on the
bridge.
Helmsmen are not permitted to change the steering mode.
9-5.4
Safety of Personnel
The OOW must make every effort to maintain the safety of the vessel's personnel. At the approach of
heavy weather he/she must have watch personnel make an inspection of the vessel to ensure that lifelines
are rigged, weather doors and ports are closed and that all materials and equipment are properly secured.
Particular caution must be exercised when navigating in strong currents as seas build up very rapidly
when the wind is against the current. The OOW must keep close watch on personnel required to work on
weather decks and must not hesitate to alter course or speed to ensure their safety. If this becomes
necessary the Master must be notified immediately.
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Nobody should be allowed access to the main deck when seas are being taken aboard the vessel.
However, after assessing all the conditions and alternatives, the Master may allow personnel to go on
deck if demanded by the urgency of the situation. In such cases all safety precautions should be taken,
including the wearing of life jackets and lifelines.
9-5.5
Equipment Tests
On vessels fitted with direct bridge control of engine systems, prompt and effective engine response must
be tested prior to entering restricted waters and at any time it is anticipated that manoeuvring control may
be needed. This test must be recorded in the Deck and Engine Room Log Books.
Before entering waters where manual steering may be required, the system must be tested to port and
starboard.
9-5.6
Steering Mode
Automatic steering (gyro control) will normally be used during open sea passages.
Calling Master
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Hand steering must be engaged at any time the Bridge Officer of watch considers it necessary to deal with
a developing traffic situation, and should be maintained until all danger of collision is past. Vessels
position and time of change over from auto pilot to manual steering and vice versa should be logged in the
bridge movement book.
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The Master must keep the OOW advised of his whereabouts at all times when the vessel is at sea. The
Watch Officer must not hesitate to call the Master at any time when in doubt or when assistance is
required.
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The Master must be called before a doubtful situation becomes an emergency and early enough to ensure
that he/she has sufficient time to analyse the problem.
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The Master must be called under the circumstances specified in this chapter and in any other situation
where the OOW is in doubt or requires assistance.
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Notwithstanding the requirements to notify the Master immediately in the foregoing circumstances the
OOW must, in addition, not hesitate to take immediate action to secure the safety of the vessel where
circumstances so require.
If the OOW is doubtful as to when he/she should call the Master they shall make themselves fully familiar
with the requirements of Masters Standing Orders (V-OAM-011), Night Orders plus the ICS Bridge
Procedures Guide and STCW, will also define when he/she is to be called.
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9.6
Navigation in Reduced Visibility
9-6.1
Speed in Reduced Visibility
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In conditions of reduced visibility vessels must proceed at a safe speed appropriate to the prevailing
circumstances and conditions of restricted visibility. Engines must be ready for immediate manoeuvre and
the COLREGS must be complied with at all times with particular regard to the sounding of fog signals,
proceeding at a safe speed and having the engines ready for immediate manoeuvres.
It is important that the Navigating Watch Keeper should know the handling characteristics of his vessel,
including its stopping distance, and should appreciate that other vessels may have different handling
characteristics.
The Master must establish procedures to be followed in situations where:a) Visibility begins to diminish or is expected to diminish.
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b) When reduced visibility is suddenly encountered.
In developing these procedures the following points should be considered:-
a) End-on closing speeds of 40 knots are not uncommon under present day conditions.
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b) The time lapse necessary for the engines to be brought from the full ahead to the standby
manoeuvring condition.
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c) Any temporary engine fault or Engine Room condition which could increase the time lapse or limit
engine manoeuvrability.
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d) Density of traffic, traffic type, and traffic flow patterns in the area being navigated.
Any manoeuvring restrictions due to draught and depth of water, the presence of shoals, or any
other navigational danger in the area that could restrict any immediate, bold, alteration of course
before speed could be reduced.
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e) Necessity for calling standby Ratings and/or Mates, and the time lapse before they can be on the
Bridge and effectively on duty.
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g) Time lapse before radar becomes fully operational.

The vessel's stopping distance from operating speed and the problem of maintaining heading
control while stopping.
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h) Condition of radar equipment.
The Master must ensure that all Mates fully understand the procedures that he/she has established.
9-6.2
Restricted Visibility
When restricted visibility is encountered or expected, the first responsibility of the officer in charge of the
navigational watch is to comply with the relevant rules of the International Regulations for Preventing
Collisions at Sea, 1972 with particular regard to the sounding of fog signals, proceeding at a safe speed
and having the engines ready for immediate manoeuvre. In addition, the Officer in charge of the
Navigational Watch shall:
1. inform the master;
2. post a proper look-out;
3. exhibit navigation lights and use appropriate sound signals; and
4. operate and use the radar/ ARPA.
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The scale as outlined below should be used as a guideline to determine the prevailing visibility in the area
of navigation.
Very Poor:
Less than 1000 metres
Poor:
Between 1000 metres to 2 nautical miles
Moderate:
Between 2 nautical miles to 5 nautical miles
Good:
More than 5 nautical miles.
All navigating officers should be well aware of this scale and the scale to be printed and posted in the
wheel house at a conspicuous location. The Master should refer to this scale while drafting the Standing
Orders. Appropriate visibility condition as per this scale to be recorded in the deck log book during the
navigation, anchor watches and whilst alongside.
Radar/ARPA
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The Navigating Watch Keepers attention is drawn to the contents of Rule 19C in the International
Regulations for the Prevention of Collisions at Sea. This rule gives radar the more positive role in collision
avoidance. It also, however, demands its efficient use by proper radar plotting either manually or by
automatic means. The use of radar must not overrule the need to proceed at a safe speed, reduced as
necessary to the degree of visibility.
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The radar should be switched on in sufficient time before it is required in order to establish that it is
operating correctly and to adjust it to obtain optimum performance.
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If weather conditions are such that visibility may deteriorate, the vessel's radar should be operating or at
standby. In reduced visibility the radar should be operating continuously and the display should be
observed as frequently as the prevailing circumstances require.
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9.7
Navigation in Heavy Weather
9-7.1
Operation in Heavy Weather
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When a vessel is approaching, or is operating in, heavy weather conditions, the Master shall ensure that
all departments take necessary precautions to prevent damage to the vessel, equipment and cargo,
including injury to crew. The checklist (B10) from Bridge Procedures Guide should be complied with.
The vessel's speed and course shall be set as to minimise stress on the hull and machinery.
When applicable the vessel's ballast tanks shall be managed to relieve longitudinal stresses and give the
best handling conditions.
Special attention shall be directed to conditions on deck and an officer, in constant communication with
the bridge and deck personnel, appointed to supervise and oversee operations including but not limited to
the following:Securing of movable objects.
Tank ventilation adjusted to prevent the ingress of water.
Rigging of life lines.
The presence of personnel in exposed areas.
Stowage of paints, solvents and other liquids.
Stopping personnel from proceeding to dangerous deck areas.
Cargo and ballast line and valve settings
Cargo and ballast ullage monitoring
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Special precautions regarding the operation and surveillance of machinery and associated systems shall
be taken to ensure that:Oil levels in all machinery are maintained at a safe level to prevent loss of pressure due to rolling
and pitching.
Water levels in boiler feed, and machinery tanks are maintained at a safe working level.
Water levels in bilges and voids are kept to a minimum.
Fuel and lubricating oil filters are prevented from clogging.
Effective communications are maintained between the Bridge and Engine Room watch keeper.
Fuel service tanks are maintained at a safe working level.
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Special precautions shall be taken in the accommodation, pantry and galley areas:
Furniture to be secured.
Crockery to be properly stowed.
Storm bars to be fitted on stoves.
Decks in accommodation, pantry and galley to be kept clear of spills and debris.
9-7.2
When heavy weather is encountered, the Master must give early consideration to making substantial
reductions in power, and therefore speed, in order to reduce the kinetic energy of the vessel. This may be
in conjunction with an alteration of course to further reduce the effect of the seas on the vessel. The
combination of speed reduction and course alteration is known as "heaving to".
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Stopping the vessel will reduce the vessel's kinetic energy to zero. The vessel will then find the natural
position, which in most cases will be almost beam on to the sea, and she will lie in this position rolling
deeply but easily. With a high degree of transverse stability any danger of being overwhelmed in this
condition is minimal.
Thus an effective way to heave to is simply to stop the vessel, provided that there is sufficient sea room to
leeward as the vessel will experience significant leeward drift when lying in this position. The OCIMF/ICS
book "Peril at Sea and Salvage, A Guide for Masters", which is available on board, gives considerable
details regarding the behaviour of drifting tankers and Masters must ensure that they are familiar with its
contents which should be used for guidance.
9-7.3
Stability Considerations
The Master should give special consideration when in or approaching heavy weather to the status of the
stability of the vessel in regard to:
GM
Angle of Down flooding
Roll Period
Sloshing effects of slack tanks
Free surface effects of slack tanks
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Consideration should also be given to running before the sea. Although concern has been expressed
regarding the dangers of pooping, it should be noted that a modern vessel is constructed to meet
classification and statutory requirements.
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The heaviest stresses occur in the middle length of the vessel and it is this area which has the heaviest
scantlings with the scantlings becoming lighter towards each end of the vessel. Although the bow area is
stiffened to resist panting and pounding forces, there is no greater resistance to sea impact than there is
around the stern. Thus, provided that the watertight openings around the superstructure are properly
secured, structural damage as a result of being pooped is extremely unlikely.
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It is obvious that running before the sea requires ample sea room to leeward. In order to avoid over
stressing the vessel this procedure should only be adopted if the crest to crest length of the waves is
considerably larger or smaller than the vessel's length and speed is reduced to fifty percent of the wave
speed.
9-7.5
Stemming the Sea
If there is insufficient sea room to consider stopping or running with the sea heaving to must be
accomplished by putting the sea ahead or on the bow and reducing speed to the minimum necessary to
maintain steerage way.
It should be appreciated that "maintaining steerage way" does not mean the continuing ability to keep a
tight course in automatic pilot. What it does mean is that in hand steering the vessel can be kept to the
approximate course, despite experiencing considerable yawing about that course. It obviously requires
less speed to do this than to maintain a tight course. The overall forces acting on the vessel are likely to
be at their maximum in this situation and thus structural damage is most likely to occur when pitching in
heavy seas. It is therefore even more important to ensure that an early and substantial reduction of speed
is made in order to successfully weather heavy seas on the bow.
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Synchronization
Whether stopping, running before the sea or stemming the sea, Masters must pay particular attention to
ensure that synchronous rolling or pitching does not occur as this may expose the vessel's structure to an
increased risk of superficial damage by breaking seas. Masters must be aware that temporary alterations
of course and/or speed may be necessary to prevent this situation occurring.
9-7.7
Weather Forecasts
Careful attention should be paid to weather forecasts, which may be enhanced by the careful use of
facsimile weather charts. Masters should not hesitate to make early alterations of course to ensure that
they do not pass too close to the centre of a severe depression. Masters are not expected to maintain a
minimum distance voyage track at the expense of unnecessarily passing through heavy seas, when these
can be avoided.
9-7.8
Weather Routing
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Masters may utilise the services of weather routing services whenever they consider it appropriate to do
so. The Master is always at liberty to disregard advice received from a weather routing service if, in his
judgement, there is no advantage in following such advice.
Very Large Waves
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The use of these services does not relieve the Master of his responsibility for safe navigation, nor does it
permit discontinuation of the reception and analysis of weather reports.
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Masters must consider the effect on sea conditions when winds are contrary to currents, e.g. the very
large waves sometimes experienced in the Agulhas current and the Gulf Stream occur when wind and
current are opposed. Many vessels have been severely damaged or lost following an encounter with such
waves. When conditions are conducive to the formation of such waves, immediate action must be taken
to take the vessel out of the main axis of the current.
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Navigation in Ice
The Master of a vessel operating, or designated to operate, in waters where ice conditions exist shall
maintain on board the latest publications and regulations with regard to ice navigation.
The Master shall make use of all ice reporting systems and exercise more than usual prudence in
operating his vessel in waters where ice conditions may be encountered.
The Master shall be present on the bridge and take full control of the vessel prior to and during the
vessel's entry into ice, during time in ice (as required) and coming out of ice in heavy weather.
The Master shall promulgate written orders to all persons in charge of the deck watch specifying
precautionary measures to be taken prior to entering and while navigating in ice.
9-8.1
Work Performance
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Preparations for operating in cold climates shall be carried out well before the vessel arrives in the area.
Checklist V-DOP-004 Checklist prior arrival in ice conditions to be used. In extreme cold climates, the
conditions encountered are arduous with rain, snow, frost and low temperatures compounded by wind chill
factors, up to gale force winds and the added risk of freezing spray. Duties, which are normally easy to
perform, become very difficult and time consuming. The safe, efficient operation and navigation of a
vessel under such trying conditions requires extreme care and good planning. Use checklist V-NAV-016
Checklist for navigating in ice, prior navigating in ice. Many of the difficulties can be overcome by diligent
management and good seamanship.
The risk of damage to the ship is substantially reduced, provided that the master acts in accordance
with sound operating practice, in relation to:
o speed in ice conditions;
o manoeuvring;
o ice convoy procedures;
o drift ice, pack ice and consolidated pack ice;
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Non-ice strengthened vessels now frequently trade to areas closed for normal navigation in winter months
because of:
o improved ice-breaker assistance;
o improved ice observation;
o an improved advisory service in programming vessels through ice-affected areas.
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Master shall conduct a Risk Assessment (use V-SAF-020) well before entering extreme cold
weather conditions and submit the result of such assessment to the vessels superintendent for
review and approval.
Key steps in this process may be described as:
o
o
o
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Identification of potential hazards and development of hypothetical risk scenarios

Evaluation of the probability and consequences of each scenario
Assessment of the level of risk
Implementation of prevention or mitigation steps to reduce risk to an acceptable level.
The following procedures address only some of the more relevant aspects of extreme cold
weather procedures and winter navigation and are to be read in conjunction with other appropriate
nautical publications including Mariners Handbook.
9.8.1.1 General Precautions for Ice Navigation
Except in extreme emergencies, vessels must never force a passage through ice. Alternative routeing
should be a priority option for any Master who finds concentrations of thick ice either close to or on his
intended course. However, there may be circumstances where there is no choice but to pass through ice.
Knowledge of ice formation in vicinity of the vessels passage is valuable. When navigating in ice, there is
no substitute for constant vigilance, caution and seamanship.
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The Master should organise and brief his Bridge Team prior to commence navigation in iced sea. Ice
operations dictate that the Master would take the con when entering ice. The Master and OOW should
make themselves aware of all areas during the passage, where ice, icing and icebergs can be
encountered. When approaching these areas they should comply with the SOLAS requirements (Chapter
V), which require that when ice is reported on or near his course, the Master of every vessel at night is
bound to proceed at a moderate speed or to alter course as to go well clear of the danger zone.
Because of the potential stresses which can be imposed on the cable, unless no alternatives are
available, the Masters must never attempt to anchor in / or near ice.
9.8.1.2
Anchoring in ice-bound waters

Prior arrival Pilot Station both anchors shall be de-iced and moved up and down in gear to make sure
they are free.
Except in an emergency, avoid anchoring during periods of heavy ice.
Master shall not attempt to anchor in or near ice unless no other option is available. Special care
must be taken in swift currents. The risk of anchor loss can be great under the strain of ice and
currents.
The anchors must be kept free and ready for use at all times. They should be veered out a few links
periodically, in gear, and the re-housed to ensure this. To avoid anchors freezing in the hawse
pipes, and providing sea conditions allow, both anchors should be lowered so that the shanks are
out of the pipe.
Navigation in ice-bound waters
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When in the open sea, vessels shall never force a passage through ice formations, except in
emergency situations.
Daylight transit only when ice formation of sufficient size and quantity to hinder vessels
navigation is reported in or in vicinity of traffic lanes.
When navigation in ice areas, reduce speed down to about 8 knots ensuring maintenance of the
vessels manoeuvrability.
Main propulsion systems should be retained standing by, in order to be able to provide immediate
and continuous manoeuvring of the vessel. The minimum power necessary to maintain headway
and steerage way shall be used.
When manoeuvring in ice, track followed should be at all times within established boundaries of
traffic separation scheme. Navigation outside these boundaries should only be considered in an
emergency situation and in consultation with the proper local authorities.
Extreme caution shall be exercised when using navigation buoys in areas where they may be
displaced from their charted position by floating ice.
When navigating in vicinity of ice, the Master or the C/O in addition to helmsman and lookout and
an additional deck Officer shall be on Bridge. The Master shall consider posting watch category 2
or 3 according to the prevailing environmental conditions.
When in escort of tugs, maintain radio contact throughout passage and properly inform of all
major course or speed changes.
Ensure additional heating is provided for the wheelhouse and steering compartment. Keep steering
motor running even in port.
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Ships whistle should be checked and blown regularly to ensure it remains clear of snow and ice.
Navigation lights should be checked regularly and running lights left on continuously while underway.
Ensure wheelhouse windows de-icing is operating.
Ensure radar scanners are kept turning, even in port.
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9.8-3
R1
Navigation
While navigating in the areas where sea ice is expected, during the night, it is recommended to have
a searchlight (Suez Light) ON continuously; pointed forward. This will help identify small pieces of ice
in sufficient time to reduce speed and safely enter the ice.
Monitor ice bulletins regularly. This can be obtained from the agent.
Do not enter ice if an alternative, although longer, route is available.
It is recommended that Master should, where available, engage the services of an Ice Pilot, Ice
Advisor or Ice Navigator when navigating in ice bound waters. The vessels superintendent shall be
advised about the requirement for of an Ice Pilot, Ice Advisor or Ice Navigator when the passage plan
is being made, so that the superintendent can liaise with the vessels charterers/operators for such
arrangements.
When manoeuvring in heavy ice, restrict speed to maintain only safe steerage and headway, to
prevent bow plating damage. Minimise astern propulsion.
It is very easy and extremely dangerous to underestimate the hardness of the ice.
Enter the ice at low speed to receive the initial impact; once into the pack, increase speed to maintain
headway and control of the ship.
Be prepared to go "Full Astern" at any time.
Navigation in pack ice after dark should not be attempted without high-power searchlights which can
be controlled easily from the bridge; if poor visibility precludes progress, heave to and keep the
propeller turning slowly as it is less susceptible to ice damage than if it were completely stopped.
In freezing spray or severe freezing spray it is strongly recommended to avoid ice build-up aboard the
vessel. It may be necessary to reduce speed to bare minimum. It is preferable to lose 12 - 18 hours
on the ETA, and avoid 2 - 3 days of clearing ICE in the port before cargo operations can commence.
All precautions should be taken to avoid ice accumulation on the main deck. In case of severe
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freezing spray (temperatures less than minus 15 C and wind above 35 knots) the vessel should
heave to or when in proximity of safe anchorage the vessel should consider anchoring in the safe
anchorage and await storm to pass.
Propellers and rudders are the most vulnerable parts of the ship; ships should go astern in ice with
extreme care - always with the rudder amidships.
All forms of glacial ice (icebergs, bergy bits, growlers) in the pack should be given a wide berth, as
they are current-driven whereas the pack is wind-driven.
Wherever possible, pressure ridges should be avoided and a passage through pack ice under
pressure should not be attempted.
When a ship navigating independently becomes beset, it usually requires icebreaker assistance to
free it. However, ships in ballast can sometimes free themselves by pumping and transferring ballast
from side to side, and it may require very little change in trim or list to release the ship.
9.8.1.4
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Contact damage due to ice
Hard contacts with ice, docks and fenders may result in structural failure at a significantly lower
impact level, at temperatures below freezing. A close examination of possible contact areas shall be
done.
Upon clearing heavy ice, or areas where cold weather procedures are in force, an inspection shall
be made of all safely accessible cargo compartments, void spaces, forepeak, forward deep tanks,
cofferdams and pump rooms to verify the integrity of the hull.
9-8.2
Navigation with Assistance of Icebreaker or in a convoy
Always follow the order received from the icebreaker. Bear in mind that our vessel might have deeper draft
than the icebreaker. Do the navigation independently. Always inform the ECR in regards to the ice
situation. Always run the Auxiliary Engine.
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9.8-4
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Navigation
Keep continuous watch on the VHF channel assigned by the icebreaker. Be vigilant for any sound or light
signal from the icebreaker or other vessels and keep a good lookout.
Immediately announce on the VHF if you get stuck in channel through the ice and use the sound signal for
the same purpose.
If the convoy comes to a halt/stop then own vessel is to be stopped by astern order on ME. Strive to stop
the vessel in an easy part in the ice, so it will be easier to get started when the convoy starts to move
again.
If there is heavy ice, keep the vessel ice free by slowly moving ahead/astern.
Hull damage from ice will not occur as long as the vessel is moving.
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Always keep a safe distance to vessels ahead of you. Keep distance by means of radar range
rings. If a critical situation occurs and you need to stop the vessel, put the rudder hard to
starboard to get the bow out in the ice and then full astern to stop the vessel faster. Keep 2
steering gears running at all times. The speed will also decrease by using the rudder hard over
from port to starboard and vice versa.
Be aware that own ship or other vessel in vicinity may not always will be heading where you want it to go
in the ice.
Navigating in the Archipelago during ice condition
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Anchor windlass to be prepared in case you need to use towing cable from the icebreaker.
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Do not break any new ice channel in the Archipelago without permission from the National Maritime
Administration (VHF warning broadcasts need to be sent).
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Be precise and demanding with the steering. Give accurate rudder orders. When turning, keep the inner
lane so the stern has enough space in the channel. Otherwise the whole vessels side will be forced to the
outer lane which might result in ice damage on the outer quarter of the stern. Give timely rudder orders.
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Slow down well before a turn so that when in the turn the engine power can be increased resulting in
adequate turning speed.
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Request the traffic situation in the ice channel, by VHF from pilot station in the area. Keep VHF contact
with approaching vessels. Agree about a suitable meeting location and adjust the speed if necessary. If
uncertainties arise, stop the vessel and give 2 long blasts.
Take particular caution when overtaking. When the other vessels are moving do not overtake. Establish
VHF contact and agree about the overtaking situation.
Try to avoid getting stuck at narrow locations in the ice channel since icebreaker will have difficulties to
cut the vessel away. Let more powerful vessels be first in the ice channel.
Slow down well before ice bridges. Note the position before the ice bridge and comparable locations, to
be able to prove that the vessel did not use excess speed.
Keep a lookout and note any people beside the ice channel or trying to cross it.
9-8.4
At Sea under Ice Condition
Ask for waypoints well in advance from the icebreaker. Try to inform ETA at least 24hrs in advance to
the edge of the ice. Obtain information about the ice condition and pick up positions for assistance etc.
Listen to ice reports and discuss the ice situation with outbound vessels. If schedule allows, avoid
arriving to the edge of the ice in darkness.
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Navigation
Inform the Captain if ice is sighted.

Auxiliary Engines are to be running when navigating in ice and if needed both steering gears.
Make use of ice channels even if they are not in the vessels intended direction.
Slow down the vessel when approaching the edge of the ice from open water or from thin ice approaching
ice ridges (walls). If the vessel passes between two drifting ice floes, avoid passing in the seam if the ice
is moving. Head closer to the seam in the floe that looks weaker/easier to break through.
In case the vessel is approaching an ice ridge and forced to pass through, slow speed against the wall,
astern out again and then ahead again on whichever side of the first cut. Go astern again and then hit in
between of the two cuts. Never go astern first in the edge of the ice or thick ice floes. Always keep
rudder mid ship when going astern in ice. Strive to have engine power in reserve if the vessel gets stuck in
the ice. Sometimes it might be necessary to use full engine power to force a limited or difficult ice area
but understand the vessels characteristics and always use proper judgment.
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Do not sail until the vessel gets stuck in the ice, go astern before the vessels comes to a full stop. If
necessary wait for assistance. If possible, turn the bow against the wind and try to keep slow speed
ahead. Let the propeller work with appropriate strength and in the correct direction in order to keep the
rudder and propeller free from ice pressure.
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Wing tanks might help if the vessel gets stuck in ice.
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Avoid getting stuck close to grounds or shallow water. In the worst case the vessel will ground if ice is
moving due to wind or current.
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9.9
Navigation Equipment
9-9.1
Operation: General
VOM-9
9.9-1
R2
Navigation
Full use must be made of all navigation equipment to determine the position of the vessel and ensure its
safety. All Deck Officers should be familiar with the use and proper operation of all the navigation
equipment on board, as well as with the advantages and limitations of each piece of equipment.
Undue reliance should not be placed on a single navigational system or method. Where more than one
system or method of position fixing is available at least two systems or methods should be used and the
results obtained by different systems or methods carefully compared in order to ensured the safe and
proper navigation of the vessel.
The malfunction of any critical navigational equipment (e.g. radar, ARPA, gyro, autopilot, electronic
position fixing equipment, etc.) must be reported to the Master immediately.
Maintenance and Repair
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9-9.2
Navigation equipment must be maintained in accordance with the manufacturer's instructions and kept in
proper operating conditions at all times.
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Repairs and service to navigation equipment, which are beyond the capability of vessel's personnel, must
be arranged when and where required. Only properly authorised service agents must carry out repairs
and service.
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All repairs to navigation equipment must done with the approval of the C/E through the Works committee
and all parties shall be informed that work is to be carried out.
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All work shall be done in accordance with the permit to work procedures which includes the use of JSAs,
Lock Out procedures, e.g. isolation of whistle and other sources of transmission/antennas, plus the use of
appropriate PPE including harnesses.
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Before anyone goes up the radar mast, the radar must be turned off, the fuses/breakers pulled and a Do
Not Operate Men working aloft tag attached to the control switch. The radar must not be switched on,
the tag must not be removed, and the fuses/breakers must not be closed until all personnel have
descended from the radar mast.
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Overheating due to lack of ventilation readily damages electronic equipment. In order to prevent this from
occurring Officers should regularly monitor navigation equipment for signs of overheating. At frequent
intervals equipment ventilation fans should be checked for proper operation and any associated air filters
cleaned.
9-9.3
Navigation Lights, Alarm Panel and Day Shapes
It is the responsibility of the Master to ensure that the Navigation lights, Alarm Panel and Day Shapes are
in good order.
The Master should establish procedures onboard the vessel to ensure that the Primary and Secondary
Navigation Lights are checked for proper functioning once per watch (even during day time). This is to be
recorded in the Deck Log Book or Watch Handover Checklist. This check could be carried out by testing
the buzzer unit provided on the Alarm panel for the Navigation Lights. Adequate alternate procedures
should be in place if such panel is not provided. Any failure in navigation light should promptly be reported
to the Master for follow up action. Defect should be raised in STAR.
Spare certified Navigation Light Bulbs to be available onboard.
The Day shapes should be maintained in good order. Bridge watch keeping officers should be fully aware
of the location of these shapes.
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9-9.4
VOM-9
9.9-2
R2
Navigation
Radar/ARPA
Full use shall be made of radar equipment including ARPA and electronic map drawing facilities. Where
reflective plotters are not fitted on board, the use of the radar parallel indexing facility whilst manoeuvring
is recommended with parallel indexing settings contained in the Passage Plan.
The Master should ensure that the Radar is available for use by the Officer of the Watch:
As an instrument for fixing and monitoring positions.
As an aid for assessing the risk of collision.
For practising plotting, parallel indexing, etc.
In reduced visibility the radar should be operating continuously and the display should be observed as
frequently as the prevailing circumstances require.
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The performance of the radar equipment should be checked before sailing and at least once every four
hours while radar watch is being maintained. Where fitted, a performance monitor should be used for this
purpose.
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Whenever the vessel's radar is switched on and at the commencement of each watch, the trace should be
checked - and if necessary adjusted - to ensure that it is rotating about the centre of the display. At the
same time the alignment of the heading marker should be checked as shown in the operating manual.
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During each watch, all on running time and performance shall be entered into a Radar Log for each set
plus any adjustments that were made to the sets.
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When using radar for fixing or monitoring the vessel's position the following should be checked:The radar's overall performance
The identity of the fixed objects observed.
Gyro error and the accuracy of the heading marker.
The accuracy of the variable range marker, bearing cursor and fixed range rings.
On true motion, that the display is correctly ground stabilised.
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When operating ARPA, the use of audible operational warning signals to denote that a target has closed
to a particular range, or that it is transiting a selected guard zone, does not relieve the Master or the
Officer of the Watch of the duty to maintain a proper lookout by all available means.
When the ARPA is operating in an automatic acquisition mode, such warning devices should be used with
caution, especially when in the vicinity of inconspicuous radar targets. Users should familiarise themselves
with the effect of errors on the automatic tracking of targets as described in the ARPA operating manual.
The speed input to the ARPA must be Speed through the Water at all times.
It is the Master's responsibility to ensure that all flag state and international regulations relating to radar
equipment and automatic radar plotting aids are adhered to.
Note:
9-9.5
Although correct centering should be checked, displays are offset frequently, to gain ahead range
advantage without losing scale benefit.
Plotting
The use of ARPA equipment does not relieve Officers of the obligation to maintain manual radar plotting
skills. Officers should carry out such plots at least twice per month in order to maintain proficiency.
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9-9.6
VOM-9
9.9-3
R2
Navigation
Electronic Fixing Systems
Masters and Deck Officers must make full use of the GPS and other similar systems. This will require
familiarity with the operating procedures for each piece of equipment.
Electronic navigation systems should be left operating continuously whenever possible. They must be
checked for function and accuracy:
Prior to sailing from a berth or anchorage.
When entering a covered area for the first time.
At regular intervals throughout the time they are in use.
Particular attention must be paid to ensure that the correct speed and heading information is supplied to
these systems.
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The reception of DGPS differential corrections, the correct Datum applied for the chart in use, being aware
of offsets of the antenna and external position offsets applied and the status of alarms such as HDOP,
XTE and waypoint approach distance, form part of normal watch keeping checks.
Gyro Compass
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These instruments provide the highest degree of accuracy in position fixing, however, it is prudent to
check this equipment by position lines am/pm by the Officer of the Watch.
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Gyro Compasses should be left running continually, being stopped only for maintenance. Before stopping
it should be appreciated that a minimum of four hours are required for a compass to settle after restarting.
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When sailing from a port no opportunity should be missed to check the compass by transit of well charted
objects or points of land.
Speed Logs
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The Gyro Compass (or compasses) should be checked to ensure that the speed and latitude corrections
are properly applied. Each of the Gyro repeaters including those fitted in steering gear compartment and
other locations as applicable must be synchronised. Where two gyros are fitted, a change-over device will
also be provided. The Master should ensure that the change-over procedures are established and posted
at the location. All bridge watch keeping officers to be fully familiar with these procedures.
Readings of the log should be entered in the Log Book at the end of each watch and alongside Observed
and D.R. positions. The Second Officer is responsible for checking the accuracy of the Log and arranging
for corrections to be applied when necessary.
Most Doppler speed logs can provide speed over ground and speed through water. Some models of
Doppler Speed Logs have an Auto mode which allows the speed input to change from Speed over
ground to Speed through water. Caution must be paid to this switchover especially as the ARPA are set
with speed input as speed through the water. It should also be noted that for shallow under keel
clearances the Doppler speed log can show erroneous readings for speed through water.
9-9.9
Course Recorder Notations/Retention
The course recorder roll should be initialled by each Watch Keeping Officer on the completion of his/her
watch. In addition the roll should be annotated with the time and the reason whenever course alterations
for collision avoidance are made.
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9.9-4
R2
Navigation
Magnetic Compass
The magnetic compass should be checked for magnetic errors and deviation, including comparing the
magnetic compass with the gyrocompass as well as synchronizing repeater compasses with the main
compass as necessary;
The magnetic compass shall be adjusted by a qualified compass adjuster if a period of two years has
elapsed since the last adjustment or the recorded deviations are excessive (+/- 4 Deg) or when the
compass shows physical defects.
9-9.11
Off Course Alarm
All vessels are fitted with an independent Off Course Alarm and this must be utilised during all periods
where the automatic steering is engaged.
9-9.12
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The Off Course Alarm is to be tested once per watch, provided there is sufficient sea room. An entry is to
be made in the Deck Log Book to the effect that the test has been carried out, together with the results of
such test.
Sextants
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Officers must maintain the vessels sextants as error free as possible. All Navigating Officers are to be
familiar with the operation of the sextant and associated calculations.
Chronometers
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On deep sea voyages of more than two days out of the sight of land the position of the vessel is to be
fixed regularly using celestial means.
Echo Sounder
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Where necessary chronometers should be wound daily at the same time and checked with a radio time
signal. The chronometer error should be recorded on the vessel's chronometer rate card and the Master
informed of any unusual change in rate. Where quartz or electronic chronometers are fitted, batteries
should be changed at the manufacturer's recommended intervals and a record kept.
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Before switching on, ensure power is available and the recording paper adjusted. The regular marking of
the zero position on the paper is an indication that all circuits are functioning properly.
When approaching land or shallowing water, the sounder is to be switched on in ample time so that the
depth may be recorded at the earliest opportunity.
When no bottom is recorded, the only indication that the instrument is operating properly is by the zero
marking. The vessel's position can usually be checked if a plot is kept of the distance run between the
various contour line crossings and shallows.
Times of switching on and off the echo sounder shall be recorded in the Deck Log Book and on the echo
sounder paper. The time of testing navigational equipment shall also be noted on the paper and also the
time of crossing the more important contour line marks.
Attention is drawn to remarks on echo sounding in the Mariner's Handbook.
9-9.15
VHF Bridge Radio
A copy of Annex Distress Alert Frequencies To Use of the ICS publication, "Bridge Procedures Guide",
should be displayed on the Bridge in close proximity if possible to the vessel's VHF equipment.
Continuous monitoring of appropriate VHF channels in the area where the ship is currently sailing shall be
maintained at all times onboard the vessel.
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9-9.16
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9.9-5
R2
Navigation
Weather Facsimile Recorder
Masters and Deck Officers must ensure that full advantage is obtained from the information given by this
instrument in the avoidance of severe weather and the maintaining of schedules.
9-9.17
Automatic Identification System (AIS)
Ships fitted with AIS shall maintain AIS in operation at all times except where international agreements,
rules or standards provide for the protection of navigational information.(SOLAS 2004 V/19.2.4.7)
AIS is required to be operating while a ship is underway and while at anchor. AIS power is to be switched
over to low power output when the vessel is in port. Some port authorities may request that the AIS be
kept ON when the ship is alongside.
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When alongside a terminal or port area where hydrocarbon gases may be present, the AIS should either
be switched off or the aerial isolated and the AIS given a dummy load. Isolating the aerial preserves
manually input data that may be lost if the AIS was switched off. If necessary, the port authority should be
informed.
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When alongside a terminal or port areas where no hydrocarbon gases are likely to be present, and if the
unit has the facility, the AIS should be switched to low power. If the AIS is switched off or isolated whilst
alongside, it must be reactivated upon leaving the berth. The use of AIS equipment may affect the security
of the ship or the terminal at which it is berthed. In such circumstances, the use of AIS may be determined
by the port authority, depending on the security level within the port. (ISGOTT 4.8.4)
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Where either or both ships involved in STS operations are required to have the AIS operating while under
way or at anchor, the AIS equipment should remain in use at all times including during STS operations.
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The AIS equipment used for the AIS broadcasts need not be set to low power output during STS
operations. (STS Transfer Guide petroleum 3.5.5.4)
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Information from AIS should not be used for anti-collision purposes. ARPA is to be used for anti-collision
purposes.
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Whenever the vessel is in areas where security threats are anticipated, the Master using his own
judgment and discretion may Switch Off the AIS. Otherwise the AIS to be kept ON at all times with valid
input of data and updated as required.
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The officer of the watch (OOW) should always be aware that other ships, in particular leisure craft, fishing
boats and warships, and some coastal shore stations including Vessel Traffic Service (VTS) centres,
might not be fitted with AIS.
The OOW should always be aware that other ships fitted with AIS as a mandatory carriage requirement
might switch off the AIS under certain circumstances by professional judgement of the master.
In other words, the information given by the AIS may not be a complete picture of the situation around the
ship. The users must be aware that transmission of erroneous information implies a risk to other ships as
well as their own. The users remain responsible for all information entered into the system and the
information added by the sensors. The accuracy of AIS information received is only as good as the
accuracy of the AIS information transmitted.
The OOW should be aware that poorly configured or calibrated ship sensors (position, speed and heading
sensors) might lead to incorrect information being transmitted. Incorrect information about one ship
displayed on the bridge of another could be dangerously confusing.
If no sensor is installed or if the sensor (e.g. the gyro) fails to provide data, the AIS automatically transmits
the "not available" data value. However, the built-in integrity check cannot validate the contents of the data
processed by the AIS.
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Navigation
It would not be prudent for the OOW to assume that the information received from other ships is of a
comparable quality and accuracy to that which might be available on own ship.
Following notice should be displayed in the vicinity of the AIS.
Caution
Not all ships carry AIS.
The officer of the watch (OOW) should always be aware that other ships, in particular
leisure crafts, fishing boats and warships, and some coastal shore stations including Vessel
Traffic Service (VTS) centres, might not be fitted with AIS.
Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (SVDR)
9-9.18
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The OOW should always be aware that AIS fitted on other ships as a mandatory carriage
requirement might, under certain circumstances, be switched off on the masters professional
judgment.
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VDR and S-VDR equipment has been mandated for carriage on both new ships (VDR) and existing ships
(S-VDR) according to schedules agreed at IMO. VDR equipment enables accident investigators to identify
the cause by reviewing procedures and instructions in the moments leading up to the incident.
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VDR should continuously maintain sequential records of pre-selected data relating to status and output of
the ships equipment and command and control of the ship. S-VDR is not required to store the same level
of data as a standard VDR, but should store information concerning command and control of the ship
leading up to and following an incident.
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In some designs, if there is no manual intervention, the data will be overwritten in 12 hours and so will not
be available to an accident investigator. It is therefore essential for masters and watch keeping officers to
be aware of the features of the particular system fitted to their ship. Speedy intervention of the master or
other person on board is needed following an incident to ensure that the data is saved.
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Guidelines on VDR Ownership and Recovery are provided by IMO via MSC Circ 1024 outlining that
Recovery of the VDR information should be undertaken as soon as possible after an accident to best
preserve the relevant evidence for use by both the investigator and the ship owner. As the investigator is
very unlikely to be in a position to instigate this action soon enough after the accident, the owner must be
responsible, through its on-board standing orders, for ensuring the timely preservation of this evidence.
In particular in the case of abandonment of a vessel during an emergency, masters should, where time
and other responsibilities permit, take the necessary steps to preserve the VDR information until it can be
passed to the investigator.
Masters should review their systems on board and provide adequate standing orders to preserve the
information accordingly.
An officer preferably the officer on the Bridge for Emergency stations should be designated to take a VDR
back-up in case of an emergency situation onboard.
9-9.19
Bridge Navigational Watch Alarm System (BNWAS)
9.9.19.1 Purpose and Operation

The purpose of the bridge navigational watch alarm system (BNWAS) is to monitor bridge activity and
detect operator disability which could lead to marine accidents. The system monitors the awareness of the
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Navigation
Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW if for any
reason the OOW becomes incapable of performing the OOW's duties.
This purpose is achieved by a series of indications and alarms to alert first the OOW and, if he is not
responding, then to alert the Master or another qualified OOW. Additionally, the BNWAS may provide the
OOW with a means of calling for immediate assistance if required. The BNWAS should be operational
whenever the ship's heading or track control system is engaged, unless inhibited by the Master.
The bridge navigational watch alarm system shall be in operation whenever the ship is underway at sea.
9.9.19.2 System Requirements
The minimal requirement to comply with the regulations is to have a system with a control panel, one reset push button, one bridge sounder, one level 2 sounder, and one level 3 sounder.
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9.9.19.3 Access control (BNWAS security)

The means of selecting Operational Mode and the duration of the Dormant Period (Td) shall be security
protected so that the access to these controls should be restricted to the Master only.
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9.9.19.4 Interface with VDR

The new performance standards published in 2010 (IEC 62616-1: 2010) specify that the system must
communicate with the Voyage Data Recorder (VDR). The system will need to communicate in the specific
communication protocol set down by the VDR regulations.
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9.9.19.5 Prolonged presence of Navigating Officers on the Bridge wings

When officers spend considerable time on the bridge wings it is advisable to have repeaters installed to
prevent stage 2 and 3 alarms escalating through the vessel.
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9.10
VOM-9
9.10-1
R0
Navigation
Steering Systems
9-10.1
The correct operation of the steering system is vital to the safety of the vessel. This section gives details
of the Company's requirements in respect of the operation and testing of steering systems.
The Chief Engineer is responsible for the proper operation and maintenance of all machinery and controls
associated with the steering system. He must ensure that all the Engineer Officers are fully familiar with
both the normal and emergency operation of the system and are capable of starting and operating any
auxiliary steering gear or rudder arrester gear.
The hydraulic oil in the sump of the steering gear hydraulic pump or any telemotor bridge tank must
always be maintained at its proper level. Replacement of oil must be based on the results of oil analysis
by an approved laboratory or on hours of service if so specified by the manufacturer.
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The Master is responsible for ensuring that the level of steering capability is commensurate with traffic
conditions and the instructions contained in this section. He must ensure that all the Deck Officers are
fully familiar with both the normal and emergency operation of the system.
Operation
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It is essential that the vessel's steering system is fully operational at all times. Any problems which might
result in the steering equipment, or its control and monitoring systems, operating at less than optimum
level must be reported to the Vessel Manager immediately.
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The normal ocean passage mode of operation will be with the automatic steering engaged and a single
steering gear power unit in use.
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However, at all times whilst the vessel is at sea a trained and proficient helmsman must be available
whenever the automatic steering is engaged. During daylight hours he/she must always be in the vicinity
of the bridge and must always remain in contact with the Officer of watch. During darkness he/she must
be present on the bridge.
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Hand steering should be engaged at any time the Bridge Officer of watch considers it necessary to deal
with a developing traffic situation and should be maintained until all danger of collision is past.
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Hand steering must be engaged at the following times:
when operating in reduced visibility
when operating in areas of heavy traffic
during all river, canal and estuarial transits
during all approaches to and departure from a port, terminal or anchorage
during all berthing, unberthing and anchor handling operations
whenever the vessel's ability to manoeuvre is restricted by shoal water or other navigational
hazards
whenever deemed necessary by the Master or the OOW
when the vessel is labouring in heavy weather.
During all the circumstances specified in 9-10.2, where the system design permits, an additional steering
motor must be engaged. The Engine Room OOW or Duty Engineer must be advised prior to additional
steering motors being engaged.
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Changing Mode
The change to hand steering and the operation of a second steering motor must be carried out in good
time whilst the vessel is still unencumbered by any potential hazard.
When changing from automatic to hand steering and vice versa, only a navigating Officer must carry out
the changeover. After changing from automatic to hand the helm must be tested to port and starboard
and the response of the vessel verified. After changing from hand to automatic, the automatic pilot must
be operated to apply port and starboard helm, and the vessel's response verified before settling on the
intended course.
The method of changing from automatic to hand steering, and vice versa, must be clearly posted in the
wheelhouse close to the controls. The Master must ensure that all navigating Officers are capable of
carrying out these operations.
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The method of changing the hydraulic units and steering motors must be clearly posted in the steering flat.
The Chief Engineer must ensure that all Engineering Officers are capable of changing hydraulic units and
steering motors.
Hydraulic units and steering motors should be used in rotation to ensure that they are maintained in good
condition. On a long passage, steering motors should be changed at least once per week.
Testing
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9-10.4
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All changes to the mode of steering must be recorded in the Deck Log Book. Any change in the number
of steering motors must be recorded in the Deck and Engine Room Log Books.
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Within twelve hours (usually done one hour before) prior to departure from a berth or anchorage a Deck
Officer and an Engineer Officer must test the steering gear. The test must verify that the following are fully
operational:
main steering gear
auxiliary steering gear
the bridge steering location(s)
any other steering location(s)
helm and rudder angle indicators
control system power failure alarms
steering gear unit power failure alarms.
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The test must include:
a physical verification of the rudder full movement to port (35 deg) and starboard (30des) in not
more than 28 seconds
a visual verification of the level of hydraulic oil in the system
a visual inspection of the steering gear
operation of the telephone between bridge and steering flat.
Within twelve (12) hours (usually done one hour before) prior to arrival in a port or coastal waters the
steering gear must be tested and the requirements verified. Verification of the full movement of the rudder
should be carried out only when the Master considers it safe to do so.
The results of all tests carried out in accordance with the section must be recorded in both Deck and
Engine Room Log Books.
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If any defects are found they must be brought to the immediate attention of the Master and Chief
Engineer. After any repairs the test must be repeated. If the defect cannot be repaired the Ship Manager
must be advised immediately.
Where vessels are equipped with two gyro compasses the vessel must be steered in autopilot on the
second gyro for at least one hour per month. This test must be recorded in the Star (Planned
Maintenance System).
A vessel which is not equipped with two gyro compasses must test the autopilot on the magnetic follow up
system for at least one hour per month. This test must be recorded in the Star (Planned Maintenance
System).
The auto start capability of steering motors should be tested annually. The test should be carried out
when the vessel is in clear open waters. This test must be recorded in the STAR (Planned Maintenance
System).
Emergency Steering
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9-10.5
The method of changing to, and using, the emergency steering system must be clearly posted in the
steering flat close to the emergency steering position. All linkages, pins, etc. on the steering gear
associated with the emergency steering system must be clearly identified.
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Emergency steering drills must be carried out at least once every three months. The drills must be carried
out whilst the vessel is underway and must include:
steering from the emergency steering position for at least twenty minutes
the communication procedure with the bridge
the use of emergency power supplies
an opportunity for engineering and navigating Officers to carry out the changeover to emergency
steering mode.
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During these drills the opportunity should be taken to familiarise Helmsmen with the emergency steering
system and any problems associated with it.
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Details of the drills must be entered in the Deck Log Book.
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Charts and Publications
The primary means of Navigation is paper charts (unless ECDIS is declared as primary means of
Navigation on Safety Equipment form E - refer to 9-11.5.8 to 9-11.5.15). The paper charts are to be
adequately maintained and fully corrected at all times.
9-11.1
The Chart Index Book
A full inventory of all navigational charts on board shall be maintained in a Chart Index Book. The Second
Officer shall periodically check the inventory against the Index Book and report any discrepancies to the
Master.
The Second Officer shall complete all necessary Chart Corrections in a timely manner and maintain a
continuous record of all corrections in the Chart Correction Log Book. Any discrepancies are to be
reported to the Master.
Temporary and Preliminary Corrections
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9-11.2
Temporary and Preliminary notices are to be filed by NAVAREA and charted on at least the trading area
charts. A log of all notices is to be maintained listing those that have been received, charted or filed which
is to be reviewed during the formulation of the passage plan.
Ordering of Charts
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This log is to be updated once the notice has been cancelled and the correction removed if charted.
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Where circumstances require that a vessel should have copies of charts published by authorities other
than the British Hydrographic services these charts should be requisitioned through local agents and
arrangements made for the vessel to be supplied regularly with the publications necessary for the charts
to be kept up to date.
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Where additional charts and publications are purchased locally, the vessels Charts and Publications
Service provider is to be advised so that the vessels registered inventories can be updated.
9-11.4
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The Second Officer is to maintain an inventory file of all publications/editions as registered with the Chart
and Publications automatic update provider. Corrections to publications and edition updates are to be
made in a timely manner and be recorded/ noted as appropriate in the publication itself or inventory file.
Ordering of Publications
All vessels are supplied with new editions of navigational and general publications (excluding charts) as
they are published on a fleet order system direct from Charts and Publications Service provider. The
Nautical Almanac and the Tide Tables are included in the fleet order system.
Should any vessel require a particular publication not already supplied on the above basis a requisition
should be submitted in the usual way. If an additional copy of an already supplied publication is required
the requisition should be endorsed - second copy required.
9-11.5
Electronic Chart Systems
9.11.5.1 Electronic Chart System (ECS)

ECS is an electronic chart display system that is capable of displaying a vessels position superimposed on
a chart image displayed on a computer screen. It can be used for navigation but does not meet
IMO/SOLAS ECDIS chart carriage requirements.
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9.11.5.2 Electronic Chart Display Information System (ECDIS)

Applicable references:
SOLAS Ch V
ISM Code
IMO Resolution MSC 232 (82) (Performance Standards)
IMO Resolution A.817 (19) as amended
IMO SN/Circ. 276 (Transitioning from paper charts to ECDIS Navigation)
9.11.5.3 General
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The latest requirements for the mandatory carriage of ECDIS onboard ships were adopted by IMO in 2009
and entered into force on 1st January 2011.
An ECDIS must be type approved by a recognised authority to meet the performance standards detailed
in IMO Resolution A.817 (19) as amended.
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There must be evidence to show that the ECDIS is approved by the flag state.
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The primary function of the ECDIS is to contribute to safe navigation. ECDIS navigation is safe only when
the user knows the limitations and risks of over reliance. ECDIS reduces the navigational workload
compared to a paper chart. It enables the mariner to execute, in a convenient and timely manner, all route
planning, route monitoring and positioning performed on paper charts. ECDIS is capable of continuously
plotting the ships position. ECDIS facilitates simple and reliable updating of the electronic navigational
chart portfolio. It also provides appropriate alarms or indications with respect to the information displayed
or equipment malfunction. ECDIS is capable of displaying all chart information necessary for safe and
efficient navigation originated by, and distributed on the authority of, government-authorised hydrographic
offices.
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9.11.5.4 Fleet wide compliance
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Mandatory carriage of ECDIS on Tankers 3000 GT is as follows:
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For existing vessels: Vessels constructed before 1 July 2012, no later than the first survey on or after 1
July 2015.
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For new vessels: Required on vessels constructed on or after 1 July 2012.

Management has drawn up an implementation plan in order to comply with the mandatory carriage of the
ECDIS onboard all the managed vessels prior to the mandation date as applicable in a phased manner.
The Training Manager (TM) under the guidance of Group Training Manager (GTM) has been assigned as
the authority to run the project in close association with DPAs, Crew Managers (CM) and Ship Managers
(SM). The management will provide required support to the TM in order to achieve the ECDIS
implementation across all the fleet.
Currently there are some vessels fitted with ECDIS and some are not. The ECDIS fitted on most vessels
is not type approved. The Fleet Circular 2011-18 refers to the implementation plan for the compliance.
9.11.5.5 ECDIS s p ecific Man ag emen t o f Ch ang e
DPAs should complete a Management of Change checklist and a copy of the same is to be placed on
each managed vessel as applicable.
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9.11.5.6 Mas ters res p on s ibility and au tho rity du ring ECDIS imp lemen tatio n
The Master has a responsibility to ensure that the ECDIS operators including him/ herself have been
adequately familiarised with the equipment fitted onboard prior to using it for navigational purposes.
The Master should take into consideration following factors when ECDIS related procedures are
implemented.
Manufacturers instruction manual for operational procedures.
Operators familiarity with the equipment.
Amendments that may be required to Masters Standing orders.
Amendments that may be required to Masters Night orders.
Onboard maintenance of the equipment in line with Makers Manual.
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The Master should review the navigational safety procedures with regards to ECDIS during the routine
Masters Review and Navigation audits. Procedure Change Request to be raised to highlight any concerns
and possible amendments to existing procedures.
9.11.5.7 Us e o f Typ e ap p ro ved ECDIS as s econd ary mean s o f n avig ation
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Only type approved ECDIS can be used as secondary means of navigation. The ECDIS operators should
be adequately trained (as per the ECDIS Training outlined in this chapter) prior to using the ECDIS for
navigation. The Paper Charts remain the primary means of navigation at all times (unless ECDIS is
declared as primary means of Navigation on Safety Equipment form E refer to 9-11.5.8 to 9-11.5.15)
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A manufacturers operators manual should be available onboard for reference and for onboard
familiarisation by ships officers.
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9.11.5.8 All fu lly op eratio n al typ e app ro ved ECDIS u s ed mus t
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be updated to the latest Notices to Mariners (either by CHARTCO if fitted or CD-ROMs dispatched
to vessels) issued by hydrographic offices.
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be updated to the latest Notices to Mariners received via satellite transmissions as an email or
data file
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have a clear procedure on chart loading or updating specific to the type of equipment used
onboard
have a correction log maintained onboard if the ECDIS does not have an inbuilt log of corrections.
contain charts that have been checked for accuracy of the survey data (ZOCs)
be capable of displaying all System Electronic Navigation Chart (SENC) information.
9.11.5.9 During Route Planning the OOW should
be aware that chart display changes depending on how the ECDIS is set up.
have access to ENC symbology and be familiar with all symbols shown on the display
familiar with the error message system to immediately identify any malfunction of the equipment
and take required action in ample time.
be familiar with indications (visual/audible alarms) when position fixing system signal is lost
be familiar with indications (visual/audible alarms) are active when the vessel deviates from set
parameters.
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ensure that the position fixing system and the SENC are on the same geodetic datum and an
alarm should be activated if not the case
frequently verify the vessels position using a secondary means of a different type.
Ensure that alternative routes (if displayed) are clearly distinguishable.
The ECDIS must have a secondary means of backup approved by the administration. If this is not in the
form of a second approved ECDIS then full duplicate sets of paper charts must be carried and maintained
up to date at all times.
Electronic Chart systems (ECS) that are not ECDIS should be corrected regularly and used with caution
including verification with other means of position fixing. ECS are only allowed to be used on vessels that
are exempted from the mandatory carriage of the ECDIS.
9.11.5.10 Subscription to ENCs
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The subscription of ENCs offers good flexibility to the users. The subscription can be area wise and over a
certain period (3 monthly, 6 monthly, annually etc.). Admiralty Vector Chart Service (AVCS) is the most
preferred ENC service provider as it has a better worldwide coverage than any other service provider. The
DPAs and Ship Managers to ensure that all managed vessels have subscribed the services of approved
Admiralty Chart agents (e.g Thomas Gunn).
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The Master should keep the DPA and Ship Managers well advised of the forecast intended trading area.
The decision to activate the areas for ENC coverage on ECDIS should be based on this trade pattern and
duration that the vessel may remain in that area. At any given time when the vessel may enter in an area
where the ENC coverage has not been activated, the Master should immediately contact the DPA and
Ship Manager and activate the coverage area accordingly.
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9.11.5.11 Co n vers ion fro m Ras ter Ch arts to o fficial ENCs
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Most managed vessels currently operate on Raster Charts. In order to comply with the IMO performance
standards as per IMO Resolution A.817 (19) as amended, the ECDIS should work on official ENCs. The
conversion from Raster charts to ENCs would therefore be required.
The DPA and Ship Manager shall establish the procedures for the conversion from Raster Charts to
ENCs. The approved chart service provider would advise the procedures for such a conversion.
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9.11.5.12 P recau tion s d u rin g ECDIS op eratio n

It has been recently discovered that certain ECDIS do not display latest IHO S57 ENC features correctly.
Some ECDIS fail to display some significant underwater features in the Standard display mode. While
using ECDIS for navigation, operators should pay special attention to the following items:
ECDIS is designed to help the OOW. It is not infallible nor a replacement for early assessment
and sound judgement
The OOW needs to be aware of information overload and set the display level accordingly
The OOW must frequently check the vessels position with other means such as visual bearings
and radar ranges.
The convenience of ECDIS has the potential to lead to complacency and distraction
Radar information or other navigation information may be added to the ECDIS display but should
not degrade the SENC information and be easily distinguishable.
The watch keeper should be able to display the SENC in a north up orientation when required
If Raster Navigation Charts are used with ECDIS then an appropriate folio of up to date paper
charts must also be carried.
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A very small proportion of shoal soundings, especially those marked as reported on paper
charts, are not visible when operating in the default base or standard display modes and do not
trigger automatic grounding alarms in route checking or monitoring modes. Most ENC
producers, including the UKHO, have now amended the way in which these particular shoal
soundings have been encoded in S57 to resolve this issue.
Some ECDIS may not activate alarms for all land areas shown on ENCs, even where these are
surrounded by a shoal depth contour. Whilst land areas such as islands are generally clearly
identifiable on ECDIS, in some display configurations small islands can be difficult to see as they
may be obscured by other detail such as contour labels. This is most likely to be a problem
where only very small scale (usage band 1 and 2) ENCs are available. There are many oceanic
areas for which the largest scale chart (both paper and ENC) issued is 1:3.5 million.
It has been noted that on some ECDIS some underwater obstruction hazards only display in full
/ other display mode rather than in default standard mode as might be expected.
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DPAs are to ensure that a generic Risk Assessment is issued to all the vessels as applicable. This generic
Risk Assessment is to identify all possible hazards and control measures from the stages through
implementation to operation and periodic maintenance.
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The Master should prepare a ship specific Risk Assessment and place onboard. This Risk Assessment
should incorporate all equipment specific risks and list the control measures put in place. A periodic review
of these control measures is to be carried out in order to ensure adequacy. This periodic review can be
harmonized with Masters navigation audits
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9.11.5.13 P erio dic Review of s hip s p ecific ECDIS P ro ced u res
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The Master in consultation with the DPA / Ship Manager should periodically review the ship specific
ECDIS procedures.
Masters Navigation audit and Masters Review can be utilized for this purpose.
The adequacy of the procedures should also be reviewed during operators navigation audits.
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9.11.5.14 ECDIS Training
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All navigating officers need certification and training in ECDIS under STCW. The training requirements are
split in to two categories.
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a. Generic Training based on IMO Model Course 1.27 (Operational use of ECDIS- minimum 40
hours course)
b. Type Specific Familiarization (equipment specific familiarization in case if the ECDIS fitted
onboard the vessel is of the type other than the one used in Generic Training)
The Generic Training must have taken place at an establishment approved by the Flag Administration,
address the subjects set out in, and fully address each of the topics contained in the IMO Model Course
1.27. Each deck watch keeper must be in possession of this Generic Training.
It is the duty of the Crew Managers (CMs) to ensure that each navigation watch keeper is in possession of
this training prior to joining the vessel. This forms a part of the requirement as per the Qualifications and
Additional Training matrix SMCR-004.
The Master must verify above at the onset of the navigation watch keepers joining the vessel. Any
shortcomings are to be immediately brought to the notice of the Ship Manager and Crew Manager. The
concerned new joiner is not to be allowed to operate on the ECDIS without prior adequate training.
In case for some special reasons if a joiner could not attend the Type Specific Familiarization training
ashore, then s/he should not be allowed to operate on the ECDIS until the Master has provided him/ her
with the training onboard the vessel. Such training should be documented in V-SAF-012 and should be
followed up by the type specific familiarization by the trained trainer at the first available opportunity.
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The Type Specific Familiarization training can be in terms of a trained trainer providing the type specific
familiarization on the type of ECDIS fitted onboard where the new joiner navigating officer is expected to
join.
The trained trainers should have obtained the type specific Training to Train on each type of the
ECDIS covering the entire fleet.
The Group Training Manager (GTM) is responsible to ensure that there are adequate trained trainers at
each Crewing offices such that the type specific familiarization can be offered to each new joining
navigating officer.
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The joining navigating officer is exempted from undergoing the Type Specific Familiarization training if
s/he is joining the vessel fitted with the same type of ECDIS as on his/ her previous trip vessel. Such
training is also exempted if the navigating officers are on a rotational basis always serving on vessels
fitted with same type of ECDIS equipment. This exemption is allowed provided that the said Type
Specific Familiarization has been provided at least once. Suitable documented records to be available
to demonstrate that the Type Specific familiarization has been provided.
In all other cases, a refresher Type Specific Familiarization should be provided to each
navigating officer on an annual basis.
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9.11.5.15 ECDIS as p rimary mean s o f Navig atio n
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The following must be taken into account before ECDIS is used as primary means of Navigation:
Vessel should carry a complete set of paper charts maintained up to date for the intended trading
area (unless an independent backup IMO compliant ECDIS is fitted)
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Onboard familiarisation of the ECDIS operator comprising of the following must be carried out.
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Zones of confidence and datum

Chart updating
Chart correction including temporary & preliminaries (T & P)
NAVTEX interface
Safety settings
Display of System Electronic Navigation Chart (SENC)
Day/night settings
Alarms and indicators
Cross track deviation limits
Waypoints and radius of turn
Speed plan
Planned route safety check/interrogation
Monitoring integrity such as ARPA overlay, echo sounder, GPS
Need to keep a proper look-out and to perform periodical checking, especially of the ships
position, by ECDIS-independent methods
Drills for loss of ECDIS, gyro, GPS and other e-navigation systems
In addition to the above following should be positively ascertained that the operator has already been
trained sufficiently on the below items:
Using ECDIS in RCDS Mode:
At some point on the route the ship will pass through the area which is not covered by approved ENC.
The officer must be familiar with the usage of the RCDS mode and all risks involved. Risk assessment
must be completed for this.
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Traditional Navigation Methods:

How to implement traditional navigational methods on ECDIS (like parallel indexing or clearing bearing)
User Manuals for ECDIS should have a Backup Copy:
In case that manuals are misplaced, lost or several officers or cadets wants to use it, a backup copy
should be available.
Procedures on obtaining Additional Permits:
All officers must know how to obtain permit for new area or new cell.
Checking Position Fixing Methods and Position Inputs:
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Each officer must know how to check the position plotted by the system on ENC and how to log the
data.
How to Determine if the Chart Displayed is ENC,RNC,Private:
This is an essential knowledge and is important for the safety of the system.
Updates:
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Inserting Navigation / Pilotage Aids:
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Procedures on updates of the ENC, RNC and the system: All officers and the Master must be familiar to
this. It should not be left for the designated navigation officer to have sole knowledge on the updating
procedure and the process.
Plotting Lines of Position:
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How to insert additional data on ENC based on the passage planning requirements such as bearings,
lines, warnings, etc.
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This is to prove that the bridge team has been plotting several sources of position.
Overlapping Cells in the Same Usage Band:
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Some data providers issue ENCs which contain overlapping data coverage, both internally and with
adjoining nations coverage. This may make them difficult to use in certain ECDIS systems which default
to displaying both overlapping cells. Caution should therefore be exercised when using such overlapping
data. Officers should be aware that there will be a possibility that items of significance may be present
only in one data set within an area of overlap.
Using other Products Connected with Use of ECDIS, such as Admiralty Digital Catalogue:
As the ordering of the ENC cells will now be carried out through the digital catalogue all officers must be
familiar with it. Proper updates must be applied.
9-11.6
Charts System
The vessels charts should preferably be based on the British Admiralty chart system. It is designed to
ensure that each vessel has a uniform system of charts to meet their requirements.
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Chart Corrections
The weekly Notice to Mariners issued by the British Admiralty, together with a set of correction tracings
and a customized correction list, will be forwarded directly to each vessel on a regular basis. Guidelines
for proper correction procedures may be found in NP 294, How to Correct Your Charts the Admiralty Way.
Masters must ensure that the Navigating Officer inserts these corrections on the relevant charts as soon
as possible.
Masters are to ensure that fully corrected charts are in place for the forthcoming voyage. Appropriate
verification must be recorded in the passage plan check list V-NAV-004
The Notice to Mariners booklets must be retained on board as reference material for two years.
9-11.7.1 CHARTCO and Chart corrections
On all Vessels fitted with CHARTCO or similar equipment:
Users should familiarize with makers instructions for charts and publications outfit management prior to
assuming navigation watch keeping duties.
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9.11.7.1.1 Chart Management
The charts onboard should be managed as per the Chart Management functionality on the CHARTCO or
similar equipment as provided in manufacturers manual of the equipment fitted.
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9.11.7.1.2 Corrections of Charts
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All charts need to be corrected in accordance with the Chart correcting procedures as provided on the
equipment in line with manufacturers instructions. Masters should conduct a monthly audit of a sample of
charts by filling out the V-NAV-011 - Monthly Chart Corrections Record. On CHARTCO equipment, the list
of all corrections that apply to active charts in the outfit can be viewed. This list comprises of Notices to
Mariners, Tracings, Blocks/ Chartlets, Notes, Tables, Diagrams Temporary and Permanent Notices to be
applied to the charts.
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9.11.7.1.3 Digital Notices to Mariners
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This function gives access to all the received Digital Notices to Mariners and allows any item in the list
to be viewed and printed. The notices are stored by the received week number and year. The week
number of the displayed list is shown in the Select Date box.
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9.11.7.1.4 Managing Publications

Similar to chart corrections, there should be a function provided on the equipment to manage the digital
or paper publications. On CHARTCO fitted vessels, when the outfit of nautical publications is setup
Ocean Master will inform when corrections, new editions or supplements become available to the
users. The Chart Manager Information box will advise the users when corrections to publications
become available. The corrections outstanding functionality should be used to identify any pending
corrections to be further applied as applicable.
9.11.7.1.5 CHARTCO Reliability
Users should be aware that at times the SATCOM signal may be lost due to reduced signal / loss of
heading and the CHARTCO reliability may be affected. Prompt attempts should be made to restore the
signal and as such the CHARTCO reliability should be restored.
9-11.8
Auditing Chart Corrections
Masters are to complete V-NAV-011 - Monthly Chart Corrections Record every month and return to the
Ship Manager. This record includes a requirement for the Master to audit a number of corrections per
month, alternatively the relevant STAR (Planned Maintenance System) WI can be completed.
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New Charts
Each vessel has a computerized printout of the relevant chart outfit. New charts and new issues relevant
to the specified outfit are forwarded automatically to each vessel. Old charts should be withdrawn from
service immediately and must be clearly marked to that effect.
9-11.10
Additional Charts
Vessels will probably have on board a number of charts in addition to those in the specified outfit. These
may have been obtained to meet the needs of an uncommon voyage or to meet a requirement to have
charts of a particular nationality on board.
Additional BA charts will not be included in the correction list if purchases locally. The A numerical list of
such charts must be maintained on board and they must be corrected by direct reference to the
appropriate Notice to Mariners.
9-11.11
Foreign Charts
Publications
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9-11.12
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Although foreign charts can be corrected by reference to BA Notice to Mariners. Implicit reliance should
not be placed on charts so maintained over a period in excess of three months. After this period fully
corrected replacements must be obtained. A list of such charts must be maintained on board.
In certain regular trades local charts may be kept corrected from the local equivalent of Notices to
Mariners. In such cases these do not need to be replaced as indicated above.
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An Officer designated by the Master will be responsible for ensuring that Pilot Books e.g. (Sailing
Directions), Light Lists and Lists of Radio Signals are corrected up to date from the weekly Notices to
Mariners.
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Supplements to pilot books will be forwarded automatically as they are issued as part of the new edition
service. The Chart Supplier will provide the list of Reference Library publications within their folio system.
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The publication folio will consist of three sections, namely:

Hydrographic Publications - includes such titles as Pilots, Supplements, Lights, Radio Signals, Tide
Tables, Almanacs and other publications used for navigational purposes.
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Reference Library - includes a standardised list of Company and statutory mandated publications as per
V-ISM-007 - Checklist for Publications to be Held on Board. The library must be maintained on the bridge.
Miscellaneous Publications - includes publications that are considered useful for training purposes.
This folio may be amended at the Master's discretion.
The Designated Person will advise the Chart Supplier which publications are required in the folios. Any
comments regarding the standardized contents of these folios should be forwarded to his/her attention.
The Chart Supplier will distribute an updated publication folio index twice per year. Any intermediate
amendments to the index will be distributed in the weekly chart correction listing. The Chart Supplier
should be advised directly by email if any discrepancy is noted or a publication is lost or damaged.
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Pilotage
9-12.1
Master Pilot Exchange
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The Master must discuss the vessel's passage plan for the intended transit with the pilot and compare it
with the pilot's intentions. Any differences should be addressed and a final plan agreed by both Master
and pilot. The Master must advise the watch Officers of any changes to the vessel's plan.
The V-NAV-007 - Pilot Card detailing the vessel's equipment and characteristics must be completed and
handed to the pilot prior to him taking the con of the vessel. The pilot must be advised of the navigational
monitoring procedures being carried out by the OOW and that this monitoring may include questioning the
pilot's practices.
A Master Pilot Information Exchange using V-NAV-008 Master-Pilot information exchange must be
completed.
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The Pilot should be advised of the level of access s/he has to the Bridge Equipment.
The pilot should only be allowed to take the con when the passage plan has been agreed, and he/she has
received the Pilot Card completed.
Monitoring Pilot
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The presence of a Pilot does not affect or replace the overall authority and responsibility of the Master.
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The Master and Watch Officers must remain alert and attentive to the pilot's handling of the vessel. They
must advise the pilot at any time they judge his actions to be in error or otherwise compromise the safe
navigation of the vessel.
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The pilot's instructions relative to conning the vessel, to the Watch Officer and the tugs must be monitored
by the Master. Such instructions will be deemed to be instructions of the Master unless modified or
rescinded by the Master.
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Should the pilot fail to act on the Master's advice when the Master judges the safety of the vessel to be
jeopardised, the Master must take over the con of the vessel or take whatever other actions may be
appropriate to secure the safety of the vessel.
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The OOW must check all courses ordered by the pilot and constantly monitor the vessel's progress by
frequently plotting positions on the chart and keep the Master and pilot fully apprised of the situation. Any
doubts he/she may have as to the vessel's progress or position must be communicated to the Master
immediately.
The Master must insist that the pilot comply with the appropriate COLREGS, observe speed restrictions
when navigating rivers and narrow channels and when passing close to piers, marinas, small craft
underway or at anchor, vessels with tows and moored vessels.
Masters must ensure that pilots and those responsible for the progress of the vessel are not distracted
from their duties by idle conversation.
9-12.3
Embarking/Disembarking Pilots
A Deck Officer must supervise embarking/disembarking of pilots.

This Officer and a Rating must be standing by at the boarding point whenever pilots board or leave the
vessel. A Rating standing by alone is not sufficient.
Pilot ladders must be rigged in accordance with the IMO Recommendation on Pilot Transfer
Arrangements A poster showing the same is to be posted on Bridge.
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9.13
Port Arrival and Departure
9-13.1
Safe Passage
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The Master must not attempt to enter or sail from any anchorage, port or terminal if in his opinion the safe
passage of the vessel is likely to be constrained as a result of:
adverse weather, visibility, tide or current
operational or technical problems which adversely affect the vessel's steering,
manoeuvring or navigational capability.
9-13.2
The departure and arrival checklists referred to in this chapter must be used on each occasion.
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The Chief Officer is responsible to the Master for securing the vessel for sea and preparing for arrival. An
inspection must be made to ensure that hatches to peak tanks, double bottom and similar watertight
closures are secured before navigating in restricted waters.
Arrival/Departure Checklist
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The Master must establish safe under keel clearances and manoeuvring safety margins and identify those
areas where minimum clearances and safety margins exists, making due allowance for squat.
V-NAV-002 - Bridge Departure Checklist
V-NAV-003 - Bridge Arrival Checklist
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The following are to be used as a basis for developing vessel specific checklists;
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The arrival/departure checklists are to be completed for each any every port entry/departure including
movements to and from anchorages.
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9.14
Anchor Procedures
9-14.1
General
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Whenever a vessel is at anchor, the Bridge shall be manned by an Officer In-charge of the Navigational
Watch. Any other bridge manning arrangement at anchor shall be subject to a documented risk assessment
and establishment of additional controls to mitigate the risk.
In determining the watch-keeping arrangements, and commensurate with maintaining the ships safety
and security and the protection of the marine environment, the master shall take into account all pertinent
circumstances and conditions such as:
maintaining a continuous state of vigilance by sight and hearing as well as by all other available
means;
ship-to-ship and ship-to-shore communication requirements;
the prevailing weather, sea, ice and current conditions;
the need to continuously monitor the ships position;
the nature, size and characteristics of anchorage;
traffic conditions;
situations which might affect the security of the ship;
loading and discharging operations;
the designation of stand-by crew members; and
the procedure to alert the master and maintain engine readiness.
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The Master should brief the Bridge Team and the Engine Team on the notice required for preparing the
main Engines, status of the weather, operations to be carried out and the watch-keeping schedule to be
maintained.
Masters and Bridge Teams should be aware of dangers posed by other vessels in the vicinity working
cargo at anchor or involved in repairs or such other activities which could undermine the keeping of an
effective watch at anchor.
While at anchor, when heavy weather or squalls are expected or vessels working cargo or involved in
repairs or such other activities are in the vicinity, Masters and Bridge teams to have Engines in readiness
for any eventuality.
9-14.2
Anchor Plan
The anchor plan shall be in compliance with port/ national requirements.
Normally each port has one or more designated anchorage areas, clearly marked in the chart.
If the vessel is anchoring within the jurisdiction of a port/coastal authority, the appropriate authority
shall be notified regarding the vessels intention to anchor and permission, if any shall be obtained
from the appropriate authority. Information regarding traffic movement and changes in navigation
aids (buoys, lights etc.) shall be obtained from the appropriate authority.
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When selecting the best location for anchorage the nature of bottom, wind direction and speed,
state of sea, traffic and the positions of other ships at anchor, safety and security shall be
considered.
Passage planning should include plan for anchoring and anchorage. Passage plan should be duly
amended if anchoring is required after the initial passage plan is completed.
The anchor plan shall consider the choice of a good anchoring position, approach in different
tides, area weather forecast and local weather forecast, visibility; bridge team management; traffic
density, negotiating overcrowded anchorages with additional risks of collision, safety of swing
room, amount of cable, scope, holding ground, nature of bottom, anchor holding power, proximity
of shoreline, dangers of dragging anchor, risk of collision/ grounding, depth and the condition of
the sea bed at the anchor location.
For an anchor to hold effectively, it is necessary to pay out the correct length of cable. The length of
chain required will depend on the water depth and weather conditions. The amount of cable
required to be paid out when anchoring depends on the depth of water, weight of cable, length of
stay, expected weather and nature of bottom. The ships length and the amount of cable paid out
determine the swinging circle at anchor; this shall be borne in mind when anchoring in close proximity
of other vessels.
The length of cable used must be sufficient to ensure against dragging in all anticipated conditions
of
weather, tide, current and draft The amount of cable to be used, should be between four and six
times
the depth of water. However, the Master must not hesitate to use more than this whenever he/she
considers it necessary to do so
In preparation for anchoring, before arrival at the anchorage area:
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The main engine shall be tried out both on astern and ahead directions (well clear of area
shipping);
Main engines shall be ready for manoeuvring;
Navigational equipment and communication equipment shall be tested and ready for use;
Windlass shall be tried out; and anchor lashings shall be removed.
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Consider safety of vessel in the anchorage area, with reference to security.
Care must be taken when using a Doppler log to ascertain the speed over the ground, particularly
after an astern engine movement which may well cause a temporary erroneous reading.
Whenever possible, the anchorage should be approached against the resultant of wind, tide and
current.
Speed should be reduced so that the anchor position is reached with the vessel maintaining
steerage way stemming this resultant. If this is not possible the cable should be checked at short
stay and veered as the vessel swings. The engines should be used as necessary to prevent
undue weight coming on to the cable during the swing.
9-14.3
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For anchoring, the Bridge Team shall consist of the Master, duly qualified Officer-in-charge of
Navigation Watch, Helmsman and lookout (as necessary). In addition to the foregoing the Bridge
Team shall include a Pilot in pilotage waters. The Anchoring Team (at the foc'sle) shall consist of
duly qualified Deck Officer, leading deck rating and additional deck hand (as necessary). Master
may alter the composition of the Bridge Team and Anchor Team, where he finds it necessary.
Bridge Team and Anchor Team shall be standing by in ample time.
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Establish effective primary and secondary communication between Bridge and focsle during the
anchoring operation. Ensure that inter-ship and ship-shore communication system is operational and
manned. A continuous listening watch shall be maintained on VHF, on the appropriate working
channel for the area and on channel 16.
The planned approach to the anchoring area shall be safe. The vessel shall approach the anchorage
at safe speed. As a general guideline, crossing ahead of another vessel at anchor shall be avoided.
The Officer at the anchor stations must keep the conning Officer constantly informed as to the
amount of cable out, its direction and the degree of tension on it. The Officer shall follow all
Masters orders. In all cases the manufacturers operating instructions should be followed.
Wherever possible, anchors should not be let-go until the vessel has nil speed over the ground.
After letting go, the vessel should then be carefully maneuvered and the necessary amount of
cable paid out. Before the anchor is dropped, a check must be made over side to ensure these
are no small craft or obstructions underneath.
Personnel must be suitably dressed with PPE and are to stand well clear from the front of the
windlass, the cable lifter and guide rollers. If the cable does not run the brake must be reapplied
and the windlass put into gear and walked back under power.
Anchors, which are housed and are not required to be ready for immediate use, must be properly
secured to prevent accidental release.
Vessel shall anchor clear of hazards, including:
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main shipping routes, traffic lanes and fairways.
prohibited anchorage.
submarine pipelines or cables.
other vessels.
Wreck/other submerged objects.
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When the vessel proceeds to the chosen anchor site it should normally head into the wind direction
and/or current at slow speed if navigational restriction, traffic etc. permits, making the following
preparations:
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Advice the engine room about the decision to anchor and order the engine stand by for
manoeuvring.
Prepare for anchoring and arrange for anchor team to stand-by on the forecastle.
Prepare anchor lights/shapes.
Take into account Vessel Traffic System and pilots advices.
When the vessel is in ballast condition, consider the use of additional ballast.
Opportunity shall be availed for training/mentoring chief officer and junior officers in
anchoring techniques.
The Master shall inform the Anchor Team which anchor he will be used for anchoring.
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The vessel's turning radius, i.e. length of vessel and anchor chain, shall allow for free passage in
all directions to other vessels at anchor and obstructions above or beneath water. Allowance for
minor drag shall be considered.
The anchor shall be lowered to the water surface by the winch (unless otherwise ordered by the
Master), brakes applied, clutch disengaged; the anchor is now ready to be dropped. The speed of
dropping the anchor shall be regulated by use of the brake. When the water depth is larger than 30
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metres the anchor should be lowered by the winch to about one shackle and then prepared to be
dropped by brakes.
Deep water anchoring shall always be done under power. Also consider the depth at anchorage
and the ability of the windlass to pick up the weight of the anchor and chain cable before
anchoring. On large deep draft vessels (e.g. VLCC) the anchor cable shall normally be lowered on
gear until the planned length of cable is out. When large vessels anchor in rivers, estuaries, and
restricted pilotage waters and in an emergency, it may be necessary to let go anchor on brakes.
Vessel shall be on manual steering in the anchorage area.
While anchoring, the vessel shall have slight momentum, which would help to lay the cable gently
on the bottom.When the vessel is completely stopped at the anchor site, drifting slowly astern by
wind and/or current, the anchor and chain shall be paid out, allowing it to stretch out on seabed, until
the required length of cable is paid out. If time allows, the anchor chain shall be lowered under
power and not be dropped from the top because this may cause damage to the anchor and
additional wear of the windlasses, brake linings. In areas with strong tides/currents engines shall
be used judiciously to ensure that the strain on the cable is not excessive. The Officer in charge of
the Anchor Team shall order the anchor light/shapes to be displayed, and report to bridge the amount
of shackles paid out and the direction of the chain, until it is completely stretched out ahead and has
obtained secure hold in the seabed. The Master shall order the brake securely fastened, when
bearings to fixed points ashore confirms that the vessel maintain the position at the anchor site.
Windlass brakes are designed to be able to hold a least 45% of anchor chain's breaking strength
whereas the anchor chain stoppers are designed hold 80% of the anchor chain's breaking strength.
While anchored, it is recommended that anchor chain stopper is used to avoid overloading the
windlass brakes.
With zero speed over the ground, the anchor must be lowered under power until it is just clear of
the seabed. The windlass should then be taken out of gear and the anchor can then be let go in
the normal manner. This reduces the possibility of the anchor and cable building up sufficient
momentum to overcome the holding capability of the brake.
In certain circumstances it may be necessary to conduct the entire operation under power with the
windlass in gear. This must be done extremely carefully with zero speed over the ground. Any
loading on the anchor or cable could be transferred to the windlass resulting in serious
mechanical damage.
Once anchored, the cable must be secured on the windlass brake and the pawl (compression
bar/guillotine bar) must be lowered into position. The second anchor must be ready for letting go
in an emergency.
Anchor bearings must be taken as soon as the vessel has brought up in the riding position and
these must then be checked frequently to detect any dragging.
Anchor chains, shackles and pins must be inspected when anchors are being weighed. Any
deficiencies discovered shall be corrected at the earliest opportunity. Chains must be marked with
the customary turns of wire and painted links to indicate the amount of cable in use. During
recovery of the cable and anchor, only steerage way is to be maintained until the apparatus is
clear of the water.
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9-14.4
Anchoring on larger vessels
Guidance given in Effective Mooring (Chapter 6) should be heeded.
It is preferable that on larger vessels anchoring is carried out with windlass in gear. This will give
good control over anchor and cable and will maintain brake efficiency and reduce wear on linings.
Refer to manufacturers instructions.
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When anchoring in anchorages free of excessive tide/currents, the brake can be used for paying
out after initial laying of cable by walking out. This will maintain brake condition and keep drum
free of rust such that when laying anchors at conventional buoy moorings, the brake is in a fit
condition to perform the whole operation.
Anchoring in deep waters
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Windlasses are generally not designed for anchoring in depths in excess of 100 M. With age, their
capacity tends to decrease. Many ships have lost their anchors when attempting to anchor in depths in
excess of 60 M. When anchorages with depths of 40 to 90 meters are used it may be advisable to have
the vessel stopped with nil speed over the ground and then walk out the anchor to its desired scope.
Vessels shall not be anchored when the depths are in excess of 90 M, except in an emergency. It must
also be borne in mind that some deep anchorages have bottoms, which rise and fall sharply and it is
possible to exceed the maximum depth, without realizing it. Echo sounder should be carefully monitored to
find a patch where the vessel can be safely anchored. As far as possible local help from pilot or port
authorities shall be availed. If in doubt vessel should not normally anchor in such a location. If the deep
water anchorage has a bad holding ground, the anchors holding ability will be further reduced, one due to
the available length of cable on the bottom and second due to the nature of the bottom. Masters are
cautioned to plan the deep water anchoring with utmost care.
Anchoring in congested anchorages
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The process of lowering the anchor prior to letting go on the brake becomes particularly important when
anchoring in deep water. The risk of run out and loosing anchors greatly increases with depth. When
anchoring in particularly deep water of over 40m the process must be as informed and planned as
possible by the Master, Bridge Team and Pilot, if on board. Consideration should be given to the capacity,
capabilities and condition of the windlass equipment not only for anchoring but the ability to retrieve the
anchor as required.
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In addition to the guidelines provided above, the Master of a vessel anchored in a congested anchorage
will take the following additional measures:
to keep vessel engines in a state of readiness for immediate use in case of emergency
to ensure sufficient scope of cable used in the prevailing circumstances; and
to ensure that there is ample swinging room for the vessel.
If the Master finds that another vessel is anchored or anchoring in close proximity thereby not
allowing a safe swinging room for the vessel, the matter is to be reported to the Port Authority /
VTS and an entry on the report and reply received should be made in the Movement book.
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Masters and Bridge Teams should be aware of dangers posed by others vessels in the vicinity working
cargo at anchor or involved in repairs of such other activities which could undermine the keeping watch at
anchor.
While at anchor, when heavy weather or squalls are expected or vessels working cargo or involve in
repairs or such other activities are in the vicinity, Masters and Bridge teams to have Engines in readiness
for any eventuality.
9-14.7
Heavy weather at anchor
If a vessel is at anchor and a sudden squall or heavy weather is expected, Wind and weather conditions
should be carefully monitored and consideration be given to heaving anchor and proceeding seawards
should adverse conditions be forecast.
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The vessel must be prepared for sudden onset of gusty winds during a thunderstorm. The preparation
should include putting the ships engine on standby and paying out more cable if necessary in the
prevailing circumstances.
9-14.8
Ship at Anchor
A continuous navigational watch shall be maintained at anchorage. Master shall, at his discretion, increase
the number of personnel on watch in areas/locations where there is a risk of unauthorized persons gaining
access to the vessel e.g. Piracy or Stowaways or on account of bad weather and/or strong tides.
Whenever the vessel is working cargo at anchor, appropriate arrangements shall be made by the Master
to ensure that a safe anchor watch is being maintained.
While at anchor, the Officer In-charge of the Navigational Watch shall:
Keep a safe anchor watch. Check at frequent intervals that the anchor is holding, by checking the
positions by all available means and entering time and bearing in Log Book. Proper use of radar and
GPS guard rings/alarms shall be made. Bearings of buoys shall be avoided if other means are
available to ascertain the vessels position.
Ship's position circle, showing maximum reach of the vessel as she swings around at change of
tide and exact position of the anchor shall be charted on the largest scale chart available or on a
scale diagram.
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If there is doubt that the vessel is not maintaining position, the officer in charge of the navigational
watch shall:
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1. Inform Master, inform Engine Room
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2. Inform relevant coastal/port authorities.
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3. Call anchor stations.
4. Use engines prudently to reduce the hazard due to the vessel dragging anchor.
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5. In congested anchorage, keep adequate number of fenders ready and rigged

Ensure that the state of readiness of the main engine is maintained to allow for manoeuvring at short
notice. Consider the need to have engineers on stand-by, the engine room manned, and the main
engines on standby or ready for immediate use if circumstances require it. Consider the need for
use of main engine in an emergency.
Ensure that the brake is well tightened so that the anchor cable does not slip.
Secure hawse pipe cover in position.
Ensure that Anchor lights and shapes are displayed by day and night while at anchor.
Ensure that inter-ship and ship-shore communication system is operational and manned. A
continuous listening watch shall be maintained on VHF, on the appropriate working channel for the
area and on channel 16.
Keep course recorder operating at all times while the vessel is anchored.
Ensure that the vessel exhibits the appropriate lights/shapes and that sound signals are given when
the sight is reduced.
Observe weather, tidal and sea conditions and record same in the Deck Logbook.
Plot ships in the immediate vicinity, on the navigational chart.
Consider factors affecting a vessel when at anchor; including yawing and snatching.
Closely monitor any changes in weather conditions.
Take early and effective action in case of deteriorating weather, deteriorating visibility or when a
dangerous situation starts to develop. Notify Master about the deterioration of weather or the
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development of a dangerous situation. While awaiting arrival of the Master on the bridge, the officer
in charge of the navigational watch shall take all necessary measures required immediately to
avert an incident.
(Master may evaluate the situation and consider paying out more cable to ease the strain, and main
engines may also be used to ease the strain on the cable. Putting to sea in the advent of adverse
and severe weather instead of remaining at anchor is usually a safer option.)
In the event that another vessel anchored in the vicinity is observed to be dragging anchor or another
vessel navigating in the vicinity is coming close to own vessel, officer in-charge of the navigation
watch shall, while awaiting arrival of the Master on the bridge, take all necessary measures
required immediately to avert an incident, including:
Notify the dragging vessel or vessel navigating in the vicinity, by any means of
communication, regarding the impending danger;
Have the engines ready;
Call anchor stations,
Keep adequate number of fenders ready and rigged on the side vessel is expected to come
closer;
Make use of helm/engines to cant vessel away;
Arrange to heave up the anchor and clear the area, if danger appears to be increasing.
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Inform Master, Engine Room/Duty Engineer and port authorities;
Getting Underway
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When orders to depart from anchorage are received the following preparations shall be carried out:
Make sure water supply valve to hawse pipe is open.
Inform the engine room and order water on deck.
Prepare for heaving in the anchor; Anchor Team standby at the forecastle.
Check communication between the bridge and the forecastle.
Heave in the anchor as ordered by the Master and notify when the anchor is aweigh and above
water. Lower the anchor signals, and display navigation lights, as applicable.
If required, keep anchor(s) at stand by below hawse pipe(s) until Master instructs to secure the
anchor.
Secure the anchor for sea passage and order the water on deck line stopped. When securing anchor
ensure that the anchor is fully heaved up and housed in the hawse pipe. Hawse pipe cover should be
put in place. Anchor cable lashed. Anchor chain stopper engaged. Spurling pipe covered and
rendered weather tight.
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Passage Planning Mandatory Routeing
9-15.1
Ship Routeing, Traffic Separation and Ship Reporting Schemes
9-15.2
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Companys vessels shall at all times comply with compulsory routing and reporting measures adopted
in particular sea areas. The Officer In-charge of the Navigational Watch shall be aware of and comply
with the prevalent ships' routing schemes and ship reporting systems requirements. The current list of
IMO adopted schemes is published in the Annual Summary of the Admiralty Notices to Mariners.
Further details of these schemes and of other voluntary schemes are found in the IMO Ships Routing
publications. Navigators are reminded that it is only in the IMO adopted schemes that Regulation 10
of the International Regulations for Preventing Collisions at Sea applies. Traffic separation schemes
established by other authorities are to be adhered to in accordance with the appropriate local rules
and regulations.
Company strongly recommends that voluntary Ship Routing, Traffic Separation and Ship Reporting
Schemes are to be followed. A documented risk assessment shall be conducted during Passage
Planning to establish that the risk of non-compliance with voluntary schemes is low before it is
decided not to comply with such schemes.
Mandatory Routeing
Reference Publications:
IMO Routing Guide
Sailing Directions
Guide to Port Entry
The Mariners Handbook
Applicable Mariners Routing Guide for particular sea areas
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The following instructions should be read when preparing a passage plan and incorporated into the
plan where relevant. They are routing requirements or recommendations which have been adopted by
ASP Ship Management Group as mandatory requirements for Company vessels, subject always to
the principle that the Master may deviate from the requirements if in his opinion a deviation is required
to secure the safety of the vessel and crew. Any deviation should however, time permitting, be
discussed before the event with the Ship Manager.
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Particularly Sensitive Sea Area (PSSA)

A Particularly Sensitive Sea Area (PSSA) is an area that needs special protection through action by
IMO because of its significance for recognized ecological or socio-economic or scientific reasons and
which may be vulnerable to damage by international maritime activities. The criteria for the
identification of particularly sensitive sea areas and the criteria for the designation of special areas are
not mutually exclusive. In many cases a Particularly Sensitive Sea Area may be identified within a
Special Area and vice versa.
The following PSSAS have been designated:
the Great Barrier Reef, Australia (designated a PPSA in 1990)
the Sabana-Camaguey Archipelago in Cuba (1997)
Malpelo Island, Colombia (2002)
the sea around the Florida Keys, United States (2002)
the Wadden Sea, Denmark,Germany, Netherlands (2002)
Paracas National Reserve, Peru (2003)
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Western European Waters (2004)
Extension of the existing Great Barier Reef PSSA to include the Torres Strait (proposed by
Australia and Papua New Guinea) (2005)
Canary Islands, Spain (2005)
The Galapagos Archipelago, Ecuador (2005)
The Baltic Sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithunia, Poland and
Sweden (2005)
The Papahanaumokuakea Marine National Monument, United states (2007)
Ships routeing measures to protect PSSAs: A PSSA can be protected by ships routing measures
such as an area to be avoided: an area within defined limits in which either navigation is particularly
hazardous or it is exceptionally important to avoid casualties and which should be avoided by all
ships, or by certain classes of ships.
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The IMO Publication Ships' Routeing includes General provisions on ships' routeing, first adopted by
IMO in 1973, and subsequently amended over the years, which are aimed at standardizing the
design, development, charted presentation and use of routeing measures adopted by IMO.
North West European Area
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Tankers on passage between any North Sea ports within the Netherlands and/or Germany, except
those ports whose areas adjoin each other, will use the mandatory route for tankers from North
Hinder to the German Bight and vice versa
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UK Waters - Marine Environmental High Risk Areas (MEHRA)
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MEHRAs are defined as areas having high environmental sensitivities and being at risk of pollution
from merchant shipping. The locations of MEHRAs have been identified after taking into account
shipping risk, environmental sensitivity and other environmental protection measures already in place
at each location. The primary purpose of MEHRAs is to inform mariners of areas where they need to
exercise even more caution than usual. In due course they will be marked on Admiralty charts and
their existence should be taken into account during passage planning.
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The 32 MEHRAs which have been identified are as follows:
Muckle Flugga, Unst
Fethaland, Mainland Shetland
Tor Ness, Hoy
North St Kilda
South St Kilda
Gallan Head, Isle of Lewis
West Islay, Argyll and Bute (2 MEHRAs)
Islandmagee, County Antrim
Pembrokeshire Islands
Plymouth
Berry Head
Portland
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Western Solent
Hastings & Dungeness (2 MEHRAs)
South Foreland to Ramsgate (2 MEHRAs)
Harwich & Felixstowe (2 MEHRAs)
Spurn Bight
Flamborough Head
Tees
Farne Islands
Holy Island & Berwick (2 MEHRAs)
St Abb's Head & Eyemouth
Dunbar
Bass Rock
Isle of May
Newburgh
Kinnaird Head
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Unless you are bound to or from a port which is, or is within, a MEHRA, all vessels are to avoid these
areas.
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Entrances to the Baltic Sea
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Vessels to comply with the requirements of IMO Resolution MSC.138 (76)
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Ships over 40,000 tonnes deadweight or with draughts of 11 metres or more when passing through
the entrances to the Baltic Sea, in view of the fact that 17 m is the maximum obtainable depth without
dredging in the area north-east of Gedser and that the charted depths, even under normal conditions,
may be decreased by as much as 2 m owing to unknown and moving obstructions, should:
engage a pilot inwards from Skagen to any Belt port or, if bound to a Baltic port, to Bornholm;
engage a pilot outwards to Skagen from any Belt port or, if from Baltic ports, from Bornholm;
not pass the area unless they have a draught with which it is safe to navigate through the
area, taking into account the possibility of depths being as much as 2 m less than charted, as
mentioned above, and additionally taking into account the possible changes in the indicated
depth of water caused by meteorological or other effects;
participate in the ship reporting system (SHIPPOS) operated by the Government of Denmark;
and
exhibit the signal prescribed in rule 28 of the International Regulations for Preventing
Collisions at Sea, 1972, as amended, in certain areas in the Store Baelt (Hatter Rev,
Vengeancegrund and in the narrow route east of Langeland), when constrained by their
draught.
Furthermore Ships with a draught of 11 m or more should:
be aware that anchoring may be necessary owing to the weather and sea conditions in
relation to the size and draught of the ship and the sea level and, in this respect, take special
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account of the information available from the pilot and from radio navigation information
services in the area.
Tankers <40,000 DWT and draft less than 11 metres When loaded, will engage a pilot as above.
Ships irrespective of size or draught, carrying a shipment of irradiated nuclear fuel, plutonium and
high-level radioactive wastes on board ships (INF-cargoes) should:
participate in the ship reporting system (SHIPPOS) operated by the Government of Denmark
and
use for the passage the pilotage services locally established by the coastal States.
The Sound
Vessels transiting the sound should
use the pilotage services established by the Governments of Denmark and Sweden
be aware that anchoring may be necessary owing to the weather and sea conditions in
relation to the size and draught of the ship and the sea level and, in this respect, take special
account of the information available from the pilot and from radio navigation information
services in the area.
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Vessels whether loaded or in ballast will not transit the Inland Sea of sea unless bound to or from a
port within the Sea. A pilot will be engaged for all passages within the Inland Sea.
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Commercial Considerations
10-i
#3
1 January 2013
Authorised:
General Manager
10
COMMERCIAL CONSIDERATIONS .............................................................. 10.1-1
10.1 GENERAL ................................................................................................................ 10.1-1

10.2 CONTRACTS OF CARRIAGE ....................................................................................... 10.2-1
10-2.1
10-2.2
10-2.3
10-2.4
10-2.5
10-2.6
10-2.7
10-2.8
Demise or Bareboat Charter.........................................................................................10.2-1

Time Charter ................................................................................................................10.2-1
Voyage Charter ............................................................................................................10.2-1
Free on Board (FOB) ...................................................................................................10.2-1
Cost and Freight (C & F) ..............................................................................................10.2-1
Cost Insurance & Freight (CIF) .....................................................................................10.2-1
Ex Ship (Delivered) ......................................................................................................10.2-1
Bill of Lading ................................................................................................................10.2-1
10.3 LETTERS OF PROTEST.............................................................................................. 10.3-1

Specimen Texts for Letters of Protest ...........................................................................10.3-1
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10.4 EARLY DEPARTURE PROCEDURES ............................................................................ 10.4-1

10.5 GENERAL AVERAGE ................................................................................................. 10.5-1
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10.6 SALVAGE SERVICE RENDERED ................................................................................. 10.6-1
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10.1
General
In the event of a Cargo Receiver suffering a financial loss as a result of a cargo which it has bought
being short delivered, or wholly or partially lost or damaged in transit, that Receiver may be able to
recover the costs from the Supplier, the Owners of the carrying vessel or any insurance on the cargo.
Similarly, the cost of repair or replacing shore property damaged or destroyed by the negligent actions of
the Owners or Operators of the vessel.
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In order to minimise the possibility of claims being made against the vessel, it is essential that
Masters and all responsible personnel on board vessels are familiar with the requirements of
Charter Parties and Bill of Lading.
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10.2
Contracts of Carriage
10-2.1
Demise or Bareboat Charter
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In such agreements, the Owner provides the vessel for use by Charterers. The Charterer is responsible
for all operational expenses, insurance and legal liabilities. The Charterer will provide the crew and be
responsible for maintenance and repairs.
10-2.2
Time Charter
The Owner provides the vessel and is responsible for operating cost, maintenance and repairs. The
Owner will provide the crew and accept responsibility for hull and machinery insurance and cover for legal
liabilities.
The Charter will be responsible for port costs, bunker costs and any overtime incurred outside normal
working hours, which is to the benefit of the Charter.
Voyage Charter
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10-2.3
Free on Board (FOB)
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10-2.4
The Owner provides the vessel for the particular voyage only and is responsible for the Maintenance,
operating costs, bunkers and any port charges.
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In this type of contract, the Supplier of the cargo must deliver the goods on board the vessel nominated
by the Buyer at a named port of shipment. He must bear all costs and risks of the goods until such time
as they have effectively passed the vessels rail at the loading port.
Cost and Freight (C & F)
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The Buyer provides the vessel and bears all costs and risk of the goods from the time when they pass the
vessels rail at the loading port.
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The Supplier must pay the costs and freight necessary to bring the goods to
destination and supply the Buyer with a set of clean negotiable Bills of Lading.
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The Buyer accepts the documents when tendered by the Supplier and pays the price agreed in the
contract. He must bear all risks of the goods from the time they shall have crossed the vessels rail at the
loading port.
10-2.6
Cost Insurance & Freight (CIF)
This is basically the same at the C & F contract but in addition, the Supplier procures at his own cost and
in transferable form, a policy of marine insurance against the risk of carriage involved in the contract.
10-2.7
Ex Ship (Delivered)
The Supplier must make the goods available to the buyer at the named destination and pay the full cost
and risk involved in bringing the goods to the named destination.
The Buyer must take delivery of the goods as soon as they have been placed at his disposal. He also
bears the risks and costs of the goods from the time they shall have been placed at his disposal at the
named estimation.
10-2.8
Bill of Lading
A Bill of Lading is a Masters document issued by the vessel and is a receipt of the cargo loaded
It is evidence of the terms of carriage and is a document of title and therefore a negotiable
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instrument.
A Bill of Lading is indivisible.
A Bill of Lading should never be amended, and the use of To Order should be avoided when
making out the document.
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Commercial Considrations
Letters of Protest
If the Bill of Lading is endorsed with the notation Freight Prepaid the Master must refuse to sign and
should contact the vessel Commercial Operators for clarification.
Whenever the shore figures are greater than the vessels figure adjusted for VEF, the Master should issue
the letter of protest to the shipper. A copy of the vessels Experience Factor should accompany the
protest for the last 5 voyages and the relevant ullage report.
If the Bill of Lading contains terms and conditions not contained in or at variance with the terms and
conditions in the Charter Party, the Master should issue a letter of protest and advise the vessels
Commercial Operators.
If the Bill of Lading is presented in a language other than English then the Master must seek clarification
from the vessels Commercial Operators.
Specimen Texts for Letters of Protest
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The Master is authorized to issue Letters of Protest at his discretion in order to protect the interests of the
vessel, its Owners, Charterers and any other interested party. In general, the texts of such Letters of
Protest will only be relevant to the particular point under protest. However, there are areas where a
standard test to cover a particular protest can be used with the minimum of adaptation. In these cases the
V-CCO-001 Cargo Papers may be used. The Master must copy all Letters of Protest issued on behalf
of the vessel and its Owners to Managers and Agents.
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Early Departure Procedures
The Master will be advised by the vessels Commercial Operators when Early Departure Procedures are to
be adopted. In all other instances, the Master must delay his sailing from the loading port until proper
Bills of Lading are presented for signature. In such instances, the time spent waiting is to count as
Laytime and the Statement of Facts should record this as awaiting documentation/Bills of Lading.
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When Early Departure Procedures are to be followed, the Agent maybe authorised to sign the Bills of
Lading on behalf of the Master and a letter authorising such agent to sign on his behalf may be required.
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General Average
General Average arises when property involved in a common maritime adventure is voluntarily sacrificed
in time of peril for the purposes of preserving the adventure, or where any extraordinary expenditure is
incurred for a like purpose.
The basic principle behind General Average is that all parties interested in the voyage, eg., vessel owner,
cargo interests and time charterers, share in any expenses or costs incurred as a result of the General
Average.
Most Hull & Machinery insurance policies will include a "Small General Average" clause which provides
that Underwriters will indemnify the vessel owner for all General Average costs and expenses incurred by
the vessel owner up to a set limit and as such there will be no necessity to declare a General Average.
However, if a General Average situation arises it will be necessary for an Average Adjuster to be
appointed and requested to provide advice on whether a General Average should be declared.
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If a General Average is to be declared then this must be done before the release of cargo and it will be
necessary for the vessel owner to obtain security from cargo interests, sufficient to cover any subsequent
liability those interests may have to contribute to the General Average.
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Refer to the Nautical Institute publication "The Masters Role in Collecting Evidence" for further
information.
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Salvage Service Rendered
In a case where a Company vessel renders, or is called upon to render salvage services, no agreement
as to compensation or reward may be made except as directed by the Company.
The Master must endeavor to obtain from the Master of the vessel or person in charge of the property to
which the salvage service has been rendered, a statement indicating the nature and extent of service, that
the salvaged property is safe and that no further aid is necessary.
Entries must be made in the Deck Log Book and the Master's Official Log Book summarising the services
rendered and giving details of time lost due to salvage operations, stores or equipment consumed and any
injuries sustained by vessel personnel.
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Entries must be made in the Engine Room Log Book indicating the use made of machinery and equipment
and whether this was excessive or otherwise and details of fuel, water and engine stores or equipment
consumed. The Ship Manager must be kept fully advised of the progress of the salvage service.
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VOM-11
Deck Operations
11-i
#3
1 January 2013
Authorised:
General Manager
11
DECK OPERATIONS...................................................................................... 11.1-1
11.1 GENERAL ................................................................................................................ 11.1-1

11-1.1
11-1.2
11-1.3
11-1.4
House Keeping .....................................................................................................11.1-1

Markings ...............................................................................................................11.1-2
Safe Stowage of Drums ........................................................................................11.1-2
Personal Protective Equipments............................................................................11.1-2
11.2 GENERAL OPERATIONS IN PORT ............................................................................... 11.2-1
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Deck Officer on Duty .............................................................................................11.2-1

Personnel on Board in Port ...................................................................................11.2-2
Relieving the Watch in Port ...................................................................................11.2-2
Tending Mooring Lines ..........................................................................................11.2-2
Gangways and Accommodation Ladders (See also Section 11.7)..........................11.2-3
Boarding and Leaving Vessel ................................................................................11.2-3
Pollution Prevention ..............................................................................................11.2-3
At Anchor ..............................................................................................................11.2-3
Deck Log Book in Port...........................................................................................11.2-4
Water Density .......................................................................................................11.2-4
Sailing Time ..........................................................................................................11.2-4
Testing Engines ....................................................................................................11.2-4
Receiving Stores ...................................................................................................11.2-4
Small craft alongside .............................................................................................11.2-4
EPA Vessel General Permit Program ....................................................................11.2-5
Managing Deck Effluents.......................................................................................11.2-5
Managing Scuppers. .............................................................................................11.2-6
Maintenance of Drains, Scuppers and plugs ..........................................................11.2-6
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11-2.1
11-2.2
11-2.3
11-2.4
11-2.5
11-2.6
11-2.7
11-2.8
11-2.9
11-2.10
11-2.11
11-2.12
11-2.13
11-2.14
11-2.15
11-2.16
11-2.17
11-2.18
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Maintenance/ Repair Responsibility .......................................................................11.3-1

Appearance ..........................................................................................................11.3-1
Regular Maintenance / PMS..................................................................................11.3-1
Bow Access, walkways and work platforms ...........................................................11.3-1
Inspections............................................................................................................11.3-1
Gas Monitors ........................................................................................................11.3-2
Testing of Loadicator.............................................................................................11.3-2
Emergency Equipment ..........................................................................................11.3-2
Maintenance Restrictions Where Hazardous Cargoes Are Carried ........................11.3-2
Painting.................................................................................................................11.3-3
Greasing and Lubrication Schedules .....................................................................11.3-3
Work on Funnel.....................................................................................................11.3-3
Standing Rigging ...................................................................................................11.3-3
Soundings .............................................................................................................11.3-3
Maintenance of openings ......................................................................................11.3-3
Doors ....................................................................................................................11.3-4
Criteria for Maintenance, Examination and Discarding of Wire Ropes ....................11.3-5
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11-3.1
11-3.2
11-3.3
11-3.4
11-3.5
11-3.6
11-3.7
11-3.8
11-3.9
11-3.10
11-3.11
11-3.12
11-3.13
11-3.14
11-3.15
11-3.16
11-3.17
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11.3 MAINTENANCE AND REPAIR ...................................................................................... 11.3-1
11.4 MOORING ................................................................................................................ 11.4-1

11-4.1
11-4.2
11-4.3
11-4.4
Safe Handling of Moorings ....................................................................................11.4-1

Mooring management ...........................................................................................11.4-2
Ship to be Securely Moored ..................................................................................11.4-2
Effective Mooring Considerations ..........................................................................11.4-3
11.5 MOORING EQUIPMENT.............................................................................................. 11.5-1

11-5.1
11-5.2
11-5.3
11-5.4
11-5.5
Mooring Lines .......................................................................................................11.5-1

Wires (Where fitted) ..............................................................................................11.5-1
Removing Wire Ropes from Coils and Reels .........................................................11.5-2
Cutting Wire Ropes ...............................................................................................11.5-2
Transferring Wire Ropes to Winch Drums..............................................................11.5-3
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Rope Care ............................................................................................................11.5-3

Mooring Winch Brake Testing................................................................................11.5-4
Brake Lining Replacement ....................................................................................11.5-4
Winch Brake Drum Repair .....................................................................................11.5-5
Winch Brake Linkages...........................................................................................11.5-5
Winch Brake Efficiency..........................................................................................11.5-5
Use of Brake .........................................................................................................11.5-5
Automatic Tension Winches ..................................................................................11.5-5
Winch in Gear .......................................................................................................11.5-6
Stoppers ...............................................................................................................11.5-6
Chocks..................................................................................................................11.5-6
Roller Fairleads and Pedestal Fairleads ................................................................11.5-6
Mooring Equipment Power Supplies ......................................................................11.5-6
Freezing Weather Precautions ..............................................................................11.5-7
Maintenance Records ...........................................................................................11.5-7
Age of Components ..............................................................................................11.5-7
Equipment for Lightening.......................................................................................11.5-7
Emergency towing-off wires (fire wires) .................................................................11.5-7
Survey of Mooring Equipments as per CFR ...........................................................11.5-7
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11-5.7
11-5.8
11-5.9
11-5.10
11-5.11
11-5.12
11-5.13
11-5.14
11-5.15
11-5.16
11-5.17
11-5.18
11-5.19
11-5.20
11-5.21
11-5.22
11-5.23
11-5.24
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11.6 ANCHORS AND W INDLASSES..................................................................................... 11.6-1
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Readiness of Anchors ...........................................................................................11.6-1

Securing of Anchors and Cables ...........................................................................11.6-1
Anchor and Cable Inspections ...............................................................................11.6-1
Cable Tools and Spares ........................................................................................11.6-1
Bitter End Security ................................................................................................11.6-1
Windlass Brake Lining Replacement .....................................................................11.6-1
Windlass Brake Drum Repair ................................................................................11.6-2
Windlass Brake Linkages ......................................................................................11.6-2
Windlass Freezing Weather Precautions ...............................................................11.6-2
Anchor Handling ...................................................................................................11.6-2
Anchoring on larger vessels. .................................................................................11.6-3
Anchoring in deep waters. .....................................................................................11.6-4
Towing ..................................................................................................................11.6-4
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11-6.2
11-6.3
11-6.4
11-6.5
11-6.6
11-6.7
11-6.8
11-6.9
11-6.10
11-6.11
11-6.12
11-6.13
11.7 ACCOMMODATION LADDERS AND GANGWAYS ............................................................ 11.7-1
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Accommodation Ladders .......................................................................................11.7-1
Gangways.............................................................................................................11.7-1
Marking .................................................................................................................11.7-2
Deflection Tests Subsequent Any Damage............................................................11.7-2
Shore Gangways ..................................................................................................11.7-2
Miscellaneous .......................................................................................................11.7-2
Transfer by personnel basket ................................................................................11.7-2
Pilot ladders ..........................................................................................................11.7-3
Combination Ladders. ...........................................................................................11.7-4
Pilot Hoists ............................................................................................................11.7-4
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11-7.2
11-7.3
11-7.4
11-7.5
11-7.6
11-7.7
11-7.8
11-7.9
11-7.10
11-7.11
11.8 LIFTING APPLIANCES ................................................................................................ 11.8-1

11-8.1
11-8.2
11-8.3
11-8.4
11-8.5
11-8.6
11-8.7
11-8.8
11-8.9
11-8.10
11-8.11
11-8.12
11-8.13
Certificates ............................................................................................................11.8-1
Maintenance Responsibility ...................................................................................11.8-1
Operation ..............................................................................................................11.8-2
Use of Ropes and Webbing ...................................................................................11.8-3
Blocks, Shackles and Hooks .................................................................................11.8-3
Elevators...............................................................................................................11.8-3
Supply of Lifting Gear ............................................................................................11.8-4
Winches ................................................................................................................11.8-4
Cranes ..................................................................................................................11.8-4
Instructions and Training .......................................................................................11.8-4
Derricks ................................................................................................................11.8-4
Safe working load..................................................................................................11.8-5
Prior to Lifting ........................................................................................................11.8-5
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During operations ..................................................................................................11.8-6

Telescopic Cranes ................................................................................................11.8-6
Crane Signals .......................................................................................................11.8-6
On completion of lift ..............................................................................................11.8-7
11.9 HELICOPTER OPERATIONS........................................................................................ 11.9-1

11-9.1
11-9.2
11-9.3
11-9.4
General .................................................................................................................11.9-1
Shipboard Sites and Markings ...............................................................................11.9-1
Shipboard Procedure during Helicopter Operations ...............................................11.9-1
Emergency Drills ...................................................................................................11.9-1
11.10 PRIOR TO SAILING .................................................................................................. 11.10-1

11.11 EXTREME COLD W EATHER PROCEDURES................................................................ 11.11-1
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General ...............................................................................................................11.11-1
Precautions for Extreme Cold Weather................................................................11.11-2
Stores and Provisions .........................................................................................11.11-2
Draft and Trim .....................................................................................................11.11-2
Lifeboats .............................................................................................................11.11-2
Deck Hydraulic Machinery ...................................................................................11.11-2
Freezing of Lines ................................................................................................11.11-3
Oil Pollution Precautions .....................................................................................11.11-3
Ballast Water ......................................................................................................11.11-3
Sea Chests .........................................................................................................11.11-4
Icing from Sea Water...........................................................................................11.11-4
Additional Cold Weather Precautions for Tankers ................................................11.11-4
Other Cold Weather Precautions .........................................................................11.11-5
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11-11.2
11-11.3
11-11.4
11-11.5
11-11.6
11-11.7
11-11.8
11-11.9
11-11.10
11-11.11
11-11.12
11-11.13
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General
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Deck Operations
The Ships deck is a very dynamic environment where numerous variables make safe working a
demanding task. However, the right attitude guided by seamanship and the careful observation of safety
procedures can make deck operations safe. Proximity to sea, ships motion, lines under tension, slippery
surfaces, hot surfaces, moving parts, vapour emission, deck openings, hanging/falling weights, exposure
to sun and heat, Pipelines under pressure, etc are just some of the factors to be kept in mind while
working on deck. A mental Job Safety Analysis (as we do when we cross the road in life ashore or before
we drink hot coffee) is what is required for all daily tasks. However, a more formal JSA will be required for
some other jobs. See VOM-3-Safety.
11-1.1
House Keeping
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Good housekeeping plays a vital role in the Safe operation, Safe access and Hygiene control of a ship.
All ASP vessels are expected to maintain high standards of Housekeeping at all times. Masters, through
department heads, shall ensure that this is fully complied with.
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All accessible areas of the vessel should, consistently, be kept free of litter, with no loose gear, be well lit
and well marked and clean.
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Attention should be paid in particular to the following.
Good Cosmetic appeal Well washed, well painted.
Visible signs of sound maintenance philosophy including good maintenance of fittings and fixtures
Keep all areas clean, dry and free of rubbish, slipping and tripping hazards.
Safe and secure stowage of loose items.
Proper clearance and disposal of garbage/ waste material
Dispose oil soaked rags and other flammable materials in fire proof receptacles
Identify and remove any fire hazards
Keep tools, fittings and equipment in good order. After a job is finished put the tools back in their
correct place.
Stow materials, spares and other supplies securely and correctly
Ensure that access points, escape routes and emergency exits are not obstructed
Doors and openings shall be properly secured when open and when shut.
Save alls and drip trays are clean and empty and well plugged.
Scuppers well plugged and if opened for draining, never left unattended but to be continuously
monitored.
All plugs and caps to have proper chain / lanyard fastening.
Ensure that there are no leaking pipes or fittings
Adequate illumination of all areas.
Ensure that electrical items are properly connected and no unauthorised equipment is in use.
Avoid overloading of electrical circuits
Keep paint and other flammable materials stowed correctly
Clear and legible signs
Well labeled equipments, fittings and ports.
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Conspicuous marking of overhead projections, frames etc
Conspicuous marking of deck obstruction
Conspicuously marking limits/ perimeters for sudden changes in deck / floor levels, or edges
where a difference in level is likely during a particular operation (such as edges of embarkation
platform of crane for some vessels).
11-1.2
Markings
Proper labelling is very important on ships. Each and every item that will be involved in an operation
should be clearly marked for identification. Please see VOM 3 Safety for details on Markings.
11-1.3
Safe Stowage of Drums
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Many a times storing drums on deck cannot be avoided. It must be borne in mind that they are generally
thin walled and easily break if hit against a steel structure. The following shall be observed when storing
drums on board:
As far as possible they shall be stored below deck in designated areas such as lockers where
they can be well secured.
When stored they shall not obstruct safe access or safe passage.
They shall always be stowed on wooden gratings and not placed directly on the deck.
They shall be tightly secured using wire ropes lashings. The ends of the wire should be secured to
strong points on bulkheads. When lashing ensure that ships vibration and motion will not work
the drums loose.
When lashing ensure wooden dunnage is used between the drums to prevent drums rubbing
against each other.
Stowage of the drums shall be inspected prior to rough seas and corrected if necessary.
Drums having similar contents should be kept together. Incompatible chemicals shall not be
stowed adjacently.
It is possible that the drums will rust and markings will vanish over a period of time. Drums should
be well covered using a waterproof material to prevent rusting and maintained dry as far as
practicable.
Drums should be inspected and ROB verified monthly.
If a drum starts rusting it should be given a paint coat and the marking renewed to clearly indicate
the contents.
11-1.4
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Personal Protective Equipments
Access to deck is only permitted with the right PPE. The vessels deck is not a place for leisure and
should be viewed with the seriousness it deserves. The minimum PPE for a deck visit is overalls,
appropriate safety shoes, helmet, appropriate gloves and glasses or mono goggles. Additional PPE may
be required based on the activity and operation in progress. (Refer to PUB-1-Personal Safety booklet).
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Deck Operations
General Operations in Port
When the vessel is in port, the vessel is also bound by the local regulations imposed by the port state as
well as those by the specific terminal. It is imperative that the Masters are well aware of these
requirements and that the requirements are also promulgated to the departmental heads who should then
advice the relevant sections to the crew. While in port, the ship is accountable for shore personnel visiting
the vessel. To this end it is important for the Masters to ensure the following:
The vessels house keeping is in top form;
A safe access is provided between shore and ship and is well illuminated and protected by
netting;
A gangway watch man, who is well aware of his gangway duties, is posted and is available at all
times. He will not leave the gangway watch unless properly relieved except where vessels have
other approved security measures in place;
A proper familiarization shall be given to all personnel boarding the vessel and shall be relevant to
their role on board;
All contractors and inspectors visiting the vessel shall sign a release and indemnity letter, prior to
commencement of work or inspection;
All visitors shall use appropriate PPE, relevant to the area of work and or the scope of their jobs.
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Deck Officer on Duty
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There must be a Deck Officer on duty at all times while the vessel is in port. He/she is responsible for the
safety and security of the vessel and personnel and for the observance of applicable laws and regulations.
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While in port, a deck watch shall be maintained and the following checked:Moorings regularly adjusted.
Emergency towing wires regularly adjusted
Gangway is adjusted and a PUB-6-Visitors Book is maintained.
Emergency shore contact is known (VHF/Telephone) and checked for proper function
Gangway Board is displayed.
Sailing Board displayed giving time shore leave expires.
Unattended rooms/stores/bridge are locked.
Cargo is monitored.
Security and fire rounds are made and entered in the Deck Log.
Ship staff onboard/ashore registers maintained.
Onboard tankers, manifold manned at all times.
Gangway notice board shall contain the following:
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No unauthorized visitors
Produce Valid Photo ID.
Additional gangway notice board onboard tankers shall contain the following:
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No smoking
No naked lights
Switch-off Camera, Pagers and Mobile Phones while on deck
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The Master should obtain a copy of special port requirements and enforce same on board. Relevant
sections shall be promulgated to the crew.
11-2.2
Personnel on Board in Port
The Master must ensure that there are always sufficient personnel on board while the vessel is in port in
order to deal with an emergency situation and, if necessary, to move the vessel.
Before proceeding ashore, crew members shall take permission from their department heads and are to
check with their department head that the above requirement is met.
Masters are to ensure that there is a system onboard for recording those persons proceeding ashore so
that they may be accounted for in case of an emergency.
All crew members are to ensure that they record the fact that they have proceeded ashore and similarly
endorse when they have returned on board.
Relieving the Watch in Port
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11-2.3
Before taking over the watch the relieving Officer must:
If the vessel is at anchor, determine the position of the vessel by means of visual cross bearings
or by the prudent use of electronic navigational aids including echo sounder, if visual bearings are
not possible, and compare it to the original anchor position.
Ascertain the state of the tide, time of high and low water and the minimum depth of water at the
berth or anchorage during the watch and the following two hours.
Check the mooring lines and/or amount of cable that is out. Sudden weather changes could
diminish the vessel's mooring/anchor holding capabilities.
Determine the state of readiness of the engines.
Check the weather forecast.
Familiarise themselves with details of cargo or ballasting operations.
Ascertain if any special port or terminal regulations are being observed.
Ascertain that the appropriate signals are being displayed.
Ascertain which Officers are aboard.
Check the posted sailing time.
Determine the availability of keys to locked spaces.
Regular fire rounds shall be carried out.
Understand the mode of communication and channels to guard.
Become familiar with the port directory.
Read and sign the Chief Officer's cargo orders.
If at anchor, read and sign the Master's night order book.
During cargo or ballast operations determine that all pollution prevention requirements are met.
No changeover of watch shall occur during critical port operations such as shift of berth, or when
the vessel or its cargo is in jeopardy.
11-2.4
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Tending Mooring Lines
The OOW must ensure that mooring lines are tended as necessary so that they do not become
excessively slack or tight. The vessel must be maintained in position alongside the dock with even strain
on lines running in a particular direction. Account must be taken of changes in tidal height and direction,
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possible changes in environmental conditions and traffic movements as well as freeboard changes as a
result of cargo, bunker or ballast operations.
11-2.5
Gangways and Accommodation Ladders (See also Section 11.7)
Careful attention must be given to ensuring that gangways, accommodation ladders and associated safety
nets are properly rigged, illuminated during darkness, and kept in a safe condition at all times when the
vessel is at a berth or at anchor.
The OOW is responsible for ensuring that the gangway or accommodation ladder is adjusted to meet with
the changes in the vessel's draft or tidal conditions and that it is kept clear of obstruction.
A lifebuoy with buoyant line and a self-igniting light attached to it must be kept at hand at the gangway,
accommodation ladder or pilot ladder.
11-2.6
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Adequate lighting must be provided at night, either by means of a spotlight or by portable floodlights of an
approved type.
Boarding and Leaving Vessel
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All persons boarding or leaving the vessel must do so by way of the gangway or accommodation ladder.
Nobody shall be permitted to board or leave the vessel until a proper means of access is available and
correctly rigged. Every boarding shall be supervised by the gangway watch as per vessels Security plan
and logged. Visitors are not allowed to wander about the vessel without an escort.
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Visitors (including Governmental visitors such as Customs, Immigration and coast Guard Officers) are not
permitted to freely inspect or wander about the vessel without an Escort.
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The Escort is to be made aware of any equipment or tools that the visitor is carrying required for executing
their task, for example a fire arm carried by Customs Officer.
Pollution Prevention
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The Escort is to highlight areas of high level safety concern, namely in way hazardous atmospheres and
therefore the Escort is too apply procedures adequate to the task to allow safe entry to the area as
required.
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The OOW, Officers and unlicensed personnel engaged in bunker, ballast or cargo handling operations
must take all precautions to prevent any spills or leakage. The waters around the vessel are to be kept
under constant surveillance to detect any pollution during bulk oil transfers.
11-2.8
At Anchor
When the vessel is at anchor whether working cargo or awaiting a berth, a Deck Officer must keep a
bridge watch.
The VHF must be constantly monitored while the vessel is at anchor and the main engine and steering
gear must be maintained ready for use. The engines and steering gear must be ready for standby at an
appropriate period of notice, as designated by the Master
The vessel's position at anchor must be checked at intervals, the frequency of which shall be determined
by prevailing hazards, but shall never be greater than one hour.
If the vessel is found to be dragging anchor the Master must be called immediately. When immediate
action is required, the OOW must respond accordingly.
Particular attention must be paid to the vessels position at the change of tide and during periods of
maximum current.
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Wind conditions should be carefully monitored and consideration be given to heaving anchor and
proceeding seawards should adverse conditions be forecast.
It should be borne in mind that the position of the anchor could be an appreciable distance from the
indicated plot at the bridge. The maximum distance between the anchor and the stern should be
calculated and used as a radius to encircle the anchor position to establish that the vessel has adequate
clearance to swing about the anchor. When anchored with a single anchor the other anchor must be kept
ready for immediate use in an emergency.
Prior to anchoring, the Master should ensure that local regulations are complied with and that the intended
area of anchorage is not a restricted zone.
11-2.9
Deck Log Book in Port
11-2.10
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The OOW is responsible for making the required entries in the Deck Log Book. It must contain a full and
accurate account of the activities of the vessel which may include all pertinent details of cargo/ballast
operations or any other port activity the vessel partakes in.
Water Density
Sailing Time
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11-2.11
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At a load port, a water density measurement must be taken shortly before completion of cargo operations
so that the proper adjustments can be made to the draft. The results must be recorded in the Deck Log
Book or as part of the cargo planning documentation.
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The Master must ensure that the ships sailing time is conspicuously posted at the gangway as soon as
possible after arrival at a berth which shall be the time the Master requires all Crew Members to be back
on board. All crew are to return to the vessel at least 4 hours prior to departure.
Testing Engines
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NOTE: Where the time in port is short due to the trade of the vessel, then the crew shall return to the
vessel at a time specified by the Master but shall not be less than one hour before the scheduled sailing
time.
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Before testing the engines, when the vessel is at a berth or at anchor, the engine room OOW must obtain
the permission of the Deck OOW. Prior to granting such permission, the Deck OOW must ensure that all
the mooring lines are tight, the gangway is secured and the propeller is clear. All shore equipment should
be clear of the vessel prior to testing of the engines.
11-2.13
Receiving Stores
Even though receiving stores is important, it should be ensured that this takes a lower priority with regard
to cargo operations and other operations, which have safety, health, pollution or commercial implication.
When storing is being carried out, additional personnel shall be called in, to ensure that personnel
involved in cargo operation etc are not disturbed. Similarly when an inspection or survey is planned and
cargo or bunkering operation are in progress, it shall be ensured that storing is deferred so that sufficient
personnel are available for safe operations.
See VOM -3 Safety for safety considerations.
11-2.14
Small craft alongside
For the purpose of this manual a small craft is any craft other than a bunker barge which is used as an
agent/crew ferry boat, lighter, bumboat (a bumboat is a small boat used to ferry supplies to ships moored
away from the shore), tug, supply boat, fresh water barge etc less than 100GT. The form V-DOP-003 is to
be completed for all operations involving Small Craft alongside.
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If the vessel is alongside at a terminal/berth then the small craft can come alongside only if the
terminal/berth has given approval for the craft to come alongside. If a small craft comes alongside without
approval of the terminal/berth then the terminal/berth shall be advised immediately.
The timings of when the small craft came alongside and departed shall be promptly entered into the
appropriate log book.
When the vessel is working a with cargo that has potentially explosive atmosphere and/ or toxic cargo and
there is danger of the potentially explosive atmosphere and/ or toxic vapor in the vicinity, then no small
craft shall be allowed alongside until such time that the potentially explosive atmosphere and/ or toxic
vapor can be stopped and it is safe for the small craft to come alongside.
If the small craft is intended to conduct work alongside then all cargo and ballast operation shall be
ceased until it is ascertained that it is safe to do so.
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When the craft is alongside it must be safely moored/ made fast to the vessel and the master of the craft
advised of action to take in the event of an emergency or upon hearing an emergency alarm. The master
of the craft shall be advised of the need to observe:
No Smoking
No Naked Lights
No open deck cooking apparatus to be used.
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Efficient means of communication shall be established between the ship and the small craft, and
maintained at all times. The craft must at all times be ready to move away from the vessel at short notice
under its own power.
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Where cargo operations require scuppers to be closed, care must be taken not to accidentally open the
scupper in the area the small craft that is alongside.
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Particular care must be taken if any special operations such as underwater work are being carried out
when the small craft is alongside.
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Care should be taken when the small craft is alongside while the vessel is underway, the motion of the
vessel causing waves can potentially cause the small craft to be unstable or even capsize. Care should
also be taken while using vessels anchor/s or propeller/ thrusters when small crafts are in the close
vicinity of the vessel.
11-2.15
EPA Vessel General Permit Program
For vessels operating in US waters, the EPA Vessel General Permit (VGP) regulates discharges
incidental to the normal operation of vessels operating in a capacity as a means of transportation. The
VGP includes general effluent limits applicable to all discharges; general effluent limits applicable to 26
specific discharge streams; narrative water-quality based effluent limits; inspection, monitoring,
recordkeeping, and reporting requirements; and additional requirements applicable to certain vessel types.
Keeping this and ASPs drive for benchmarking with the best in terms of ISO 14001 compliance, all efforts
shall be taken to reduce effluents from the vessel polluting the seas.
11-2.16
Managing Deck Effluents
Water from sea, spray, rain, deck washing etc washes lubricants from wire ropes, stays and other
lubricated surfaces and will naturally empty overboard through deck discharges. To prevent this from
happening, vessels shall ensure that the decks and fittings are always maintained clean and never oily.
Well before the ship arrives in port all decks and superstructures shall be hosed down and rinsed /
pressure cleaned with fresh water.
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11-2.17
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Deck Operations
Managing Scuppers.
When the vessel is in port deck water should not be allowed to run overboard uncontrolled. At all times
when the vessel is in port or when a cargo or bunker operation is in progress deck scuppers shall be well
plugged.
In the event of water level rising on the deck, it should be drained well in time by way of controlled opening
of one or more scupper plugs, failing which the water will fill up to the fish plate and any oil film, floating on
top, will flow overboard. When it is decided to open the scuppers to drain the water, the following shall be
observed
1. Water surface should be inspected for any oil sheen and drained only if clear. If a sheen of oil is
observed then proper sorbent pads must be placed at the scupper to absorb the oil sheen before
draining the water.
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2. When a large amount of water is drained, it is possible for eddies to form and suck out the surface
water first, in which case any sheen or floating debris will wash over. To prevent this from
happening, the flow of water should be reduced, by way of keeping a sorbent pad or similar at the
scupper or by reducing the expansion of expansion type rubber plugs.
3. Whenever a scupper is opened for draining it should be after informing the Chief Officer or his
designated OOW.
Maintenance of Drains, Scuppers and plugs
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4. Whenever a scupper is opened for draining, it shall not be left un-attended, but should be directly
supervised as long as it remains open.
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Saveall, drip tray and scupper plugs play a vital role in the defense against pollution. All plugs shall be
connected to the vessel using a chain or proper lanyard to prevent them from getting lost.
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Savealls and dip trays are often plugged using threaded metal plugs. These should never be left open,
except when they are used for draining. It must be remembered that the threads of the saveall/ drip tray is
usually Mild Steel and susceptible to corrosion. To prevent this from happening, whenever the plugs are
opened, they should be cleaned and coated with a water resistant grease and plugged in so that the entire
range of thread is screwed in.
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Deck scuppers shall be maintained clear at all times and shall be well painted and never allowed to rust.
Rusting will eventually lead to grooving which will then be impossible to plug leak free. The expanding
type rubber plugs shall be contracted (shrunk) before removing from the scupper and when stored should
be fully contracted. This will avoid disfiguration of the scupper plugs, making them less efficient. When the
scupper is plugged in it should be fully expanded to cause proper sealing of the scupper.
Deck scuppers shall be tested with water for proper sealing, once a month.
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11.3
Maintenance and Repair
11-3.1
Maintenance/ Repair Responsibility
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11.3-1
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Deck Operations
The Chief Officer is responsible for the maintenance and repair needs on deck and throughout the
accommodation, except for mechanical repairs and maintenance, which are the responsibilities of the
Chief Engineer.
The Chief Officer must liaise closely with the Chief Engineer in respect of repairs to cargo systems and
deck machinery.
The Bosun is responsible for the deck ratings and must report to the Chief Officer each morning to obtain
the daily work schedule.
Appearance
11-3.2
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The Chief Officer must ensure that a comprehensive systematic Deck Work Book is maintained in respect
of the items mentioned above (If STAR (Planned Maintenance System is fitted then these details must be
completed in the Work Planning Module). This work book must contain details and dates of inspections,
tests, and maintenance carried out, faults found and remedial action taken, spares used so that a
maintenance history and record is available on board.
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Appearance of the vessel is very important. A clean and well painted vessel leaves a lasting impression in
any visitors mind and goes a long way towards a successful inspection or vetting.
Regular Maintenance / PMS
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The vessel shall be cleaned and painted in line with the owners color scheme. Loose gear shall be
squared up immediately after use and all decks and stores maintained tidy.
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Instigating a regular system of preventive maintenance not only provides for a safer and more efficient
vessel but in the long term is labor saving.
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Maintenance shall be carried out as per Star IPS. Master and department heads, on a weekly basis, are to
ensure that the planned maintenance is progressing as required by the PMS and that there are no
outstanding items.
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A daily exchange of the PMS system is carried out between ASP shore office and the vessel to ensure
that the system is at all times synchronized.
11-3.4
Bow Access, walkways and work platforms
There has been many instances where the gratings from bow access or from windlass platforms have
worked loose and caused damage to vessel structure during heavy weather. All gratings on deck shall be
ensured to be tightly secured with all bolts in place. These shall be inspected monthly and tightened as
required.
Walkways on deck shall be painted with antiskid paint and conspicuously marked with contrasting borders.
Tankers only: If water is allowed to accumulate in manifold drip trays it can slosh during heavy weather
and can displace the drip tray gratings. Drip trays shall be kept clean and drained at all times when the
vessel is at sea.
11-3.5
Inspections
The Master with the Department Head, shall undertake a weekly inspection of the accommodation,
catering areas, stores, deck areas and machinery spaces and record it in the Official Log Book. Any
discrepancies shall be sorted out at the first opportunity so that the result remains acceptable at all times.
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Certain areas of the vessel cannot be visited frequently for operational reasons. These areas therefore
require inspection so that their condition can be monitored. Such spaces are:
All vessels;
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Ballast spaces;
Double bottoms;
Fore Peak / Aft Peak;
Void spaces.
Tankers Only;
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Pump Rooms;
Cofferdams.
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Furthermore onboard tankers only, the above spaces shall be checked daily for current LEL, O2 and duly
recorded.
The Chief Officer shall ensure that each space is entered and inspected every six months. A record of any
inspection carried out during the month shall be entered in the Monthly Deck Maintenance Report.
Gas Monitors
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All tanks shall be inspected every 12 months and a record of the inspection uploaded into Star IPS as per
the requirements stated in VOM-14.3 Tank Condition Reporting.
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All gas detection monitors shall be calibrated prior to each use onboard with the calibration kit provided.
They are also to be calibrated each month onboard if the monitors have not been calibrated and used
during the month. A record of all calibration carried out onboard shall be maintained.
Testing of Loadicator
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Gas detecting monitors are required to be sent ashore for calibration annually, and original
certificates of calibration shall be maintained onboard in the appropriate file. Un-calibrated monitors shall
not be used.
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The loading computer shall be tested monthly for their proper functioning and the results recorded.
For testing, parameters from any of the standard loading condition in the loading manual can be input and
the result of various stability dates compares with the standard condition given in the manual.
11-3.8
Emergency Equipment
The Chief Officer is responsible for the care and maintenance of all lifesaving, firefighting and emergency
equipment except that which is specifically assigned to the care of the Chief Engineer.
The actual day to day maintenance of the equipment may be delegated to another officer, generally the
Third Officer.
11-3.9
Maintenance Restrictions Where Hazardous Cargoes Are Carried
Repairs or maintenance work during cargo, ballasting, cleaning or gas freeing operations is prohibited in
the following situations:
in any cargo tank
on any electrical installations outside the accommodation or engine room
anywhere in close proximity to the cargo tank / hold concerned
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anywhere hydrocarbon or toxic gases may be present
anywhere outside the accommodation or engine room requiring the use of power tools.
11-3.10
Painting
The Chief Officer is responsible for ordering paint to meet the needs of the entire vessel. Paint must be
stowed only in specially designated paint lockers, with a proper ventilation system and fixed fire fighting
apparatus, which are kept closed when not in use. Only paint required for immediate use in the engine
room is to be stowed in engine spaces. All passage ways on weather decks should utilise non-skid paint.
See VOM -3 Safety for details
11-3.11
Greasing and Lubrication Schedules
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A lubrication/greasing schedule and record, covering all items of deck machinery and equipment, must be
maintained on board each vessel. The Chief Officer is responsible for administering the programme.
Company instructions regarding the types of grease and oil to be used and manufacturer's instructions
regarding frequency and quantity of lubricant, must be complied with.
Work on Funnel
Standing Rigging
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The Job Safety Analysis for work on the funnel should include a reference to the tag and lock out of the
vessels whistle and E/ R machinery that may inadvertently spark or create a dangerous condition at the
work site.
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Standing rigging must be examined periodically for deterioration and protective coatings should be
renewed as necessary. Standing rigging is bonded around the shackles and the deck and the bonding
wires must be maintained in good condition.
Soundings
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The tension in mast stays should be adjusted evenly to remove any slack. Lock nuts and / or seizing wire
should be applied.
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Empty ballast tanks and spaces such as peaks, cofferdams must be sounded at least once every 24
hours, weather and circumstances permitting. The Chief Officer must keep a record of such soundings in
a sounding log.
Ballast tanks, cofferdams or other such spaces within the hazardous zones of the vessel where explosive
vapours can accumulate must be checked for flammable atmosphere at least once per week on the
loaded voyage. It is recommended that such tests result, whether from fixed or portable monitoring are
documented in the aforementioned sounding log book.
11-3.15
Maintenance of openings
All watertight openings shall be inspected monthly and maintained as required.

Watertight openings include watertight doors, Tank Accesses, Ullage ports, Butterworth plates, Vent
covers & Sounding pipe covers.
All closing devices shall be well greased as required, the rubbers in good condition, and are capable of
being closed tight. If in doubt a hose test shall be applied. The Chief Officer shall record all maintenance
and tests in the appropriate log / record book as well as in STAR IPS.
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11-3.16
Doors
11.3.16.1
General
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All doors are to be kept properly maintained in order that they can be opened and closed effectively and
achieve their designed purpose (e.g. watertight, weather tight or fire doors).
Doors must be either secured closed or open (where permitted) so that they cannot swing open or shut
causing possible injury.
Doors which are to be kept closed at all times, e.g. non-automatic fire doors and doors leading to the
steering flat from the engine room, are to be clearly marked accordingly and on no account are they to be
secured in an open position. Doors required to be self-closing are not to be fitted with hold-back hooks.
11.3.16.2
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External weather tight accommodation doors are to be secured using all dogs when in bad weather.
Suitable signs are to be displayed during bad weather on all external accommodation doors forbidding
anyone to go on deck without the Masters permission.
Watertight Doors
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Watertight doors are to be kept closed whenever practical and must be closed when in bad weather, in
bad visibility, or if collision or grounding is imminent or has occurred.
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All members of the ships crew are to be instructed in the safe operation of watertight doors.
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Watertight doors and their frames are to be kept free of any debris or material that may effect their
watertight integrity when closed.
Weather tight doors
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On vessels which are fitted with power-operated watertight doors care must be taken if closure has been
performed from the bridge. If opened locally under these circumstances, the door will re-close
automatically with sufficient force to crush anyone in its path. Notices are to be displayed on either side of
the door giving instructions on its use. No-one is to attempt to pass through a power operated watertight
door when it is closing and/or the warning bell is sounding.
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Weather tight doors are to be maintained in good condition and should be regularly inspected. The dog
cleats should be free to move with correct tension to avoid them being dragged by gravity. The rubber
gasket and door lips should be in good condition. Care must be taken while painting to ensure that paint
does not contaminate the rubber and does not accumulate on the lip. Ideally petroleum jelly should be
applied to the rubber prior to painting so that any inadvertent paint contamination can be easily wiped off.
Dogs should be clearly marked for open and shut positions.
11.3.16.4
Emergency Escapes
Emergency escapes and the routes to them are to be clearly marked with the correct IMO photo
luminescent symbols.
Escapes and their accesses are to be kept clear from obstructions at all times ensuring safe access.
Escapes are to be kept clean, free of oil and grease and well illuminated.
Any equipment rigged at the top of vertical emergency escapes such as lifting gear, body harnesses etc
must be maintained in such a way that they are always ready for immediate use and does not obstruct
quick escape by personnel climbing out.
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Criteria for Maintenance, Examination and Discarding of Wire Ropes
The following procedures should be followed in connection with Maintenance, examination and discard of
wire ropes on board.
11.3.17.1
Definitions
In this procedure the following terms are used.
The wire rope consists of a number of strands. Each strand consists of a number of wires.
11.3.17.2
General
As soon as a wire rope is received on board, a wire rope examination record must be prepared.
11.3.17.3
Fitting
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Before the wire rope is fitted, the wire rope should be visible examined by the Chief Officer or responsible
Officer. The certificate number should be recorded in the wire rope examination record.
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When drawing the wire rope from the reel or coil, every precaution should be taken to avoid that loops,
kinks or bends forming in the wire rope. In order to achieve the above a turntable may be used.
Maintenance
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During installation of the wire rope a layer of grease compatible with the original lubricant should be
applied. It is of outmost importance that the surplus of grease is removed from the wire rope before the
wire rope is taken in use to avoid e.g. dirt sticking to the wire rope, water pollution etc.
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Before use, the wire rope should be visible inspected for deterioration and deformation.
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The wire rope should be well lubricated at all times and prior to re-lubricating the wire rope should be
cleaned as far as possible and inspected thoroughly.
Rope storage and identification
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11.3.17.5
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Clean and dry storage shall be provided to prevent deterioration of ropes not in use and means provided
to enable ropes to be clearly identified. Wire ropes in store should be stored on gratings and turned every
so often to alter the weights contact of the coil and also to stop drainage of lubricant.
The wire rope examination records should at all times reflect the present status of each wire rope on
board.
11.3.17.6
Examination
Points to be covered by examinations:
The results of previous examination.
The inspection should include the entire length of the wire rope with object of detecting general
deterioration and deformation. Particular attention should be paid to the rope at the point of
attachment such as to tails, hooks, pulley etc.
Areas which are performing repetitive operation such as where the rope pass over rollers and
through fairleads should be carefully inspected.
Terminations including pressed ferrules should be inspected for cracks and possible slippage
between the ferrule and the wire rope.
Diameter should be measured at random places every six month.
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Internal examination must be performed as applicable.
11.3.17.7
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Discard criteria
Depending on the nature and number of broken wires, the general rule for a wire rope is if there is
more than 10 broken wires over a length of one turn, the wire rope shall be discarded or if the
broken wires is more than given in the below mentioned table.
Guidance for the number of broken wires in round strand wire ropes
Ordinary wire rope
Broken wires over
a length of 6d
Ordinary wire rope

Broken wires over
a length of 30d
Non rotating wire

rope
Broken wires over
a length of 6d
Non rotating wire

rope
Broken wires over
a length of 30d
6x7
6 x 19
8 x 19
13
6 x 36
14
6 x 41
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Wire rope
construction
Reduction of diameter due resulting from core deterioration can be caused by.
Internal wear and indentation
Internal wear caused by friction between individual strands and wires in the wire rope, particular
when it is subject to bending.
Deterioration of fibre or steel core.
Fracture in internal layers in a multi-strand construction.
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If the above factor cause the nominal rope diameter (average of two diameter measurement normal to
each other) to decrease by 7 % for normal wire ropes and by 3% for non-rotating wire ropes, the wire rope
shall be discarded regardless broken wires or not. Small deterioration may not be so apparent from
normal examination, particularly if the rope stresses are well balanced throughout the individually strands.
However, the condition may result in a high loss of rope strength. In such cases the internal of the wire
rope must be verified by internal examination.
a.
External wear
Abrasion of the crown wires of the outer strands in the wire rope result from rubbing contact.
It appears as flat surfaces on the outer wires. Wear reduces the strength of ropes by reducing the
cross-sectional areas of the steel. When owing to external wear the actual wire rope diameter has
decreased by 7 % or more of the nominal wire rope diameter, the wire rope shall be discarded
even if no wire breaks are visible.
b.
External and internal corrosion.
Corrosion occurs particularly in marine polluted atmospheres, and will not only diminish the
breaking strength by reducing the metallic area of the rope but will also accelerate fatigue by
causing the irregular surface from which stress cracking will commence. Severe corrosion may
cause decreased elasticity of the rope.
External corrosion of the outer wires may be detected visually, with a verification of the rope
diameter. Please note that it is not unusual that the diameter in stationary wire ropes may
increase due to build-up of rust under the outer layer of strands.
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Internal corrosion is more difficult to detect and it will be necessary to carry out an internal
examination.
If the single wires in the strands have a wear down of more than 1/3 of the wire diameter the rope
should be discarded.
c.
Deformation
Visible deformation of the rope from its normal formation is termed deformation and may create
a change at the deformation position, which will result in an uneven stress distribution in the rope.
The wire rope shall be discarded if the wire rope has got a kink or tightening loops, flattened
portions, decrease or increase in diameter, bends and / or waved.
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11.4
VOM-11
11.4-1
R0
Deck Operations
Mooring
The term `mooring` refers to the system for securing a ship to a terminal. The most common terminals for
tankers are piers and sea islands. However, other shipboard operations such as mooring at Single Point
Moorings (SPMs), Multi-Buoy Moorings (MBMs), Floating Production, Storage and Offloading vessels
(FPSOs) and offshore loading facilities, emergency towing, tug handling, barge mooring, canal transit,
ship-to-ship transfer and anchoring fall into the broad category of mooring. Attention is drawn to the
OCIMF publication, Guide to Mooring Operations.
Statistics indicate that a large proportion of work-related accidents on board occur when moorings are
being handled. Investigations frequently attribute the cause of an accident to lack of concentration,
improper mooring management and to the neglect of good basic seamanship. It is important therefore to
emphasize to all personnel involved in mooring operations that particular attention must be paid to safety.
This awareness along with proper planning and management will assist in preventing accidents.
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Any Mooring / Unmooring operation must be carried out under the supervision of a responsible and
experienced Officer who has direct contact with the bridge.
Proper precautions must be observed at all times so as to prevent accidents.
11-4.1
Safe Handling of Moorings
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The person in charge of a particular mooring operation must ensure that:

Junior or inexperienced personnel are properly supervised.
There are sufficient personnel at each mooring station to carry out the operation safely and
effectively.
Mooring equipment is operated by competent persons and that excessive loads do not arise on
moorings.
Personnel are stationed in safe places and must never stand in rope bights.
Personnel do not stay close to moorings under strain and must not stand in snap back zones.
Operators are prepared to immediately slack back any line which comes under excessive strain
and to this end, care must be taken to ensure that lines do not become jammed.
Mixed mooring is avoided. Wherever possible, mooring lines shall be of the same size and type.
However where this is not possible, then all lines in the same service should be of the same
material (e.g. spring lines all wire and breast lines all synthetic).
Ropes and wires are not used on the same leads or bollards and that they do not cross in contact
with each other.
Cruciform bollards, or single bits, are fitted in the vicinity of tanker manifolds. These fittings
typically have a SWL suited for hose-handling operations and they are NOT suitable for mooring
applications and should not be used for connecting a tug.
Mooring leads are arranged, as far as practicable, to minimize friction and to avoid fouling other
lines in the pattern.
Stoppers are of compatible material to that of the mooring line and are of adequate strength,
length and condition.
Lines are not made fast on drum ends but are transferred to bits and turned up in a figure of eight'
pattern with one turn around the leading bollard. Securing a rope to only one half of a set is bad
practice as it double the load on the single bollard and is not allowed.
When heaving a line on the drum end of a winch that a minimum of 3 turns should be used and
the rope should not as far as practicable be allowed to slip.
When securing a permanently reeled line, the brake is properly secured.
When a permanently reeled line, only one layer is on the working drum (tension section).
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11.4-2
R0
Deck Operations
Winches should never be left in gear with the mooring winch band brake on. Mooring drums
should always be left disconnected from the winch drive whenever the mooring line is tensioned
and the band brake is fully applied.
During communication with the bridge, all transmissions are to be accompanied with the
identification of the vessel to avoid the possibility of confusion involving other vessels operating
nearby.
When mooring at buoys refer to "Effective Mooring" Chapter 5, which covers both CBM and SBM
moorings.
11-4.2
Mooring management
For safe mooring operations it is important that people in charge has a thorough knowledge of mooring
principles as well as knowledge about the correct operation and limitations of the equipment on board.
Particular attention must be given to the correct application of winch brakes as well as the maintenance of
moorings, brakes and associated equipment. A key element in safe and successful mooring is planning.
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Mooring arrangements and planning are to be discussed between the Master and Pilot before coming
alongside and the information relayed to the officers in charge of the mooring stations. Continued close
co-operation between the ship and the shore is vital throughout.
Ship to be Securely Moored
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The overall mooring pattern naturally affects the load distribution to individual lines. Excessive loads in
individual mooring ropes can lead to straining or even eventual parting of a mooring line and must be
avoided. In general, the mooring pattern should be symmetrical with good, efficient leads so as to ensure
a balanced load distribution among the lines for varying wind and current conditions.
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Whenever a vessel is alongside a berth the moorings used must be sufficient to ensure that the vessel
remains securely restrained at all times. Although Masters will naturally consult with Pilots regarding the
minimum moorings to be used, they must not hesitate to require extra moorings if they consider this
necessary.
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In the event of deteriorating weather or sea conditions Masters must not hesitate to put out extra moorings
if they consider this to be necessary. Weather forecasts should be monitored very closely while the vessel
is berthed.
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The Master is to ensure that there is an effective system in place to obtain and record, by all available
means, all weather, tide and current ranges and forecasts, and traffic movements in order to facilitate the
avoidance of the vessel breaking out from the berth .
To remain effective, moorings must be properly tended throughout the vessel's stay at the berth. It is the
responsibility of the Deck OOW to ensure that moorings are properly tended to meet changing weather,
tidal and freeboard conditions.
Moorings are to be tightened or slackened in such a way that ensures the ship does not move position or
comes off the fenders or quayside. Adjustment must also ensure that severe loads are not placed on
individual lines.
When in port, the best means for gauging whether mooring lines should be slackened or not, is by noting
the degree of fender compression. If the vessel is lying off the fenders, all of the load in the mooring will be
due to external forces on the vessel (wind, current, waves, etc.) and the moorings should not be
slackened.
On the other hand, if the fenders are well compressed and there is no significant wind blowing the vessel
onto the berth, it is probable that the mooring line loads are increasing due to the rise of the vessel (due to
cargo discharge or tide) and the moorings should be slackened.
Care should always be taken to prevent a line from becoming completely slack.
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All wires and ropes can break when under load. Synthetic materials give little or no audible or visual
warning when approaching their breaking strain. Due to their elasticity, they can recoil with considerable
velocity when breaking.
Tides are to be calculated to determine both the height and times. Where a large tidal change is expected,
additional crewmen are to be placed on duty in order to tend to the moorings, particularly when the ropes
or wires are turned up on bitts. Failure to have sufficient hands on deck may result in the vessel coming off
the quay and breaking away. In extreme tidal situations, consideration is to be given to stopping cargo so
that personnel can concentrate on the mooring operation at the change of tide.
Where there is a danger of losing control of moorings, cargo operations are to be halted, the Master
advised and additional crew called to assist. The Master has the authority to call for tug assistance should
he feel that the situation requires this.
11-4.4
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The booklet "Effective Mooring" gives details of good mooring practices and also addresses the
precautions to be taken to ensure that mooring operations are carried out safely. Masters and Officers
should implement the practices addressed in this booklet.
Effective Mooring Considerations
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The actual mooring situation will depend upon the location and number of both vessel mooring lines and
shore securing points. Although these may be less than ideal, the following points should be taken into
consideration when assessing the effectiveness of a mooring situation:
mooring lines should be arranged symmetrically about the vessels longitudinal centre of gravity to
ensure good load distribution.
breast lines are most effective when they are perpendicular to the vessel centreline.
spring lines are most effective when they run fore and aft.
the smaller the vertical angle of the line, the greater is the resistance to a horizontally applied
load.
the same type of material line should be used for the same service e.g. breast lines should be all
ropes or all wires. Because rope is much more elastic than wire, the wire will take most of the
load for a given extension. Mixed moorings should therefore be avoided because the ropes
provide only minimal restraint in such a situation.
lines in the same service should be the same length. Elasticity is proportional to length and the
shorter line will assume a larger proportion of the load.
lines in the same service should be the same diameter. Elasticity is inversely proportional to
diameter and the largest line will assume a larger proportion of the load.
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The Master is to ensure that the mooring operation is undertaken with suitable supervision, competent
personnel and with sufficient members in the mooring teams. The Master is to ensure any specific shore
requirements relating to the mooring of the vessel at a particular port are promulgated to all Officers and
Crew engaged in the mooring operation.
VOM-11
11.4-1
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11.5
Mooring Equipment
11-5.1
Mooring Lines
VOM-11
11.5-1
R1
Deck Operations
Mooring lines must be ordered via the Company in order to ensure that they conform to Company
procedures. In an emergency situation where mooring lines are required locally the Master must consult
the Company in respect of the types of lines available.
Adequate records are to be kept of all replacement dates of wires, ropes and tails.
There must be a valid test certificate on board for each mooring line and tail. These are to be maintained
in a file by the Chief Officer. The certificates are to be annotated with dates and the specific winches to
which they are fitted and/or end for ended.
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Vessels that use wires as their primary mooring system shall carry at least two spare new mooring wires,
two tails spare and one mooring link spare. If the vessel performs regular offshore lightering operations
then four spare mooring tails shall be carried.
Vessels that use synthetic mooring ropes as their primary mooring system shall carry at least two spare
new (unused) mooring ropes.
Wires (Where fitted)
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11-5.2
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Certificates must be available for all wire ropes, synthetic lines, link and tails. These certificates must be
marked with the date that the component was brought into service on board.
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Where wire moorings are fitted they are to be fitted, maintained and tested in accordance with the OCIMF
Mooring Equipment Guidelines.
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In order to introduce an element of elasticity into wire moorings, wire lines should generally be used in
conjunction with 11 metre tails. Tails must have a minimum breaking load at least 25% greater than that
of the wire to which they are attached.
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A record of all tails, together with their original length and subsequent measurements, must be retained on
board in the Deck Work Book or STAR (Planned Maintenance System)
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It is a good operating practice to rotate tails to prevent abrasion in one location.
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Where rope tails are required these must be properly connected to the wire using one of the recognised
connecting shackles, i.e. Tonsberg or Mandal links.
Particular attention must be paid to mooring wire eyes. The inboard eye tend to corrode if not regularly
lubricated and the outboard one tends to wear with usage, to prevent this from happening, the wire rope
should be end for ended regularly
Wires should be turned end for end every 2.5 years. In the event of damage close to the end, provided
that the original length of the wire is not reduced by more than 10%, the end of the wire should be cropped
off and a new eye spliced into the wire.
Wire ropes are to be lubricated during this inspection using a recognized wire rope lubricant. On no
account are homemade lubricants to be used as these can lead to pollution of water both by deck run offs
as well as when the rope is lowered into water. Particular attention must be made to ensure that lubricant
is penetrating through the inner layers to prevent internal corrosion that will result in inadvertent failure of
the wire.
All wires and ropes stowed on drums must have canvas covers available for use at all times when the
vessel is at sea to protect them from the effects of weather, sea and sunlight. Vessels when making ocean
passages are recommended to remove the wire tails and store them safely in the rope locker. The links
should then be cleaned, well lubricated with a water resistant grease and safely kept in the store.
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Deck Operations
Entire length of the wire and its connections must be inspected by the Chief Officer at intervals not
exceeding six months. All inspection details are to be recorded in Star IPS.
The following guidelines are to be used when inspecting wire rope:
The wire diameter should be checked. If a decrease in wire diameter of 12% or greater is
measured, the wire should be removed from service and replaced. Reasons for the decrease
could be core deterioration, internal wear and wire failure, or internal corrosion.
A wire rope must not be used if the total number of broken wires visible in a length of the rope
equal to ten times its diameter or exceeds 5% of the number of wires constituting the rope.
Wires should be checked for abrasion. If the wires show a considerable loss in metallic area, the
wire should be removed from service.
An inspection should be made for corrosion and the wire removed from service and replaced if
corrosion has penetrated below the surface of the wire.
Mooring wire stowed on winches should wherever practical be protected from the elements by a
canvas cover.
11-5.3
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Removing Wire Ropes from Coils and Reels
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Rope coils should be placed on the ground and the wire rolled out straight, ensuring that it does not
become contaminated with dust/grit, moisture or any other harmful material. If the coil is too large to
physically handle it may be placed on a `swift' turntable and the outside end of the rope pulled out while
allowing the coil to rotate.
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When the rope is on a reel, a shaft should be passed through the reel and the reel placed in a suitable
stand which allows it to rotate and be braked to avoid overrun during installation. Where multi-layer coiling
is involved, it may be necessary for the reel to be placed in equipment that has the capability of providing
a back tension in the rope as it is being transferred from reel to drum. This is to ensure that the underlying
(and subsequent) layers are wound tightly on the drum. The reel and stand should be positioned such that
the fleet angle during installation is limited to 1.5 degrees.
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The release of the outboard end of the rope from a reel or coil should be carried out in a controlled
manner. On release of the bindings and servings used for packaging, the rope will want to straighten itself
from its previously bent position. Unless controlled, this could be a violent action and it should be ensured
that personnel stand clear. The rope should be monitored carefully as it is being pulled into the system
and checks should be made to ensure that it is not obstructed by any part of the structure. If a loop forms
in the rope, it should be ensured that it does not tighten to form a kink.
This entire operation should be carried out carefully and slowly under the supervision of a competent
person.
11-5.4
Cutting Wire Ropes
Particular care should be taken when the rope is required to be cut. Manufacturer's instructions should be
followed. Secure servings should be applied on both sides of the cut mark and the length of the servings
should be at least equal to two rope diameters. One serving either side of the cut is normally sufficient for
pre-formed ropes.
Prior to cutting, the rope should be arranged and positioned in such a manner that at the completion of the
cutting operation the rope ends will remain in position, preventing backlash or other undesirable
movement.
The rope should be cut with a high speed abrasive disc cutter (apply Hot work precautions). Other suitable
mechanical or hydraulic shearing equipment may be used, although their use is not recommended when a
rope end is required to be welded or brazed.
Adequate ventilation should be ensured to avoid any build-up of fumes from the rope and its constituent
parts, including any fibre core or rope lubricants. The products used in the manufacture of steel wire ropes
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Deck Operations
for lubrication and protection present minimal hazard to the user in the form in which it is shipped.
However, the user should take reasonable care to minimise skin and eye contact and avoid breathing
associated vapours and mists.
11-5.5
Transferring Wire Ropes to Winch Drums
When coiling a rope on to a plain (or smooth) barrel drum, it should be ensured that each lap lies tightly
against the preceding lap. The application of tension in the rope will greatly assist in the effective coiling of
the rope. The direction of coiling of the rope on the drum is important, particularly when using plain barrel
drums, and should be related to the direction of lay of the rope in order to induce close coiling.
11-5.6
Rope Care
In order to avoid prolonged exposure to the elements and sunlight, ropes must as far as practical be
covered or stowed below deck when the vessel is at sea. They should be coiled on wooden gratings to
permit air circulation and drainage. They must not be stowed in the vicinity of boilers or heaters or against
bulkheads or on decks which might reach high temperatures.
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Ropes must never be allowed to come into contact with paint, chemicals or thinners. This applies to both
the material and associated vapours.
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To avoid damaging the rope, fairleads and warping drums must be maintained in good condition free of
rust. Roller leads should be kept lubricated and freely moving.
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Rope must never be surged around a drum end or bitts as the friction may generate enough heat to melt
the fibres.
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Ropes must be thoroughly examined by the Chief Officer at intervals not exceeding six months and this
should include an inspection for evidence of kinking, external wear, major cuts and chafing, chemical
attack and surface fusion. Excessive wear is indicated by powdering between the strands and results in
permanent elongation:
As the major cause of premature rope failure is surface abrasion, certain visual inspections should
be carried out at regular intervals during the rope's service life. The following guidelines will assist
the Chief Officer in carrying out this examination:
Inspect the outer cover of the rope for abrasion damage. Should the damage appear excessive,
trace the cause and attempt to overcome the problem by modification of the equipment or method
of use by fitting a rope protection sleeve at the critical point
Test the rope flexibility to see if there are any areas of firmness or stiffening. This may be caused
by extreme overload. If limited to one section, the damaged area may be cut out and re-spliced or
the rope should be rejected.
Look for evidence of surface fusion or melting of the ropes outer braid, i.e. yarns welded together.
This indicates excessive surging probably under high loads.
If eight or more adjacent strands have been cut or braided to less than 30% of their original size,
the rope should be replaced.
If the core of the rope becomes visible through damage to the outer sheath, the rope should be
replaced.
Check the condition of the eye splices. Ensure the cover is in good condition and that there has
been no significant splice movement. If in doubt, cut off and re-splice.
If damage or wear is localised it can be cut out and the rope spliced. A rope must not be used if
there are more than two splices between the eyes.
The ropes should be end for ended at regular intervals to spread the physical wear and tear.
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11-5.7
Mooring Winch Brake Testing
11.5.7.1
Tankers only
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Deck Operations
Masters are to ensure that winch brake testing is conducted as outlined in the OCIMF publication Mooring
Equipment Guidelines, Chapter 7.4.5
Brake tests are to be conducted annually.
In addition, individual winches are to be tested after completion of any modification or repair involving the
winch brakes, or upon any evidence of premature brake slippage or related malfunction
The primary brake should be set at 60% of the mooring lines MBL and adjustments made during the tests
to ensure that the brake renders at this value
The results of these tests must be formally recorded and the test date marked on the winch
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Winch brakes must also be tested at the MRP and the Master must maintain test certificates.
These tests can be carried out using a hydraulic jack against a bolt located in the hole on the brake drum
casing. The load to be applied will depend upon the ratio between the distance from the centre of the
main drive shaft of the bolt and the brake band, and can be calculated on the basis of simple levers.
Non Tankers
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When testing brakes in this manner care must be taken to ensure that the jack is supported on adequate
foundations so that the load is spread evenly over the deck and under deck structure.
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Masters are to ensure that winch brake testing is conducted annually in accordance with manufactures
instruction.
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In addition, individual winches are to be tested after completion of any modification or repair involving the
winch brakes, or upon any evidence of premature brake slippage or related malfunction
Brake Lining Replacement
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The results of these tests must be formally recorded and the test date marked on the winch
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If after testing, the brake holding power is found to have been reduced by more than 20% attempts should
be made to rectify the situation by:
checking all linkages to make sure they remain sound;
descaling the brake drum;
adjusting any incremental device (e.g. triangular plate, bottlescrew, etc.) which is fitted;
If there is no improvement, the brake lining must be replaced;
Brakes linings must be replaced if ever oil or grease contaminates them;
When brake linings are replaced;
the brake band and drum must be descaled to remove any frictional wastes, rust and scale.
The drum must then be ground smooth to maximise the effective contact area between brake lining and
drum (failure to establish a smooth surface will result in grinding or cutting of the brake lining, thereby
reducing the efficiency of the brake)
Any incremental adjusting device fitted must be returned to a position which ensures that full braking
power can be applied.
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Deck Operations
Appropriate adjustments must be made as required to the incremental adjusting device in order to ensure
that the brake is fully applied well before the brake control mechanism reaches the end of it's travel. If this
situation cannot be achieved the brake lining must be renewed as above.
Only non-asbestos type brake linings are to be used and these must be ordered via the Company.
11-5.9
Winch Brake Drum Repair
When brake drums have had their original diameter reduced significantly a repair specification must be
raised to install a stainless steel band on the drum.
This band must be welded on both edges and plug welded in at least four locations and then must be
machined true.
11-5.10
Winch Brake Linkages
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All brake linkages must be inspected at least once per year. Particular attention should be paid to those
parts of linkages which are normally inaccessible beneath bedplates.
All hinges and linkages must be maintained in a well-lubricated condition to minimise friction on moving
parts, thereby ensuring maximum brake surface contact.
Winch Brake Efficiency
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11-5.11
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Masters must ensure that lines on winches are used to their maximum efficiency.
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The winch brake is designed to resist a load applied against its fixed end. Ropes and wires must be
reeled correctly on to a winch so that the load is applied correctly. Reeling in the wrong direction can
reduce the brake holding power by 30%.
11-5.12
Use of Brake
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The rated holding capacity of split drum winches is based on a single layer of wire on the working drum.
Additional layers increase the torque applied and thereby effectively reduce the brake holding power.
Vessels must thus be moored so that there is only a single layer of wire on the working drum and this
must be maintained when moorings are tended.
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The brake holding power of a winch is always greater than the heaving power. Thus, once a brake has
started to slip it is impossible to heave the line in unless the forces which caused the slippage is reduced.
Attempting to heave on the line in such circumstances is dangerous and should not be attempted.
The brake is a static device for holding a line tight and is not designed to control that line. If a line has to
be slacked down it must be done with the winch in gear. Simply slacking off the brake could result in a
sudden and uncontrolled transfer of load to other lines.
11-5.13
Automatic Tension Winches
Automatic tension winches should be used with caution as they are liable to react in an uncontrolled
manner to changes in load due to external forces. Any changes to the external loadings such as change in
tide/wind or vessels passing close by should be monitored until the mooring pattern has stabilized
For vessels that due to the cargo equipment have a low tolerance to movement (such as tankers and
container vessels mooring winches must never be left in automatic self tensioning mode. On completion
of mooring the winch must be left with the brake on and out of gear.
All tankers must not have the winches in automatic self tensioning mode as per OCIMF requirements
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11-5.14
VOM-11
11.5-6
R1
Deck Operations
Winch in Gear
Although the brake holding capacity can be increased by leaving the winch in gear with power on and set
to heave this could result in distortion of the shaft and the application of a load which exceeds the
breaking strain of the line. This should only be considered in an emergency situation and must never be
carried out as a routine operation.
11-5.15
Stoppers
Rope and chain stoppers are an integral part of the vessel's mooring system. They should be carefully
stowed and should be regularly examined by the Chief Officer to ensure that they remain suitable for use.
If deemed unsuitable they must be replaced.
Stoppers should always be of the correct type and of sufficient length and condition. Synthetic ropes
demand flexible synthetic stoppers made of low-stretch material and with a high melting point. Polyester
and polyamide stoppers are both acceptable. The stoppers should preferably be rigged with both ends
free so that the crossed over and under "West Country" (Chinese) method can be used.
Chocks
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Chain stoppers should be used with wire ropes, first fastening the chain in a well spaced "cow hitch", and
turning the tail several times against the lay of the wire. It must be remembered that stoppers serve only to
hold the line momentarily while it is secured, and sudden shocks or increased load may cause the stopper
to part.
Roller Fairleads and Pedestal Fairleads
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11-5.17
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Although the terms `closed chock' and `Panama chock' (and fairlead) are often used interchangeably, not
all closed chocks are `Panama chocks'. Panama chocks must comply with Panama Canal regulations, the
stipulations for which include a minimum surface radius (178 mm), a minimum throat opening (300 x 250
mm for single, 350 x 250 mm for double type) and a safe working load (32 t for single, 64 t for double type
(314 kN or 628 kN).
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The rollers resemble sheaves and may be mounted near the edge of the deck to serve as mooring
fairleads or they may be mounted upon a pedestal elsewhere on the deck to provide a fair lead to a winch
drum or warping drum. Deckside roller fairleads may be of the open or closed type. In the case of the
open type, the roller pin is a cantilever attached at the base only. Almost all pedestal fairleads are of the
cantilever pin type. Experience has shown that the cantilever pin and its attachment are very critical. Pin
failure has been the cause of serious accidents. Pedestal fairleads have also failed at the pedestal-to-deck
connection due to improper design or workmanship.
11-5.18
Mooring Equipment Power Supplies
Masters are to ensure that power supplies for mooring equipment, including steam, hydraulic or electric
types, are sufficient and adequately protected.
Spray shields or guards should be in place to protect personnel and adjoining equipment and motors from
the risk of leaks.
Where the power source is a single hydraulic motor, alternatives are to be made available (for example
spare motor or cross connection fore and aft).
If any mooring equipment power supplies are located in enclosed spaces then these spaces should be
protected by additional gas/fire detection and extinguishing systems.
Review of these requirements should be made and regularly checked and results recorded during Safety
Surveys and any related concerns should be brought to the attention of the Ship Manager
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11-5.19
VOM-11
11.5-7
R1
Deck Operations
Freezing Weather Precautions
When operating in temperatures below 2C, the Chief Engineer must ensure that steam operated mooring
winches are protected against the consequences of freezing by either:
Thoroughly draining deck lines and steam chests and drain valves then left open.
Operating the windlasses continuously at slow speed. Due regard must be paid to ensuring the
effective lubrication of gears and bearings. The Deck OOW must ensure that this programme is
carried in accordance with the Chief Engineer's instructions.
11-5.20
Maintenance Records
Details of all maintenance and examinations referred to in this chapter must be recorded in the Deck Work
Book or STAR (Planned Maintenance System) where fitted.
11-5.21
Age of Components
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The following guide should be applied to component age:
Mooring tails These should be replaced at least every 18 months unless experience and/or inspection
indicates a longer or shorter life is warranted.
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Mooring ropes These are to be thoroughly inspected at least once every six months for the various
types of damage that can be sustained. Excessive amount of damage as well as wear and tear on the
working part of the rope indicates that renewal is required. No short splices are permitted. Frequency of
operation should be increased to three monthly if the vessel has frequent stations and short hauls.
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Mooring wires A renewal programme is to be commenced when wires are 5 years old, unless condition
on close inspection allows longer or shorter service.
Wire ropes should be turned end for end every 30 months.
Equipment for Lightening
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11-5.22
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In addition, the inspection points noted in the latest OCIMF Mooring Equipment Guidelines are to be
observed and wires removed from service if the described conditions exist.
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Vessels that engage in offshore lightening shall be provided with sufficiently strong messengers of
sufficient length for ship operations. Sufficient chain stoppers (min 4) shall also be available. When
possible ropes should be sent through closed chocks. Additional lines should be readily available to
supplement moorings if necessary or in the event of a line failure. As far as possible heaving lines and
messenger ropes shall be of a buoyant material.
11-5.23
Emergency towing-off wires (fire wires)
Emergency towing-off wires shall not be deployed unless specifically required by the terminal.
Where they are required to be deployed the wires should be positioned fore and aft on the off-berth side,
properly secured and ready for use without adjustment as per ISGOTT / terminal guidelines.
11-5.24
Survey of Mooring Equipments as per CFR
Before entering a port (if weather permits) and prior to sailing, mooring equipments including the
emergency towline, the anchor releasing mechanism, and mooring lines should be checked by the Chief
Officer and results logged as required by 33 CFR 157, 435 (2).
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11.6
Anchors and Windlasses
11-6.1
Readiness of Anchors
VOM-11
11.6-1
R1
Deck Operations
When the vessel is approaching port limits; while operating within the port and at any other time required
by the Master the anchor/s must be secured in a manner which ensures that they can be easily and
quickly let go.
When the vessel is operating in waters outside these limits, or is experiencing heavy weather within these
limits, a secondary securing system such as chain/wire strops and bottle screws must be in place. In
addition, the spurling pipes must be sealed by means of cement and canvas plugs or similar.
11-6.2
Securing of Anchors and Cables
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At the start of every sea passage an Officer is to ensure that the anchor is secured for sea and must
physically inspect each windlass. The pawl bar (compression bar/guillotine bar) should be properly
located so that the cable will not run and that pawl bar (compression bar/guillotine bar) itself is secured so
that it will not work loose as a result of vibration and sea effects.
The secondary securing system should be designed so that the anchor is held tightly against its landing
place.
Anchor and Cable Inspections
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11-6.3
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Prior to the onset of heavy weather the anchor securing systems must be checked to ensure that they are
properly deployed and that the anchor is securely housed only when this can be safely accomplished.
Cable Tools and Spares
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11-6.4
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The anchor, shackles and swivels must be inspected at regular intervals to check for damage and to
ensure that all pins are properly in place. The cable should be checked whenever possible, particularly
when the anchor is being weighed, to ensure that the lead and spile pin are in place on joining shackles
and that all cable studs are secure. Any defects must be brought to the immediate attention of the Ship
Manager and be recorded in the Defect Reporting System or STAR IPS.
11-6.5
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Spare links, joining shackles, spile pins and lead must be stored together with cable mallets and tools in a
clearly marked location.
Bitter End Security
The Chief Officer must inspect the bitter end securing arrangements in the chain locker at intervals not
exceeding three months. This inspection must be recorded in the STAR (Planned Maintenance System).
11-6.6
Windlass Brake Lining Replacement
Brake linings must be replaced if they become contaminated by oil or grease or before any incremental
adjusting device (e.g. triangular plate, bottle screw, etc.) is changed to its final position.
When brake linings are renewed:
the brake band and drum must be descaled to remove any frictional wastes, rust and scale;
the drum must then be ground smooth to maximise the effective contact area between brake
lining and drum (failure to establish a smooth surface will result in grinding or cutting of the brake
lining, thereby reducing the efficiency of the brake);
any incremental adjusting device fitted must be returned to a position, which ensures that full
braking power can be applied.
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VOM-11
11.6-2
R1
Deck Operations
Brake linings and the brake control system must be visually monitored on a regular basis. Appropriate
adjustments must be made as required to the incremental adjusting device in order to ensure that the
brake is fully applied well before the brake control mechanism reaches the end of it's travel. If this situation
cannot be achieved the brake lining must be renewed as above.
Only non-asbestos type brake linings are to be used and these must be ordered via the Company.
A record of brake lining replacement must be kept e.g. in STAR (Planned Maintenance System).
11-6.7
Windlass Brake Drum Repair
When brake drums have had their original diameter reduced by more than 8mm a repair specification
must be raised to install a stainless steel band (minimum thickness 5mm) on the drum.
This band must be welded on both edges and plug welded in at least four locations and then must be
machined true.
Windlass Brake Linkages
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11-6.8
All brake linkages must be overhauled at least once per year to ensure that they remain intact and
unwasted. Particular attention should be paid to those areas of linkages, which are normally inaccessible
beneath bedplates, cable lifters etc.
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All hinges and linkages must be maintained in a well-lubricated condition to minimise friction on moving
parts, thereby ensuring maximum brake surface contact.
Windlass Freezing Weather Precautions
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11-6.9
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The date of such maintenance must be recorded in STAR (Planned Maintenance System).
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When operating in temperatures below 2C the Chief Engineer must ensure that steam operated
windlasses are protected against the consequences of freezing by either:
thoroughly draining deck lines and steam chests and drain valves then left open;
operating the windlasses continuously at slow speed. Due regard must be paid to ensuring the
effective lubrication of gears and bearings. The Deck OOW must ensure that this programme is
carried in accordance with the Chief Engineer's instructions.
11-6.10
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Anchor Handling
All anchor handling operations must be supervised by a Deck Officer. He must keep the conning Officer
constantly informed as to the amount of cable out, its direction and the degree of tension on it. The Officer
shall follow all Masters orders. In all cases the manufacturers operating instructions should be followed.
Wherever possible, anchors should not be let-go until the vessel has nil speed over the ground. After
letting go, the vessel should then be carefully manoeuvred and the necessary amount of cable paid out.
Before the anchor is dropped, a check must be made overside to ensure these are no small craft or
obstructions underneath.
Personnel must be suitably dressed with PPE and are to stand well clear from the front of the windlass,
the cable lifter and guide rollers. If the cable does not run the brake must be reapplied and the windlass
put into gear and walked back under power.
Anchors, which are housed and are not required to be ready for immediate use, must be properly secured
to prevent accidental release.
Reference is also to be made to VOM-9 Navigation.
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VOM-11
11.6-3
R1
Deck Operations
Care must be taken when using a doppler log to ascertain the speed over the ground, particularly after an
astern engine movement which may well cause a temporary erroneous reading.
Whenever possible, the anchorage should be approached against the resultant of wind, tide and current.
Speed should be reduced so that the anchor position is reached with the vessel maintaining steerage way
stemming this resultant. If this is not possible the cable should be checked at short stay and veered as
the vessel swings. The engines should be used as necessary to prevent undue weight coming on to the
cable during the swing.
The length of cable used must be sufficient to ensure against dragging in all anticipated conditions of
weather, tide, current and draft The amount of cable to be used, should be between four and six times
the depth of water. However, the Master must not hesitate to use more than this whenever he/she
considers it necessary to do so.
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With zero speed over the ground, the anchor must be lowered under power until it is just clear of the
seabed. The windlass should then be taken out of gear and the anchor can then be let go in the normal
manner. This reduces the possibility of the anchor and cable building up sufficient momentum to
overcome the holding capability of the brake.
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The process of lowering the anchor prior to letting go on the brake becomes particularly important when
anchoring in deep water. The risk of run out and loosing anchors greatly increases with depth. When
anchoring in particularly deep water of over 40m the process must be as informed and planned as
possible by the Master, Bridge Team and Pilot, if on board. Consideration should be given to the capacity,
capabilities and condition of the windlass equipment not only for anchoring but the ability to retrieve the
anchor as required.
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In certain circumstances it may be necessary to conduct the entire operation under power with the
windlass in gear. This must be done extremely carefully with zero speed over the ground. Any loading on
the anchor or cable could be transferred to the windlass resulting in serious mechanical damage.
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Once anchored, the cable must be secured on the windlass brake and the pawl (compression bar/
guillotine bar) must be lowered into position. The second anchor must be ready for letting go in an
emergency.
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Anchor bearings must be taken as soon as the vessel has brought up in the riding position and these must
then be checked frequently to detect any dragging.
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Anchor chains, shackles and pins must be inspected when anchors are being weighed. Any deficiencies
discovered shall be corrected at the earliest opportunity. Chains must be marked with the customary turns
of wire and painted links to indicate the amount of cable in use.
During recovery of the cable and anchor, only steerage way is to be maintained until the apparatus is clear
of the water.
11-6.11
Anchoring on larger vessels.
Guidance given in Effective Mooring (Chapter 6) should be heeded.

It is preferable that on larger vessels anchoring is carried out with windlass in gear. This will give good
control over anchor and cable and will maintain brake efficiency and reduce wear on linings. Refer to
manufacturers instructions.
When anchoring in anchorages free of excessive tide/currents, the brake can be used for paying out after
initial laying of cable by walking out. This will maintain brake condition and keep drum free of rust such
that when laying anchors at conventional buoy moorings, the brake is in a fit condition to perform the
whole operation.
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11-6.12
VOM-11
11.6-4
R1
Deck Operations
Anchoring in deep waters.
Windlasses are generally not designed for anchoring in depths in excess of 100 M. With age, their
capacity tends to decrease. Many ships have lost their anchors when attempting to anchor in depths in
excess of 60 M. When anchorages with depths of 40 to 90 meters are used it may be advisable to have
the vessel stopped with nil speed over the ground and then walk out the anchor to its desired scope.
Vessels shall not be anchored when the depths are in excess of 90 M, except in an emergency.
It must also be borne in mind that some deep anchorages have bottoms, which rise and fall sharply and it
is possible to exceed the maximum depth, without realizing it. Echo sounder should be carefully monitored
to find a patch where the vessel can be safely anchored. As far as possible local help from pilot or port
authorities shall be availed. If in doubt vessel should not normally anchor in such a location.
11-6.13
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If the deep water anchorage has a bad holding ground, the anchors holding ability will be further reduced,
one due to the available length of cable on the bottom and second due to the nature of the bottom.
Masters are cautioned to plan the deep water anchoring with utmost care.
Towing
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Ships shall be provided with a ship-specific emergency towing procedure. Such a procedure shall be
carried aboard the ship for use in emergency situations and shall be based on existing arrangements and
equipment available on board the ship.
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It must be remembered that towing operations may place excessive loads on ropes leads and
connections. The safe working load of all equipment must be known and clearly marked on all equipment.
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Prior to any tow commencing a plan shall be agreed with the Tug Master or Pilot involved. All personnel
involved must be briefed in their duties, risk assessments made and safety precautions taken. Once the
tow is connected all non-essential personnel must keep clear of the operational towing area. If essential
work is necessary in the operational area then the snap back zone should be avoided and exposure time
kept to minimum.
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In no case shall a high bollard pull tug be connected to a bollard not designed for towing. This includes
various bits, bollards, chocks and fairleads at the manifold area intended for hose handling etc.
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VOM-11
11.7-1
R1
11.7
Accommodation Ladders and Gangways
11-7.1
Safe Access
Deck Operations
It is the responsibility of the Master of the vessel to ensure that, so far as is reasonably practicable, there
is safe means of access between the vessel and the shore or another vessel.
11-7.2
Accommodation Ladders
Accommodation ladders must not be used at an angle of inclination more than 45o below the horizontal,
unless specifically indicated otherwise by the manufacturers or other reliable data.
Every six months the accommodation ladder wires must be thoroughly examined by the Chief Officer.
The date of the test must be recorded in STAR (Planned Maintenance System).
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Renewal of Wires would be based on the criteria in (VOM-11-3.17). Any additional Flag State
requirements are to be complied with. Exceptions to this may be considered, through the Designated
Person, due to particular vessel specific parameters, such as the use of stainless steel or other special
wires. There must be a valid test certificate on board for the fall wires.
Wires must be kept well lubricated at all times.
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In addition to the wires, the bridle wires must also be renewed every two years. Such wires must not be
painted and should be examined at the same time as the falls. Bridle chains and shackles must be
examined frequently and replaced at any signs of excessive wear.
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Every month the Chief Officer shall inspect the ladder and check that that all sheaves are turning and that
all the ladder support equipment is in good order. The results of the inspection are to be recorded (e.g. in
STAR (Planned Maintenance System).
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If applicable, the accommodation ladder brakes must be opened and examined by the Chief Engineer
every twelve months or whenever excessive strain has been placed on the ladder. Brakes must be
overhauled at least once every three years, preferably during MRP.
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During each major repair period, the accommodation ladders must be load tested to flag state and/or class
requirements and a test certificate must be obtained from the shipyard, which must be held by the Master.
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During each scheduled repair period, the ladder must be removed from the platform and a full examination
of both ladder and platform structure carried out. Particular attention should be paid to any signs of
galvanic corrosion. Any plugs or joints between dissimilar metals should be renewed with neoprene or
other similar material.
During the examination, careful attention should also be paid to the platform supports, swivel and ladder
supports and any necessary repairs undertaken. Thereafter, the Chief Engineer should examine the
areas, so far, as is possible, at intervals of six months.
11-7.3
Gangways
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Gangways must not be used at an angle of more than 30 from the horizontal, unless specifically indicated
otherwise by the manufacturers or other reliable data.
During each major repair period the accommodation ladders must be load tested to flag state and/or class
requirements and a test certificate must be obtained from the shipyard, which must be held by the Master.
The Chief Officer must inspect gangways at intervals of six months to ensure that they remain in good
condition. The date of the inspection is to be recorded in STAR (Planned Maintenance System).
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11-7.4
VOM-11
11.7-2
R1
Deck Operations
Marking
Each accommodation ladder or gangway should be clearly marked at each end with a plate showing the
restrictions on the safe operation and loading, including the maximum and minimum permitted design
angles of inclination, design load, maximum load on bottom end plate, etc. Where the maximum
operational load is less than the design load, it should also be shown on the marking plate. The date of the
last load test should also be marked.
The safe working load is the load as per the load test. The maximum number of persons is the safe
working load divided by 75 (using 75kg as an average personal weight).
11-7.5
Deflection Tests Subsequent Any Damage
If an accommodation ladder or gangway is damaged and subsequently repaired, it must not be returned to
service until it has been load tested and has also undergone a deflection test as per flag state or class
requirements.
Shore Gangways
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11-7.6
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Miscellaneous
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11-7.7
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The use of a shore gangway does not relieve the vessel of its responsibility for providing safe access. So
far as is practicable such a gangway should be examined by the Deck OOW to ensure that it is properly
rigged and deployed and is in a safe condition for use. If there are any doubts about the condition, it must
not be used. Any defects of shore equipment must be reported to the shore authority for immediate action
or repair.
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Ladder and gangway stanchions and side rigging must be maintained in good condition.
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Safety nets must always be rigged when an accommodation ladder or gangway is in use unless it is fitted
with suitable screens or netting to prevent a person falling through the sides. These nets, which comply
with the flag state requirements, are not to be used for any other purpose. They should be inspected
frequently and be replaced at any sign of deterioration.
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The CSWP gives details of the rigging and positioning of access equipment and should be followed
whenever possible.
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Transfer by personnel basket
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11-7.8
Under certain circumstances the use of personnel baskets lifted by the ships cranes presents less risk
than the use of gangways or pilot ladders for access to the ship.
Transfer by personnel basket is only permitted subject to the following conditions:
That the local regulations in force permit the use of personnel transfer by basket.
That the personnel basket has the appropriate certification.
The crane has been load tested in the presence of classification or flag state within five years and
appropriate annual examinations have been carried out. In addition, prior to arrival in any area where the
use of the baskets is probable, then the crane is to be thoroughly checked both mechanically and
operationally by the Chief Engineer and the Chief Officer. This is to be verified by a log entry to the effect
that this examination has been carried out. The requirements within form V-DOP-002 are to be completed
as applicable and the following is meet:
That a risk assessment is carried out and that this method of transfer presents the option with the
least risk;
That the operating procedure is documented including parameters such as weather, etc.
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VOM-11
11.7-3
R1
Deck Operations
That the crane driver must have received appropriate training and instruction for operating the
ships crane;
That where the transfer is over water, lifejackets are worn by all personnel being transferred;
That all personnel, including those being transferred, are briefed in the transfer procedure;
That in the normal type of basket used, personnel travel on the outside of the basket and luggage
on the inside;
That transfer of the personnel is voluntary and at the discretion of the Master or Masters
dependant whether it is ship to ship or ship to shore transfer;
Only essential people will be transferred;
Basket and associated equipments are inspected to be in good condition, tested and approved by
the organization.
11-7.9
Pilot ladders
11.7.9.1
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The CSWP chapter 8 provides very comprehensive advice regarding rope ladders, particularly pilot
ladders.
Requirements
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Reference is made to SOLAS Chapter V, which lists requirements for pilot ladders and mechanical pilot
hoists. Reference is also made to the VOM-9 Navigation regarding the safe boarding of pilots.
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Pilot ladders must be rigged so that they allow safe access for the pilot for boarding and disembarking
from the ship. Ladders are to be positioned where practicable within the midship half length of the vessel,
have each step resting firmly against the ships side and be clear of any possible discharges from the ship.
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When receiving new ladders from chandlers or other suppliers, a careful check must be made not only
that they are of sound construction but that they also fully comply with SOLAS and that a certificate is
provided.
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Tripping lines ( i.e. ropes connected to the ladder base designed for heaving the lower part of the ladder )
are not allowed in any circumstances.
11.7.9.2
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Pilot ladders are to be used solely for the purpose of safe access from the water to the ship. They must
not be used for any other purpose.
Associated Equipment
The following equipment are to be standing by at the Pilot ladder:
2 man ropes of not less than 28mm;
a lifebuoy with a self igniting light ;
a heaving line;
a step (bulwark) ladder where no gateway in the rails or bulwark exists.
Lighting shall be provided, illuminating the ladder and ship side as well as the point of access on ship
deck.
11.7.9.3
Maintenance.
Pilot ladders are to be inspected well before use to check for signs of wear or deterioration of the rope as
well as damage to or cracking of the steps and spreaders. They must be kept clean and free from oil and
grease at all times.
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VOM-11
11.7-4
R1
Deck Operations
If a step has to be replaced, the replacement should be secured by the method used in the ladders
original construction. Steps are not to be painted. Check SOLAS for alternatives to repair.
When not in use, pilot ladders are to be carefully secured in a suitable location fully protected from water,
dampness, sunlight and any other medium likely to cause damage.
11-7.10
Combination Ladders.
A pilot is not required to climb more than nine metres on a vertical ladder. In cases where the distance
between the surface of the water and the ships point of access is more than nine metres, the pilot ladder
is to be used in conjunction with an aft facing accommodation ladder.
The pilot ladder must be rigged adjacent to the lower platform of the accommodation ladder and is to
extend at least two metres above the lower platform. The lower platform is to be in a horizontal position
when in use. All stanchions and hand-ropes are to be secure and taught.
11-7.11
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Lighting is to be provided so that the full length of the accommodation ladder as well as the pilot ladder is
adequately illuminated at night.
Pilot Hoists
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Mechanical pilot hoists are to be approved by Flag State or Class on behalf of Flag State. Hoists without
such approval are not to be used.
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The hoist is to be located within the parallel body length of the ship and, as far as practicable, within the
midship half-length of the vessel and clear of any discharges.
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From a standing position, the operator of the hoist must be able to see the hoist at all times from the
lowest point to the ship access point.
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The hoist must be properly maintained in accordance to the manufacturers instruction book and a record
of such maintenance is to be kept. Pilot hoists are subject to annual survey as part of the ships safety
equipment certificate.
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A pilot ladder is to be rigged directly adjacent to the hoist so that access is available from the hoist at any
point of its travel in the event of a breakdown.
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Markings are to be made on the ships side to show the location of the pilot hoist.
The same associated equipment required for a pilot ladder is to be made available and ready for
immediate use.
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11.8
Lifting Appliances
11-8.1
Certificates
VOM-11
11.8-1
R0
Deck Operations
There must be valid certificates on board in respect of all lifting gear including running and standing wires,
lifting wires, slings and strops, all other nets and slings, hooks, blocks and shackles. These must be filed
with the chain register. It is recommended that gear be colour coded to match valid certificates.
11-8.2
Maintenance Responsibility
The Chief Officer is responsible for the maintenance of all running gear. The Chief Engineer is
responsible for the maintenance of all winches, cranes, motors, chain blocks, etc. which should be laid out
as per original rigging plan.
All lifting equipment on board must meet the following requirements:
All items of lifting equipment shall have a certificate of test issued by an approved testing
establishment. No lifting equipment shall be used unless it has a certificate of test;
All lifting equipment shall be inspected by the user prior to being used, if the user is uncertain
he/she should seek advice before using. (This is part of the checklist contained within form VDOP-002 and must be undertaken be using the equipment);
Lifting Equipment must have its Safe Working Load (SWL) clearly marked;
Chain slings shall have the SWL clearly marked with a metal tag;
Webbing slings shall have the SWL clearly marked with a sewn on label;
It is appreciated that wire rope slings and fibre rope nets are difficult to mark with SWL. Vessels
are to endeavor to show SWL marked in a suitable manner, for example, a metal or plastic tag;
Permanent track ways and beams shall have its SWL clearly marked;
The moving points of lifting appliances shall be greased as per planned maintenance system;
Wires shall be treated with suitable lubricants on a regular basis to ensure that they remain coated
and corrosion is prevented;
All lifting appliances shall be inspected monthly by the Chief Officer and in addition inspected prior
to use;
All lifting equipment shall be formally inspected annually by the Chief Engineer and the Chief
Officer. The results of this inspection should be kept with the Materials Handling Register or Chain
Register;
All lifting equipment shall undergo a test/proof load at intervals not exceeding five years by an
approved testing establishment. All certificates of test/proof load shall be maintained in the Chain
Register;
All lifting equipment that fails the test / proof load shall be either repaired or made inoperable and
disposed off;
Maintenance on lifting equipment shall be undertaken as per manufacturers requirements;
The annual inspection and five yearly test of lifting equipment shall be flagged on the planned
maintenance system;
Lifting equipment that requires repair shall only be repaired by an approved test and repair
establishment;
No repaired lifting equipment shall be put into use unless the equipment has been tested / proof
loaded by an approved testing establishment;
All portable lifting equipment when not in use, shall be stored in a dry, safe location away from
excessive heat and chemicals;
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VOM-11
11.8-2
R0
Deck Operations
No wire rope strops, slings or eye splices are to be made onboard;
Under no circumstances are the limit switches on electric hoists to be overridden in order to
undertake the lifting task;
No lifting equipment shall be used to handle a weight greater than its SWL;
No item shall be dragged by lifting equipment if its weight exceeds one third the SWL of the
equipment;
Masters and Chief Engineers are to maintain a full inventory of such equipment, including
certificates of test/proof load for all lifting equipment. All lifting equipment is to be inspected. Any
unsatisfactory equipment is to be discarded or retested;
All lifting equipment is to have a certificate of test. Equipment that does not have certificate shall
be tested by an approved testing establishment as soon as possible;
The wire ropes must be examined with intervals not exceeding six months. Refer to the Criteria for
Maintenance, Examination and Discarding of Wire Ropes (VOM-11-3.17). The date of the
inspection must be recorded in STAR (Planned Maintenance System);
The examination should include;
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Examine termination of rope at drum.
Examine defective coiling, which causes deformations (flattened portions and wear).
Examine for wire breaks.
Examine for corrosion.
Look for deformations caused by snatch loading.
Examine portion which winds over pulley for wire breaks and wear.
Check for wire breaks and corrosion at points of attachments and sections of wire rope which
lies on or adjacent to compensating pulleys.
Check for deformation.
Check rope diameter.
Examine carefully length, which runs through pulley block, particular that length which lies on
the pulley when the appliance is in loaded condition.
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Condition of equipment related to wire rope;
Winding drums and pulleys shall be checked periodically to ensure that all these components
rotate correctly in their bearings;
Renewal of Wires would be based on the criteria in (VOM-11-3.17). Exceptions to this may be
considered, through the Designated Person, due to particular vessel specific parameters, such as
the use of stainless steel or other special wires.
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In order that this may be done, a certificate of test for every block, hook, shackle, ring, chain etc., must be
held on board and such a certificate must be capable of being married up with any specific article by the
use of an identifying mark. This mark, with the appropriate SWL, must be legible on these items at all
times and the onus remains with vessel's personnel to ensure that this is so.
11-8.3
Operation
All personnel involved in the operation or direction of winches, cranes or derricks must be familiar with the
use and interpretation of the proper hand signals.
Any lifting or handling appliance or gear that has not been subject to regular inspection, examination or
test, or is in any way defective, must not be used at any time. Any defects arising in the course of use
must be reported promptly and operations suspended.
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VOM-11
11.8-3
R0
Deck Operations
Inexperienced seamen shall not operate the controls of any powered lifting or handling appliance. If under
instruction, they must be continuously supervised by a competent person.
Controls of lifting and handling appliances must be permanently and legibly marked with their function and
their operating directions shown by arrows or other simple means, indicating the position for hoisting or
lowering, slewing or luffing etc.
Makeshift extensions shall not be fitted to controls nor any unauthorized alterations made to them. Foot
operated controls must have slip resistant surfaces.
No lifting appliance must be used with any locking pawl, safety attachment or device rendered inoperative.
If exceptionally, limit switches need to be isolated in order to lower a crane to its stowage position, the
utmost care must be taken to ensure the operation is completed safely and only handled by an
experienced operator..
A powered appliance must always have a man at the controls while it is in operation; it must never be left
to run with a control secured in the ON position.
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If any powered appliance is to be left unattended with the power on, loads must be taken off and controls
put in neutral or off positions. Where practical, controls shall be locked or otherwise inactivated to
prevent accidental restarting. When work is completed, power must be shut off.
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The person operating any lifting or handling appliance shall have no other duties that might interfere with
this primary task. He must be in a proper and protected position, facing controls and, so far as is
practicable, with a clear view of the whole operation.
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If the operator of a lifting or handling device does not have a full unobstructed view of the operation, a
signaler must be posted having no other duties. He must be an experienced seaman familiar with
signaling. No other person should give signals or interfere in the communications between crane driver
and the signalers.
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Before any attempt is made to free equipment that has become jammed under load, every effort must first
be made to take off the load safely. Precautions must be taken to guard against sudden or unexpected
freeing. Others not directly engaged in the operation shall keep in safe or protected positions.
Use of Ropes and Webbing
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11-8.4
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Rope slings and strops should not be used for lifting purposes.
Rope nets and webbing slings must be examined by the Chief Officer every six months and should be
discarded if there is any evidence of deterioration. The date of the inspection must be recorded in STAR
(Planned Maintenance System).
11-8.5
Blocks, Shackles and Hooks
The SWL of all runner and topping lift blocks and shackles, together with hooks must be in accordance
with the vessel's rigging plan.
Where a lighter rig has been installed for ease of operations, the SWL of this rig must be clearly identified
on the base of the samson post or crane.
Swivel lifting hooks should always be used in order to prevent rotational damage to lifting wires.
11-8.6
Elevators
The elevator wires must be examined at least once every three months. There must be a valid certificate
of test on board for all elevator wires. Elevator wires must be renewed following the manufacturer's
recommendations provided regular inspections have been carried out by a certified/authorised company
as required. The date of the inspection and renewal of wires are to be recorded in STAR (Planned
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VOM-11
11.8-4
R0
Deck Operations
Elevator emergency stops must be tested as part of the Safety Rounds routine. This test must be
recorded in STAR (Planned Maintenance System).
In addition the annual inspection as part of the Ship Safety Certificate, the lift is to comply with the
requirements of a recognized national or international standard, e.g. EN81, any requirements of the
National Authority of the country of registration and Classification Society. The lift shall be tested,
inspected and overhauled in accordance with these standards.
11-8.7
Supply of Lifting Gear
In order to ensure that vessels are supplied with properly certificated lifting gear of high quality, all running
wires, lifting wires, slings and strops, hooks, blocks and shackles should, so far as is practicable, be
ordered via the Company.
11-8.8
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In the event of such materials having to be purchased locally, the Master must ensure that a proper
certificate that gives at least the SWL or minimum-breaking load to which the item has been tested
accompanies them.
Winches
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The drum end of wire runners or falls shall be secured to winch barrels or crane drums by proper clamps
or U bolts. The runner or fall must be long enough to leave at least 3 turns on the barrel or drum at
maximum normal extension.
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Slack turns or wire or rope on a barrel or drum must be avoided, as they are likely to pull out suddenly
under load.
Cranes
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11-8.9
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When a winch is changed from single to double gear or vice versa, any load must be first released and the
clutch must be secured so that it cannot become disengaged when the winch is working.
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In order that safe and efficient crane operations are carried out at all time, the following check and
procedures should be adhered to:
Instructions and Training
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11-8.10
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Authorization must be obtained from the Duty Deck and Engineer Officer before using cranes. During
each lifting operation only one signalman shall be appointed to direct the crane driver.
The Master must ensure that personnel using cranes have been properly instructed in their use. Both the
crane operator and signalman must know the International Banksmans Signals (hand signals) so that
unambiguous directions are given to the crane operator.
The hand signals that shall be used when working winches, cranes and derricks are detailed within PUB1-Personal Safety booklet.
11-8.11
Derricks
This section applies generally to the conventional type of ships derricks. For other types, the
manufacturers instructions shall be followed.
Runner guides must be fitted to all derricks so that when the runner is slack, the bight is not a hazard to
persons walking along the decks. Where rollers are fitted to runner guides, they must rotate freely.
Before a derrick is raised or lowered, all personnel on deck in the vicinity must be warned so that no one
stand in or is in danger from bights of wire and other ropes. All necessary wires must be flaked out.
When a single span derrick is being raised, lowered or adjusted, the hauling part of the topping lift or bullwire (i.e. winch end whip) must be adequately secured to the drum end.
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VOM-11
11.8-5
R0
Deck Operations
Before a derrick is raised, lowered or adjusted with a topping lift purchase, the hauling part of the span
must be flaked out for its entire length in a safe manner. A seaman shall back up to assist the man
controlling the wire on the drum and by keeping the wire clear of turns and in making fast tot the bitts or
cleats. Where the hauling part of a topping lift purchase is led to a derrick span winch, the bull wire must
be handled in the same way. The winch driver shall raise or lower the derrick at a speed consistent with
the safe handling of the guys.
To secure the derrick in its final position, the topping lift purchase shall be secured to bitts or cleats by first
putting on three complete turns followed by four crossing turns and finally securing the whole with a
lashing to prevent the turns jumping off due to the wires natural springiness.
When a derrick is lowered on a topping lift purchase, a seaman must be detailed for lifting and holding the
paw. Bar, ready to release it, should the need arise; the pawl must be fully engaged before the topping lift
purchase or bull wire is release. While employed on this duty the seaman must not attempt or be given
any other task; in no circumstances will the pawl bar be wedged or lashed up.
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A derrick having a topping winch, and particularly one that is self-powered, must not be topping hard
against the mast, table or clamp in such a way that the initial heave required to free the pawl bar prior to
lowering the derrick cannot be achieved in complete safety, that is, without putting an undue strain on the
topping lift purchase and its attachments.
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A heel block shall be secured additionally be means of a chain or wire so that the block will be pulled into
position under load but does not drop when the load is released.
Safe working load
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11-8.12
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The derrick must be lowered to the deck or crutch and properly secured whenever repairs or changes to
the rig are to be carried out.
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The safe working load of cranes must not be exceeded under any circumstances.
11-8.13
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Particular attention must be paid to Safe Working Loads when using smaller cranes that are not fitted with
load indicators. Telescopic cranes are particularly susceptible to boom damage from overloading when
used to lift loads which exceed their S.W.L. It must be remembered that the S.W.L. of a crane reduces as
the radius increases. Only trained crane operators and ships Deck Officers, in exceptional circumstances,
are authorized to operate large cranes. Crew members must not be permitted to operate cranes without
supervision by Deck Officers in order to prevent possibilities of overloading. The SWL of the crane must
be checked against the intended load and recorded on the form V-DOP-002 - Lifting Equipment
Checklist before the commencement of the operation.
Prior to Lifting
Prior to commencing crane operations, the following checks and procedures are to be carried out (The
form V-DOP-002 - Lifting Equipment Checklist must be completed as part of this process);
Visually check that all wires, sheaves, wire drums and limit switches are in good condition, are free to
move or turn and that the crane is free to slew without making contact with any obstruction.
Check that all aspects of the machinery are correct radiator levels, hydraulic accumulator levels, sumps,
fuel and batteries.
Check that all hydraulic hoses are in sound working condition, i.e. no chaffing, bulging, leaking joints etc.
Check that all controls and indicators are functioning properly, observing their operation before attempting
the lift.
Follow correct starting procedures as laid down in the makers manual.
Ascertain the weight, distribution of weight and conditions of the load to be lifted.
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VOM-11
11.8-6
R0
Deck Operations
Verify the conditions of any lifting gear or appliances to be used.

11-8.14
During operations
Take up the weight of the lift as gradually as circumstances allow. Personnel steadying the lift must keep
their hands clear of slings to avoid them being trapped or pinched.
Personnel must stand clear of the load when it is off the deck, being mindful of the danger of being
crushed between the load and structures, particularly if the ship is moving in a seaway. It must be borne in
mind that this danger is present when large loads are being slewed owing to the listing of the ships as
cranes traverse.
If possible, loads shall be moved so that the crane operator does not lose sight of them. If necessary, lifts
shall be held static in the air whilst the signalman moves position.
EMERGENCY STOP SIGNALS SHOULD BE OBEYED BY THE OPERATOR REGARDLSESS OF WHO
MAKES THEM
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If the load shifts while lifting, it must be lowered and the slings readjusted.
Ensure that loads do not come into contact with obstructions, including the craned structure itself.
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Loads shall be moved slowly enough so that any swinging of the load under the head blocks can be
controlled.
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Loads must be controlled at all times with tag lines and if necessary, the snubbing tugger winches fitted to
the crane for that purpose.
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Cranes must not be used for dragging loads sideways on the deck, as they are not designed for that
purpose.
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Slings shall not be dragged from beneath loads. Loads must be landed on dunnage so that slings can be
pulled clear safely.
Telescopic Cranes
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11-8.15
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The crane operator must remain at the controls at all times that a load is connected to the crane.
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When operating cranes with telescopic booms it must be remembered that the load will be raised/lowered
towards/away from the head block as the boom is extended/retracted. The danger of two-blocking the
hoist wires is particularly great whilst telescopic booms are being extended. Operators must be particularly
attentive to avoid this danger. As the booms are retracted the load will lower on the hoist wire and the
slack must be heaved to prevent the load making contact with the deck or other structures. On cranes
where the telescopic extension is not controlled automatically, the boom sections must be extended
equally to ensure that individual sections do not encounter loads exceeding their design.
11-8.16
Crane Signals
The signalman must be in constant contact with the crane operator at all times, either by radio
communications or hand signals.
He signalman must position himself in full view of the crane operator at all times. If he has to change
positions during a lift, the lift must be stopped and held in the air until the signalman is repositioned.
At no time shall the crane be directed so that the load passes over people.
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11-8.17
VOM-11
11.8-7
R0
Deck Operations
On completion of lift
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On completion of operations, the crane must be properly shut down with locking pawls and protective
covers as required. When not in use the crane boom must be cradled in the rest to avoid excessive wear
on components owing to the vessels movement in a seaway.
VOM-11
11.8-1
R0
Deck Operations
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11.9
Helicopter Operations
11-9.1
General
VOM-11
11.9-1
R0
Deck Operations
Except as otherwise required in this manual, helicopter operations must be conducted in accordance with
the recommendations contained in the International Chamber of Shipping (ICS) booklet "Guide to
Helicopter/Ship Operations".
Helicopters may only be used when there is an operational necessity (e.g. embarking and disembarking
pilots at ports where there is no other means of carrying out this operation), or in an emergency situation
(e.g. medical evacuation). They must not be used for routine operations such as personnel transfer,
storing, etc., without the prior approval of the Company.
The V-DOP-001 - Helicopter Operations checklist must be used in the preparations for Helicopter
operations.
11-9.2
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Note: On the completion of helicopter operations, all equipment must be returned to its appropriate
location from where is was obtained for use during the operation.
Shipboard Sites and Markings
Shipboard Procedure during Helicopter Operations
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11-9.3
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Shipboard sites and markings for operations should be as detailed in the ICS booklet.
Emergency Drills
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11-9.4
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When engaged in helicopter operations, vessels engines must be available for immediate maneuvering,
whether at anchor or underway. Should it become necessary to alter course or speed during an
operation, the helicopter must be informed immediately by VHF.
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Officers and Crew should be exercised every three months in helicopter crash fire fighting techniques and
safety procedures. These drills must be recorded in STAR (Planned Maintenance System) Work
Instruction.
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The risk of accidents is small when helicopter/ship operations are conducted in accordance with the
recommendation in the International Chamber of Shipping (ICS) booklet "Guide to Helicopter/Ship
Operations".
However, if there is an incident involving helicopter operations, the following Action Plans should be used
as a tool and part of the drill scenario to ensure where possible all contingency aspects of the accident
have been identified.
V-EMR-H-01
Action Plan Crash on Deck
V-EMR-H-02
Action Plan Emergency Landing
V-EMR-H-03
Action Plan Crash on Deck Major Fuel Spillage No Fire
V-EMR-H-04
Action Plan Helicopter Incident on Landing
V-EMR-H-05
Action Plan Man Overboard
V-EMR-H-06
Action Plan Helicopter Ditching
VOM-11
11.9-1
Deck Operations
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11.10
VOM-11
11.10-1
R0
Deck Operations
Prior to sailing
A stowaway search of the vessel shall be carried out prior to departure and results logged where the
security situation dictates.
Ensure all personnel have returned to the vessel.
As far as practicable a visual draft and density of the water shall be obtained.
Vessel ensured up right and draft / trim / air draft is in line with requirements.
The Chief Officer shall ensure that all watertight openings are closed, loose gear is stowed away and that
the vessel is ready to proceed to sea.
Ensure that all cargo system has been secured.
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Even if good weather is forecast, the checks shall still be made and vessel shall be secured for heavy
seas.
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Bear in mind that in addition to safety risks there is also a pollution risk when loose items or debris on
deck is not stowed away or secured by virtue of it falling overboard in rough seas.
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VOM-11
11.11-1
R0
11.11
Extreme Cold Weather Procedures
11-11.1
General
Deck Operations
Preparations for operating in cold climates shall be carried out well before the vessel arrives in the area.
Checklist V-DOP-004 Checklist prior arrival in ice conditions to be used. In extreme cold climates, the
conditions encountered are arduous with rain, snow, frost and low temperatures compounded by wind chill
factors, up to gale force winds and the added risk of freezing spray. Duties, which are normally easy to
perform, become very difficult and time consuming. The safe, efficient operation and navigation of a
vessel under such trying conditions requires extreme care and good planning. Use checklist V-NAV-016
Checklist for navigating in ice, prior navigating in ice. Many of the difficulties can be overcome by
diligent management and good seamanship.
improved ice-breaker assistance;
improved ice observation;
an improved advisory service in programming vessels through ice-affected areas.
The risk of damage to the ship is substantially reduced, provided that the master acts in accordance
with sound operating practice, in relation to:
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Non-ice strengthened vessels now frequently trade to areas closed for normal navigation in winter
months because of:
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speed in ice conditions;
manoeuvring;
ice convoy procedures;
drift ice, pack ice and consolidated pack ice;
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Master and Chief Engineer shall conduct a Risk Assessment (use V-SAF-020) well before entering
extreme cold weather conditions and submit the result of such assessment to the vessels
superintendent for review and approval.
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The Chief Officer is responsible for precautions with regard to cargo lines and other deck
equipment.
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Key steps in this process may be described as:

Identification of potential hazards and development of hypothetical risk scenarios
Evaluation of the probability and consequences of each scenario
Assessment of the level of risk
Implementation of prevention or mitigation steps to reduce risk to an acceptable level.
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The following procedures address only some of the more relevant aspects of extreme cold
weather procedures and winter navigation and are to be read in conjunction with other appropriate
nautical publications including Mariners Handbook.
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11-11.2
Precautions for Extreme Cold Weather
11.11.2.1
Personnel Protection
VOM-11
11.11-2
R0
Deck Operations
Vessels that are to enter cold weather zones shall have an adequate supply of cold weather clothing
on board.
Crew shall be properly equipped with appropriate protective clothing.
Brief all personnel about frostbite due to cold exposure.
Before each operation that requires personnel to be exposed to cold weather, ensure that all crew
members are wear clothing and shoes that are suitable for the weather.
Keep the deck and alleyways as ice-free as possible to reduce the danger of slipping. Apply a
generous amount of salt to the deck, to prevent ice forming in areas where there is the most traffic.
Salt should be kept at hand to scatter on decks and walkways, mooring station decks, including
fairleads and bitts, to keep them clear.
11-11.3
Stores and Provisions
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Anticipate delays due to extreme cold weather and provide reserves of fuel, fresh water, lubricating
oil, provisions etc. Sufficient stocks of anti freeze (glycol) should be kept on board.
Storerooms and lockers with exposed bulkheads, which are not properly insulated or heated, are
liable to have their contents damaged by frost. All sensitive items should, therefore, be relocated as
appropriate.
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11-11.4
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Bring vessel down in the water to a draft at which the sea suctions and propeller are well below the
level of any ice. Ensure there is adequate under keel clearance in this condition.
Restrict trim (1-3 metres) to avoid the possibility of ice sliding under the vessel and blocking up the
sea suctions.
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11-11.5
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Lifeboats
If lifeboats are fitted with fixed potable water tanks, these tanks should be drained in anticipation, and
water supplies provided in portable plastic containers, stored in a nearby, easily accessible, heated
area.
Lifeboats having water-cooled engines should drain the water from the engine jacket. An ample stock
of cold start sprays should be kept at all times, for starting life boat engines.
If prolonged stay is expected in Cold Weather, it is recommended to use Winter Diesel for lifeboat.
Conduct operation test of lifeboat engine test every day.
11-11.6
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Deck Hydraulic Machinery
Ensure deck hydraulic system oil is free of impurities.
Deck hydraulic machinery should be started up in sufficient time prior to its requirement. In
extremely low temperatures, the pumps may need to be started up to 12 hours before use in order
to be properly warmed up.
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11-11.7
VOM-11
11.11-3
R0
Deck Operations
Freezing of Lines
Drain the fire main line completely, at the lowest point, to avoid risk of freezing and possible fracture.
Particular attention should be paid to the accommodation section, which may have dead
ends.
Flexible hoses and fire hoses should be drained after use, blown with compressed air & stowed
away.
The deck air system and lines must be free of humidity. Ensure that the dehumidifier is
operational on the deck air system. Drain and blow through all pipelines not in use. This includes,
but is not limited to;
foam system;
steam smothering (if fitted);
portable water filling lines and systems;
main fire lines and off takes;
cargo tank venting system, on tankers;
steam and exhaust lines in pump rooms;
tank washing lines;
Be alert to the possibility of flooding from frozen and burst water pipes. Burst water pipes
normally become evident when the vessel returns to warmer waters or experiences a
substantial rise in the ambient temperature. As a general precaution all piping that has been
blocked by a frozen liquid shall be treated as suspect. The pipe section shall be isolated and
thoroughly examined and tested before being returned to normal water or other liquid service.
If pipe-work is fastened to the steel structure of the accommodation, the panel over the pipes
shall be removed when testing for leakage.
Maintain a small flow of water through the sanitary system and soil drains. Add a small
amount of antifreeze or salt to unused drain traps and toilets. Put heating on in the sanitary
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holding tank and overboard line (if fitted), if the space temperature falls below 5 C (41 F).
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Circulate freshwater systems continuously to eliminate the possibility of freezing. Freshwater

tanks shall be kept less than ninety percent full.
When possible, or if time permits, blow through air or steam purge all wash water outlets that do
not drain to a level well below the water line.
Oil Pollution Precautions
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Avoid carrying bunkers in the deep tanks forward. If space permits, shift cargo from the forward
wing tanks to the Centre tanks, at the same time bringing the liquid level in No.1 wings slightly
below the water level.
If leakage occurs from a tank as a result of ice damage, lowering the level will prevent oil
pollution. This is because the water head outside will be higher than that inside the tank. This
action shall be consistent with the recommended stern trim and well within the allowed stress
level.
11-11.9
Ballast Water
All ballast water air pipes should be covered with canvas until commencing ballast water
operations, as they are most susceptible to early freezing. Care must be taken to check all airpipes prior to commencing ballast operations. Pressure sensors for ballast tank soundings can
become erratic in freezing temperatures, hence should not be totally relied upon.
Change fresh or brackish ballast water with sea water prior to arrival in the cold water zone.
Filled ballast tanks should be closely monitored and if ballast water freezing is feared
recirculation must be commenced. Avoid filling up of ballast tanks to its capacity.
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Deck Operations
Take in cargo prior to discharging ballast to maintain the maximum safe draught (in relation to the
level of the ice).
If discharging cargo, reverse the procedure outlined in previous point. Maintain maximum safe
draught by taking ballast simultaneously with discharge.
If the sea water temperature falls or is expected to fall below 0 deg C (32 deg F) all ballast tanks
adjacent to the vessel's shell plating (double bottom tanks, fore/after peaks, deep tanks etc.) Shall be
reduced to 90% capacity to allow for expansion if freezing takes place.
11-11.10
Sea Chests
Special precautions such as air/steam blow shall be taken to prevent the blocking of sea inlets by
ice. Sea suctions may become blocked with ice; vessels should be able to switch to internal cooling
system and have ability to clear choked sea chests.
Icing from Sea Water
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11-11.11
The Master and OOW should be aware of the severe hazards of ice accumulation on
superstructures and deck fittings of vessels and the loss of stability which can result from the
additional weight. Precautions should be taken when spray is being taken on deck in air
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temperatures of 2 Celsius.
When air temperature is below the freezing point of sea water and the vessel is in heavy seas,
considerable amounts of water will freeze onto the superstructure and those parts of the hull which
are sufficiently above the waterline to escape being frequently washed by the sea. The
amounts
so frozen to the surfaces exposed to the air will rapidly increase with falling air and sea
temperatures, and have in extreme cases lead to capsizing of vessels.
Exercise all possible caution whenever gales are expected in combination with air temperatures
of -2 deg C or below. If these conditions are expected steer towards warmer conditions or seek
shelter.
If unable to reach shelter or warmer conditions, it has been found best to reduce spray to a
minimum by heading into the wind and sea at the slowest speed possible to maintain steerage
way or if weather conditions do not prevent that manoeuvre, to run before the wind, equally at the
least speed that will maintain steerage way.
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Additional Cold Weather Precautions for Tankers
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Cargo lines should be well drained. Even a small amount of freezing water (vapour) in the lines
could render butterfly valves unusable, and ice on the valve seats will cause leaks. If cargo lines
are pressure tested, ensure that the lines are drained and stripped immediately thereafter. Check
air filters in the pump room and on deck, especially if used for pump trips. Ensure sufficient anti
freeze (glycol) is added in the pipelines where U-bends are provided to avoid freezing.
Each PV valve should be physically inspected to ensure that the valve body drains are clear and
free of water. The cones should be greased and the entire valve covered with canvas, but left
sufficiently loose to allow the valve to lift. Prior commencing any oil transfer, remove the cover
and check operation of each valve. IG main line and common venting lines must be properly
drained, and pressure transmitters on deck protected.
On tankers provided with inert gas system, the PV breaker should be topped-up with an adequate
amount of antifreeze.
On tankers provided with deck steam, the deck seal steam inlet, return, seawater inlet and drain
lines exposed on the main deck should be lagged. Steam should be kept running well before the
vessel arrives in freezing temperatures.
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Deck Operations
On tankers provided with steam heating coils, drain and blow through cargo heating inlet lines,
coils and exhaust lines, with air, to remove all water. Cargo heating should be planned so as to
reach the required temperatures well before arrival in the freezing zone, and drain all coils,
headers, main steam line and the main return line. If it is necessary to continue heating,
then
plan for continuous heating throughout the transit and discharge. If cargo heating is required
during the voyage, carry out the following:
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turn on the cargo heating steam before encountering temperatures near freezing point;
keep the heating on until reaching warmer weather;
blow the coils and lines through with air immediately after turning off the steam;
install a small diameter line (jumper line) between the supply and return manifolds on the
forward tanks to prevent freezing of the exhaust returns;
test all steam and exhaust valves for tightness to prevent leakage into "dry lines".
On gas and chemical tankers the trace heating for emergency shower and eye wash lines shall be
kept operating. Where trace heating is not provided, it is recommended temporary arrangements
for steam heating should be fabricated.
11-11.13
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Other Cold Weather Precautions
Hatch covers, track ways, gangways, accommodation ladders, safety walkways; hold accesses,
etc., must be kept clear of snow and ice accumulation.
Pilot ladder should be kept in protected area and deployed at the last moment. Pilot ladders, if
exposed to cold or lowered too early will have ice accumulation from spray and become slippery
and dangerous.
Keep moisture-absorbing material away from cold areas.

from the ship's side where moisture collects.
Keep all doors closed as much as possible.
Keep accommodation and storerooms warm.
On dry cargo vessels, attend to hold ventilation to avoid cargo sweat.
Wooden mallets and salt for ice removal shall be readily available at all locations near open deck.
Wooden mallets can be used to remove ice from valves, manifolds, windlass etc. Great care
shall be taken to prevent any damages as a result of striking.
Mooring lines should be kept inside and taken out only prior arrival at the dock.
All other exposed equipment that is likely to be damaged by water freezing within it shall be drained
in accordance with the manufacturers instruction.
If this is not possible, move it away
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Cargo & Ballast Operations

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1 January 2013
Authorised:
General Manager
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CARGO AND BALLAST OPERATIONS ........................................................ 12.1-1
12.1 General (All Vessels).............................................................................................. 12.1-1

12-1.1
12-1.2
12-1.3
12-1.4
12-1.5
12-1.6
12-1.7
12-1.8
12-1.9
Damage to Cargo....................................................................................................... 12.1-1

Prosecutions for Stealing Cargo ................................................................................. 12.1-1
Maintenance of Cargo Gear ....................................................................................... 12.1-1
Damage to Cargo Gear .............................................................................................. 12.1-2
Inspection and Preparation of Cargo Spaces.............................................................. 12.1-2
Hatch Covers ............................................................................................................. 12.1-2
Portable Cargo Clusters ............................................................................................. 12.1-2
Permanent Wiring ...................................................................................................... 12.1-2
Extra Lights................................................................................................................ 12.1-3
12.2 Bulk Cargo Operations ........................................................................................... 12.2-1
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General...................................................................................................................... 12.2-1
Statement of Facts ..................................................................................................... 12.2-1
Hold Washing ............................................................................................................ 12.2-1
Hold Inspections ........................................................................................................ 12.2-1
Monitoring of Void and Ballast Spaces ....................................................................... 12.2-2
Cargo Information ...................................................................................................... 12.2-2
Notices ...................................................................................................................... 12.2-3
Responsibility............................................................................................................. 12.2-3
Solid Bulk Cargo Residue .......................................................................................... 12.2-3
Ullaging Ballasted Tanks ............................................................................................ 12.2-4
Cargo and Ballast Handling Plan ................................................................................ 12.2-4
Stress and Stability .................................................................................................... 12.2-4
Cargo/Ballast Records ............................................................................................... 12.2-4
Material Safety Data Sheet (MSDS) ........................................................................... 12.2-4
Depth of Water at Berth ............................................................................................. 12.2-5
Safety Violations ........................................................................................................ 12.2-5
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12-2.1
12-2.2
12-2.3
12-2.4
12-2.5
12-2.6
12-2.7
12-2.8
12-2.9
12-2.10
12-2.11
12-2.12
12-2.13
12-2.14
12-2.15
12-2.16
12.3 Ballast Handling ..................................................................................................... 12.3-1
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Testing of Ballast Controls and Indicators................................................................... 12.3-1

Valve Operation ......................................................................................................... 12.3-1
Arrival Ballast ............................................................................................................. 12.3-1
Carriage of Ballast ..................................................................................................... 12.3-1
Minimizing Stress ....................................................................................................... 12.3-1
Ballast valves ............................................................................................................. 12.3-2
Pneumercators .......................................................................................................... 12.3-2
Draft gauges .............................................................................................................. 12.3-2
Bilge pumping ............................................................................................................ 12.3-2
Ballast tank cleaning. ................................................................................................. 12.3-2
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12-3.2
12-3.3
12-3.4
12-3.5
12-3.6
12-3.7
12-3.8
12-3.9
12-3.10
12.4 Heavy Weather Ballast ........................................................................................... 12.4-1

12-4.1
12-4.2
Masters Judgement ................................................................................................... 12.4-1

Ballasting Large Vessels ............................................................................................ 12.4-1
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It is the Masters responsibility to ensure that the instructions contained in this manual and in any
specialised manual applicable to a particular vessel, are closely followed. In following these instructions
due attention shall be paid to the safety regulations and recommendations, the statutory requirements,
and by-laws of National and Harbour Authorities, and regulations of Flag States. The following
publications are therefore provided to each vessel for reference:Code of Safe Work Practices for Merchant Seamen
Bridge Procedures Guide
Peril at Sea and Salvage
Effective Mooring
Guide to Helicopter/Ship Operations
Masters Role in Collecting Evidence
General (All Vessels)
12-1.1
Damage to Cargo
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The Chief Officer, when notified of any major damage to cargo, shall examine the damage and complete
as required by the vessel's Principals, the relevant Damage Report Form. An entry into STAR detailing the
event is required. Damaged cargo discharged overside must be surveyed by a Deck Officer whose
comments, in respect of important items, must be included on the Damage Report Form which should be
forwarded to the vessel's principals. Acknowledgement of at least receiving a copy of the Damage Report
Form, should be obtained from a Responsible Person ashore, involved and/or aware of the damage.
Prosecutions for Stealing Cargo
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At main ports ASP and/or Cargo owner(s) will appoint Agents who will be responsible for examining
damaged cargo on their behalf. Ships' Officers will make spot checks to ensure that all is correct.
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It is an important part of a vessel's Officer's duty to control all labour working in vessel's cargo spaces
including persons other than Stevedores. ASP Ship Management will fully support any Officers who are
successful in apprehending anyone who is broaching cargo. Whenever possible such persons should be
prosecuted, as successful prosecutions are one of the surest deterrents against pilferage. However, there
have been many instances where wholesale thieving has occurred which has been beyond the
capabilities of the Officers and crew to contain.
In such situations and where physical violence is a real threat, Officers shall use the utmost caution and
be guided by the Master's advice.
To avoid delay to the vessel, apprehended thieves must be handed over to the police for prosecution by
the local agent. Consideration should be given to engaging a local Solicitor on behalf of ASP Ship
Management to attend the court to minimise delay in the case being heard.
12-1.3
Maintenance of Cargo Gear
Masters and Chief Officers are reminded that it is a requirement in all countries to be able to prove that
any article used in the working of cargo (or similar lifting gear) has been tested and is covered by a valid
test certificate. The Chief Officer's should have a record of all maintenance replacement work carried out
on any cargo gear and this shall be recorded in Star IPS.
12-1.4
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Damage to Cargo Gear
Damaged items of cargo equipment, unless such an item is the cause of an accident, should be landed at
a suitable port for repair accompanied by the relevant test certificate. Where items are retained on board
for repair at a later time details must be entered on the repair list and clear correlation between item and
repair list provided.
Damaged gear which has been the cause of an accident must be retained on board until the results of any
enquiry into the accident are concluded then repaired in the normal manner.
12-1.5
Inspection and Preparation of Cargo Spaces
The Chief Officer is responsible for the preparedness of the vessel's cargo spaces to receive cargo.
Inspections of the prepared spaces should include any item which may be inaccessible once the cargo is
loaded.
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Bilges in cargo spaces should be cleaned and inspected as frequently as cargo commitments permit.
Testing of bilge suctions after cleaning will be dependant upon the area of operation of the vessel, but
should be carried out at not more than four monthly intervals, if possible. Bilge alarm panels where fitted
on the Bridge shall be tested daily.
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The hold fire extinguishers and detectors, where fitted, shall be tested in accordance with STAR (Planned
Hatch Covers
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It shall be the responsibility of the Chief Officer to ensure that adequate lighting and general cleanliness
be maintained in cargo spaces and access ways.
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The International Association of Classification Societies (IACS) has prepared the paper, "Care and Survey
of Hatch Covers of Dry Cargo Ships". Contained within these guidelines is a copy of the reviewed and
unified Classification Society survey procedures.
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These procedures can be expected to be carried out during all future Loadline Surveys. Chief Officers
must ensure that hatch covers and coamings are checked at regular intervals and at least at every loading
and discharge operation. Inspections and surveys by classification societies are not to be used to replace
regular checks and maintenance.
The hose testing of hatch lids is to be carried out at no more than 6 monthly intervals or, when damage to
hatch seal bars and / or rubber gaskets are found and repaired. If it is found or suspected that the hatch
lids are leaking, they are to be hose tested to prove watertight integrity immediately. Hose testing of
hatches should be aligned to the Loadline Survey. Hatch drain piping and floats should also be inspected
at the same time. The testing of the hatch lids is to be recorded within the PMS.
12-1.7
Portable Cargo Clusters
The Officer on Deck is responsible for the handling and rigging of cargo clusters used during cargo
working and for collecting and storing them in a convenient safe place when they are not required during
daylight hours.
12-1.8
Permanent Wiring
On vessels where permanent wiring passes through cargo spaces care shall be taken to see that this
wiring is not damaged in any way nor used as a securing point for rigging blocks, lashing wire, nets, etc.
12-1.9
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Extra Lights
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It is forbidden to put extra lights and fans on permanent wiring without authority from the Chief Engineer.
There is a serious risk of fire arising from the deterioration and ultimate breakdown of the insulation if the
circuit is continually overloaded.
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12.2
Bulk Cargo Operations
12-2.1
General
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Bulk cargo should be carried in accordance with the IMO - Code of Safe Practices for Solid Bulk Cargoes.
Referenced ASP Forms (V-CBK-001 - Ship-Shore Safety Checklist, V-CBK-002 - Cargo Information and
V-CBK-003 - Loading Plan) are to be used as a guide only. Different trades, cargos, berths and clients
may use different forms, and/or require different information to be collected and or presented.
12-2.2
Statement of Facts
Statements of Facts are to be completed following every loading/discharge operation as required by

individual vessel's Principals and Trade Managers. If SOF information is required to be collected in a set
format, then that format is to be provided to the vessel.
Hold Washing
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When washing out at sea, the discharge of residues is covered by Annex V of Marpol 73/78. Residues are
defined as "Operational Wastes" and are treated as all other wastes as defined in the Annex V provided
they are not part of any other Annex ie. Harmful Substances etc.
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This means the wastes can be discharged in accordance with all garbage requirements. If the vessel is
not in a special areas (as defined in the Act). The requirements are:
not less than 12 nautical miles from the nearest land
For wastes capable of passing through a screen with opening no greater than 25 millimetres than
at a distance of no less than 3 nautical miles.
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Whilst the vessels do not pass the material via a comminuter or grinder, the Master should make a
reasonable judgement on the average particle size, to decide whether the 12 or 3 mile rule applies.
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The prime cause of the majority of bulk carrier casualties has been highlighted by the study as being
failure of the side structure due to a combination of corrosion and physical damage sustained during
operation.
From the information available, it became evident that corrosion and cracking of the main frames and their
brackets is a significant occurrence. Corrosion had, in many cases, led to a significant reduction in support
to the side shell which in turn resulted in the cracking of the side shell plating and the eventual ingress of
water to the hold spaces.
The cargoes themselves, by virtue of their corrosive properties, particularly coals with a high sulphur
content, can quickly diminish hold steelwork. This is exacerbated when the hold temperature reacts with
the colder outer hull temperatures to cause condensation or "sweating", at the interface of the side shell
and topside tanks. The condensation then gravitates to the main frame webs and the lower bracket
connections to the hopper where it begins its corrosive action. The frequent carriage of high sulphur
cargoes will predicably, worsen this situation.
The use of bulldozers and hydraulic hammers in the holds can also be very damaging to the structures
since many of the vessels were not designed or built to withstand such harsh methods of cargo handling.
Regular hold inspections are to be conducted to determine condition and extent of cleaning or repairs
necessary.
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Research to date highlights several types of recurring defects and their location:
General and localised corrosion of main frames;
Grab and bulldozer damage to the main frame lower brackets;
Cracking at main frame bracket toes;
Cracking at the intersection of the inner bottom plating and the hopper plating;
Grab damage to the inner bottom, hopper and stool platings;
Cracking at fore and aft extremities of topside tank structures;
Corrosion within topside tanks;
Plate and panel buckling of cross deck strips and stiffening structure;
Cracking of hatch coamings;
Cracking at hatch corners.
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The study reveals that it is common to find that bulk carrier main frames have suffered from highly
localised corrosion on their webs adjacent to the side shell and at the bracket web connection to the
hopper. In addition to this, the presence of cracking at the bracket toes has been found to be usual in
regions of stress concentration. Where separate brackets are used, the cracking location is at the bracket
toe of the frames, whereas with integral brackets the crack will more usually come at the toe of the hopper
and topside tank. In the latter case, the cracking is almost self-limiting but, where separate brackets are
fitted, the fracture quickly propagates to the side shell leaving the brackets intact.
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The prevalence of iron ore cargoes in the casualty statistics brings it to the fore as a key factor in the crisis
and any solution. Because of its density, ore is usually carried in alternate holds - generally the odd
numbered ones.
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The purpose of this loading pattern is to raise the vessel's centre of gravity thereby moderating its roll
motions. This semi-homogeneous load condition places greater stress on the local components such as
the frames and hull girder. The low fill levels of the ore cargoes give rise to greater side frame deflection
and side shell panting, which is worsened by the relatively stiff rolling motions typical of ore carriers. This
in turn, combines to increase stressing of the inner hull components.
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All of the above, plus any other peculiarities to the cargo loaded (ie load rate, cargo type, chemical
properties, water content etc.) is to be taken into account when performing survey inspections of hold
spaces.
12-2.5
Monitoring of Void and Ballast Spaces
Void, cargo hold bilges and ballast spaces should be routinely monitored by soundings, tank gauges and
the water ingress alarm system, to ensure leakage is not occurring. Spaces adjacent to fuel tanks should
be monitored for odor from vent pipes and oil sheen on the water surface. Oil ingress may not be apparent
in the sounding pipes. During loaded passage, ballast tanks should be sounded on a frequent and regular
basis.
During the ballast voyage, the ullage/sounding of each ballast tank should be checked at frequent and
regular intervals.
12-2.6
Cargo Information
Cargo instruction will, in all cases, be provided by the Shipowners or Charterer.

Emphasis is placed on the fact that the completion of a safe and successful cargo handling operation is
dependent upon effective co-operation and co-ordination between all the parties involved. Certain
additional information relating to cargo, ballast and bunker handling shall be exchanged before these
operations begin.
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A Ship/Shore Safety Checklist complying with the Code of Practice for the Safe Loading and Unloading of
Bulk Carriers shall be completed prior to commencement of cargo working. The safety check list shall be
completed in duplicate in full and signed by both the Chief Officer and the terminal representative, each
retaining a copy.
Violation of any safety rule or precaution which occurs during any operation shall be immediately reported
to the Officer on duty who will take immediate steps to correct the violation or cease operations until it can
be corrected. The Chief Officer and/or the Master and the terminal representative shall be informed as
soon as possible.
12-2.7
Notices
If hazardous cargoes are carried onboard permanent notices shall be displayed in conspicuous places on
board, stating:-
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1. Smoking and the use of naked lights are strictly prohibited except at times and in places
authorised by the Master.
2. Which doors are required to be closed during hazardous operations.
3. The precautions to be taken before entering compartments, such as cofferdams, which are
infrequently opened.
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4. Notices stating "Emergency Exit" shall also be displayed permanently on escape trunkways.
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Temporary notices shall be displayed
Giving clear instructions as to when and where smoking may be allowed, according to the
condition of the vessel and the operations being carried out.
On arrival in port, near the access to the vessel stating: No admittance except on business.
Smoking and naked lights strictly forbidden.
Any other notices required by local authorities.
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The Chief Officer is responsible for the conduct of all ballast operations. Although he/she may delegate
much of the routine monitoring to the Deck OOW, the Chief Officer must have personal charge of the
operation during the following activities:
start of operations
completion of transfer
At any critical part of the operation.
Ballast operations must always be carried out in accordance with a pre-planned written program prepared
by the Chief Officer and presented to the Master. This plan must be discussed with and be clearly
understood by all the Officers dealing with the operation. Always check with duty Engineer to determine
availability of ballast pumps.
12-2.9
Solid Bulk Cargo Residue
Solid Bulk Cargo Residues are to be discharged in compliance with Annex V of MARPOL. Full records are
to be maintained in the vessels V-ENV-004 - Garbage Record Book.
12-2.10
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Ullaging Ballasted Tanks
Manual ullaging must be carried out only through the ports provided, which shall be opened only long
enough to carry out the operation.
12-2.11
Cargo and Ballast Handling Plan
Prior to commencing any cargo or ballast operation the Chief Officer must develop a written operational
plan covering the critical aspects of the operation. This plan should include as a minimum the information
contained in the Code of Practice or The Safe Loading and Unloading of Bulk Carriers.
The cargo plan must be signed by each Officer coming on watch to acknowledge that he/she has read
and understood it.
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Any changes to the plan must be authorised by the Chief Officer. This requirement does not preclude the
OOW taking whatever action he/she considers necessary in the event of an emergency.
On completion of a cargo or ballast operation the written cargo plans must be filed by the Chief Officer
with his/her other voyage papers.
Stress and Stability
12-2.12
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Hull stress should be kept to a minimum and the builder's recommended limits must not be exceeded at
any stage of the voyage or during any cargo or ballast operation.
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Stress calculations must be made prior to the handling of any cargo or ballast. These calculations must
cover the various stages of the operation and must take account of the changing situation as the on board
disposition of cargo and ballast changes. A record of all stress calculations must be retained on board for
one year.
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The Chief Officer must check stress calculators for accuracy at least once every three months. The date
of this test must be recorded in the STAR (Planned Maintenance System). The test must be undertaken
by using the machines test programmes and the stress calculation tables provided by the shipbuilder. The
Company must be informed immediately of any inaccuracies discovered.
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It is recommended that the stresses do not exceed 80% of the allowable maximum in port or at sea.
Stresses must never exceed 90% of the allowable maximum in port or at sea without prior approval from
the Ship Manager. Notice should also be made of any Class recommendations re Stress and Stability
dependent on intended bulk cargo to be carried.
12-2.13
Cargo/Ballast Records
Ship-specific cargo/ballast records must be maintained throughout each cargo or ballast operation. This
system must be used to record times of starting and stopping discharge of cargo, with grade, holds
discharged and reasons for stoppages
Each vessel is required to maintain an accurate, neat and legible record of cargo/ballast operations.
These records are to be compiled on a per voyage basis and filed with cargo and voyage documentation.
All cargo/ballast records are to be maintained on board for a period of three (3) years.
12-2.14
Material Safety Data Sheet (MSDS)
A Material Safety Data Sheet (MSDS) relating to the cargoes being handled, or which were previously
contained in cargo holds being ballasted, must be posted in the cargo control room.
12-2.15
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Depth of Water at Berth
Before commencing cargo or ballast operations the depth of water at the berth must be checked. Cargo
operations must be conducted so that the vessel remains safely afloat and maintains the UKC
requirements.
This may require stopping cargo and ballast operations during periods of low water. Safety Violations of
any safety rule or precaution, which occurs during cargo or ballast transfer operations, must be reported
immediately to the OOW. He must take immediate steps to correct the violation or stop cargo operations
until it can be corrected.
12-2.16
Safety Violations
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Violation of any safety rule or precaution, which occurs during cargo or ballast transfer operations, must
be reported immediately to the OOW. He must take immediate steps to correct the violation or stop cargo
operations until it can be corrected.
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12.3
Ballast Handling
12-3.1
Testing of Ballast Controls and Indicators

(Bulker)
Ballast Control panels, mimic boards, including valve position indicators, pump gauges and ammeters and
pneumercators should be tested for correct operation and indication as per STAR (Planned Maintenance
System)
12-3.2
Valve Operation
A pause between valve opening and pump operation should be allowed to ensure the pipes are flooded
and purged of air, to avoid a risk of water hammer damage to the system.
12-3.3
Arrival Ballast
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Vessels should arrive at loading terminals with the minimum ballast required for safe navigation and
handling. This may be varied based upon the capacity of the vessels ballast pumps, and the stresses on
the vessel, but be guided by instructions from port Agents and/or Client requirements.
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At a port where mandatory draft or dead-weight requirements are in force, such requirements should be
considered as being a minimum, and the Master must not hesitate to take more ballast if he/she thinks it
necessary for the safe handling of the vessel.
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Only clean or segregated ballast may be discharged overboard in port.
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Certain ports will not allow the discharge of any ballast overboard, even clean segregated ballast. In such
cases the Chief Officer should have the ballast arranged so as to facilitate the quickest discharge to shore.
Carriage of Ballast
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Vessels arriving at a loading port with dirty ballast must discharge it ashore. In such cases the Master
must always check that reception facilities for the required quantity of dirty ballast are available before
arriving at a port with dirty ballast to discharge. For ports where this required, the vessel must first be
capable of connecting to shore ballast retrieval lines.
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Ballast must be carried as necessary for the safe and efficient operation of the vessel. Ballast patterns
contained in the loading manual should be followed insofar as it is safe and practicable with due
consideration being given to the weather conditions and operational requirements.
Factors to be taken into account when loading ballast include:
the requirement to comply with the statutory draft requirements
minimizing vessel vibrations
minimizing the number of slack tanks to reduce the effect of free surface effects, and loss of
stability
The most effective draft and trim for efficient and economic speed.
Weather
Stability and stress factors
Chief Officers Loading/Discharge Plan
12-3.5
Minimizing Stress
Ballast must be handled and distributed so as to minimize hogging and sagging stresses.
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Stresses must be kept to a minimum and ballast patterns must not be used if they result in hogging or
sagging stresses, which exceed 90% of the allowable maximum in port or at sea without prior approval
from the Ship Manager. It is recommended that the stresses do not exceed 80% of the allowable
maximum in port or at sea.
Stress calculations must be made prior to the transfer of any ballast and these must be kept as part of the
vessels records. Entries showing stresses calculated for each stage of the loading/discharge as per The
Code of Practice for The Safe Loading and Unloading of Bulk Carriers.
Generic loading/discharging plans are NOT to be used unless safe to do so, and they have been
approved by the Chief Officer.
12-3.6
Ballast valves
Hydraulic tests, incorporating visual operation checks, working pressure achieved and all associated
alarms tested, filters cleaned and oil levels maintained. Any leaks must be investigated and rectified.
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Emergency ballast valve control equipment and instructions should be readily available, and the operation
practiced.
Pneumercators
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Manual valve spindles must be serviced, as deck penetrations, valve heads and universal joints become
accessible at tank inspections. Suctions and glands in tanks may be examined for fouling and air leaks in
operation. Hydraulic system pumps should be changed over regularly on dual systems to ensure even
wear.
Draft gauges
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Gauges to be calibrated when there is an unacceptable discrepancy between manual soundings and
pneumeracators. Manufacturers recommendations are to be followed in the calibration process.
Certification to be provided indicating method of calibration and authenticity of calibrating equipment.
12-3.9
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Draft gauges should be calibrated when there is an unacceptable discrepancy between the visual draught
readings and draft gauges. A record should be kept of unexpected variations from expected readings and
should be provided to calibrating technician. Consol readings of draft should be compared regularly to
visual readings on hull.
Bilge pumping
Suction tests should be conducted, before loading cargo into holds, and hatboxs/bilge wells should be
inspected and strainers cleaned.
12-3.10
Ballast tank cleaning.
Excess deposits of silt and mud from ballast tanks, should be removed as the opportunity arises.
Approved mud dispersant chemical in the correct dosage rate, can be introduced by the sounding pipe.
This is most effective when the load situation allows sufficient ballast to cover the tank longitudinals and
not cause unacceptable free surface effect. Sloshing from the vessels motion assists the suspension of
the mud, ready for pumping out. Overboard discharge at sea must be in strict compliance with Marpol
regulations.
Butterworth units powered by the fire main system should be used regularly on vessels fitted with upper
deck mucking ports, to break up and dissolve thick deposits.
12.4
Heavy Weather Ballast
12-4.1
Masters Judgement
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Additional ballast to meet the requirements of heavy weather must be taken whenever the Master
considers it necessary. When additional ballast is required because of severe weather conditions,
particular attention shall be given to avoiding slack tanks and to minimising longitudinal stresses. Notice
should also be made of any builders/Class recommendations re ballasting and weather conditions.
12-4.2
Ballasting Large Vessels
Vessels exceeding 100,000 tonnes dead-weight must apply additional precautions.
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Weather conditions should be such that in the Master's judgment, the transfer can be safely accomplished
without adverse effects of vibrations or sloshing. In the event of actual or anticipated heavy weather it
may be necessary to alter course, reduce speed and/or heave in order to avoid these conditions if the
timing of ballast operations cannot be changed.
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Checker board loading patterns using alternate wing and centre tanks should be avoided if possible for
any passage
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VOM-13
Engineering Operations
13-i
#3
1 January 2013
Authorised:
General Manager
13
ENGINEERING OPERATIONS ..................................................................... 13.1-1
13.1
INTRODUCTION ...................................................................................................... 13.1-1
13.2
SAFETY................................................................................................................. 13.2-1
13.3
RESPONSIBILITIES ................................................................................................. 13.3-1
13-3.1
13-3.2
13-3.3
13-3.4
13-3.5
13-3.6
13-3.7
13-3.8
13-3.9
13-3.10
13-3.11
13-3.12
13.4
CARE OF MACHINERY ............................................................................................ 13.4-1
13-4.1
13-4.2
13-4.3
13-4.4
13-4.5
13-4.6
13-4.7
13-4.8
13-4.9
13-4.10
13-4.11
13-4.12
13-4.13
13-4.14
13.5
Stops - Scheduled and Unscheduled........................................................................13.5-1

Emergencies............................................................................................................13.5-1
Alteration of Speed ..................................................................................................13.5-1
REPAIRS AND DRY DOCKING .................................................................................. 13.6-1
13-6.1
13-6.2
13-6.3
13-6.4
13-6.5
13-6.6
13.7
General....................................................................................................................13.4-1
Alarms .....................................................................................................................13.4-1
Operation of Machinery in an Emergency .................................................................13.4-1
STAR (Planned Maintenance Systems) ...................................................................13.4-1
Main Engine Turning ................................................................................................13.4-1
Main Engine Trials ...................................................................................................13.4-1
Lubricating Oils ........................................................................................................13.4-1
Electrical Installation ................................................................................................13.4-2
Auxiliary Machinery ..................................................................................................13.4-2
Emergency Steering Gear ........................................................................................13.4-3
Continuous Survey of Machinery..............................................................................13.4-3
Heavy Fuel Change Over.........................................................................................13.4-3
Performance Monitoring ...........................................................................................13.4-3
Bunker Line Pressure Testing ..................................................................................13.4-3
STOPPAGES/SPEED CHANGES/EMERGENCIES......................................................... 13.5-1
13-5.1
13-5.2
13-5.3
13.6
Duty Engineer ..........................................................................................................13.3-1

Calling the Chief Engineer........................................................................................13.3-1
Repairs ....................................................................................................................13.3-2
Speed and Fuel Consumption ..................................................................................13.3-2
Freshwater...............................................................................................................13.3-2
Inspections ..............................................................................................................13.3-2
Engine Room Log Books .........................................................................................13.3-3
Fire and Safety Regulations .....................................................................................13.3-3
Allocation of Watch keeping Duties ..........................................................................13.3-3
Periodically Unattended Machinery Spaces (UMS)...................................................13.3-3
Handover: Duty of Responsibility..............................................................................13.3-4
Pollution Control ......................................................................................................13.3-4
Specification ............................................................................................................13.6-1
Spares .....................................................................................................................13.6-1
Alterations of Fittings ...............................................................................................13.6-1
Supervision of Repairs .............................................................................................13.6-1
Undocking ...............................................................................................................13.6-1
Repairs Abroad ........................................................................................................13.6-2
BUNKERS AND BUNKERING..................................................................................... 13.7-1
13-7.1
13-7.2
13-7.3
13-7.4
13-7.5
13-7.6
13-7.7
13-7.8
13-7.9
13-7.10
Liaison .....................................................................................................................13.7-1
Bunkers - Safety Margin...........................................................................................13.7-1
Specification ............................................................................................................13.7-1
Blending ..................................................................................................................13.7-1
Bunkering/Sludge/Internal Transfer Procedures .......................................................13.7-1
Oil Samples .............................................................................................................13.7-2
Bunker Analysis .......................................................................................................13.7-2
Pollution Prevention .................................................................................................13.7-3
Microbiological Degradation .....................................................................................13.7-3
Requirements for the Control of SOx Emissions, MARPOL Annex VI .......................13.7-3
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13-7.12
13-7.13
13-7.14
13.8
High H 2 S Content in Bunker Fuels ...........................................................................13.7-3

Benzene ..................................................................................................................13.7-4
Commingling of Bunkers ..........................................................................................13.7-5
Bunker Pipeline Pressure Testing ............................................................................13.7-7
OPERATIONAL GUIDANCE FOR ENGINEERS.............................................................. 13.8-1
13-8.1
13-8.2
13-8.3
13-8.4
13-8.5
13-8.6
13-8.7
13-8.8
13-8.9
13-8.10
13.9
VOM-13
13-ii
#3
1 January 2013
Introduction ..............................................................................................................13.8-1
Taking Over the Watch ............................................................................................13.8-2
Periodic Checks of Machinery ..................................................................................13.8-2
Engine Room and Related Log books ......................................................................13.8-2
Preventive and Repair Maintenance .........................................................................13.8-2
Bridge Notification ....................................................................................................13.8-3
Entering and Leaving Port ........................................................................................13.8-3
Navigation in Congested Waters ..............................................................................13.8-3
Navigation during Restricted Visibility .......................................................................13.8-3
Stand-By Economy ..................................................................................................13.8-3
DIESEL ENGINE PROPULSION ................................................................................. 13.9-1
13-9.1
13-9.2
13-9.3
13-9.4
13-9.5
13-9.6
13-9.7
13-9.8
13-9.9
13-9.10
13-9.11
13-9.12
13-9.13
13-9.14
13-9.15
13-9.16
Running In (Main Engines) .......................................................................................13.9-1

Main Engine Performance Limits..............................................................................13.9-1
Governor .................................................................................................................13.9-1
Cooling Systems ......................................................................................................13.9-1
Preparations for Starting the Engine .........................................................................13.9-1
Manoeuvring Systems..............................................................................................13.9-1
Finished With Engines .............................................................................................13.9-2
General....................................................................................................................13.9-2
Turbo Blower Cleaning.............................................................................................13.9-2
Protection of Turbo Blower during WHU Water Washing ..........................................13.9-2
Cylinder Lubrication .................................................................................................13.9-2
Crankcase Explosions..............................................................................................13.9-3
Scavenge Fires ........................................................................................................13.9-3
Measures to be taken in the Event of Scavenge Fires ..............................................13.9-3
Operation on less than all Main Engines...................................................................13.9-3
Gearboxes ...............................................................................................................13.9-3
13.10 AUXILIARY ENGINES ............................................................................................ 13.10-1

13-10.1
Operating Procedures ............................................................................................13.10-1
13.11 BOILERS ............................................................................................................. 13.11-1

13-11.1
13-11.2
13-11.3
13-11.4
13-11.5
13-11.6
13-11.7
13-11.8
Boiler Operation .....................................................................................................13.11-1

Entering the Boiler .................................................................................................13.11-1
Lighting up .............................................................................................................13.11-1
Boiler Out of Service ..............................................................................................13.11-1
Hydraulic Test ........................................................................................................13.11-2
Drains ....................................................................................................................13.11-2
Steam Pipes/Valves ...............................................................................................13.11-2
Treatment Records ................................................................................................13.11-2
13.12 MAIN BOILERS..................................................................................................... 13.12-1

13-12.1
13-12.2
13-12.3
Boiler Water ...........................................................................................................13.12-1

Superheaters, Economisers and Air Heaters .......................................................... 13.12-1
Fires in Superheaters, Economisers and Air Heaters.............................................. 13.12-1
13.13 FIRE PRECAUTIONS ............................................................................................. 13.13-1

13-13.1
13-13.2
Boilers ...................................................................................................................13.13-1
Incinerators ............................................................................................................13.13-1
13.14 ELECTRICAL AND ELECTRONIC EQUIPMENT ........................................................... 13.14-1

13-14.1
13-14.2
13-14.3
13-14.4
13-14.5
13-14.6
Maintenance ..........................................................................................................13.14-1
Motor Starter Electrical Isolation ............................................................................. 13.14-1
Insulation Readings for Marine Electrical Equipment .............................................. 13.14-1
Automatic Start-Up After Blackout .......................................................................... 13.14-1
Standby Alternator Start-Up System....................................................................... 13.14-1
Wiring, Light and Power Circuits ............................................................................ 13.14-2
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1 January 2013
Alternators, Motors and Control Gear ..................................................................... 13.14-2

415V Switchboards ................................................................................................13.14-2
3.3kV/6.6kV Switchboards ..................................................................................... 13.14-2
13.15 ELECTRICAL POWER SUPPLIES ON DECK .............................................................. 13.15-1

13-15.1
13-15.2
13-15.3
13-15.4
13-15.5
13-15.6
13-15.7
13-15.8
General..................................................................................................................13.15-1
Electrical Fittings on Tankers ................................................................................. 13.15-1
Purpose .................................................................................................................13.15-1
Responsibility ........................................................................................................13.15-1
Work Performance .................................................................................................13.15-1
Special Requirements for Ex & IS rated Equipment ........................................ 13.15-2
Cold Work on Electrical Equipment ........................................................................ 13.15-3
Hot Work on Electrical Equipment .......................................................................... 13.15-4
13.16 STEERING GEAR.................................................................................................. 13.16-1

13-16.1
13-16.2
13-16.3
Testing ..................................................................................................................13.16-1
Operation...............................................................................................................13.16-1
Steering Failures....................................................................................................13.16-1
13.17 AUXILIARY MACHINERY ........................................................................................ 13.17-1

13-17.1
13-17.2
13-17.3
13-17.4
Auxiliary Pumps and Motors................................................................................... 13.17-1

Heat Exchangers ...................................................................................................13.17-1
Bilges ....................................................................................................................13.17-1
Oily Water Separators............................................................................................13.17-2
13.18 REFRIGERATION AND AIR CONDITIONING .............................................................. 13.18-1

13-18.1
13-18.2
13-18.3
13-18.4
13-18.5
13-18.6
13-18.7
13-18.8
13-18.9
Responsibility ........................................................................................................13.18-1
Machinery ..............................................................................................................13.18-1
Gas........................................................................................................................13.18-1
Maintenance and Adjustments ............................................................................... 13.18-1
Shutting Down/Start Up..........................................................................................13.18-1
Domestic Refrigerated Provision Chambers ........................................................... 13.18-2
Self Contained Refrigerated Containers ................................................................. 13.18-2
Port Hole Refrigerated Containers.......................................................................... 13.18-2
Licensed Maintainer's ............................................................................................13.18-2
13.19 MACHINERY OUTSIDE ENGINE ROOM.................................................................... 13.19-1

13-19.1
13-19.2
13-19.3
13-19.4
13-19.5
13-19.6
General Responsibilities ........................................................................................ 13.19-1

Windlass, Winches and Cranes.............................................................................. 13.19-1
Side Thrusters (Bow and Stern) ............................................................................. 13.19-1
Air Filters ...............................................................................................................13.19-1
Hydraulic Systems .................................................................................................13.19-1
Galley ....................................................................................................................13.19-1
13.20 CRITICAL EQUIPMENT .......................................................................................... 13.20-1

13-20.1
13-20.2
13-20.3
13-20.4
13-20.5
13-20.6
Definition of Critical Equipment .............................................................................. 13.20-1

Overdue PMS of Critical Items ............................................................................... 13.20-1
Competency standards for Critical Equipment ........................................................ 13.20-1
Maintenance on Critical Equipment ........................................................................ 13.20-1
Breakdown of Critical Equipment............................................................................ 13.20-1
Critical Equipment Competency standards for operation and Maintenance .......... 13.20-2
13.21 CALIBRATION AND TESTING OF CRITICAL AND/OR ESSENTIAL INSTRUMENTS............ 13.21-1

13-21.1
13-21.2
13-21.3
Plant/Machinery Operation ..................................................................................... 13.21-1

Definitions ..............................................................................................................13.21-1
Calibration .............................................................................................................13.21-1
13.22 EXTREME COLD W EATHER PROCEDURES ............................................................. 13.22-1

13-22.1
13-22.2
Work Performance .................................................................................................13.22-1

General Precautions for Extreme Cold Weather ..................................................... 13.22-1
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13.1
Introduction
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13.1-1
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The instructions, guidelines and allocation of responsibilities, as set out in this section are intended to
ensure that the Company's managed vessels are maintained to a uniform standard and that sound
engineering practice is applied. The engineering department is to also follow the vessel specific operation
instruction.
Relevant ASP Ship Management, Vessel and Statutory guidelines are to be followed whenever possible.
These are, but not limited to these examples:
The Permit to Work System
Tag and Lock Out Guidelines
Code of Safe working Practice (Flag State)
Vessel Operations Manual
Vessel authored JSAs and Standing Orders
Daily work meetings
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Safety
The potential for injury in the marine industry is high. Many steps can be taken to lessen the possibility of
injury to a person or piece of the vessels equipment.
Dangers related to steam plants must not be underestimated due to the plants complexity and interlinked
systems. A steam plant used for propulsion may take a day or more too fully cool in which time water can
build up in places that were previously confirmed as fully drained. Whenever work is to be conducted on
any component of steam plants including but not limited to turbines, steam delivery valves and lines,
condensate lines and valves and turbines utmost care and precaution must be exercised.
With diesel plants, fuel and lube oil process machinery and transfer equipment there is the ever present
danger of oil on deck plates and equipment, as pieces of equipment are overhauled or moved about the
engine room. Main engine parts can weigh many tons and care should be taken when craning them
about.
The marine environment is the only environment that will move underneath a persons feet. Even in the
calm water of a port the movement of cargo and ballast will affect the trim and list of a vessel and this
should be considered when slinging or craning loads, erecting scaffold and ladders. This movement is
more pronounced with the vessel at sea due to changes in course or weather.
Work should not commence until appropriate JSA, work permits and tool box talk have been completed.
No work should commence until components have locked out and cooled sufficiently to be touched
without risk of burns. Checks should be made to ensure that no pressure or vacuum is present and that
all liquid has been thoroughly drained.
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Responsibilities
The Chief Engineer shall keep the Master advised of all matters relating to the E/R staff, the technical
maintenance of the vessel and the operational state of equipment under his control.
The Chief Engineer and the Master are to come to a clear understanding on the procedures to be adopted
and followed for engine manoeuvres in circumstances of reduced visibility, upon entering and leaving
port/confined/pilotage waters, and in the event of sudden emergencies.
13-3.1
Duty Engineer
The Duty Engineer is the Chief Engineer's representative and his primary responsibility, at all times, is the
safe and efficient operation and upkeep of machinery affecting the safe operation of the vessel. The Duty
Engineer should ensure that at all times bridge orders relating to changes in speed or direction of
operation are immediately implemented and to notify the bridge and Chief Engineer immediately should
this not be possible.
The Duty Engineer is instructed to become conversant with their duties as described in VOM-1
Organisation and Management and STCW 95 Regulations.
Before being relieved, the Duty Engineer will complete all entries, as required, in the relevant Log Books.
When the vessel is running UMS, the Duty Engineer is to ensure that all normal Watch Keeping duties are
carried out during his/her period of duty. The Duty Engineer is to make inspection of all machinery spaces
at times designated by the Chief Engineer and Class requirements for UMS and is to make the relevant
Log Book entries at this time.
The Duty Engineer shall ensure that the established Watch Keeping arrangements are maintained. Under
his general direction, Engine Room Ratings, if forming part of the watch, should assist in the safe and
efficient operation of the propulsion machinery and auxiliary equipment.
The Duty Engineer should keep the main propulsion plant and auxiliary systems under constant
supervision until properly relieved. The Duty Engineer should also ensure that adequate tours of the
machinery and steering gear spaces are made for the purpose of observing and reporting equipment
malfunctions or breakdowns, performing or directing routine adjustments, required upkeep and any other
necessary tasks.
The Duty Engineer should take the action necessary to contain the effects of damage resulting from
equipment breakdown, fire, flooding, rupture etc.
The Duty Engineer should continue to be responsible for machinery space operations despite the
presence of the Chief Engineer in the machinery spaces, until responsibility has been assumed by the
Chief Engineer and advised accordingly and this is mutually understood.
The Duty Engineer should not leave the machinery spaces unsupervised in a manner which would prevent
the manual operation of the engine room plant.
13-3.2
Calling the Chief Engineer
The Duty Engineer should notify the Chief Engineer without delay, in the following circumstances:
When any event or malfunctions occur which in the Duty Engineers opinion are such as to
change or limit the operation of the vessel.
In emergencies or in situations when he/she is in doubt as to what decision or measures to take.
Despite the requirement to notify the Chief Engineer in the foregoing circumstances, the Duty Engineer
should in addition not hesitate to take immediate action for the safety of the vessel, its machinery and
crew where circumstances require.
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13.3-2
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Repairs
The Master's agreement and permission from the relevant local authorities if in port or coastal areas must
be obtained before undertaking any repair work, which necessitates immobilising the vessel's engines,
immediate danger to the vessel if the repairs are not carried out notwithstanding. Notifications to the Ship
Manager and relevant Classification society along with local authorities may also need to be sent out.
Definition of Immobilisation:
A condition that renders a ship temporarily incapable of manoeuvring under its own power
This may include, but not be limited to:
Main Engine repairs
Inspection of Crankcase
Cleaning of Scavenge spaces
Planning:
Time must be spent on preparing for immobilisation, mainly:
Senior Management discussion

Works Committee Meeting
Authorization from relevant port authority (normally 24 hours in advance of work).
Work Permits.
Planning must begin at least 24 hours prior to work commencing, i.e. it should be raised at the morning
committee meeting the day prior to the work commencing as a minimum to allow time for permission to
immobilise from appropriate authorities.
Authorization for engine immobilisation:
No vessel at anchor or alongside is permitted to immobilise engines without having first obtained an
authorization from an appropriate port authority.
Permits and Procedures:
Confined Space permit and standard lock out-tag out procedures to be followed as required.
Checklists:
The responsible officer for completing ship shore safety checklist (SSSCL) should ensure that compliance
with the checklist is adhered to at all times for the duration of the checklist.
13-3.4
Speed and Fuel Consumption
Masters and Chief Engineers should be aware of Charter Party requirements regarding speed and
consumption. Care should be taken not to exceed consumption figures. Any divergence from Charter
Party performance description should be advised to the Fleet Manager immediately.
13-3.5
Freshwater
The Chief Engineer is to confer with the Chief Officer concerning the quantity of fresh water to be carried
and is to exercise strict control over the use of fresh water in the engine room. The Chief Officer and
Chief Engineer must closely liaise on the daily consumption of fresh water.
13-3.6
Inspections
The Chief Engineer is to be at all times familiar with the condition of the vessel and/or equipment under his
control. He/she is to accompany the Master on inspections of the vessel and is to co-operate fully with
other Departments to preserve the general cleanliness, maintenance and efficiency of the vessel.
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Engine Room Log Books
The Engine Room Log Book (V-ENG-021 - 2-Cycle or V-ENG-022 - 4-Cycle) is to be completed in ink by
the Duty Engineer. The Chief Engineer is to enter all the additional information required by these
instructions and sign the Log Book daily. On occasions where the items of equipment are not running at
these times the Chief Engineer is to ensure that, where reasonably practicable, all pressures and
temperatures are recorded along with the status of all plant, e.g. parts dismantled for repair or inspection
etc.
The Log Book is to be kept clean and it is essential that only factual information be recorded. Although
the Engine Room Log book (V-ENG-021 - 2-Cycle or V-ENG-022 - 4-Cycle) and Engine Movement Book
(V-NAV-009) are not Official Log Books they are admissible as court evidence as they are often used to
corroborate evidence in the Official Log Book. Entries are to be made in pen only and once entered are
not to be erased. If a correction is required the entry is to be crossed out and initialled. The new entry is
to written as close to the old entry as possible.
The original of the Engineers Log Book is to be retained on board the vessel until change of ownership.
13-3.8
Fire and Safety Regulations
The Chief Engineer must endeavour to ensure that all members of his staff are made aware of all
Company, statutory, local authority and installation fire and safety regulations, and that such legislations
are strictly adhered to.
The Chief Engineer is to ensure that all safety equipment assigned to those parts of the vessel under the
Chief Engineers direct control are properly maintained and, in particular, be satisfied that lifeboat engines
and emergency electrical and mechanical equipment are at all times ready for use.
The Chief Engineer is responsible for the maintenance of the lifeboat and rescue boat propulsion systems.
13-3.9
Allocation of Watch keeping Duties
The Chief Engineer is to allocate Watch Keeping duties to his staff, ensuring that a competent Officer is
always in charge of the machinery spaces. The Chief Engineer or the Second (First) Engineer must be
available at all times.
When the vessel is navigating in confined waters, entering or leaving port or anchorage and at any other
time as directed by the Master, the Chief Engineer must ensure that sufficient qualified personnel are on
duty in the engine room.
When the vessel is running UMS, any alarms that occur must be answered by the Duty Engineer or
qualified engineer and promptly investigated. Under no circumstances whatsoever is the Engine Room
Rating, or any other personnel, authorised to answer any alarm for the engine room or associated plant.
The composition of the watch shall, at all times, be adequate to ensure the safe operation of all machinery
related to cargo operation, the safety of the vessel, the port and its environment.
13-3.10
Periodically Unattended Machinery Spaces (UMS)
Vessels must not be operated in UMS mode without an appropriate valid endorsement on the vessel's
Certificate of Class. The Bridge Officer of the watch (OOW) must be informed on start and finish of UMS
operations.
When the engine room is be operated in UMS mode the form V-ENG-015 - Criteria for UMS Operations is
to be completed before going into UMS mode and an entry made in the engine room logbook that these
checks have completed.
It is the responsibility of the Duty Engineer to notify the Chief Engineer of any malfunction or failure of any
item affecting control and/or alarm systems. Upon receiving such information the Chief Engineer in
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consultation with the Master will decide if it is necessary to revert to manned Watch Keeping.
When the vessel is running UMS and it is necessary for a person to enter the machinery spaces alone,
he/she must:
If a Dead Man Alarm is fitted
Initiate the Dead Man Alarm on entering the space
Turn off the Dead Man Alarm after having left the space
If no Dead Man Alarm is fitted
Inform the OOW of his presence
Report to the OOW by telephone or radio at predetermined times/intervals.
Inform the OOW after departing the engine room.
If no contact has been made at the designated time the OOW should attempt to contact the Duty
Engineer. Should this fail the Chief Engineer is to be informed immediately.
Or be accompanied by a second person.
13-3.11
Handover: Duty of Responsibility
The Duty Engineer shall not be released from duties until formally relieved by another Duty Engineer. The
hand over is to take place in the Control Room.
When handing over to a relief the Duty Engineer shall inform them of all matters relating to the status of all
machinery.
An entry into the Engine Room Log shall be made confirming that change of the watch/Duty Engineer took
place and must be signed at the end of the watch by the off going Duty Engineer.
The Engine log book must be signed by both Engineers, relieving and being relieved at the end of a watch
as a record that both watch keepers are in agreement that all is in order.
Should either the relieving or to be relieved Engineer not be located at the expected time of handover, the
alarm is to be located at the expected time of handover, the alarm is to be raised immediately and Master
informed of the situation.
13-3.12
Pollution Control
Every endeavour must be made to avoid pollution of the atmosphere, seas and inland waterways. The
provisions of the Clean Air Act(s), Oil in Navigable Water Act(s), Prevention of Pollution of the Sea by Oil,
OPA 90 (Oil Pollution Act 90) and of the International Convention(s) for the Prevention of Pollution of the
Sea by Oil shall be complied with. In addition to local port regulations no pollutant is to be discharged
overboard. Oil Record Books should be utilised and kept fully up to date at all times. Where the MARPOL
73/78 limits are exceeded, please refer to the Oil Record Book Regulations.
Any overboard discharge valve, that if inadvertently opened could result in oil pollution, must be locked
closed during the vessel's port stay.
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Care of Machinery
General
The main and auxiliary machinery of the vessels include different engines and boilers from various
manufacturers using different fuels and control and monitoring systems. Instruction manuals dealing with
the correct operation of machinery and equipment are supplied to each vessel. These manuals, together
with STAR (Planned Maintenance System), must be used for the satisfactory operation and maintenance
of machinery and equipment
13-4.2
Alarms
All machinery protection devices and alarms must be tested at intervals dictated by the manufacturer,
Class requirements or Company requirements (STAR (Planned Maintenance System), Safety Bulletin or
similar). Should any protection device or alarm become defective, the Chief Engineer must be advised
immediately in order that he/she may decide upon the necessary precautions to be taken until the
equipment has been repaired.
13-4.3
Operation of Machinery in an Emergency
In all vessels the manufacturers instructions regarding the operation of the main machinery under normal
service conditions must be strictly adhered to except under emergency conditions involving the saving of
life or the safety of the vessel. In such cases, entries are to be made both in the Engine Log and Deck
Log Book.
13-4.4
STAR (Planned Maintenance Systems)
The STAR system is designed to incorporate as many items as possible of the vessel's equipment. It is
important that maintenance work is kept to the schedule and that the required records are properly
maintained. The frequencies given for overhauls/ inspections are, and can only be, guidelines. The
trading pattern of the vessel, climatic conditions and operational circumstances must be carefully
considered and, when necessary, frequencies increased to cater for the prevailing conditions. The
frequencies quoted should therefore be looked upon as minimums. Vessels which do not have electronic
planned maintenance systems should develop alternatives based upon manufacturers' instruction
manuals.
13-4.5
Main Engine Turning
The main engine must not be turned using the turning gear until a responsible Mate has confirmed that the
stern is clear. If circumstances require, the Mate should remain in a position from which he/she can
maintain a watch on the stern area to warn of approaching craft whilst the engine is being turned.
13-4.6
Main Engine Trials
Engines must not be turned or trials carried out until the Chief Engineer has confirmed with the Master and
OOW that all relevant personnel both ashore and on the vessel have been notified, the propeller is clear,
moorings are adequate, the gangway is lifted or a watch is kept in case the vessel moves along the wharf
during the trials and it is safe to do so. Local authorities may need to be informed and possibly tugs in
attendance.
When preparing the main engine for manoeuvring after the completion of repairs, or after a period in port
or at anchor, a full turn shall be made observing relevant drains inspection ports and fluid loss, ammeters
and the like, after which the turning gear will be disengaged, and sighted as disengaged, thus ensuring
that all moving parts are free and clear.
13-4.7
Lubricating Oils
Irrespective of the vessel's trading pattern, the Company requires the taking of lubricating oil samples on a
regular basis, using a method as directed by the Testing Agency. The intervals for the taking of these
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samples must not exceed the recommendation or the guidelines as set out in STAR (Planned
Maintenance System). However, lubricating oil sampling and sending for testing is to be done at no more
than 3 monthly intervals, regardless of running hours, for the following equipment;
Main Engine
Auxiliary Engine
Stern tube bearing
Emergency Generator Engine
It may be that this list is not exhaustive and may be increased to include other items of machinery on the
vessel. However, the above is the minimum requirement and is to apply to all rotating equipment.
Please ensure that vessels Planned Maintenance System is consulted and the appropriate change made
to the testing schedules of the mentioned equipment.
These samples taken from the system must be a representative sample with the oil in circulation. It is
important that all samples are subsequently taken from the same location.
The instructions supplied with the sample kit are to be strictly adhered to when the samples are drawn and
sent for analysis. The analysis results will be sent to the Company by the Laboratory. Any abnormalities
will immediately be passed to the Chief Engineer.
When receiving large quantities of lubricating oil a sample must be drawn and retained on board until the
next delivery of lubricating oil has been received on board.
The main engine lubricating oil must be, where possible, continuously centrifuged.
Should any contamination be suspected, the oil samples should be landed at the first available port and
the necessary steps taken to prevent machinery damage.
The lube oil purifiers must be continuously monitored and maintained to provide optimum efficiency. The
Chief Engineer must be vigilant to ensure that the lubrication systems are not contaminated by water
particulates or fuel. Masters and Chief Engineers must be aware that machinery damages resulting from
the ingress of water into lubricating systems may not always be covered by underwriters, especially if it
can be proved that the vessel's personnel have been negligent.
13-4.8
Electrical Installation
The number of alternators on load, either at sea or in port depends upon the vessel's operational and
domestic requirements, and must at all times be adequate to ensure the safe continuity of supply. Under
normal circumstances at sea only the minimum number of alternators should be run to maintain electrical
requirements.
When the vessel is navigating in confined waters, on standby or as deemed necessary by the Chief
Engineer, a second alternator of sufficient capacity, must be in use and sharing the load on the main
switchboard in the event of the first alternator failing.
The vessel's shaft alternator(s) if fitted, must not be used for E/R or domestic loads when the vessel is
navigating in pilotage waters or in restricted waters.
13-4.9
Auxiliary Machinery
In all cases where multiple units are fitted, the operating time is to be, as much as possible, shared equally
between the units. All automatic changeover devices are to be tested as per the manufacturers or
Companys requirements when putting units into service and when shutting them down.
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Emergency Steering Gear
The emergency steering gear is to be tested and the vessel steered from the emergency position at
intervals not exceeding those dictated by Flag State, Class or Company. The gyro repeater should also
be checked for alignment at this time. A suitable entry is to be made in the Engine Room Log Book and
Official Log Book recording the test
Instructions for the operation of emergency steering must be posted.
13-4.11
Continuous Survey of Machinery
It is the responsibility of the Chief Engineer to ensure that the CSM cycle is maintained and up to date.
Where applicable the Chief Engineer will arrange to progress the CSM and forward to the Fleet
Manager/Ship Manager a list of items completed and those requiring survey or the attendance of the
Class Surveyor. Originals of Classification Interim Certificates are to be retained on board. Duplicates are
to be forwarded to the Fleet Manager/Ship Manager.
13-4.12
Heavy Fuel Change Over
Particular attention is drawn to the Makers Operating Instructions for engine and boilers designed to
operate on heavy fuel oil.
The Manufacturer's Instructions must be observed when changing from heavy fuel oil to diesel oil
operation.
13-4.13
Performance Monitoring
Regular performance logs are to be taken and are to include relevant pressures, temperatures and
specific consumptions for the plant and compared with previous reading and trial data as necessary.
Indicator diagrams/Peak pressure readings are to be taken as part of the performance log of auxiliary and
emergency engines. Indicator diagrams/Peak pressure readings may be taken after any major overhaul
to the main or auxiliary engines. They are also to be taken at intervals deemed necessary by the Chief
Engineer or Company to ensure the efficient running of the engine.
For steam plant, specific consumptions, flow rates, pressure and temperatures to be taken and compared
with previous data and trial data.
13-4.14
Bunker Line Pressure Testing
Bunker pipelines should be tested to 100% of their rated working pressure (Sometimes referred to as
Maximum Allowable Working Pressure - MAWP) at least annually. Bunker pipelines should be tested to
1.5 times to their rated working pressure at least twice within any five-year period. Pipelines should be
marked with the date of test and the test pressure. Pressure testing should be a hydrostatic test, pressure
testing using compressed air or inert gas is not acceptable.
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Stoppages/Speed Changes/Emergencies
Stops - Scheduled and Unscheduled
Stops at sea, due to scheduled or unscheduled circumstances must be clearly defined in the Deck and
Engine Room Log Books. Included in unscheduled stops will be any delays that effect planned cargo
operations or cause delays during the period from Full Away departure to End of Passage arrival.
Where vessels are on charter, the charter party clauses must be fully understood in relation to stops and
the possible resultant off hire.
Though it is necessary to maximise the earning capacity of the vessel, care must be taken to avoid
jeopardising the relationship and trust between the vessel and charterer.
Relevant notifications to the Company, Class and Flag are to be sent as soon as possible after the event
occurring.
13-5.2
Emergencies
The following circumstances constitute an emergency requiring immediate action:
Fire or flooding in any space or compartment.
Difficulty in complying with orders received from the Bridge.
Difficulty in complying with instructions or standing orders for the proper operation of machinery.
In any one of the above circumstances the Duty Engineer must immediately inform the Chief Engineer and
the OOW on the Bridge. The Duty Engineer should not hesitate before taking immediate action to prevent
an emergency situation deteriorating.
At any time deemed necessary by any member of the engineering staff the Engineers Call is to be used
to summon immediate assistance.
13-5.3
Alteration of Speed
Any alteration to the operational speed of the vessel must be agreed between the Master and the Chief
Engineer. If this conflicts with the instructions received from the Company or Charterer then the reasons
for the alteration must be communicated to the Company, with full details recorded in the Deck and
Engine Room Log Books.
The Duty Engineer must not alter the vessel's speed (pitch or rpm, as applicable) without informing the
Bridge beforehand, unless it is in response to orders direct from the Bridge or if exceptional circumstances
in the engine room call for emergency action. Notify as required, dependant on the circumstances.
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Repairs and Dry Docking
Prior to carrying out major repairs, there are a number of considerations to bear in mind as outlined in the
following paragraphs.
13-6.1
Specification
The Chief Engineer is to continually advise the Ship Manager/Fleet Manager of all outstanding repair
items. These items will form the basis of a drydock repair specification for the vessel.
The Chief Engineer is to ensure that all extra-ordinary, survey work or work that cannot be carried out on
the run and is to be performed at the docking/repair has been passed to the Ship Manager for inclusion
into the specification. Docking specifications can be inserted in STAR (Planned Maintenance System) at
any time.
Special sanction will be obtained from the Ship Manager in charge of repairs for any departure from this
instruction.
13-6.2
Spares
The Chief Engineer, in consultation with the Fleet manager/Ship Manager is to ensure that all spares
required for the docking/repair have been ordered with enough lead time to be available when required.
13-6.3
Alterations of Fittings
No permanent or temporary structural alterations to the vessel or fittings including the resetting of safety
equipment shall be made without a risk assessment. Supporting documentation is to include the reason
for the change. All concerned must have a clear understanding of the safety and environmental
implications, the effects of the change are to be identified and understood by senior management. All
contingencies must be put in place to reduce any risk. Changes may also be need to be submitted to
Class for approval.
Any temporary changes must not exceed the initial time line that it was authorized for without review and
re-approval by the ship Manager.
Copies of amended drawings must be forwarded to the Company with all changes highlighted in order for
the office copies of the same drawings to be similarly amended.
Stability information must reflect any substantial changes before the vessel leaves the ship yard or repair
berth. The Master and the Chief Engineer must liaise with the Company on this matter as a matter of
extreme importance.
13-6.4
Supervision of Repairs
It is usual for all work in connection with the dry-docking, repair and upkeep of the vessel to be carried out
under the supervision of the vessel's Ship Manager and staff. Additions to the original specification shall
not be put in hand without the permission of the Ship Manager or the Company. It is the responsibility of
the vessel's staff to thoroughly test and prove satisfactory all repairs and for quality control and report any
defects to the Ship Manager. Regular meetings between the vessel's Senior Officers, superintendent and
repairer are held to monitor work progress and discuss difficulties and work schedule.
13-6.5
Undocking
Prior to flooding the dock the Chief Engineer and Master will satisfy themselves that all docking plugs are
properly fitted and that all sea valves are shut. All such plugs should be held by Chief Officer whilst
removed.
All ship side connections are to be in the closed position prior to flooding the dock The Chief Engineer is to
station Officers to inspect all sea connections and hull repairs while the dry dock is being flooded.
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Flooding is to be stopped before the vessel lifts off the blocks and a full examination is to be carried out to
ensure that the vessel is watertight. Once water tight integrity has been confirmed the ship side valves
can be opened as required and systems checked prior to the continuation of the flooding of the dock.
Section 9 & 10 of V-ENG-028 Post Dry-dock Checklist to be completed when the vessel is being
undocked. All sections of V-ENG-028 Post Dry-dock Checklist to be completed before the vessel leaves
the facility.
13-6.6
Repairs Abroad
When essential repairs are required, the Company must be informed by giving the nature of the work to be
undertaken, the time required, likely delays to vessel and the estimated cost of repairs.
Under no circumstances must repairs be initiated without the prior consent of the Ship Manager.
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Bunkers and Bunkering
Prior to bunkering the vessel, there are a number of considerations to bear in mind as outlined in the
following paragraphs.
13-7.1
Liaison
The Chief Engineer will liaise closely with the Master to ensure that sufficient bunkers and lubricating oils
are on board to meet operational requirements in accordance with general instructions. All bunker
receipts are to be signed by the Chief Engineer or Second (First) Engineer if instructed.
In cases where a discrepancy arises the complaint shall be brought to the attention of the Supplier, or his
representative, immediately. In the event that consultation and an attempt to reconcile the discrepancy
should fail the receipt should be endorsed. The Agent should be advised before sailing and the details
reported to the Company at the earliest possible opportunity.
The endorsement should take the form:- Signed Under Predjudice with a short description of the
nature of the complaint.
13-7.2
Bunkers - Safety Margin
The Master must ensure that the quantity of bunkers at the finish of loading is sufficient to enable the
vessel to arrive at the next bunkering port with an adequate safe margin of usable oil. Although the
Master should consider the relative bunker costs and other commercial factors involved, he/she must
consider all aspects of the vessels minimum stability requirements, the weather prospects and ensure a
minimum safe margin. Normally this would be 5 days fuel oil and 7 days diesel oil where used for aux
engines. Filling bunker tanks are not to be filled at more than 95% capacity.
Alterations to this minimum will be made in consultation with the Fleet Manager after taking into
consideration port closures, tides, weather and delays due to other ships and the trading pattern of the
vessel.
13-7.3
Specification
Prior to commencement of bunkering the Chief Engineer must obtain from the supplier a specification of
the fuel being supplied to ensure that this fully meets with the engine manufacturers' limitations on fuel
quality and ISO 8217 Petroleum product Fuels (class F) Specifications of marine fuels.
The Company should be advised immediately if this specification is unacceptable. Bunkers should not be
accepted without further authorization.
13-7.4
Blending
Fuels are generally blends of different grades of oil. The oils will separate out if left in tanks for long
periods. Bunkers should not be shipped unless they have been blended ashore and under no
circumstances shall they be shipped in separate parcels and mixed in the vessels bunker. When
bunkering ex-barge it is important to ascertain that any blending has been carried out ashore before
shipment.
13-7.5
Bunkering/Sludge/Internal Transfer Procedures
The Chief Engineer must ensure that all personnel engaged in bunkering operations are thoroughly
familiar with the vessel's bunkering arrangements including air pipes, valves and sounding pipes.
Prior to commencement of bunkering all pipework, air vent pipes and flame screens must be examined to
ascertain that air and gas can escape freely. Unused connections must be properly blanked with all bolts
fitted. Blanks must be refitted to the bunker connection being used immediately on completion of
bunkering operations. All save-alls are to be free of water/debris and plugged and all deck scuppers are
to be plugged.
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Preparation will include but is not limited to compliance with the ASP bunkering procedure as outlined in
forms V-ENG-003 - Bunker Operations Sheet and V-ENG-018 - Bunker Safety Checklist
Vessels capable of internal transfers shall follow the procedure as outlined in V-ENG-009 Internal Slops
and Oil Transfer Checklist.
Appropriate entries made in the Oil Record Book. Oil Record Books to be sighted and signed by the Chief
Engineer/Master.
It is important that bunker tanks are free of water before taking bunkers.
New bunkers should be much as possible be segregated from bunkers remaining on board and not used
until an analysis has confirmed that they are acceptable.
Bunkering procedures are to be displayed at the bunkering station. The procedures must clearly state
who is in charge of the operations and the communications procedures that are to be adopted.
Emergency stop instructions are to be clearly stated.
In case of concurrent bunkering and cargo operations, a Risk Assessment is to be carried out using VSAF-020 - Risk Management Format. The Risk Assessment must be forwarded to the Company for
review.
In case of any emergency/loss of containment, stop all cargo and bunkering operations. Sound the
emergency alarm and initiate emergency response procedures. Operations to be resumed only after the
emergency has been dealt with and requisite permissions from the Port / Terminal authorities obtained as
applicable.
Before bunkering operations can be allowed to begin, the Chief Engineer must ensure that the quantity to
3
be delivered can be safely received by the vessel and that the pumping rate (m /hour) is agreed with the
supplier. All measuring equipment to be used throughout the operation must be checked for accuracy
prior to commencement.
The Chief Engineer must ensure, by careful ullaging/sounding that the specified quantity has been
received and that continuous supervision by Officers is maintained during bunkering operation.
The bunker manifold must be attended at all times during the operation.
When pumping sludge to a shore facility, road tanker or barge similar precautions and procedures are to
be followed.
13-7.6
Oil Samples
Samples should, ideally, be drawn using an approved sampler which will take a representative sample
over the period of receiving the fuel; failing this, a drip sample can be taken over as long a period as
practical, or, as a last resort, a grab sample; all samples should be taken from the actual bunker line, at
the point of changeover as per MARPOL Annex VI regulation.
A reasonable quantity should be taken to allow for flushing and filling of a minimum of three one litre cans;
these should be labelled, sealed and agreed by the vessel and Supplier. One should be retained by the
Supplier and two kept on board; they should be kept for at least one year.
13-7.7
Bunker Analysis
It is the Companys policy that all vessels under management shall be enrolled in a Fuel Quality Testing
Program. Where the Client does not wish to enroll the vessel into such a program the vessels Ship
Manager is to review the vessels bunkering pattern to assess what measures can be taken to mitigate the
risk.
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Samples for analysis should be forwarded as soon as possible to the testing laboratory after bunkering.
Where possible, bunkers should not be used until the independent analysis results are known and state
that the fuel is suitable for use. If the vessel has not received the analysis results 4 days after landing the
samples ashore, the Chief Engineer is to chase up the results, either directly with the testing laboratory or
through the Ship Manager. A record is to be kept detailing when a sample was landed ashore and any
shipment details (eg Courier & Airways Bill No).
When there is any doubt regarding the quality of a fuel on receipt or when it is being treated or burned
aboard a vessel which is not associated with a Fuel Quality Testing Program the Ship Manager should be
informed as soon as possible with a view to arranging an independent analysis of a sample of the suspect
fuel.
13-7.8
Pollution Prevention
Every precaution to prevent spillage will be taken and the Chief Engineer will be in attendance throughout
bunkering operations and during any transfer of bunkers.
Oil spill equipment must be deployed before operations commence.
13-7.9
Microbiological Degradation
Care must be taken to prevent microbiological degradation occurrences of fuel and L.O., particularly those
that are likely to remain unconsumed for a prolonged period.
Seawater is the primary source of the microbes; therefore it is essential to check that bulk storage tanks
are clean and dry and de-sludged at appropriate intervals to remove condensation. Microbes cannot
o
survive at temps above 80 but will thrive at normal tropical seawater temperatures.
13-7.10
Requirements for the Control of SOx Emissions, MARPOL Annex VI
In general the sulphur content of any fuel used on board ships shall not exceed 3.5% m/m in general and
not exceed 1.0% m/m in a SOx emission control area (in the absence of any approved exhaust gas
cleaning system or other technical methods limiting the levels of SOx emissions).
However there are now separate sulphur content for fuels used on board ships within specific areas of the
world. These requirements will need to be taken into consideration when trading in those areas. The Chief
Engineer along with the Ship manager will need to determine what these requirements are.
Details of the fuel oil delivered to and used on board shall be recorded by means of a bunker delivery note
which shall contain at least the information specified in appendix V of MARPOL Annex VI which includes
the sulphur content (%m/m) as tested in accordance with ISO 8754
The bunker delivery note shall be retained on board and be made readily available for inspection and
verification that the fuel being used is in compliance with MARPOL regulations. The retention period is 3
years from the date of delivery of the fuel
The bunker delivery note shall be accompanied by a representative sample of the fuel oil. The sample is
to be sealed and signed by the suppliers representative and the master or officer in charge of the
bunkering operations (Chief Engineer or delegate). The sample is to be retained on board until the fuel oil
it represents has been substantially consumed but not less than 12 months from the date of delivery.
13-7.11
High H2S Content in Bunker Fuels
When transferring and carrying bunker fuel that contains Hydrogen Sulphide gas then all precautions
relating to personnel safety, vessel safety and awareness of the long term consequences should be
observed. When such occasions occur then reference should be made to the relevant sections of the
ISGOTT Manual for relevant advice and all personnel alerted to the associated dangers of this gas.
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Hydrogen Sulphide (H2S) is a very toxic, corrosive and flammable gas. It has a low odour threshold, is
colourless, heavier than air and is soluble in water. It is present to varying degrees in crude oil extracted
from the well. H2S can be encountered in refined products such as naptha, fuel oil, bunker fuels, bitumens
and gas oils
H2S concentrations are expressed in ppm by volume in the atmosphere and ppm by weight in liquid.
Precautions against high concentrations of H2S are normally considered necessary if the vapour phase is
5 ppm by volume or above
The Threshold Limit Value Time weighted Average, TLV-TWA, for H2S is 5ppm over a period of 8 hours.
However procedures should aim at ensuring that the lowest possible gas concentrations are achieved in
working locations
Bunker fuels should not be treated as free of H2S until after they have been loaded and the absence of
H2S has been confirmed by the results of monitoring and reference to the relevant MSDS. Fuels
containing high H2S may be supplied without advice to the ship. Personnel should therefore be prepared
to take suitable precautions if it is present. The ship should make every effort to communicate with the
supplier to ascertain if the fuel is likely to have any H2S content and in particular obtain a relevant MSDS.
The normal design of bunker tank vents and their location makes managing the exposure to personnel
difficult as closed loading cannot usually be implemented and if bunkering with fuel containing H2S above
the TLV-TWA cannot be avoided then procedures should be in place to monitor and control the access of
personnel to the exposure areas. This is particularly important when bunker tank vents are within the
vicinity of the vessels gangway or access points when strict control over visitor access should be enforced
during bunker operations.
Exposure levels in the suspected areas should be monitored by using suitable instrumentation however
personnel should be aware that the corrosive nature of the gas can damage electronic equipment and
detector tubes should be used if it becomes necessary to monitor high levels of concentration.
The bunker tank should be monitored prior to, during and after bunkering. If levels above 5ppm are
detected then controlled forced ventilation may be considered to lower the concentrations in the ullage
space and effected areas to acceptable levels. However subsequent heating, transfer and agitation of the
fuel may cause the concentrations to reappear.
During bunker transfer operations accommodation and engine room ventilation systems should be
operated to provide a positive pressure to avoid H2S vapours entering the superstructure.
Personnel directly involved in bunker operations when H2S concentrations are suspected should wear a
personal H2S gas monitoring device with the alarm set at a value of 5ppm and a sufficient number of
EEBD should be readily available. Should the alarm be activated personnel should don the EEBD and
immediately leave the area and raise the alarm to the deck officer on duty and the Chief Engineer. The
area should be re monitored to ascertain the concentrations levels in existence in that area
Where continued risk of exposure to concentrations above 5 ppm are determined then personnel directly
involved in the bunker operations should wear appropriate respiratory equipment.
13-7.12
Benzene
Benzene is an aromatic hydrocarbon. Exposure to concentrations of benzene vapours of only a few parts
per million in air may affect bone marrow and may cause anaemia and leukaemia.
The bunker supplier should advise the vessel about any presence of benzene in the products being
supplied to the vessel. When receiving bunkers that may contain benzene, Bunker Safety Checklist VENG- 018 should be completed and complied with. MSDS should be exchanged and the presence of
benzene should be established.
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Hazards associated with Benzene

Benzene primarily presents an inhalation hazard. It has poor warning qualities as its threshold is well
above the TLV-TWA. Exposure to concentrations in excess of 1,000 ppm can lead to unconsciousness
and even death. Benzene can also be absorbed through the skin and is toxic if ingested.
Exposure Limits
IMO gives the TLV-TWA for benzene as 1 ppm over a period of eight hours. However the working
procedures should aim at achieving lowest possible gas concentrations in work locations.
Personal Protective Equipment
Personnel should be required to wear respiratory protective equipment under the following conditions:
Whenever they are at risk of being exposed to benzene vapours in excess of the TLV-TWA
When TLV-TWAs specified by national or international authorities are likely to be exceeded.
If any of the above condition is met, the number of personnel working in the area should be reduced to a
minimum. Unwanted personnel should be removed from the working area. Spot checks on vapour
concentrations, using gas detector tubes and pumps or other suitable equipment should be carried out by
personnel to ascertain if TLV-TWAs are being exceeded and therefore if personal protective equipment
should be worn. If required, the personnel in the working area should wear fully operational SCBA set. In
addition to this, the precautions outlined in ISGOTT 11.8.4 should also be taken in order to minimize the
exposure.
The gas detecting equipment can provide only spot readings and personnel may experience
concentrations of vapour in excess of the readings obtained.
Loading and unloading of products containing benzene should strictly be carried out in closed condition.
When bunkering products such as gasoline that may contain benzene, the atmosphere at the bunker tank
vents should be closely and regularly monitored.
Sufficient and valid gas detection tubes should be carried by all vessels. As a minimum 40 gas detection
tubes of benzene (range: 0.5ppm to 10ppm) should be carried and inventory should be maintained along
with other gas detection tubes.
The Engine room is not normally considered as being an area where there is a potential risk for exposure
to Benzene and H2S. However, there are times when certain parts of the engine room could be classed
as potentially at risk from exposure to these gases.
Examples of this are when equipment such as pumps, purifiers, heaters etc are under maintenance,
breaking the sealed/enclosed system and thus creating a potential risk of exposure to Benzene and/or
H2S, under these circumstances procedures listed in VOM 13-7.11 and VOM 13-7.12 should be followed.
13-7.13
Commingling of Bunkers
Whilst every fuel is manufactured to be stable within itself, in that it does not have the tendency to produce
asphaltenic sludge. It does not necessarily follow that two stable fuels are compatible when blended or
mixed together. Thus, compatibility may be defined as the lack of asphaltenic sludge formation following
mixing. In order to avoid the potential problems of two fuels being incompatible, the general
recommendation is that mixing & blending of fuel from different sources on board ship should be avoided
as far as is practicable.
Commingling of HFO bunkers from different sources may cause various problems in the Fuel Oil system,
such as severe clogging of fuel oil filters, separator overflow etc. Such conditions may result in Main
Engine and / or power failures leading to catastrophic consequences. Hence, as a matter of policy, ASP
ship management discourages co-mingling of bunker fuel.
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At every bunkering nomination, the Chief Engineer should calculate and ensure that the bunker to be
taken should not be commingled. This may require transferring of the existing bunkers so as to segregate
the old bunkers from the new. In case this is affecting the nominated bunker intake, the Master should
advise the Charterers.
However depending on the vessels location, trading pattern, route of the vessel, number and capacity of
the bunker tanks, owners and/or charterers may require commingling of bunkers. In this case:
The Master is to check the Charter Party for any clauses which disallow the co-mingling of
bunkers, in which case, the Charterers, Owners and Company to be advised accordingly.
In case there is no such reference in the Charter Party, the Master should advise the Ship
Manager. The decision to comingle bunkers will be based on the following:
o
o
o
o
o
o
Pre-tested bunker samples to be obtained with compatibility tests carried out with the existing
bunkers onboard to determine if the bunkers are compatible.
A compatibility test to be carried out by the Chief Engineer by using a representative bunker
sample obtained from the barge, using the testing kit supplied onboard. . The decision on
commingling will depend on the result of the compatibility tests carried out by the Chief
Engineer.
Co-mingling to be kept on a minimum and will not exceed 10% at any given time.
For example, if the vessel is to receive 400 M.T. of bunkers the maximum permitted quantity
of previous in the tank should be 40 M.T.
Express permission to be obtained from the Ship Owner.
At no time should the bunker tanks be filled more than 95% capacity.
In case the commingling of bunkers is carried out, samples are to be landed and dispatched to shore
based testing laboratory in accordance with VOM 13-7.7. In addition the Ship Manager and the testing
laboratory should be advised that the bunkers have been comingled. Clear description of the previous
bunkers with percentage of commingling, should be provided for the laboratory to test compatibility with
the old bunkers in the tank as the testing laboratory maintains a record of the bunker tests. The comingled bunkers should not be used until the analysis results are received.
13-7.13.1
Catalytic Fines in Fuels
As it stands our present bunkering procedures and sampling of fuels procedures are considered
satisfactory. However, on occasions it has been necessary to start using fuel bunkered before the analysis
results have been received (this is a common problem when bunkering in China as it takes some time for
fuel to be sent for analysis). This increases the risk of catalytic fines contamination which will endanger the
vessels machinery.
It is well known that the marine industry is seeing increased numbers of failures year on year to main and
auxiliary engines due to catalytic fines in fuel oils. The maximum limits of AI + Si as per ISO8217:2005 is
80 mg/kg, but levels of much less than this will result in engine failures if the purification system is not
optimized. Once catalytic fines are embedded on the engine liners the only way to remove them is by
machine honing assuming the problem has been discovered early enough. It is not unusual for pistons
and liners to wear out in periods of approximately 1,000 hours and it has been reported that there is
experience that such failures to main engines can cost in the region of US$1 million and time off service of
14 to 21 days.
These catalytic fines from the refinery process are extremely abrasive and have to be reduced by settling
and proper centrifuging. Raise the temperature in the settling tank to assist in the settling effect, and drain
the tank every watch.
In all cases where bunkered fuel has to be utilized before the analysis results are received or in any case
when there is a higher level of catalytic fines the following procedure is to be adopted;
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An additional purifier should be operated in parallel and throughput minimized sufficiently to just
maintain the daily consumption.
Where it is adjustable, the purifier de-sludging cycle is to be increased to every 30 minutes.
It is imperative that a constant fuel oil temperature of 98 degrees Centigrade is maintained at the
inlet to the purifier.
Samples after the purifier to be taken and analysed as soon as is practicable to ensure catalytic
fines are removed in cases where it is known that they are high.
Catalytic fines also embed in purifier surfaces the same as engine surfaces and so cleaning must
be done of the machine to try and minimize this at more regular intervals than normal purification
of high volume of catalytic fines oil.
However in case of an urgent requirement to use the untested bunkers then the Ship Manager is to be
advised at least 3 days prior to the estimated date of use of the comingled bunkers.
The Chief Engineer should ensure that the Fuel Oil testing kits are available onboard the vessel and are
correctly maintained.
13-7.14
Bunker Pipeline Pressure Testing
Bunker transfer pipeline systems on board a vessel are to be tested under static liquid pressure at least
1.5 times the maximum allowable working pressure annually.
Bunker lines are required to be tested to 1.5 times their allowable operating pressure by placing them
under a constant hydrostatic load for a prescribed period of time (usually 5-10 minutes is sufficient). This
is best achieved by using the FO transfer pump (s) to fill bunker lines up to the manifolds (with fuel oil),
purge the lines via manifold valves, then build pressure in the lines until 1.5 times the normal operating
pressure is reached (operating parameters should be available in the bunker plan, or the vessel may be
guided by pipeline material pressure ratings). The onboard PMS should incorporate this as a scheduled
work order and the ship staff needs to comply with the same.
If the FO transfer pump is a positive-displacement type, it may be stopped when the required test pressure
is reached as it should not permit backflow. If a centrifugal type of pump is employed, constant running will
be required to ensure the necessary pressure is maintained during the test. In addition to log entries in
Deck Logbook and Oil Record Book (ORB), the deck bunker lines are also required to be stenciled with
the date of last pressure test together with the pressure maintained (in kg/cm2, psi or bar).
A full risk assessment is to be completed by ships staff and reviewed by Ship Manager and DP. This is to
take into account any written JSAS and other associated permits that may be required.
When risk assessment is approved the ship manager and DP are to notify the vessel that the works can
be conducted with a written approval letter. .
When the works are completed the job is to be updated in the STAR or the relevant Planned Maintenance
System.
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Operational Guidance for Engineers

Introduction
The Chief Engineer shall supplement this operational guidance with written instructions/standing orders as
appropriate, the form V-OAM-012 Chief Engineer Standing Orders shall be used to compile these order /
instructions. This section contains operational guidance for Engineer Officers. Duties for specific ranks
within the Engineering Department can be found VOM-1 - Organisation and Management.
The Chief Engineers standing orders must be signed and dated by the chief engineer. All engine
department officers and ratings must countersign the Chief Engineers standing and night orders as read
and understood.
These Standing orders should be comprehensive enough so that all Engineers are instructed as to their
responsibilities. Standing orders should be written by the Chief Engineer to reflect the Companys
requirements, as well as his own, particular to the vessel, the trade and the experience of the engineering
officers aboard at the time.
Standing orders should be prepared by each chief engineer when they join the vessel.
The Chief engineers standing orders should reflect the following minimum requirements. These orders
should cover, but not limited to, the following subjects:
Duties and requirements of the watch keeping engineers

UMS procedures & procedures to prevent uncontrolled entry into the engine room. There should
be procedures as to regularly and frequently maintain contact with the bridge or cargo control
room; unless a dead man alarm system is fitted.
Requirements for Handing and taking over of watch
Port stay and regular day work schedule, daily work meeting, risk assessment and JSA.
Hot Work procedures (as described in VOM-3-3.3)
Permit to work procedures and Operational safety (as described in VOM-3-Safety)
Environmental awareness, conservation of energy and pollution prevention
Operation of critical equipments
Bunkering and oil transfer procedures (as described in VOM-13.7)
Safe operating parameter range of machineries
Security
Operation and maintenance of lifting gears and equipments
Planned maintenance system
Calling the Chief engineer.
The duty engineer should notify the Chief Engineer without delay in the following circumstances:
When engine damage or malfunctions occur which in his opinion are such as to endanger the safe
operation of the ship.
When malfunction occur which in his opinion may cause damage or breakdown of propulsion
machinery, auxiliary machinery or monitoring and governing systems.
In emergencies or in situations when he is in doubt as to what decision or measures to be taken.
Every Duty Engineer must appreciate that efficient performance of his duties is necessary in the interest of
the safety of life and property at sea and the prevention of pollution of the marine environment. The term
'watch' as used in this section means, as appropriate either, 'group of personnel composing the watch' or
'period of responsibility' during which the physical presence of an Engineer Officer in the machinery space
may or may not be required.
Engine Room Staff are to work as a team, maintaining clear and open lines of communication in order that
doubts, concerns and suggestions are freely expressed throughout all tasks.
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Taking Over the Watch
The Duty Engineer should not hand over the watch to the relieving Duty Engineer if there is reason to
believe that the latter is obviously not capable of carrying out his duties effectively, in which case he/she
should notify the Chief Engineer accordingly.
The relieving Duty Engineer should be satisfied that the members of his watch are apparently fully capable
of performing their duties effectively.
Hand over is to take place in the control room.
13-8.3
Periodic Checks of Machinery
It is the responsibility of the Duty Engineer to periodically inspect the machinery in his charge. Such
inspection should verify that:
Main and auxiliary machinery, control systems, indicating panels and communications systems
are functioning satisfactorily.
Steering system and all associated gear are functioning satisfactorily.
Water levels are properly maintained in boilers and heat exchanger equipment.
Engine or boiler exhausts indicate good combustion characteristics and soot has been blown
where applicable.
Condition of the bilges with respect to water level and contamination is satisfactory.
Various piping, including control and machinery systems piping are free from leaks, functioning
properly and being adequately maintained; special attention is given to pressurized oil piping.
Tank levels are within acceptable limits and transfer/ discharge of fluids and records kept as
required.
All pumps are operating satisfactorily
All heat exchangers are operating satisfactorily
All electrical systems are operating within normal parameters
All refrigeration and air conditioning plants are operating within normal parameters.
13-8.4
Engine Room and Related Log books
Before going off duty, the Duty Engineer should ensure that all events related to the main and auxiliary
machinery which have occurred during the watch are suitably recorded.
13-8.5
Preventive and Repair Maintenance
The Engineering staff should co-operate with the Duty Engineer Officer in relation to the maintenance
work to be carried out during the watch:
Isolating and bypassing machinery to be worked on.
Adjusting the remaining plant to function adequately and safely during the maintenance period.
Recording, in the Engine Room Log or other suitable document, the equipment worked on and the
personnel involved, the safety steps taken and by whom, for the benefit of relieving Engineer
Officers and for record purposes.
Testing and putting into service, where necessary, the repaired machinery or equipment.
The Duty Engineer should ensure that any engine room ratings who perform maintenance duties
are available to assist in the manual operation of machinery in the event of automatic equipment
failure.
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Bridge Notification
The Duty Engineer shall bear in mind that changes in speed, resulting from machinery malfunction or loss
of steering, may imperil the safety of the vessel and life at sea.
The Bridge should be immediately notified, in the event of fire, of impending actions in machinery spaces
that may cause reduction in vessel's speed, imminent steering failure, stoppage of the vessel's propulsion
system or any alternation in the generation of electric power or similar threat to safety.
This notification, where possible, should be accomplished before changes are made, in order to afford the
Bridge the maximum available time to take whatever actions are possible to avoid a potential marine
casualty.
13-8.7
Entering and Leaving Port
Prior to a vessel's arrival and departure from an anchorage or Pilot Boarding Ground the Duty Engineer,
shall complete V-ENG-001 - Arrival Checklist, or V-ENG-002 - Departure Checklist.
13-8.8
Navigation in Congested Waters
The Duty Engineer should ensure that all machinery involved with the manoeuvring of the vessel can
immediately be placed in manual modes of operation when notified that the vessel is in congested waters
or restricted visibility. The Duty Engineer should also ensure that an adequate reserve of power is
available for steering and other manoeuvring requirements. Emergency steering and other auxiliary
equipment should be ready for immediate operation.
13-8.9
Navigation during Restricted Visibility
The Duty Engineer should ensure a permanent supply of compressed air for fog sound signals. The Duty
Engineer should be ready to respond to any bridge orders and should ensure, in addition, that auxiliary
machinery used for manoeuvring is readily available.
13-8.10
Stand-By Economy
There are different levels of Standby, which should be considered. Such considerations based on the
machinery required to keep the vessel in a safe condition taking into account the vessels operation.
Level 1: Full stand by, with Chief Engineer, Duty Engineer and Duty Rating, all generators required.
Level 2: Duty Engineer, Duty Rating, liaise with Chief Engineer if stand by generator is required.
Level 3: Duty Engineer required with the use of dead man alarm and one generator.
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Diesel Engine Propulsion

Running In (Main Engines)
The Chief Engineer shall ensure that engines are "run in" according to the Manufacturers instructions.
13-9.2
Main Engine Performance Limits
It is the policy of ASP Ship Management that the main engine of motor vessels shall not be operated in
excess of 85% of the maximum continuous rating (MCR).
This criteria is not to be exceeded in normal circumstances; in emergency conditions, as assessed by the
Master, maximum power must be made available to suit the particular situation. Under those
circumstances, it is important that the Chief Engineer keeps the Master fully briefed of the capabilities of
the machinery and provides expert advice, as required, on the effects of the action taken.
13-9.3
Governor
The Chief Engineer must ensure that the main engine governor is maintained in strict accordance with the
manufacturer's instructions and planned maintenance requirements. The spare governor, if supplied,
must be maintained in good working order at all times and be available for immediate use if required.
Governors, both in use and spare, are to be labelled with the most recent service date and also indicate
where service records can be found.
13-9.4
Cooling Systems
13-9.4.1
Fresh Water
Inhibited fresh water should always be used for fresh water cooling systems. The fresh water discharge
temperatures should be kept as close as possible to the engine manufacturers recommendations to
reduce thermal stressing.
The concentration of corrosion inhibitors should be kept within the recommended limits indicated by the
Suppliers. These chemicals must never be allowed to contaminate fresh water generation systems or
storage tanks.
13-9.4.2
Oil
Engines with oil cooled pistons should have the oil discharge temperatures maintained closely to the
engine manufacturers recommendations. Overheating leads to carbonisation of the underside of the
piston and rapid oxidation of the oil.
13-9.5
Preparations for Starting the Engine
Whenever possible main engine cooling water should be maintained at recommended stopped operating
temperature. However should this not be possible sufficient time must be allowed to bring the engine up to
a sufficiently high enough temperature so that starting of the engine will take place without stressing the
engine. Time will depend upon circumstances prevailing.
The manufacturer's guidelines should form the basis for the relevant work instruction for warming through
both the main engine and the plant in preparation for testing or departure. Past experience with the main
engine will allow changes to be made to this document to prevent repeat occurrences of incorrect
operation and re-occurrence of design faults
13-9.6
Manoeuvring Systems
Serious accidents have occurred when main engines have been operated in a direction contrary to the
telegraph order. All main engines are fitted with either a wrong-way alarm or an interlock device between
control gear and telegraph and in some vessels, both. These devices are to be tested regularly as per
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STAR (Planned Maintenance System).

Manual control of the main engine from the emergency control stand must be tested at regular intervals,
both to test the efficiency of the equipment and to provide all Engineers with hands on experience. Such
tests should be carried out using the Flag state requirement or Company requirement as the maximum
interval
Deck Officers who operate the main engine from the Bridge Control Console shall be advised by the Chief
Engineer of the purpose and function of speed variation controls and also of the function and
consequence of manual override of speed variation devices and of shut down by pass functions under
emergency conditions.
Deck Officers who operate the main engine from the Bridge Control Console shall be advised by the Chief
Engineer that significant differences in response time may be experienced between programmed systems
and such systems when being by passed whilst still in Bridge Control Mode and that manoeuvres must be
planned accordingly.
13-9.7
Finished With Engines
After receiving the order "Finished with Engines" the relevant vessel specific Standing Orders will be
followed for the shut down of the main engine and associated plant using the manufacturers guidelines
and past experience as a guide for the writing of this document.
13-9.8
General
The running gear shall be examined as required by the STAR (Planned Maintenance System). The Chief
/First Engineer must ensure that all staging, tools, rags etc. are removed from the crankcase before
closing up.
All measurements/calibrations are to be taken at the recommended intervals and recorded where possible
on the gauging sheets kept on the vessel and in STAR (Planned Maintenance System). Should a fault be
found more frequent inspections should be made and the Fleet Manager informed.
13-9.9
Turbo Blower Cleaning
Cleaning, whether wet or dry, should be guided by the manufacturers instructions. Materials used to clean
the Turbo Charger should only be altered from that recommended if problems have arisen due to
erosion/corrosion either in the blower or waste heat unit as a result of using that particular material.
Frequency of cleaning is guided by the manufacturer and past experience of the rate of fouling for the fuel
used.
13-9.10
Protection of Turbo Blower during WHU Water Washing
Whenever the exhaust gas boiler or economiser has to be water washed in port, due to excessive fouling,
care should be taken to ensure water does not pass to the turbo blowers.
13-9.11
Cylinder Lubrication
The quantity of cylinder lubricating oil fed to diesel engine cylinders has a considerable influence on
cylinder liner and piston ring wear rates. The engine builder's recommended feed rates must be closely
followed.
Except in special circumstances, deviation above or below the engine builder's recommended figures
results in wasted oil and the possibility of a scavenge fire in a two stroke engine in the first instance and
increased wear in the latter. Regular checks and any necessary adjustments must be made in order to
maintain the desired oil flow to individual cylinders.
Mechanical cylinder lubricator boxes must be maintained in good order.
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Crankcase Explosions
The most severe dangers faced in the operation of diesel engines are crankcase explosions and
scavenge fires. It is essential that the mechanisms of relief devices for crankcase and scavenge spaces
are maintained in good working order.
Also, lubricating oil samples should be landed regularly to check for irregularities such as fuel
contamination.
In order to prevent a crankcase explosion from taking place, it must be ensured that preventative devices
such as oil mist detectors and bearing temperature alarms are in good working order and tested
frequently.
Should an alarm indicate a high bearing temperature the cause of the alarm shall be investigated and
temporary or permanent measures taken to ensure that there will be no re-occurrence before restarting
the engine and placing it on load.
13-9.13
Scavenge Fires
Fires in the scavenge space of diesel engines can be caused by wear of mechanical components, faulty
fuel injection, inefficient exhaust system, blocked scavenge drains and incorrect cylinder lubrication.
Additionally, it is important to ensure that oil leaks into the scavenge system are prevented and also, the
internal surfaces of the scavenge system are kept in a reasonably clean condition.
A scavenge fire manifests itself by an increase in the exhaust temperature of the affected cylinder, surging
turbo blowers, smoke from the turbo blower air inlet filter and the scavenging air box will also be
noticeably hotter. If the fire is violent, a smoky exhaust and decreasing engine revolutions may occur.
Violent blow-by can cause smoke, sparks and even flames to be blown out when the respective drain cock
is opened.
13-9.14
Measures to be taken in the Event of Scavenge Fires
Warning: Do not stand near to the crankcase doors and relief valves, because of the danger of crankcase
explosion
Call the Chief Engineer and advise the Bridge.
Follow the relevant vessel Standing Orders using the manufacturers guidelines as a basis for the
actions of the Engineering Staff.
13-9.15
Operation on less than all Main Engines
On multiple engine installations (geared or twin screw) it is sometimes necessary to operate on less than
all main engines. In such instances, care must be taken so as not to overload the running engines, and
speed adjusted accordingly.
13-9.16
Gearboxes
Gearboxes must be frequently examined for signs of gear tooth wear, damage or change in the gear tooth
markings must be reported to the Ship Manager/Fleet Manager immediately.
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Auxiliary Engines
It is the Chief Engineer's responsibility to ensure that items due under STAR (Planned Maintenance
System) are properly serviced/overhauled by competent Engineers and Ratings.
13-10.1
Operating Procedures
Whenever possible the auxiliary diesel engines shall be barred over by hand prior to starting the
machines, including planned change-over of machines fitted with automatic starting arrangements.
The relevant procedure(s) regarding the starting, putting on and removing from the switchboard and
shutting down should be followed at all times unless emergencies dictate otherwise
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Boilers
The Chief Engineer shall always be fully aware of the general condition of any boiler in his charge. The
necessity for thorough and systematic internal and external inspections cannot be too highly emphasised.
During the inspections the Chief Engineer shall be satisfied that the heating surfaces are clean and free
from obstruction. The boiler mountings, gauge glasses, drain valves and soot blowers should be seen to
function correctly. Should corrosion or malfunction be observed then this must be reported in detail to the
Ship Manager/Fleet Manager immediately.
To reduce the risk of accidents due to blowbacks, the lighting up and shutting down of boilers shall be
carried out by Engineers only.
13-11.1
Boiler Operation
Warning and safety devices are fitted and shall be maintained in good operating condition in order that risk
to both personnel and the vessel is minimised.
This is particularly true of boiler water level alarms, cut outs and flame detection monitors. These devices
must be checked and maintained within the manufacturers guidelines to provide safe working margins
Malfunctions of any such device must be corrected immediately if noted. If, however, this is not
immediately possible, notices must be posted warning all operating personnel of the potential hazard or
the unit tagged and isolated depending on the fault that has been found.
13-11.2
Entering the Boiler
Prior to any person entering a boiler, the Chief Engineer shall confirm that the boiler is isolated from other
boilers under steam, the correct valves are securely closed and locked and all the possible precautions
have been attended to. Requirements for Confined Space Entry procedures and permits should be strictly
complied.
When a boiler is emptied, care should be taken that it is thoroughly drained and free of pressure or
vacuum before any work commences.
The top manhole door should be displaced before the bottom/side door or hand-hole covers are removed.
Officer Trainees (engine) shall only be allowed to remove these doors under experienced supervision.
Only low voltage (i.e. 32 volts) lighting shall be used inside boilers during cleaning operations.
13-11.3
Lighting up
It is imperative that the correct operational procedures are adhered to when lighting up boilers. Before
lighting up a boiler all protective circuits must be checked and under no circumstances should any of these
devices be overridden.
The Chief Engineer should confirm that all work has been completed; tools etc removed and that support
systems are ready.
With a variety of boilers types for heating and propulsion that use different types of liquid or solid fuels
manufacturers recommendations and the experience of the Engineering Staff should be used when writing
the guidelines for lighting up from either, reduced pressure (after a short shut down) or cold.
Rates of firing should be controlled to stay within the manufacturers time versus pressure curves or given
rates of firing. If work such as refractory replacement has occurred this may result in reduced firing rates
or stopping of firing to allow the boiler to soak.
13-11.4
Boiler Out of Service
When a boiler is to be out of service for some time, care must be taken to avoid internal corrosion.
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The manufacturers will usually recommend two methods of storing the boiler. The first being the complete
filling with treated water. The second being complete drying and the use of a desiccant.
The Chief Engineer in consultation will the Fleet Manager will choose the most appropriate method.
13-11.5
Hydraulic Test
If boiler repairs are so extensive as to require a hydraulic test, the boiler must be filled with hot water,
when practical and tested to a pressure of one and a half times the working pressure. As it is necessary to
gag the safety valves for this purpose, the Chief Engineer shall ensure that under no circumstances is this
pressure exceeded. The pressure must be built up and released as slowly as possible to avoid shock on
pressure joints.
13-11.6
Drains
Where drain returns from fuel or lubricating oil heaters, or fuel tank coils, are led back to observation
tanks, the utmost vigilance is necessary to avoid carryover of oil into the boiler feed system. Observation
tanks are usually provided with oil detection equipment so that a leakage of oil into the condensate returns
can be detected. These must be checked at regular intervals during each Engine Room Watch.
13-11.7
Steam Pipes/Valves
Great care shall be taken to keep steam pipes effectively drained and therefore, stop valves or their
bypass valves should be opened gradually.
The Chief Engineer should be satisfied that all Engineers understand the causes and effects of "water
hammer".
Great care should be taken that all systems to be opened for inspection or maintenance have no residual
pressure or vacuum in the system. All pipe work should be completely drained of liquid.
Surrounding pipes and valves directly related to the system on which work is being performed should be
checked for leakage so as to prevent a build up of pressure, vacuum or liquid that could suddenly be
vented at the site of work.
13-11.8
Treatment Records
The chemical manufacturer's water treatment instructions which are supplied to each vessel must be
followed.
The boiler water and condensate should be tested at least twice weekly and the results logged. Printed
forms are provided for recording this data.
The cause of any contamination should be eliminated rather than an attempt to correct the condition by
excessive dosage and blowing down. In every case where abnormal amounts of salt reach the boiler, a
report giving the full circumstances must be forwarded as soon as possible to the Ship Manager.
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Main Boilers
Boiler Water
Low pressure/Auxiliary boilers shall be operated with suitable water treatment and should be filled and fed
with distilled water if a distilled tank is installed, potable water is permitted otherwise. Only in an extreme
emergency, may water other than distilled water/potable water be used and then correct boiler water
treatment shall be implemented until the boiler water chemistry returns to normal values.
The contracted chemical supply company will advise on a suitable treatment and dosage regime to keep
the boiler, feed and condensate within the manufacturers guidelines
13-12.2
Superheaters, Economisers and Air Heaters
Superheater and economiser elements shall be kept free of soot deposits by the regular and proper use of
the fitted soot blowers. The extent to which the blowers will require to be used will vary with the fuel in use
and the Chief Engineer will need to be guided by the manufacturer's recommendations, past experience
by pyrometer readings of steam and flue gas temperatures regarding the most suitable routine to adopt.
Air heaters will require periodic cleaning to maintain their efficiency and experience and the vessels
schedule will dictate the frequency of cleaning.
13-12.3
Fires in Superheaters, Economisers and Air Heaters
Soot fires in superheaters, economisers and air heaters are generally attributable to the following causes:
Improper operation of fuel oil burning equipment leading to poor combustion and the deposition of
excessive soot on heating surfaces.
Improper use of the soot blowers
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Fire Precautions
Boilers
Oil fired boilers inevitably constitute a serious fire hazard and a number of fires on board vessel have
occurred attributable to the boilers.
Strict attention must be paid, at all times, to the cleanliness of the boiler flat, and drip trays below furnaces
must be kept clean and oil free.
All fuel oil pipes, valves, connections, etc., shall be maintained oil tight. Burners shall be overhauled and
cleaned at regular intervals to maintain them in an efficient condition.
Automatic and remote shut-off controls shall be tested at regular intervals to ensure satisfactory operation
in the event of an emergency.
13-13.2
Incinerators
Because of the large variation in materials and liquids burned in incinerator units, the combustion process
will not always attain optimum conditions. Soot and carbon deposits are therefore likely in incinerator
uptakes. Such uptakes must be regularly inspected and cleaned whenever necessary. The frequency of
such inspections shall be indicated by circumstances and experience.
When such inspections are carried out they shall be entered into STAR (Planned Maintenance System) or
the relevant work book.
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Electrical and Electronic Equipment
The Chief Engineer has responsibility for the maintenance of the vessel's electrical installation.
13-14.1
Maintenance
The electrical equipment throughout the vessel must be maintained in a safe and reliable condition and in
accordance with the Planned Maintenance Schedules. The Chief Engineer shall be satisfied as to the
acceptable reliability and safety standards of the equipment by regular personal inspections.
Voltages in excess of 55V are considered to be lethal. Circuits must be isolated and tagged according to
ASPs Lock Out Guidelines as necessary before commencing work and appropriate safety procedures
and permits used.
13-14.2
Motor Starter Electrical Isolation
Owing to the variety of switchboards and starters, the methods of obtaining isolation security varies and it
is thought this could cause confusion and possibly a dangerous situation with personnel transferring
between vessels using different methods.
The common procedure shall be followed on the ASP Ship Management vessels.
The Second (First) Engineer shall over see the isolation of the starter, instructing an Engineer to effect the
isolation of the starter on commencement of repairs and the same Engineer (if possible) to re-activate the
starter after completion of repairs having assured him that it is safe to do so. This restoration must always
be done with the system in manual position until after the isolating switch/breaker is closed.
Locking out of the isolating switch/breaker into the off position is to be wherever possible by the use of a
Yellow padlock and Out of Service tag.
13-14.3
Insulation Readings for Marine Electrical Equipment
In order to fulfil the requirements of Classification Societies, the lowest permissible insulation reading
using a 500V megger on motors, starters and cables will be 1 megohm. Lighting and control circuits,
according to position and use, will be satisfactory when a minimum value of 1 megohms (100,000 ohms)
is attained when measured with a 500V megger.
All insulation readings must be maintained at a level above those quoted above and particular care should
be taken when the vessel is operating in low temperature areas or in drydock. When condensation is
present, regular tests should be made on motors not in use and any machinery having a reading below
that stated above should be investigated as to the source of the problem. Regular inspections should be
made of motors fitted with anti-condensation heaters to ensure such heaters are fully operational.
When testing insulation values of equipment containing semi conductor type devices (diodes, thyristors,
transistors, etc.), care should be taken to ensure they are not subjected to megger voltage.
When testing any circuit or component situated in, or part of, an area classified as dangerous or
hazardous, a certified intrinsically safe megger must be used.
13-14.4
Automatic Start-Up After Blackout
At a period as specified by the Flag State or the STAR (Planned Maintenance System) a simulated
blackout to test the system shall be carried out to ensure that the system is fully operational.
13-14.5
Standby Alternator Start-Up System
At a period as specified by the Flag State or the STAR (Planned Maintenance System) a simulated
condition to test the start-up of the standby alternator should be used to ensure that the system is fully
operational.
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The emergency alternator shall be test run each week and when practical, put on load for at least one
hour.
13-14.6
Wiring, Light and Power Circuits
Moisture, heat, overloading and mechanical damage can have a serious effect on the electrical insulation.
Wiring on open decks and other defined hazardous spaces shall be regularly inspected and damage
reported. The integrity of intrinsically safe and flame-proof equipment must be preserved in accordance
with the manufacturers instructions.
When repairs, conversions or renewals are executed, the Chief Engineer must be consulted prior to work
commencing. The Chief Engineer must ensure that the wiring has not been damaged, misused or
rendered unsafe in any way. Drawings detailing any modifications carried out must be supplied and those
drawings onboard are to be amended to show such alterations. There shall be no unauthorised
interference with lighting and power systems. The fitting of extra lighting, or appliances, should only be
authorised by the Chief Engineer. The Ship Manager shall be informed of all such additions and drawings
modified accordingly.
The Chief Officer is responsible for the rigging of portable electric lighting on deck as required. The fittings
shall be maintained in good order by the Engineering Department.
Portable equipment shall be maintained as required. Inspections and testing (V-ENG-014 - Testing of
Portable Electrical Equipment Checklist) shall be pursuant to Flag State, STAR (Planned Maintenance
System) or local regulation. Records of inspections are to be kept o the vessel.
13-14.7
Alternators, Motors and Control Gear
Maintenance of this equipment must be carried out as laid down by the manufacturer's Planned
Maintenance Schedules. The maintenance of this machinery in a fully efficient working condition can only
be achieved by careful and frequent inspection. Cleanliness is imperative. Faults, however trivial, shall be
investigated and remedied without delay.
13-14.8
415V Switchboards
Circuit breakers must not be racked out to the isolated position whilst on load, as this action will result in
serious damage to the breakers and any person undertaking the racking out operation. The racking out
facility is only provided for servicing the circuit breaker and the Chief Engineer must ensure that all
Engineering Officers are aware of the danger involved in attempting to isolate the circuit by racking when
on load and the circuit breaker has failed to trip. An arc flash hazard also exists if this process is not
undertaken in the correct manner.
13-14.9
3.3kV/6.6kV Switchboards
Before work is carried out on any item of 3.3kV equipment, i.e. machines, transformers, or switchboards, it
is imperative to carry out the earthing procedure provided on the circuit breaker for the equipment. The
interlock key fitted to the circuit breaker must be removed and retained by the responsible person in
charge of the operation. This should normally be the vessel's Second (First) Engineer.
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Electrical Power Supplies on Deck

General
Where feasible and considered necessary for safety reasons electrical power supplies to the deck should
be isolated when not in use. This requirement shall apply to all electrical power supplies on deck or in
cargo spaces, and is applicable to both port and sea conditions.
Deck machinery motors, when fitted with anti-condensation heaters, are supplied from 220V circuits
external to the deck machinery power supplies and these heater circuits should be energised only when
the relevant deck machinery units are not in use.
13-15.2
Electrical Fittings on Tankers
Electrical fittings outside the accommodation of tankers shall be gas tight. All communication systems and
other electrical appliances outside the accommodation shall hold an intrinsically safe certificate. Such
equipment shall also be fitted in spaces that form part of any air lock between the accommodation and
deck.
On combination vessels, container vessels or others where socket outlets for dry cargo working lights are
installed, master switches are fitted in the accommodation so that they can be securely isolated when oil
cargoes are being carried.
These equipments have a certificate of approval, stating the conditions which ensure their explosion proof
characteristics.
A list of such equipment should be compiled and maintained with the Chief Engineer. A schedule should
be implemented so that, all such equipment are inspected and maintained annually. Equipment may be
divided into 12 groups. 1 group is to be inspected per month. So that inspection of all the equipment is
completed in a 12 month period.
13-15.3
Purpose
This procedure is established to provide proper guidelines related to electrical work, to ensure that the
necessary safety measurements are taken, and that work is carried out in compliance with regulations and
recommendations in force.
13-15.4
Responsibility
It is the Masters responsibility to permit electrical work, as well as supervise the personnel involved in the
operation. He shall ensure that the Chief Engineer issues an Electrical Isolation permit V-PER-003 prior
to such work, and that Permit is cancelled on completion of the job.
13-15.5
Work Performance
Whenever it is necessary to carry out work on an electrical equipment or electrical circuit, "Electrical
Isolation permit" V-PER-003 shall be completed.
Whenever work needs to be carried out on electrical equipment, or electrical circuits safety precautions
listed in Section 2 of the "Electrical Isolation permit" V-PER-003 shall be complied.
If work needs to be carried out on electrical equipment or electrical circuits with an operating voltage
exceeding 230V, additional safety precautions listed in Section 3 of the "Electrical Isolation permit" VPER-003 shall be complied.
This permit covers maintenance and any subsequent testing that forms part of the re-commissioning.
The use of portable electrical equipment on wandering leads is prohibited unless the area which the
equipment are to be used is gas free for hot work and a hot work checklist/permit issued.
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Special Requirements for Ex & IS rated Equipment
It is the responsibility of the Chief Engineer to implement this procedure and to ensure compliance with
applicable rules, regulations, codes, guidelines and standards. All shipboard personnel who are assigned
tasks covered by this procedure shall comply with this procedure.
13-15.6.1
Work Performance
For the purpose of this procedure, the following definitions apply:

Explosion-proof apparatus (Ex): "Apparatus enclosed in a case that is capable of withstanding an
explosion of a specified gas or vapor that may occur within it and of preventing the ignition of a specified
gas or vapor surrounding the enclosure by sparks, flashes, or explosion of the gas or vapor within and that
operates at such an external temperature that a surrounding flammable atmosphere will not be ignited."
An Exd rating means that the equipment can withstand an internal explosion without igniting the outside
atmosphere. Ex e is an increased safety rating.
Light fittings in gas hazardous areas must be Exd rated.
Intrinsically safe apparatus (IS): "Apparatus in which all the circuits are intrinsically safe."
Intrinsically safe circuit (IS): "A circuit in which any spark or thermal effect is incapable of causing
ignition of a mixture of flammable or combustible material in air under prescribed test conditions."
13-15.6.2
Testing of Ex & IS equipment
When carrying out electrical testing in hazardous areas, the vessel shall:
Not carry out insulation resistance test in such a way that the safety devices and insulation used in
intrinsically safe apparatus and circuits are damaged by excess test voltages.
Not open any apparatus in a danger area until it has been made dead and effective measures such as
locking-off the isolating switch have been taken to prevent its being made live again inadvertently.
Where necessary to restore power supply before the apparatus is reassembled, test the atmosphere using
a suitable gas detector and continue testing during the operation:
Make the hazardous area gas free before testing.
Carry out insulation resistance test using a 500 Volt DC tester of a certified intrinsically safe
design in case the hazardous area cannot be made gas-free.
Use spark free safety tools only.
Leave the insulation tester on for at least a minute after completing the test to ensure that the
circuit has been completely discharged.
Do not Megger test IS equipment.
Hand driven generator insulation testers, if used, the test leads should be firmly connected
throughout and on completion of the test they should not be detached until the circuit has been
discharged through the testing instrument (to be left for 1 minute after test is finished). Maker
instructions for safe use of devices should be adhered to.
13-15.6.3
Maintenance & inspection of Ex & IS equipment:
Before attempting any maintenance on Ex or IS equipment, the vessel shall check for any particular
inspection and overhaul instructions given by the manufacturer.
When carrying out maintenance, the vessel shall:
Ensure the units are intact and no physical damage sighted
The sealing integrity of the equipment must always be maintained:

o
The cable and gland connection must be in good intact condition
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Cable/ wiring must be in good condition
Packing / sealing arrangement must be in good order; and the unit still in isolatedprotected condition
The bolting arrangement must be in good order, without any loose bolts or missing bolts
Carry out maintenance in such a way that it does not make the operation of the apparatus less
safe than its original certified state.
Not carry out any temporary lashings, refit with wrong sized components, or fail to employ the
correct number of cover bolts.
Ensure there are no missing bolts and any replacements bolts are equivalent strength and
specifications as the originals.
Ensure all mountings are secure since corrosion and vibration on board vessels can cause
premature failures.
Examine the flame-path for signs of corrosion or pitting. The flame paths of explosion-proof lights
should not be painted over. When cleaning the flame-paths, use a non-metallic scraper and/or a
suitable noncorrosive cleaning fluid.
Check for Corrosion as this will reduce the enclosure strength. To ascertain the extent of
corrosion, remove dirt, loose paint and surface corrosion. If only the paintwork is deteriorating, the
enclosure should be repainted to prevent further corrosion. The enclosure should be replaced if
required.
Examine the cement used around equipment enclosure; both inside and outside. A complete
assembly must be fitted if the cement is found eroded, softened or damaged.
Check lamp glass; if cracked or broken a complete new lamp glass assembly should be fitted.
Clean the lamp glass.
Use Correct type of equipment: all spares, bulbs etc used should be of correct type as per maker
specification
Ensure that the manufacturer's manual is consulted for detailed maintenance procedures
Carry out a Risk Assessment prior any work on IS / Explosion proof equipment.
Proceed with the servicing, only when the Hazardous atmosphere is eliminated.
When carrying out re-assembly of equipment, the vessel shall:
13-15.7
Ensure that the unit housing in good condition.

The sealing integrity of the equipment is maintain; hence maintaining the "Approval status & the
Safety Features of the unit".
o Cables gland connection in good intact condition
o Cable conduit and wiring in good condition
o The packing & sealing arrangement in good order; and the unit still in isolatedprotected
condition.
o The bolting arrangement in good order, without any loose bolts or missing bolts.
Lightly grease all flame-paths and threaded components with an approved form of non-settling
silicone grease.
Ensure that blind tapped holes are free from accumulated dirt or excessive grease which can
prevent the correct closure of flame-paths, or cause damage to the tapped components.
When renewing components, use new components of the correct rating.
Ensure bolts are not over-tightened as this can distort flame-paths, cause excessive stress on the
enclosure or distort weather proofing gaskets, if fitted, allowing the ingress of liquids and dust.
Check the housing is installed in accordance with the requirements of the installation, particularly
the classification of the area if it is hazardous and the correct rating of lamp is fitted.
Remove any build-up of dust outside and in the Ex enclosure which can cause overheating as
well as act as a corrosive agent.
Chief Engineer/Second Engineer to verify the status prior putting the unit back to operation.
Cold Work on Electrical Equipment
Work shall not be carried out on any apparatus or wiring, nor shall any flammable-proof or explosion-proof
enclosures be opened, nor the special safety characteristics provided in connection with standard
apparatus be impaired, until all voltage has been cut off from the apparatus or wiring concerned. The
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voltage shall not be restored until work has been completed and safety measures have been fully
reinstated.
13-15.8
Hot Work on Electrical Equipment
Hot Work on Electrical Equipment is prohibited unless the area has first been made safe and certified gas
free and is maintained in that condition as long as the work is in progress. V-PER-002 - Hot Work Permit
shall be issued. The requirements in VOM Chapter 3-3.3 shall be observed
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Steering Gear
The Chief Engineer is responsible for the reliable operation and maintenance of every part of the system
and shall inspect the control systems daily.
13-16.1
Testing
Failure of the steering gear involves serious risk to the vessel, personnel and cargo. Loss of steering can
lead to the loss of the entire vessel with a possible serious impact on the environment. The OOW shall
satisfy himself by trial that the remote manual steering gear is working satisfactorily after prolonged use of
the automatic pilot, and before entering areas where navigation requires special caution. The OOW
should report to the Chief Engineer if after switching to hand control from the bridge the steering does not
respond as expected.
The Duty Engineer shall also ensure that the main steering gear, auxiliary steering gear and all associated
equipment is thoroughly tested in accordance with the relevant checklist (V-ENG-013 - Steering gear test
& checks) before the vessel leaves port or anchorage. These checks should be entered in the Engine
Room Log Book.
After any overhaul the steering gear must be test run to the satisfaction of the Chief Engineer.
Emergency steering arrangements shall be tested at intervals not exceeding that recommended by the
Flag State, local or STAR (Planned Maintenance System). Any necessary reduction required in the
vessel's service speed to affect these checks should be implemented. This periodic checking should be
entered in the Deck and Engine Room Log Books.
13-16.2
Operation
The steering gear shall be inspected by the Chief Engineer at the commencement of the working day on
vessels operating in the UMS Mode.
In the event that vessels are operating with a manned Engine Room, the steering gear is to be inspected
by the Engineer in Charge of the Watch. Any defects located during checks must be rectified or reported
immediately to the Chief Engineer.
Two steering gear pumps shall be run together whilst on standby or in confined waters, except where
specific instructions have been issued to the contrary. One pump shall be run in open waters. If the
second pump is to be stopped in the engine room, confirmation must be obtained from the Master that the
vessel is clear of confined waters and heavy traffic.
It is important that the Mates should have a working knowledge of the control equipment in order to
observe and bring to the attention of the Chief Engineer any faults in the system.
It is the Masters duty in consultation with the Chief Engineer's to give instruction, as required, to Mates in
the methods of changing from automatic to hand steering and emergency or vice versa. He shall also
ensure that simple operating instructions, with a block diagram showing the changeover procedures for
remote steering gear control systems to emergency steering, are displayed as required by SOLAS.
The steering gear hydraulic pump must not be kept running for prolonged periods without rudder
movements. To prevent overheating and seizure, the rudder must be moved from amidships at times
deemed appropriate by the Chief Engineer. Hydraulic oil to be regularly tested by approved tester.
13-16.3
Steering Failures
All Officers on vessel's fitted with either electric/electric or electric/hydraulic steering control systems must
be conversant with the procedure for changing over the steering gear control from "Auto" to "Hand" and
from one control system to the other.
If a steering failure occurs when using auto-pilot steering the first action must be to transfer to Manual then
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Auxiliary Machinery
Auxiliary Pumps and Motors
Significant reductions in the amount of time spent pumping bilges can be gained by reducing water
leakage from centrifugal and reciprocating pumps and their associated valves and pipework. There will
also be reductions in external corrosion and the risk of electrical earths and burnouts. Glands should be
well packed with the appropriate packing and gland leakage reduced to a minimum. Pipes and their
respective joints and unions should be tight and in good condition.
Centrifugal pumps shall not be allowed to run dry and positive displacement pumps must not be started or
run against closed valves.
It is the responsibility of the Deck Department to request water or air on deck and to advise the
Engineering Department when water or air is required on deck.
13-17.2
Heat Exchangers
Substantial loss of heating/cooling capabilities will result if deposits (i.e. marine growth, sludge and mud)
are allowed to build up on heat exchangers. Regular cleaning as specified in the Planned Maintenance
Schedule will reduce this, but observation of valve positions or coolers/heaters on line may indicate
deterioration of heat transfer.
Increasing the velocity of coolant by use of extra pumps should be avoided as tube and division plate
erosion may occur and the plates will be distorted due to operation under non designed working
pressures.
13-17.3
Bilges
All Engineers shall be familiar with the requirements of MARPOL 73/71 Annex I that are to be adhered to
at all times.
The Chief Engineer is responsible for controlling the handling and processing of liquid residues from
Engine Room bilges and bilge holding tanks. Written instructions shall be posted by the Chief Engineer
regarding the manner in which these operations are to be carried out. These instructions will be made
known to all Engineering Department Staff.
The maximum capacity (98%) and associated sounding and ullage of each tank used for bilge waste or
sludge must be clearly posted in the Engine Room or Engine Control Room. Where tanks are fitted with a
high level alarm or indicator, the sounding and capacity at which the alarm is set must be clearly identified.
All these tanks and the bilges must be sounded on a daily basis and the results recorded in the Engine
room sounding book.
Sounding pipes are not to be fitted with any form of hold-open device.
When the Engine Room is in UMS mode and the bilge pumping is operated in automatic mode, the level
in the holding tanks must be checked during final Engine Room rounds each day. There must be sufficient
space for any volume likely during the night.
Ballast and General Service pumps shall not be used for pumping out Engine Room bilges, except in an
emergency.
Any pump which can be used for emergency discharge of Engine Room bilges and other contaminated
oily bilges and/or can be connected to the bilge pumping system is to be clearly marked at the pump:
This pump can be connected to discharge oily bilges overboard. Ensure that oily bilge suction
valve/s are closed prior to starting
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The pumps oily bilge suction valve/s should be tagged/seized closed with light visible retainer that will
indicate if the valve has been opened and not impede its use in an emergency. Bilge Valves should not be
padlocked. The Emergency Bilge Suction is to be ready for use at all times and a maintenance routine is
to be entered into Star and tracked on a monthly basis. A local procedure is to be documented for
reference that details the procedure for testing the valve in line with Class, SIRE, FSI and PSC
inspections.
It is important that machinery spaces be kept clean. The use of cleansing agents is one of the primary
means of achieving this, and it is realized that most cleansing agents eventually end up in the bilge.
Chemicals and detergents used for cleaning in the machinery spaces must be compatible with the oily
water separator on board. This ensures that the performance of the OWS is not affected.
Prior to ordering and using cleaning chemical products the data sheets of chemical supplier and the oily
water separator manufacturers instructions must be referred to in order to ensure compatibility.
Use of Quick Separating Detergents (QSDs) are preferred in machinery spaces as they do not produce
an emulsion or they have the ability to break the emulsion a short time after it is formed.
Use of emulsifying detergents is to be avoided. The grease and oil is broken up into fine droplets which
form an emulsion that can be quite stable. These emulsions have an adverse effect on the performance of
the OWS. As most hand washing lotions or gels belong to this type special care should be taken when
using these products or alternatives considered, for example the use of waterless hand cleaner or hand
cleaning wipes etc.
Care should be taken to avoid draining different types of cleansing agents into the bilge at the same time.
Otherwise, emulsions may be formed which may even be permanent.
Avoid using household types of cleansing agents in the machinery spaces as these are emulsifying
detergents. However if this is unavoidable arrangements should be made to prevent the effluent from
draining into the bilge.
Vessel's equipped with incinerators should make maximum use of them to dispose of sludge. If this is not
possible then sludge should be transferred to appropriate reception facilities.
13-17.4
Oily Water Separators
The oily water separator and the overboard discharge line shall always be left free of oil and the bilge
water holding tank be discharged via the oily water separator whenever the opportunity arises, providing
the oil content of the oily water mixture is within the limits stipulated in MARPOL 73/78 Annex I and in an
approved area.
All routine overboard discharges must only be carried out:
By a member of the Engineering Department.
Vessels should be on route and outside port limits.
Using the appropriate oil content monitor with an alarm setting of 15 ppm and has the appropriate
oil filtering equipment, as specified by MARPOL 73/78 Annex I.
Vessels should be more than 12 nautical miles from land and be en route, except when travelling
through the Great Barrier Reef and surrounding areas and en route.
Vessel may only dispose of Engine Room bilges overboard within Special Areas in accordance
with MARPOL Annex I, Regulation 15 (B).
All other overboard discharges must be outside the Special Areas designated by MARPOL 73/78
Annex I.
If the oil content is above the limits required by MARPOL 73/78 Annex I, the mixture must be retained on
board until it can be pumped to reception facilities ashore.
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Discharge is not permitted in Special Areas if the vessel is not fitted with an alarm arrangement and
automatic stop on the Oily Water Separation/Filtering Equipment. In Addition all Local regulations should
be complied with.
Before commencement of discharge of oily water from the machinery space, the responsible Engineer
shall:
Notify the Officer in Charge of the Navigational Watch regarding the proposed discharge and
request confirmation that the vessel is in compliance with MARPOL Annex 1 Regulation 15.
Request and note the vessels position (at the time of commencement and completion of
discharge operations), provided by the Officer in Charge of the Navigational Watch.
Make entries for each discharge regarding, time of commencement and completion of the
discharge operation and the quantity discharged.
During the period of the operation the Bridge Watch Keeper should be vigilant for any sign of
pollution and the operation must be suspended if any trace of oil is apparent. NOTE: Discharge
is not permitted during the hours of darkness.
Advise the Bridge Watch keeper on completion of the operation.
The Chief Engineer is responsible for ensuring that the Engine Room Oil Record Book is maintained
correctly. This must be strictly in accordance with the instructions laid out in the cover of the Book
At all times a vessel must have a fully functioning OWS to comply with MARPOL Annex I, regardless of
the fact that a vessel may use alternate approved means to dispose of Engine Room slops. (The Flag
State may give a specific operational exemption to this, subject to other approved conditions listed in
MARPOL Annex I).
Chief Engineers are to ensure that OWS equipment testing, maintenance and training requirements are
listed/flagged in the vessels PMS and shall be tested in accordance with as per V-ENG-025 - UTM OWS,
OCM Check List.
The accuracy of the 15 ppm Bilge Alarms should be checked at IOPP certificate renewal surveys
according to the manufacturers instructions. Alternatively the unit may be replaced by a calibrated 15 ppm
Bilge Alarm. The calibration certificate for the 15 ppm Bilge Alarm certifying date of last calibration check,
should be retained onboard for inspection purposes. The accuracy checks can only be done by the
manufacturer or persons authorized by the manufacturer. A copy of this certificate shall be maintained
with the Oil Record Book (Part I).
Laminated copies of each Poster V-ENG-026 - Avoid Penalties and V-ENG-027 - Report Violations
shall be displayed on the Bridge, ECR, CCR, Officers and Crew Mess Rooms of each vessel. Each crew
member must sign a separate form V-OAM-018 - Policy Verification Record to indicate that they
understand the two posters and shall comply with the requirements.
13-17.4.1
Failure of Oil-Water Separation/Filtering Equipment
In case of failure or malfunction of the Oil-Water Separation/Filtering Equipment, and/or its alarm and
automatic stopping device, the same must be brought to the attention of the shipboard management team
(that is, the Master, Chief Engineer, Chief Officer and Second Engineer) immediately. Master shall report
malfunction or failure of the equipment to the superintendent of the vessel by the quickest means and
further report it as non-conformity. All requirements as per VOM 4.8 to be complied with.
Further necessary action for malfunction or failure of the Oil-Water Separation/Filtering Equipment shall
include:
Record the malfunction or failure in the Oil Record Book (Part 1)
Instruct all concerned shipboard personnel about the condition and ensure that the equipment is
not used until it is brought in order.
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Conduct risk assessment to ensure that all oily water from machinery spaces is retained on board
(identify alternative storage locations if required) until a reception facility has been identified.
Prepare an urgent requisition, ordering the necessary spare parts or service.
The Ship Manager shall inform the Owner about the situation along with the actions taken to bring the
equipment in order.
Any maintenance carried out on the Oily Water Separation/Filtering equipment and alarm, will require
approval from the Ship Manager.
13-17.4.2
Sealing of Discharge Valves and Piping
In order to ensure that all flanges in the Oil Filtering Equipment overboard piping arrangement are secure
and tamper-proof, the Chief Engineer shall confirm that arrangements, as per Figure 13-17.4.2.1, have
been made on board.
Figure 13-17.4.2.1
A hole shall be drilled in all flanges from the 3 way valve to the overboard valve and seals attached. The
seal number shall be recorded in the engine log book. If the seal has to be opened, the Master shall obtain
concurrence from the vessels superintendent and/or Technical Manager.
Also, the valves which form a part of the emergency bilge arrangement have to be sealed in such a way
that the valves cannot be opened by accident. The seals shall be fitted between the valve wheel and a
strong point on the vessel, in a way where it can easily be broken in case of an emergency. Similar
sealing arrangements shall be provided for all other valves and flanges that can be used for pumping out
the bilges or oil residue from machinery spaces Records of seal numbers along with location shall be
maintained in the ER log book.
The Officer in charge of the engineering watch shall ensure that the seal(s) mentioned above are intact
during each watch, before signing the Engine Log Book. The officer in charge of the engineering watch
shall not hand over the watch to the relieving officer if there is reason to believe that the any seal is not
intact. In such case, the Chief Engineer shall be notified. Prior to taking over watch the relieving officer of
the engineering watch shall ensure that the seal on the machinery space bilge overboard line flanges are
intact.
13-17.4.3
Control of oily discharge from Auxiliary Machinery Spaces
(E.g. forward hydraulic pump room, bow thruster room, steering machinery room)
Where there is a possibility of hydraulic, fuel or other oil accumulating in internal space bilge wells,
adequate arrangements shall be in place for its disposal. Where hand pumps or ejectors are fitted,
pollution prevention notices shall be posted and the overboard valves shall be secured against accidental
opening.
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13-18.1
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Refrigeration and Air Conditioning

Responsibility
The running and maintenance of refrigeration machinery is the responsibility of the Engineering
Department, the Chief Engineer being ultimately responsible for the correct temperatures being
maintained, and the satisfactory operation of all equipment.
It is important that the Engineering Staff clearly understand the refrigeration cycle before any overhauls,
repairs or adjustments are made. The manufacturer's instruction books should be read and understood by
the Engineers responsible for the running and upkeep of the plant/machinery.
Suitable operating instructions should be prominently displayed adjacent to the machinery in order that the
newly joined Engineering Department personnel may rapidly become familiar with the starting, operating
and stopping procedures.
13-18.2
Machinery
The machinery includes: a) Domestic refrigeration machines for perishable stores.

b) Air conditioning machines and all associated equipment.
c) Refrigerated Cargo Spaces and containers as required.
d) Stand alone units such as fridges, water coolers, ice machines and cold servery.
In general, when machines are required they should be run continuously using the automatic control to
maintain steady temperatures.
13-18.3
Gas
It is important that gas losses are minimised in the direct expansion system. The refrigerants in use are
R22, R12 and R134a, CO2 and Ammonia. R12 is now banned and should not be in use; however there is
some equipment in use still using this gas. These gases are expensive and environmentally damaging,
and therefore the system must be kept in an absolutely gas tight condition. All systems must be gas tested
in accordance with Planned Maintenance Schedules or whenever systems have been opened up for
repairs to be carried out.
On no account should the refrigerant be blown off to atmosphere.
Vessels are to use gas recovery methods before carrying out repairs, the refrigerant should be pumped
down to the liquid receiver or the condenser. The final gas removal to be via an approved gas recovery
system into storage bottles.
13-18.4
Maintenance and Adjustments
Compressor cut outs shall be maintained in good working order and tested at intervals as deemed
necessary by the manufacturer and using approved testing equipment and procedures.
Compressors fitted with oil recovery equipment on the gas should be maintained in correct working order.
TX valves should require little to no adjustment and due care should be taken before any adjustments are
made.
13-18.5
Shutting Down/Start Up
When shutting down or starting up a domestic or air conditioning system care must be taken and
manufacturers guide lines should be adhered to.
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In the event of the plant/machinery stopping due to power failure, the compressor suction valve must be
throttled before restarting and then gradually opened. These precautions are to avoid liquid refrigerant
entering the compressor and resultant damage.
13-18.6
Domestic Refrigerated Provision Chambers
The Chief Engineer in conjunction with the Chief Steward shall thoroughly examine all chambers after they
have been defrosted and cleaned. The Chief Engineer shall report upon their condition each voyage.
The arrangements by which the chamber doors can be opened from inside the chambers, the entry
indicator lights and the trapped man alarm bells must be tested weekly and maintained in good order at all
times.
The temperatures of chambers shall be taken as part of the engine room inspections. Domestic
refrigerated chambers temperatures shall be maintained at temperatures prescribed by the relevant state
flag and or the designed temperature parameter for the vessel.
Variations due to storing and defrosts must be minimised.
13-18.7
Self Contained Refrigerated Containers
Insulated containers with integral refrigeration units are equipped with electrical control gear to allow
operation on vessel's power supply or any of the various voltage ranges at shore establishments.
It is the Master's responsibility to advise the Chief Engineer regarding the number of containers which
require to be maintained under refrigeration, the stowage position, contents and storage temperature.
Refrigerated containers are usually pre-tripped prior to loading. If there is any doubt on the condition and
temperature of the unit, the Chief Engineer has the right to refuse to carry the unit, unless an indemnity is
given by the shipper, or the contents are repacked in another fully functional unit.
It is the Chief Engineer's responsibility to ensure that the power connection is correctly made, that the unit
is operating satisfactorily and that the thermostat has been adjusted to maintain the requested storage
temperature. The container may also be plugged into a common vessel monitoring system. Thereafter,
the unit should be inspected regularly by the Engineering Department.
In the event of failure of units whilst on board, repairs should be affected if possible. Full details of failure
and subsequent action should be reported together with a summary of man hours worked. It is the
responsibility of the Terminal Operator to provide a reasonable amount of spare gear for the type of
refrigerated containers being carried together with necessary instruction/maintenance books and electrical
circuit diagrams.
Each unit contains a machinery record sheet on which the date and a brief description of any failure and
spares used should be entered. This sheet must remain with the unit at all times.
13-18.8
Port Hole Refrigerated Containers
Carriage of port hole containers is restricted to limited trades. The vessel supplies cooled air to the
container to maintain the temperature within the unit. Temperatures to be kept within the consignees
range. Units to be connected to the vessels monitoring system.
It is possible to carry these containers using clip on refrigeration units which are then operated in a similar
manner to integral containers.
13-18.9
Licensed Maintainer's
In the event that shore assistance is required for the repair of refrigeration or air conditioning
plant/machinery only those Contractors approved by ASP Ship Management shall be employed.
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Machinery Outside Engine Room

The Chief Engineer is responsible for all Mechanical and Electrical maintenance of deck machinery;
however the day to day maintenance will often be carried out by the Deck Department at the request of
the Chief Officer. This will generally include the greasing, checking of oil levels and maintenance of
paintwork. The Chief Engineer must be informed of any operational difficulties encountered and will be
responsible for any subsequent repairs.
13-19.2
Windlass, Winches and Cranes
The correct working of the brakes, clutches, gearing, linkages etc. must be ensured. Correct operation of
this equipment remains the Chief Officer's responsibility, in consultation with the Chief Engineer.
13-19.3
Side Thrusters (Bow and Stern)
The thruster motor should be started prior to entering and leaving port and the operation of the thrusters
proved satisfactory. Following the test, the thrusters should be left on line in zero pitch or speed.
Upon completion of manoeuvring the motors must be stopped and the main breakers tripped.
If testing of the thrusters is required, the Chief Engineer will consult with the Master as to the preparations
required prior to the test commencing.
All maintenance will be conducted by the Engineering Staff, or shore contractor at the discretion of the
Chief Engineer.
13-19.4
Air Filters
Ventilating and air conditioning filters must be periodically cleaned according to the manufacturer's
Planned Maintenance Schedules. In certain cases the assistance of the Deck Department is required for
the removal of these filters and in such cases the Chief Engineer must organise the operation in
conjunction with the Chief Officer.
13-19.5
Hydraulic Systems
Hydraulic units shall be checked and tested, paying special attention to the prevention of oil leaks and any
necessary maintenance carried out. Special attention must be given to the protection of exposed pipework
from corrosion.
13-19.6
Galley
The Engine Room Department is responsible for the mechanical and electrical upkeep of the galley and
associated equipment through out the accommodation.
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Critical Equipment
Section 10.3 of the ISM Code requires the identification of equipment and technical systems the sudden
operational failure of which may result in hazardous situations.
The equipment defined by ASP as being critical is identified in STAR (Planned Maintenance System) and
the V-ENG-024 Critical List.
All items defined by ASP as being critical must be contained within the vessels planned maintenance
system with suitable work instructions aimed at promoting the reliability of such equipment or systems.
These measures should include the regular testing of stand-by arrangements and equipment or technical
systems that are not in continuous use.
13-20.1
Definition of Critical Equipment
Critical equipment is any essential equipment that if fails can cause harm to the environment, property or
personal.
13-20.2
Overdue PMS of Critical Items
Where the agreed shutdown period for critical equipment or systems cannot be achieved, any extension
or alternative actions will require review by shore management.
13-20.3
Competency standards for Critical Equipment
Any work on critical equipment is only to be undertaken with the knowledge of the Master and Chief
Engineer and supervised by the relevant head of the department.
13-20.4
Maintenance on Critical Equipment
The vessel is to contact the Ship Manager before any works are to be conducted on critical equipment,
A time line of the works is to be sent to the Ship Manager .
A full risk assessment is to be completed by ships staff and reviewed by Ship Manager and DPA. This is
to take into account any written JSAS and other associated permits that may be required.
When risk assessment is approved the ship manager and DPA are to notify the vessel that the works can
When the works are completed the job is to be closed out and updated in the STAR defect reporting
system. The Ship Manager is to that the job is completed and closed out.
13-20.5
Breakdown of Critical Equipment
The vessel is to contact the Ship Manager when there is a defect or a failure of critical equipment,
systems or alarms; the Ship Manager is to acknowledge that he is aware of the equipment failure. The
Ship Manager and Chief Engineer must agree in writing before any works are to be conducted on critical
equipment. Relevant notifications to Class, Flag state and other local authorities as required.
A time line of the works is to be sent to the Ship Manager.
A full risk assessment is to be completed by ships staff and reviewed by Ship Manager and DPA. This is
to take into account any written JSAS and other associated permits that may be required.
When risk assessment is approved the ship manager and DPA are to notify the vessel that the works can
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When the works are completed the job is to be closed out and updated in the STAR defect reporting
system. The Ship Manager is to that the job is completed and closed out.
Taking into account any changes that may arise while work is being conducted on critical equipment; a
contingency plan is to be included in the risk assessment.
The Ship Manager shall review any extension or alternative actions when agreed shutdown period for
critical equipment or systems cannot be achieved. The Ship Manager Company shall review any
extensions or alternative actions when agreed shutdown period of critical equipment or systems is to be
exceeded and permission shall then be sent to the ship in writing with the period of extension granted.
13-20.6
Critical Equipment Competency standards for operation and Maintenance
The operator must have the following competency standards for operating and maintaining critical
equipment and systems:
Operation- An Engineer with a certificate of competency, such as a Class Three or Watchkeepers

License.
Maintenance- A qualified Engineer with a Class Three license or above, however the final tests
and checks must be signed off by the Second/ First Engineer or the Chief Engineer.
Amending parameters, such as changing alarm set points - This can only be carried out by the
Chief Engineer and reported in his weekly report to the Ship Manager with a detailed explanation
on the reasons for change of parameters.
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Calibration and Testing of Critical and/or Essential Instruments
13-21.1
Plant/Machinery Operation
The Planned Maintenance Schedules should be adhered to wherever possible but, as stated in the
schedules, this does not in any way reduce the Chief Engineer's responsibility for the efficient and reliable
operation of the installation. The Chief Engineer must make a continuous personal observation of the
installation throughout the voyage and should inform the Second (First) Engineer of any item he/she
considers in need of attention.
This document describes how the vessel will ensure the accuracy and reliability of measuring and test
equipment critical to its operation. Measuring and test equipment requiring inspection and calibration shall
include, but not be limited to the following:
Navigation equipment
Fire detection system
Evidential standard and screening breathalysers.
Fixed and portable atmospheric monitoring equipment.
Tank gauging systems.
Oily water separator discharge monitoring equipment
Machinery alarms and shutdown devices for machinery.
Pressure and temperature measuring equipment for machinery.
Electrical measuring equipment.
Mechanical and electrical maintenance equipment.
The Chief Engineer and Master are responsible for the implementation and adherence to this procedure.
13-21.2
Definitions
13-21.2.1
Test gauge:
Measuring equipment used to calibrate critical/essential field gauges. The Test Gauge is calibrated
against a Standard Gauge at a period not exceeding twelve (12) months. Once tested, the gauge is to be
marked with the test date.
13-21.2.2
Standard gauge:
Measuring equipment used to calibrate the Test Gauge. These gauges must not be used for any other
purpose. When not in use the Standard Gauge must be stored in the protective case supplied and kept
under lock and key in a store, preferably not in the machinery spaces. The Standard Gauge is to be
calibrated ashore by a recognised test agency at intervals not exceeding two (2) Years.
13-21.2.3
Critical/Essential:
Shutdown or Change over device which if it were to fail would render the associated equipment inoperable
and in turn place the vessel and its crew or the environment in imminent danger. (See V-ENG-012
Critical and/or Essential Sensors & Gauges, Determining Critical and/or Essential Status of
Systems/Equipment, Shutdown, Change Over and Alarm Devices).
13-21.3
Calibration
The Chief Engineer shall ensure all following requirements are included in the vessels planned
maintenance system. If at any time calibration of a test gauge returns an error then past findings using
that test gauge must be re-validated.
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Fire Detection System
In the case where a detection head cannot be repaired or replaced immediately a fire watch or routine
inspection procedure is to be initiated to provide adequate coverage of the affected area until the unit can
be repaired.
13-21.3.2
Evidential standard and screening breathalysers
These devices will be maintained in accordance with Alcohol Control Procedures.

13-21.3.3
Fixed and portable oxygen/gas monitoring equipment
This equipment is to be included in the planned maintenance system.

The Chief Officer shall use the manufacturers test instructions together with on board function testing to
ensure this equipment is kept within recommended tolerances.
The Master shall ensure the unit is calibrated in accordance with the frequency recommended by the
manufacturers.
Should a unit be rendered inoperable it should be given to the Chief Engineer for sending ashore for repair
along with an appropriate requisition.
A copy of the latest calibration certificate is to be kept with the monitor. Previous calibration certificates are
to be kept on board by the Chief Officer.
13-21.3.4
Tank gauging systems
Tank gauging systems will be checked against hand soundings at an interval as given in the STAR
13-21.3.5
Oily water separator
This equipment is essential for the prevention of oil pollution and the Chief Engineer shall ensure it is
calibrated and maintained as per the manufacturers instruction and to the requirements set down by the
statutory authority.
A record of all vessel staff maintenance and calibration will be kept in STAR (Planned Maintenance
System).
The Chief Engineer will keep on record all test certificates for this equipment.
13-21.3.6
Machinery alarms and shutdown devices
All critical/essential alarms and shutdowns shall be tested to ensure operation between Classification and
Statutory surveys.
The Chief Engineer will complete form V-ENG-012 Critical and/or Essential Sensors & Gauges.
Critical/essential alarms and shutdowns listed will be tested at least six monthly.
Records of these critical/essential alarm and shutdown tests will be kept in STAR (Planned Maintenance
System).
13-21.3.7
Pressure and temperature measuring equipment
Any pressure, temperature or flow measuring bench test equipment on board must have a
calibration/test certificate which shall be re-verified as appropriate or at least annually.
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All pressure vessel gauges above relevant to critical pieces of equipment will be tested by a recognised
test agency at the time of survey. Should a gauge be removed from the pressure vessel at any time
between survey, then calibration is to be confirmed by a recognised test agency.
Copies of each calibration certificate for pressure vessel gauges above 5 Bar shall be maintained by the
Chief Engineer.
If it is suspected that equipment readings may be unreliable, then the sensor/gauge shall be checked
against test equipment, if carried on board, or by an authorised shore calibration contractor.
The Chief Engineer will formulate the V-ENG-012 Critical and/or Essential Sensors & Gauges.
Critical/essential pressure, temperature and flow gauges listed will be tested at an interval not exceeding
twelve (12) months.
Records of these critical/essential pressure, temperature and flow gauge tests will be kept in STAR
13-21.3.8
Electrical measuring equipment
All electrical measuring equipment will be maintained and calibrated in accordance with manufacturers
specifications, statutory and classification requirements.
13-21.3.9
Mechanical and Electrical Maintenance Equipment
All inside micrometers will be checked against their standard test blocks before use.
Torque wrenches will be checked by a recognised test agency at intervals not exceeding five (5)
years.
Record of navigation equipment testing will be kept in the bridge equipment test gear book.
Fire detection equipment test results shall be recorded in the Alarm Test Record Book or STAR
A copy of the fixed and/or portable atmospheric monitoring equipment calibration certificate is to
be kept with the monitor.
Tank gauging equipment: A record of checks for all tanks will be kept in STAR (Planned
Oily water separator and ballast water overboard discharge monitoring equipment: A record of all
vessel staff maintenance and calibration will be kept in STAR (Planned Maintenance System).
Records of critical/essential alarms and shutdown tests will be kept in STAR (Planned
Records of critical/essential pressure, temperature and flow gauge tests will be kept in STAR
The Chief Engineer will keep a file of all measuring equipment test certificates.
Copies of each calibration certificate for pressure vessel gauges above 5 Bar shall be kept by the
Chief Engineer.
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Extreme Cold Weather Procedures
13-22.1
Work Performance
Preparation for operating in cold climates shall be carried out well before the vessel arrives in the area.
V-DOP-004 Checklist prior arrival in ice conditions to be used. In extreme cold climates, the conditions
encountered are arduous with rain, snow, frost and low temperatures compounded by wind chill factors,
up to gale force winds and the added risk of freeing spray. Duties, which are normally easy to perform,
become very difficult and time consuming. The safe, efficient operation and navigation of a vessel under
such trying conditions requires extreme care and good planning.
Master and Chief Engineer shall conduct a Risk Assessment (use V-SAF-020) well before entering
extreme cold weather conditions and submit the results of such assessment to the vessels superintendent
for review and approval.
The Chief Engineer is responsible for taking precautions to avoid frost damage to all pipe systems, pumps
and machinery (on deck and in Engine Room) and the Chief Officer for precautions with regard to cargo
lines and other deck equipment.
13-22.2
General Precautions for Extreme Cold Weather
13-22.2.1
Bunkers
Anticipate delays due to extreme cold weather and provide reserves of fuel, fresh water,
lubricating oil, provisions etc. Sufficient stock of anti freeze (glycol) should be kept onboard.
If fuel is carried in the forward deep tanks, all slack spaces at the after end should be topped up
before the cold zone is reached to obviate transferring difficulties under freezing conditions, and
also to reduce loss or contamination should forward tanks become damaged during passage
through ice.
13-22.2.2
Freezing of Rudder
Casualties have arisen as a result of steering failure caused by ice build up on exposed rudder components in
freezing weather. The affected areas are generally at the junctions of rudder stocks and fixed collars or
between fixed rudder protectors and the top surfaces of rudder blades.
As a means of reducing this hazard ships should be trimmed so that the vulnerable areas are not exposed.
Alternatively rudders should be frequently inspected for ice formation and; provide there is no possibility of
sustaining damage from floating ice, turned as necessary to break away any ice build up.
13-22.2.3
Emergency Generator
If the emergency generator fuel tank is not provided with heater, and the pour and cloud points of the fuel
are not known, then:
Maintain the tank at least 90 percent full to avoid condensation;
If the tank is placed on or above the main Deck in a ventilated space, add flow improver;
Have in stock 2-3 barrels of kerosene, which may be added to storage tank if the temperature is expected
to drop below -20 deg C (-4 deg F) (a normal cloud point for winter diesel);
Add antifreeze to the radiant and jacket system of the diesel generator, if not air cooled.
If prolonged stay is expected in Cold Weather, it is recommended to use Winter Diesel for emergency
generator.
Conduct an operational test of the emergency generator daily.
13-22.2.4
Machinery & Machinery Space precautions
Keep bilges free of water.

Space heaters provided for machineries should be left on
Reduce the flow of outside air into the engine spaces by closing down the vent fans and throttling the
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dampers. However, ensure that no vacuum is created in machinery spaces. Re-circulation of air in the
Engine Room shall be avoided, as this will result in a hydrocarbon and noxious gases.
In port the cooling spaces for the cylinders, pistons, turbo-blowers, etc. should be circulated with their
respective media which should be heated by the means provided. Should this not be possible then all
spaces containing water must be completely drained. Hand hole-doors should be removed and pipes
disconnected where necessary to ensure that no pockets of water remain.
The engine should be moved by the turning gear at least once a day, and during this operation the
cylinders should be oiled by the hand operated gear on the mechanical lubricators. If the stay in the cold
zone is prolonged, a short trial run should, if possible, be taken at least once a week after the engine has
been given two complete turns by the turning gear, and all precautions taken to see that the propeller is
not damaged by pack ice during the process. When the presence of pack ice is suspected, the main
engine should always be started as slowly as possible.
All pumps that are not in use must be completely drained of water. Due consideration should be given to
the possibility of their refilling through passing valves and to any anticipated requirement to return them to
service quickly.
13-22.2.5
Deck Hydraulic Machinery
Ensure deck hydraulic system oil is free of impurities.

Deck hydraulic machinery should be started up in sufficient time prior to its requirement. In extremely low
temperatures, the pumps may need to be started up to 12 hours before use in order to be properly
warmed up.
13-22.2.6
Sea Chests
Special precautions such as air/steam blow shall be taken to prevent the blocking of sea inlets by ice. Sea
suctions may become blocked with ice; vessels should be able to switch to internal cooling system and
have ability to clear choked sea chests.
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VOM-14
Ship Condition Reporting
14-i
#3
1 January 2013
Authorised:
General Manager
14
SHIP CONDITION REPORTING ..................................................................... 14.1-1
14.1 TECHNICAL DEFECT/DAMAGE ................................................................................... 14.1-1

14-1.1
14-1.2
Definition .......................................................................................................................... 14.1-1

Dealing with Technical Defects / Damage ....................................................................... 14.1-1
14.2 NON CONFORMITY ................................................................................................... 14.2-1

14-2.1
14-2.2
14-2.3
Definition .......................................................................................................................... 14.2-1

Reporting of Non-conformity and Observations .............................................................. 14.2-1
Raising Non-conformities (NOC) ..................................................................................... 14.2-2
14.3 CORRECTIVE ACTION AND PREVENTIVE ACTION ......................................................... 14.3-1

14-3.1
14-3.2
Definitions ........................................................................................................................ 14.3-1

Raising a corrective action and preventive action ........................................................... 14.3-1
14.4 REPAIRS.................................................................................................................. 14.4-1

Repairs during the Voyage .............................................................................................. 14.4-1
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14-4.1
Condition Reports ............................................................................................................ 14.5-1

Port State Control (PSC).................................................................................................. 14.5-1
Flag State Inspection (FS) ............................................................................................... 14.5-1
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14-5.1
14-5.2
14-5.3
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14.5 CONDITION REPORTING ............................................................................................ 14.5-1
14.6 TANK CONDITION REPORTING ................................................................................... 14.6-1
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Cargo/Ballast Tanks......................................................................................................... 14.6-1

Fresh Water Tanks .......................................................................................................... 14.6-1
Fuel Oil and Lube Oil Tanks ............................................................................................ 14.6-1
Void Spaces and Cofferdams .......................................................................................... 14.6-1
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14-6.1
14-6.2
14-6.3
14-6.4
VOM-14
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14.1
Technical Defect/Damage
14-1.1
Definition
VOM-14
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Technical Defect/Damage means a defect in, or failure in the operation of a part of the ships structure or
its machinery, equipment or fittings.
14-1.2
Dealing with Technical Defects / Damage
Each vessel shall report technical defect and damage on board to the Ship Manager and also enter the
details of the Technical defect or damage using STAR or the relevant form in the SMS. When a technical
defect is found, the Master/Chief Engineer shall notify the Ship Manager.
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The Technical Defect/Damage Report in the STAR shall contain a brief description of the defect/damage
with its possible cause if known. It shall be sent as soon as practicable after a Technical Defect / Damage
has been identified.
Defect/damage/failure of:
critical equipment and technical systems the sudden operational failure of which may result in
hazardous situations;
stand-by arrangements and equipment or technical systems that are not in continuous use;
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shall be reported by the vessel to the Ship Manager with its possible cause, if known; and also enter the
details of the Technical defect or damage using the STAR IPS System or Planned Maintenance System in
order that appropriate corrective action is taken and records of these activities are maintained.
an
The respective Ship Manager shall evaluate the new Technical Defect / Damage and provide necessary
shore-based support and initiate/monitor follow-up.
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In the event, any Technical Defect / Damage is deemed to be a non-conformity, the vessel shall submit a
Non-Conformity report through the STAR/SMS. Remarks shall be entered by the vessel in the Technical
Defect /Damage Report to record the Case Number of the Non-Conformity Report for the applicable
Technical Defect / Damage Report.
A Technical Defect / Damage shall be considered Closed only when the corrective action reported by the
vessel is mutually accepted as sufficient by the Company and the vessel, and the vessel is notified
accordingly by the Ship Manager. The Close out of the Technical Defect/Damage Report will be by the
Ship Manager.
All Technical Defect / Damage shall continue to be reported in entirety until they are all Closed.
Technical Defect / Damage identified during a Ship Managers inspection of the vessel shall be recorded
by the vessel in the SMS or STAR as appropriate.
The Fleet Manager/Ship Manager shall, ensure that suitably trained and experienced personnel are
assigned to correct each defect/damage that has been identified. Where such personnel are not available
on board or in-house within the Company, their services shall obtained by out-sourcing.
The Master and Chief Engineer shall endorse each defect repair report. The Master/ Chief Engineer shall
forward the original to the Ship Manager and attach a copy to the repair - services requisition when the
repair work is allocated to a selected repair contractor.
The detail included on each defect report shall be sufficient for automatic inclusion in a docking or repair
specification. Each time a vessel is to undergo routine docking-repairs, the Technical Defect / Damage
Reports in the system to be reviewed and repairs carried out as appropriate.
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In all cases, defects are to be initially recorded in the Master's and Chief Engineer's weekly/monthly
summary reports. They will also be recorded in the Master's and Chief Engineer's "Handover Checklists,
until such time as corrected.
These records are available to the Ship Manager as back up. The Ship Manager will review these
documents to confirm the status of defects on the vessel.
On receipt of a defect repair report the Ship Manager shall review the report to ensure that:
Sufficient detail is included for its inclusion in a docking/repair specification;
Sufficient spare parts or material are available for repair/replacement.
On completion of this review, he/she shall then endorse the form.
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The Fleet Manager shall analyse Technical Defect / Damage Reports with a view to establish trends, if
any, on a quarterly basis. The intent of this analysis shall be to identify common problems, identify the true
root cause and any potential weaknesses in the companys management system. Necessary feedback
arising out of this analysis, for improvements to the management system, shall be provided by the
Technical Manager as a part of the Companys continual-improvement process.
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Outstanding Condition-of-Class (CoC) shall be dealt with as soon as practicable. The shipboard
management team shall strive to implement prompt corrective action. The Ship Manager shall closely
monitor the corrective action and ensure that the CoC is removed before the due date issued by Class.
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Where the repair can be deferred the Master and Chief Engineer shall (where necessary) carry out a Risk
Assessment and implement temporary controls to minimise risk to personnel or the vessel as a result of
the defect. (Comply with Shipboard Risk Management).
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Figure 14.1
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Non Conformity
14-2.1
Definition
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Non-conformity means an observed situation where objective evidence indicates the non-fulfilment of a
specified requirement.
Major non-conformity means an identifiable deviation that poses a serious threat to the safety of
personnel or the ship or a serious risk to the environment that requires immediate corrective action or the
lack of effective and systematic implementation of a requirement of this Code.
Observation means a statement of fact made during a safety management audit and substantiated by
objective evidence.
Reporting of Non-conformity and Observations
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14-2.2
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The vessel shall investigate the cause(s) of non-conforming equipment, materials, products, procedures or
customer complaints, take action to prevent recurrence and follow-up to ensure that corrective action and
preventive action is effective.
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Non-conformity affects the vessels ability to comply with:

Flag/Port State Requirements;
Classification Society Rules;
Companies Policies and procedures;
Mandatory Industry guidelines (such as SIRE VIQ and CDI);
Clients requirements;
Any item that directly affects the safety of the vessel or her Crew or the protection of the
environment, then a non-conformity report shall be raised.
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Report in the STAR system or SMS all non-conformities and observations identified through the following:
Internal Audits;
External Audits;
Flag/Port State Inspections;
Self Inspection (safety surveys and safety rounds Other than Technical Defects)
Ship Manager Inspections (other than Technical Defects)
Customer complaints (terminal reports);
Third party complaints (pilots);
SIRE/CDI Inspection reports (specific to tankers- oil, chemical and gas).
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If the Master can eliminate the condition without modification of the quality system documentation he/she
shall ensure it is done immediately.
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Raising Non-conformities (NOC)
Where Non-conformities have been raised, the Master/Chief Engineer shall raise a Non Conformity for
each item within STAR under Events. Where STAR is not fitted onboard the vessel then V-OAM-008 Non Conformity-Corrective-Preventative Action is to be completed and sent to the Fleet/Ship Manager for
their required action.
When NOCs are raised within STAR, it is to include all the available information to ensure that the NOC is
understood; thereby ensure that an appropriate response/action is undertaken to close the NOC.
The NOC shall be assigned to a responsible person who will ensure that all responses/actions are
undertaken. Where they are not able to do this they are able to reassign the NOC to another who is able
to do this and are to include a comment to this effect.
All non-conformities/defects raised are to include the appropriate corrective action and preventive action.
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When the vessel is confident the NOC (including corrective action and preventive action) is read to be
closed out, they are to reassign it to either the Fleet/Ship Manager or DP for close out. The vessel is to
record this action in comments.
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The Fleet/Ship Manager is to ensure that all technical non-conformities/defects raised in STAR shall be
closed out in accordance with the due date recorded in the applicable event module.
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The DP shall close out any non-conformity raised through the internal and external SMC audits.
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If items cannot be rectified with the immediate resources of the vessel or are a breach of a statutory
requirement or Mandatory Industry guidelines then a correction action request must also be completed.
Some defects may need to be corrected before the vessel sails from port, depending on its nature and the
requirements of the Flag State/Class.
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It is the responsibility of the Master and Fleet/Ship Manager to ensure that Class and Flag State and or
Port State are notified directly of any defect that may affect the vessels statutory certification,
seaworthiness and ability to comply with MARPOL. This includes any circumstance where the defects are
raised during PSC inspection.
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In all cases the Master/Chief Engineer in conjunction with the Ship Manager shall ensure that all listed
deficiencies are corrected as soon as possible but certainly within the time frame/s that have been agreed
to.
Where immediate repair is necessary, the Master/Chief Engineer shall agree the course of action before
departure, if in port, or prior to departure from the next port of call if the defect was discovered at sea
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Corrective Action and Preventive Action
When a Non Conformity / Defect has been raised, it is essential that a corresponding corrective action and
preventative action be raised and closed out with the required information relevant to the NOC.
14-3.1
Definitions
Corrective Action Is the action to eliminate the cause of any recorded NOC.
Preventative Action Is the action to ensure that the cause has been eliminated and to prevent the
reoccurrence of an NOC from reoccurring again.
14-3.2
Raising a corrective action and preventive action
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Where NOCs have been raised within STAR, the Master/Chief Engineer shall ensure that for each NOC
there shall also be a corresponding corrective action and preventive action raised.
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Where the NOC has be assigned to a responsible person, they are also responsible for the appropriate
corrective action and preventive action and that it is recorded in STAR and that the NOC is closed out by
the authorized person within the required time frame.
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Note: All action items that have been raised in STAR need to be closed out before the connecting
Non-Conformities can be closed out by the responsible person.
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14.4
Repairs
14-4.1
Repairs during the Voyage
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When employing contractors to carry out repairs is deemed necessary and the Approved Contractors
Register has an absence of specific advice, then guidance must be sought from the Ship Manager. The
Ship Manager will designate one or more suitable contractors for the repair job(s).
The Master/Chief Engineer (or Ship Manager, if one is present) is responsible for ensuring the satisfactory
completion of the repairs. A report will be made to the Master who has final responsibility for ensuring that
the vessel is seaworthy in all respects.
Whenever vessels personnel are required to carry out repairs in port, the Heads of Departments must
ensure that port & union regulations are not infringed.
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A file shall be established on board each vessel for defect repair reports. This file shall be located in a
central file accessible to the Chief Engineer, Chief Officer and others as necessary.
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When a defect has been repaired the Chief Engineer or Chief Officer shall note the date of completion in
the appropriate place on the report form and forward a copy of the completed form to the Ship Manager.
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The Ship Manager shall maintain similar files.
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14.5
Condition Reporting
14-5.1
Condition Reports
VOM-14
14.5-1
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Masters and Chief Engineers shall complete a weekly summary report, on the topics listed in V-SCR-001 Weekly Operational Report Ship Managers shall acknowledge the reports, responding as necessary to the
items raised.
Weekly or monthly reports are not required whilst vessels are in dry dock or lay up. These reports are
superseded by docking Superintendent Reports.
A record of reports and acknowledgements shall be maintained by the Master, Chief Engineer and Ship
Manager. The reports shall be built on to provide a record of activities.
14-5.2
Port State Control (PSC)
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Masters are to ensure that their vessel is ready at all times for Port State Control Inspections. If the Master
is aware of any defect/non-conformity that may result in a detention the Master is to advise the Ship
Manager before the vessel arrives in port.
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If the vessel is to enter a port with a rigorous Port State Control regime such as the US or Australia and is
not a regular trader to these ports, the Master must seek guidance from the Designated Person who will
supply the relevant guidance checklists for completion.
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Where possible and practical, the Master should inform the Ship Manager by phone when a Port State
Inspector boards the vessel. If any major issue arises which may lead to detention, the Master should
immediately make contact with the Ship Manager and request assistance.
Flag State Inspection (FS)
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Copies of Port State Control reports are to be forwarded to the Ship Manager on completion of the
inspection and are to be retained onboard for a minimum of two years.
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Masters are to ensure that their vessel is ready for the annual Flag State Inspection. If the Master is aware
of any defect/non-conformity that may result in an observation the Master is to advise the Ship Manager
before the vessel is to undertake the inspection.
Where possible and practical, the Master should inform the Ship Manager by phone when the Flag State
Inspector boards the vessel. If any major issue arises which may lead to detention, the Master should
immediately make contact with the Ship Manager and request assistance.
Copies of Flag State Inspection reports are to be forwarded to the Ship Manager on completion of the
inspection and are to be retained onboard for a minimum of two years.
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14.6
VOM-14
14.6-1
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Tank Condition Reporting
The International Chamber of Shipping Oil Companies International Marine Forum Guidance Manual for
the Inspection and Condition Assessment of Tanker Structures and/or International Association of
Classification Societies. (IACS) Recommendation 87 Guidelines for Coating Maintenance & Repairs for
Ballast tanks and Combined Cargo/Ballast tanks on Tankers, should be referred to for technical aspects
of tank condition reporting. Refer to Steel Replacement Guidance for further information. All repairs are to
be completed to the satisfaction of the Class.
The Chief Engineer and Chief Officer shall develop a schedule for the regular inspection of tanks,
cofferdams and void spaces within the vessels structure in accordance with the following Guidelines:
14-6.1
Cargo/Ballast Tanks
Six monthly intervals
Less than 8 high risk factors
Inspect annually
14-6.2
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8 or more high risk factors
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With the aid of the V-SCR-004 - Tank Risk Analysis Sheet, the Chief Engineer and Chief Officer in
consultation with the Ship Manager, should determine the risk associated with each cargo/ballast tank on
board. Once the risk analysis has been completed for each tank, the frequency of inspection should be in
accordance with the following or as specified by the Ship Manager if more frequent inspection is required.
Fresh Water Tanks
Fuel Oil and Lube Oil Tanks
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All fresh water tanks should be examined at 12 monthly intervals or as detailed by the PMS.
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All cargo, fuel oil and lubricating oil tanks should be examined in accordance with Classification Society
requirements unless previous inspection or historical data indicates a more frequent inspection is
necessary. In this case, the period of inspection shall be discussed and agreed with the Ship Manager.
Void Spaces and Cofferdams
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14-6.4
Void spaces and Cofferdams should be examined annually, particularly in way of damage where they are
subject to the effects of cargo operations. Areas of void spaces and cofferdams adjacent to hot fuel tanks
should also be closely examined at this time.
The Chief Engineer/Chief Officer shall forward a copy of the tank inspection schedule to the Ship
Manager.
The Ship Manager shall ensure that the inspection schedule covers all the requirements for class and
statutory surveys.
Whenever a tank entry is made the Chief Engineer or Chief Officer shall take the opportunity to complete
a V-SCR-005 - Tank Condition Report, if such a report has not been completed in the previous six
months. He/she shall record any maintenance and repair work carried out at the time of the inspection.
Classification rules call for access by surveyors to vessels records relating to the inspection and
maintenance of the vessels structure. Therefore records of tank inspections shall be maintained as
follows:
The Chief Engineer and Chief Officer shall maintain a common record of inspections, maintenance and
repairs to all tanks, cofferdams and void spaces. These records shall be filed by tank number or name of
cofferdam/void space. These records shall include the following:
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A copy of each V-SCR-005 - Tank Condition Report
A record of all maintenance and repairs carried out
In the case of ballast tanks, a copy of the completed V-SCR-004 - Tank Risk Analysis Sheet
A copy of the approved tank inspection schedule and covering letter from Ship Manager
The Chief Engineer or Chief Officer, as applicable, shall forward a copy of each tank inspection report to
the Ship Manager. The tank inspection report is to indicate the V-PER-001 - Confined Space Entry Permit
number in the box provided.
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The Ship Manager shall maintain a file containing a copy of the V-SCR-005 - Tank Condition Report
received from each vessel he is responsible for in his/her operations area.
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Ship Performance
15-i
#3
1 January 2013
Authorised:
General Manager
15
SHIP PERFORMANCE ................................................................................... 15.1-1
15.1 OPERATING POWER AND SPEED ............................................................................... 15.1-1

15-1.1
15-1.2
15-1.3
15-1.4
15-1.5
15-1.6
15-1.7
15-1.8
15-1.9
Application ...................................................................................................................15.1-1
Speed and Power ........................................................................................................15.1-1
Normal Operating Power ..............................................................................................15.1-1
Most Economical Power ...............................................................................................15.1-1
Adjusting Speed to Arrive at a Specified Time/Date ......................................................15.1-1
Proceeding at an Advised Speed .................................................................................15.1-2
Speed/Power Instructions ............................................................................................15.1-2
Adjusting Speed ...........................................................................................................15.1-2
Power Range ...............................................................................................................15.1-2
15.2 FUEL CONSERVATION............................................................................................... 15.2-1

Fuel Efficiency .............................................................................................................15.2-1
Fuel Conservation ........................................................................................................15.2-1
Staged Readiness ........................................................................................................15.2-1
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15-2.2
15-2.3
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15.3 DAILY POSITION REPORTS........................................................................................ 15.3-1
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15.1
Operating Power and Speed
15-1.1
Application
VOM-15
15.1-1
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Ship Performance
The following chapter is guidance for vessels that will be given voyage orders that specify speed or are
subject to a charter that warrants particular speeds and/or consumption.
15-1.2
Speed and Power
Voyage orders issued by The Charterer may include instructions regarding the power and/or speed at
which the voyage is to be conducted. This section defines main engine power settings and gives details
of the procedures to be followed by Masters in implementing such voyage orders.
Normal Operating Power
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Voyage speed or power instructions never relieve the Master of his responsibility to ensure that the vessel
is at all times operated safely and with due regard to prudent seamanship. The Master must never
hesitate to reduce speed to one that is commensurate with prevailing weather, sea conditions or
navigational requirements.
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Normal Operating Power (NOP) is defined as 91% of the Maximum Continuous Rating (MCR) of the
vessel. This should be verified from the engine manufacturer's instructions.
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The orders may specify Low Power (LP) fuel nozzles, which are sometimes referred to as slow steaming
nozzles. In this case the power shall be the maximum permissible for those nozzles. If the orders specify
Normal Power (NP) fuel nozzles (also called high speed nozzles) then the vessel should proceed at 91%
of MCR. If nozzle requirements are not specified in the orders then it must be assumed that the vessel is
to operate at NOP with the nozzles as installed when the orders are received on board.
Most Economical Power
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By definition NOP is a power and not a rpm constraint, although occasionally a vessel may be unable to
develop NOP because of a very clean/smooth hull and propeller. In this case NOP would be that power
developed at maximum rated rpm.
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Most Economical Power (MEP) is defined as the power at which minimum fuel (main engine plus
auxiliaries) is consumed.
The orders may specify LP or NP nozzles and in such case MEP will be the minimum permissible power
setting for those nozzles. If nozzles are not specified then it is to be assumed that the vessel is to be
operated at MEP with the nozzles installed when the orders are received.
15-1.5
Adjusting Speed to Arrive at a Specified Time/Date
The object of this order is to minimise fuel consumption within the time constraints indicated.
Determination of the required speed/power to achieve this objective, which must always be consistent with
safe navigation, is left to the best judgement of the Master.
This style of voyage order is generally used for commercial reasons and may be critical for refinery needs,
trans-shipments or chartering requirements. The Master should therefore ensure that the voyage is
planned to take into account any unexpected weather or current that could adversely effect the vessel in
the latter part of the voyage requiring a significant increase in power which in turn may incur an
unnecessarily large overall fuel consumption.
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VOM-15
15.1-2
R0
Ship Performance
Proceeding at an Advised Speed
Where a vessel is ordered to proceed at a particular speed, the Master must determine the main engine
power setting to best achieve that speed. No allowance should be made for adverse or favourable current
or for heavy weather. The vessel must not attempt to "makeup" lost time due to weather, current,
mechanical defects, etc. Determination of the power to set is left to the judgement of the Master.
In the event that prolonged operation at the ordered speed is considered detrimental to machinery or
outside the vessel's MEP or NOP range, the Master must immediately advise the Ship Manager.
The Master must ensure that operation within the time constraints of this type of voyage order remains as
economic as possible and should not hesitate to inform The Charterer and the Ship Manager, if it is felt
that some flexibility would result in significant fuel savings.
15-1.7
Speed/Power Instructions
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If any doubt exists as to the exact meaning of a particular speed/power instruction, the Ship Manager are
to be informed immediately.
Adjusting Speed
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If, during a voyage, it becomes apparent that continued operation at the ordered speed will result in the
vessel missing a tide, canal convoy or berth at the arrival port, the Master must advise the Ship Manager
of the full circumstances.
15-1.9
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Masters must not reduce speed to arrive in port at daylight, to make a particular tide or at the request of a
port agent, unless authorised to do so by The Charterer and the Ship Manager. This practice will distort
port turnaround performance as well as cause berthing delays if another vessel has established berthing
priority by virtue of having arrived at the port first.
Power Range
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The Master and Chief Engineer must ensure that at all times the vessel is capable of continuous operation
over the full power range from MEP to NOP, subject only to any critical range or limitation imposed by the
engine manufacturer or the Company. If for any reason this is not possible then the Ship Manager must
be advised of the reason and what action, if any, is in hand.
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15.2
Fuel Conservation
15-2.1
Fuel Efficiency
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Ship Performance
A significant proportion of a vessel's operating costs is attributable to fuel costs and it is essential that
every effort is made to reduce these costs by the careful and economic use of fuels. In order to minimise
fuel consumption all aspects of a vessel's operation must be closely scrutinised by the management team.
There are very few areas of operation in a vessel that do not involve the use of fuel in one form or another.
Consequently, all members of a vessels Crew are responsible for optimising fuel consumption and they
should be constantly made aware of this.
Fuel conservation is the responsibility and on-going concern of everyone at all times and should not be put
to one side for discussion only at periodic meetings or when fuel prices are high.
15-2.2
Fuel Conservation
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Careful fuel conservation measures have reduced operating costs by many millions of dollars with cost
saving projects developed from vessel staff recommendations. Masters should instill in all those under
their command the importance and necessity of maintaining the level of fuel reductions already instigated
and, perhaps more importantly, of continually looking at other areas of a vessel's operation where
potential fuel cost savings could realistically be achieved.
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Areas of operation that should come under consideration are listed below:
optimization of power generation
continuous monitoring of main engine SFC
auxiliary fuel usage
tank cleaning
cargo heating
inert gas operations
staged readiness
ballast and trim condition.
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However, modifications to machinery or plant for fuel conservation purposes must not be undertaken
without prior approval from the Company.
The safety of vessel and personnel must always take priority over fuel conservation. Any measures taken
must only be introduced after careful assessment has confirmed that there will be no adverse impact upon
safety of operations.
15-2.3
Staged Readiness
Each vessel must have on board a Staged Readiness Plan included within the Chief Engineers standing
orders. This should be implemented whenever a vessel is in the idle mode but should not necessarily be
restricted only to those times. When deciding on the stage of readiness a number of factors will be
considered. Most important of these is the safety of personnel and the vessel, which must always be
given the highest priority.
Vessels should review and update their stages of readiness plans at intervals and in the light of operating
experience. The Ship Manager should be advised of any changes.
The Company and The Charterer should be advised whenever a vessel reduces her level of readiness.
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15.3
VOM-15
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Ship Performance
Daily Position Reports
Each ship of 500 gross tonnage and above, engaged on international voyages exceeding 48 hours, shall
submit a daily report using V-SHP-001 - Daily Noon Report or any other format as long as the following
information is included;
The report shall contain the following:
1. position;
2. course and speed; and
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3. Details of any external or internal conditions that are affecting the ships voyage or the normal
safe operation of the ship.
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VOM-16
Security
16-i
#3
1 January 2013
Authorised:
General Manager
16
SECURITY ...................................................................................................... 16.1-1
16.1 COMPANY POLICY .................................................................................................... 16.1-1

16.2 GENERAL REQUIREMENTS ........................................................................................ 16.2-1
References ..................................................................................................................16.2-1
ISPS Code ...................................................................................................................16.2-1
Drugs and Smuggling ...................................................................................................16.2-1
Trading and Private Stores...........................................................................................16.2-1
Security against Theft, Armed Robbers, Pirates and Other Intruders ............................16.2-2
Riots, Hijackers, Terrorists and Saboteurs ....................................................................16.2-2
Bomb Threats ..............................................................................................................16.2-2
Civil Unrest Ashore ......................................................................................................16.2-2
Ships Safes .................................................................................................................16.2-2
Theft or Disposal of Cargo, Stores and Equipment by the Ships Crew ......................16.2-2
Watchmen ................................................................................................................16.2-3
Drydocks ..................................................................................................................16.2-4
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16-2.2
16-2.3
16-2.4
16-2.5
16-2.6
16-2.7
16-2.8
16-2.9
16-2.10
16-2.11
16-2.12
16.3 STOWAWAYS ........................................................................................................... 16.3-1
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Refugee/Stowaway Policy ............................................................................................16.3-1

Stowaway Search ........................................................................................................16.3-1
Action if Stowaways Located ........................................................................................16.3-1
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16-3.2
16-3.3
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16.1
Company Policy
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Security
ASP Ship Management Group (ASP) recognizes the need to provide a secure working environment, by
establishing and maintaining the required security measures to prevent unlawful acts against the vessel,
which could endanger the safety and security of personnel and the property on board.
As evidence of ASPs commitment and responsibility to provide a secure working environment for all
personnel onboard our managed vessels these are detailed within our POL-7 - Security Policy which is
displayed in various locations throughout the vessel for all employees, contractors and visitors to see.
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Security
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16-2.1
References
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Security
ICS Drug Trafficking and Drug Abuse - Guidelines for Owners and Masters on Prevention,
Detection and Recognition
ISF Pirates and Armed Robbers, A Masters Guide
SSP- Ship Security Plan
ISPS - International Ship and Port Facility Security Code
16-2.2
ISPS Code
16-2.3
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Compliance shall be maintained to the ISPS Code and flag state requirements as defined through the
Master, Ship Manager, Ship Security Officer and Company Security Officer. All personnel shall abide by
directions and instructions by the appropriate authority consistent with the ship security plans and relevant
legislation. Integrity of the Ships Security Plans shall be maintained at all times.
Drugs and Smuggling
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ASP Ship Management expects the vessels' complement to cooperate fully with Port States custom
services.
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If any Crew Members are providing assistance to customs authorities, the following points are to be borne
in mind:
Vessels Officers and Crew are not required to act as law enforcement entities, nor are they asked
to exercise police powers; and
the prime responsibility of the Vessels Officers and Crew lies in the safe and expeditious
movement of passengers and cargo.
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Masters, Vessels' Officers and Crew must be aware of the fact that they cannot be exempt from the due
processes of the law if illicit drugs are discovered by customs authorities and evidence suggests either
vessel or personnel involvement.
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However, the extent ASPSM has introduced any measures designed to inhibit potential attempts at drug
smuggling may be taken into account by the authorities when prosecution charges are being formulated.
Masters, and within the limits of their responsibilities, Vessels' Officers should consider those areas
conducive to the concealment of illicit drugs or smuggled goods and ensure that these areas are
inspected regularly.
Guidelines for the determining if the vessel is being used for drug trafficking can be found in the ICS
publication, Drug Trafficking and Drug Abuse, Guidelines for Owners and Masters on Prevention,
Detection and Recognition.
A Vessel's Officer should possess sets of keys clearly labelled for the locked areas within their respective
spheres of responsibility. When required they should accompany customs officials to facilitate the
search(es).
Masters are expected to cooperate with the reasonable requests of customs authorities for the search of
certain locations within the vessel and availability of relevant information related to a crew member.
16-2.4
Trading and Private Stores
Private trading by Crew Members is strictly forbidden.

Crew Members shall not be permitted to carry any items in excess of those classified as personal effects.
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Security
The Master should confirm that Crew Members joining the vessel are fully aware of ASP Ship
Managements requirements. A breach of these requirements will result in discipline through the Code of
Conduct.
16-2.5
Security against Theft, Armed Robbers, Pirates and Other Intruders
Security both in general terms and more specifically in relation to Restricted Areas onboard the vessel,
must be continuously assessed by the Master and Ship's Management Team. Action plans should be
formulated in accordance with the vessels Ship Security Plan.
16-2.6
Riots, Hijackers, Terrorists and Saboteurs
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While saboteurs and terrorists can be deterred by effective security measures, it must be recognised that
absolute security can never be guaranteed. Action plans should therefore include such measures to
effectively mitigate the risks that have been identified during risk assessments. These plans shall be
simple, based on detection and prevention and shall supplement the vessel's normal emergency plans.
Points that need to be covered include:
communication with local authorities;
search plans in case of an explosive device being placed on board (if vessel is in port, if possible,
the search maybe carried out by shore experts with the assistance of the Ship Security Officer
(SSO) and other competent ships personnel;
reference to the vessel Ships Security Plan (SSP).
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Bomb Threats
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16-2.7
Civil Unrest Ashore
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16-2.8
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Procedures prescribed in the vessel Ships Security Plan (SSP) shall be observed.
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Procedures are prescribed in the vessel Ships Security Plan (SSP) shall be observed in addition,
information is contained in the following Emergency Response check lists.
V-EMR-C-26 - Civil Unrest Ashore (STD Chemical)
V-EMR-RP-26 - Civil Unrest Ashore (STD Ro-Ro Pax)
V-EMR-S-26 - Civil Unrest Ashore (STD Vessel)
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Ships Safes
Masters, Officers and Chief Stewards are instructed that vessels safes under their control shall be secured
always unless in use and that they should not be opened in the presence of strangers under any
circumstances.
Large cash amounts being held by vessels should be avoided and monies received by the Chief Steward
for tobacco/bar sales shall be paid in to ASP Ship Management offices or agents at every opportunity.
16-2.10
Theft or Disposal of Cargo, Stores and Equipment by the Ships Crew
Any member of the vessel's complement found guilty of involvement in the pilferage of cargo or the theft of
vessel's stores or equipment shall be prosecuted through the "PUB-7 Code of Conduct", irrespective of
rank. Suspected offenders, if found guilty, will be dismissed immediately.
The baggage of Crew Members leaving the vessel may be subject to search should the Master feel that
such action is warranted.
In no circumstances may company property be disposed of without prior authority of the vessels Ship
Manager. Property covered by this regulation includes:
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items surplus to the vessels requirements;
scrap of any description, including rope, brass, steel, etc.; and
unserviceable or obsolete equipment/faulty materials.
Security
Every serious case of pilferage requires a fully detailed entry to be made in the Official Log Book. A written
report is to be submitted to the principal's appropriate Trade Manager. This report should include copies of
all Official Log Book and Deck Log Book entries. Cargo underwriters will not accept liability for cargo
losses attributable to "Force Majeure" unless details of the incident and full particulars of the cargo
concerned are incorporated in the Official Log Book.
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Agents are to be instructed to take up all such incidents with the local police and civil authorities. It is
important that all incidents involving theft and/or violence should be reported in writing or by telephone to
the agents immediately they occur. The Official Log Book should be taken to the Consulate for the
relevant entries to be endorsed with as many copies of the entry as may be required. One copy of the
Official Log Book entry and the report to agents should be sent to ASP Ship Management with the
Master's next letter.
Entries stating when cargo spaces/hatches have been locked or unlocked, are to be made in the Deck
Log Book. In addition, the posting of anti-pilferage Watchmen must be recorded in the Deck Log Book.
Watchmen
16-2.11
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On all occasions when a gangway or night watchman is employed, it will be the responsibility of the Duty
Mate to ensure that the Watchman is fully conversant with the duties required of him.
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A Watchman is not permitted to leave the vessel without the Duty Mate's permission, until he has been
relieved, or the vessel is ready to sail.
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The Duty Mate is to enter the Watchman's name in the bridge log book, with the times the Watchman's
duties begin and end. The statement, "Standing Orders received" should be entered after the Watchman's
name.
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Besides any requirement of the local harbour authority, the following instructions are to be made clear to
the Watchman:
unauthorised persons must not be permitted on board;
where applicable, the Watchman must conduct comprehensive security and fire rounds,
where applicable, the Watchman must ensure the vessels moorings remain taught throughout all
the vessels operations; and
the Watchman must ensure the vessels accommodation ladder is always safely set (including
lighting), throughout all the vessels operations.
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Emergency numbers of police, fire brigade and/or port emergency services, are to be posted at the
accommodation ladder and by the shore telephone (if provided).
Should the Watchman have any doubt about the interpretation or application of any of the instructions he
or she should not hesitate to call the Duty Mate.
Should a Watchman be guilty of a serious breach of conduct, eg. be inebriated or refuse to carry out an
instruction, which if not complied with could seriously endanger the vessel or its crew, the Duty Mate, after
calling a witness to verify the incident, may dismiss the Watchman immediately.
If a Watchman is found unsatisfactory in the execution of his or her duties, commits a breach of conduct or
is dismissed because of those failures in duty, a written report is to be submitted to the agent and a copy
forwarded to ASP Ship Management so disciplinary action can be taken.
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Security
Drydocks
When in drydock, and at other times when there are many outside workers or visitors on board, the First
Engineer is responsible for the security of the tools, spare parts and equipment.
No tools are to be issued to the Dockyard unless they are a specialized tool for a specific task. The
Engineer issuing the tool is responsible for the return of the tool.
The gangway is to be lifted clear of the wharf (or ship if using a brow) and a thorough search of all spaces
is then to take place using all available crew members. All business is to be concluded prior to lifting the
gangway and it only to be landed for access should there be good reason to allow a person on (Customs,
Pilots and the like) or off the Vessel. A gangway watch is to be posted and any one needing to gain
access to the vessel must be identified and accounted for prior to the vessel leaving the port limits.
The search is to take place as close as practical to the sailing time and it is to be noted in the Log Book.
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Every serious case of pilferage is to be reported as per the requirements detailed in paragraph 16-1.9
Theft or Disposal of Cargo, Stores and Equipment by the Ships Crew.
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16.3
Stowaways
16-3.1
Refugee/Stowaway Policy
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Security
ASP Ship Management is committed to conducting its business affairs in full compliance with our
obligations under SOLAS and the 1951 Convention relating to the Status of Refugees.
This will be achieved through the maintenance of a fully documented Integrated Management System and
training of all employees in this system. Compliance with the requirements of the Integrated Management
System is mandatory for all staff.
ASP Ship Management commits to ensure that all personnel rescued by our managed vessels are treated
with dignity and compassion and ensuring that the Health, Safety, Security and Environment policies of
the company are not compromised.
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ASP Ship Management commits to mitigating the risk of stowaways through strict access control for our
managed vessels and continuous compliance with the ISPS Code and our companies Security Policy and
procedures.
Stowaway Search
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ASP Ship Management commits to dealing with Refugees in a manner that minimizes the disruption to the
Client by working closely with the relevant P&I club and Governments to achieve suitable outcomes for
both the Stowaways/Refugees and the vessel Owner/Charterer.
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The best precaution against stowaways is for every Crew Member to take an active role in being vigilant,
particularly in the high risk ports.
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Because the vast majority of personnel rarely encounter stowaways and their associated problems, such
inspections tend to be somewhat cursory. However, there are a number of areas in the world where there
is now a high potential risk of stowaways boarding a vessel.
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Once stowaways have boarded a vessel it can prove extremely onerous to try and arrange for their
disembarkation and subsequent return to their country of origin. Vessels can experience considerable
delays and extremely high costs can be involved.
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Within 24 hours prior to arrival in the first port in a designated high risk area, a thorough search must be
made of the vessel. A search is also to be conducted just before sailing from a port in a high risk area. If
time allows and the ship is in a high risk area for stowaways, the ship should be searched again just prior
to leaving the territorial waters of the country just visited. The search is to be conducted in accordance
with the vessels Ship Security Plan and the results must be recorded in the Deck Log Book where details
of the areas inspected and level of inspection conducted.
Prevention of the embarkation of stowaways is to be in accordance with the vessels Ship Security Plan.
16-3.3
Action if Stowaways Located
If stowaways are found on board at any time, the Company must be advised immediately by telephone.
Stowaways located on board must be confined in the hospital or similar space behind locked doors with a
watch on both the doors and windows.
They must be interviewed using the multi lingual Stowaway Checklist in their native language. This report
must also give details of physical condition.
Such interviews should be repeated by different people in an attempt to identify any discrepancies.
The following photographs must be taken in order to verify their physical condition at the time they were
found and to assist in future identification:
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Full length, front and rear
Head and shoulders, front and profile.
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Security
They should be searched and any documents or papers found should be removed and placed under the
Master's custody. The place in which they concealed themselves, adjacent spaces and any other spaces
visited or transited should be thoroughly searched for any documentation which they may have discarded.
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Although they should always be treated courteously and humanely, they must be looked upon as an illegal
burden. Regardless of how long they may be on board, they must be kept confined and under guard.
They must, however, have access to sanitary facilities, drinking water and an adequate diet. They should
be provided, if necessary, with appropriate clothing and medical treatment.
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Catering Services
17-i
#3
1 January 2013
Authorised:
General Manager
17
CATERING SERVICES................................................................................... 17.1-1
17.1 GENERAL REQUIREMENTS ........................................................................................ 17.1-1

17-1.1
17-1.2
17-1.3
17-1.4
17-1.5
17-1.6
17-1.7
17-1.8
17-1.9
Chief Caterer/Cook/Steward: Voyage Preparation ........................................................17.1-1

Chief Caterer/Cook/Steward: Duties on Joining ............................................................17.1-1
Shipboard Menus .........................................................................................................17.1-1
Pest Control .................................................................................................................17.1-1
Garbage and Trash Disposal........................................................................................17.1-1
Refrigerated Compartments .........................................................................................17.1-1
Bathrooms and Toilets .................................................................................................17.1-1
Domestic Catering Machinery and Furnishings .............................................................17.1-1
Linen and Laundry .......................................................................................................17.1-2
17.2 STORES AND PROVISIONS ........................................................................................ 17.2-1
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Receipt of Provisions ...................................................................................................17.2-1

Condemned Foods.......................................................................................................17.2-1
Refrigeration of Foods..................................................................................................17.2-1
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17-2.1
17-2.2
17-2.3
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17.1
17-1.1
Chief Caterer/Cook/Steward: Voyage Preparation
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Catering Services
Before departure from port the Chief Caterer/Cook/Steward must ensure that there are sufficient catering
stores and provisions on board for the vessel to make the planned voyage safely. They must allow for
additional stores incase of vessel diversion.
17-1.2
Chief Caterer/Cook/Steward: Duties on Joining
17-1.3
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After joining a vessel, the Chief Caterer/Cook/Steward must report to the Master and then make a
thorough inspection of those parts of the vessel, equipment, stores and provisions for which he/she is
responsible. The existing stocks of provisions must be compared with the inventory prepared by the
outgoing Chief Caterer/Cook/Steward. The Master must be informed of any discrepancies.
Shipboard Menus
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The standard of catering onboard should be maintained at the highest possible level within the scope of
the vessel's provision budget. This calls for very careful attention to the selection of menus, food
preparation, service and economic purchasing. This budget is generous and every effort is made by the
Company to ensure that only high quality provisions are supplied.
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Vessel's personnel attach a great deal of importance to the quality of the food they receive. In order to
maintain the high culinary standard required by the Company regular checks must be made by the Master
to ensure these standards are maintained.
Pest Control
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The Chief Caterer/Cook/Steward must compile a daily menu, which must be approved by the Master.
17-1.5
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The Steward is responsible for ensuring that all accommodation, storerooms and galleys are regularly
inspected for signs of pests and vermin. He/she must take action to eliminate or control them with
equipment and materials on board until such time that the services of professional exterminators are
employed.
Garbage and Trash Disposal
The Steward must ensure that garbage cans are emptied and garbage containers thoroughly cleaned
after each meal. He/she must ensure that the vessel's garbage management plan is understood and
complied with
17-1.6
Refrigerated Compartments
The Chief Caterer/Cook/Steward are responsible for the proper storage of food in refrigerated
compartments and for ensuring that such compartments are maintained in a clean and sanitary condition.
He/she must inform the Chief Engineer when refrigerated compartments require defrosting.
17-1.7
Bathrooms and Toilets
The Steward must ensure that all bathrooms and toilets are regularly disinfected and maintained in a
clean and sanitary condition except where it is industry practice for Crews to maintain their own.
17-1.8
Domestic Catering Machinery and Furnishings
The Chief Caterer/Cook/Steward must advise the Chief Engineer of any defects to catering equipment.
The Cook/Steward shall inform the Master of any repairs or renewal of furnishings required.
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Linen and Laundry
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The Steward is to ensure the strict control over issues/collection of clean and soiled linen. He/she must
advise the Master, in advance of arrival, when shore laundry service is required and ensure that an
itemised list is prepared before laundry is sent ashore, then carefully check against the quantity returned.
Any discrepancies must be reported to the Master immediately. Personal items must not be included with
vessel's laundry.
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Catering Services
Stores and Provisions
The storing and provisioning of the vessel is controlled by the Master and assisted by the Chief
Caterer/Cook/Steward.
The Chief Caterer/Cook/Steward must advise and assist the Master to ensure the vessel has on board an
adequate supply of provisions and catering stores for the intended voyage.
The Chief Caterer/Cook/Steward must keep an accurate inventory of all provisions and catering stores
and must keep the Master fully informed of the vessel's needs in this respect.
Major storing is carried out when and where designated by the Master and/or the Company.
17-2.1
Receipt of Provisions
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Storerooms and refrigerated spaces must be clean and ready to accept replenished food stock. On receipt
of provision items the Chief Caterer/Cook/Steward must ensure that they are checked for quantity and
quality and promptly stowed into their respective areas.
Condemned Foods
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17-2.2
The Chief Caterer/Cook/Steward must advise the Master of any discrepancies between delivery
note/invoice and quantity delivered and also the quality of items supplied.
list of items, showing quantities
reason for spoilage
date and location items received
name of supplier.
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Refrigeration of Foods
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17-2.3
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Condemned or spoiled foods may only be disposed of with the Master's approval.
occasion arises the Master must prepare a written report containing the following:
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Preservative levels in many foods and condiments have been reduced in recent times. In order to
maintain these products in the correct manner attention should be paid to the manufacturers instructions
with regard to refrigeration after opening.
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VOM-18
Purchasing
18-i
#3
1 January 2013
Authorised:
General Manager
18
PURCHASING PROCEDURES ...................................................................... 18.1-1
18.1 PURCHASING POLICY ............................................................................................... 18.1-1

18-1.1
18-1.2
18-1.3
General Requirements .................................................................................................18.1-1

Business Ethics............................................................................................................18.1-1
Approval Avoidance .....................................................................................................18.1-1
18.2 RAISING ROUTINE AND URGENT REQUISITIONS .......................................................... 18.2-1

18-2.1
18-2.2
18-2.3
Urgent Requisitions ......................................................................................................18.2-1

Routine Requisitions ....................................................................................................18.2-1
Vessels not fitted with STAR (Planned Maintenance System) .......................................18.2-1
18.3 ACKNOWLEDGING RECEIPT AND CONDITION .............................................................. 18.3-1

Receipt of Goods .........................................................................................................18.3-1
Receipt of Services ......................................................................................................18.3-1
Condition of Goods and Services .................................................................................18.3-1
Inspection/Verification at Suppliers/Contractors/Sub-Contractors Premises ..................18.3-2
Prepayments................................................................................................................18.3-2
Computer General .......................................................................................................18.3-2
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18-3.1
18-3.2
18-3.3
18-3.4
18-3.5
18-3.6
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Slop Chest Contents ....................................................................................................18.4-1

Ordering Supplies ........................................................................................................18.4-1
Local Regulations ........................................................................................................18.4-1
Entertainment Allowance..............................................................................................18.4-1
Responsibility...............................................................................................................18.4-1
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18-4.1
18-4.2
18-4.3
18-4.4
18-4.5
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18.4 SLOP CHESTS (FOR VESSELS REQUIRING A SLOP CHEST) .......................................... 18.4-1
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18.5 CASH TO MASTER .................................................................................................... 18.5-1
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18.1
Purchasing Policy
18-1.1
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Purchasing
The Master is responsible for ensuring that the vessel has sufficient stores, spare parts and provisions on
board for the contemplated voyage or trading pattern. He/she is responsible for ensuring that all goods
and services are ordered or purchased via the Company or on a local basis in accordance with Company
policy.
The main vehicle for purchasing activity is the computer based STAR (Planned Maintenance System)
which has built-in controls and approval limits. Where STAR (Planned Maintenance System) is not fitted
to the vessel requisitions will need to be generated by the vessel in either hard copy or in excel format and
sent to the Ship Manager.
Business Ethics
18-1.2
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The purchasing Officer and Ship Manager shall conduct at the least a quarterly review of all open
purchase orders, to see if any can be cancelled as not required or cancelled and raised on a new order.
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The Company personnel must conduct their activities with honesty and integrity. These qualities shall not
vary by country or culture.
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No "code of conduct" can address the appropriate moral conduct or ethical behaviour for every situation
with which personnel may be confronted. Whenever personnel find themselves with a difficult situation
they must seek counsel from their supervisor or the Company. Most importantly, they must consistently
use their own good judgement to assure protection of the Company's proprietary information and avoid
even the appearance of tolerating improper inducements and favours.
Approval Avoidance
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Information regarding the price and discount levels of supplier's products must be treated in the strictest
confidence and must never be disclosed to outside parties.
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Whilst individual orders should be raised for each department/expense code, it must be clearly noted that
the splitting of local orders or the deliberate under estimating of values in order to avoid obtaining the
correct level of approval is a serious violation of the Company's purchasing policy for which individuals will
face disciplinary measures.
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Purchasing
Raising Routine and Urgent Requisitions
When a need is identified by personnel onboard a vessel or in ASP Ship Management offices, a
requisition shall be raised, specifying the full description of the items required, quantity, cost code and
where applicable, the preferred delivery port and the date required. The originator shall ensure that all
necessary fields are completed for manual requisitions. Computer generated requisitions have the same
mandatory fields and the Computer System will not allow a requisition to be finalised until these fields are
completed.
18-2.1
Urgent Requisitions
Marked with urgent in the action box of the manual requisitions.

The STAR (Planned Maintenance System) computer system contains a drop down status window to flag
any urgent requisitions.
Routine Requisitions
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Urgent requisitions are to be sent to the Purchasing Officer, with a copy to the Ship Manager, ensuring
that all details are clearly outlined within the fax/email message, such as Requisitions Number, full
description of items required, quantity, port, date required and cost code. Any urgent STAR (Planned
Maintenance System) generated requisitions must be immediately replicated via email to Head Office for
processing with a covering email or fax to the Ship Manager alerting him to this request.
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Marked with the letter or left blank in the action box of manual requisitions.
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If action box is not marked, it is assumed the Requisition is routine.
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In the case of vessels fitted with the STAR (Planned Maintenance System) computer system for raising
Material Requisitions, all mandatory fields must be entered into the system. The Comments field in each
requisition is available to relay additional information to the Purchasing Officer and the Ship Manager.
When ordering services for repairs it must include cost estimates or quotations and in some cases
whether local taxes are applicable.
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Vessels requisitions should be forwarded to ASP Ship Managements Purchasing Department via your
Ship Manager. Where a requisition has been forwarded via fax, phone or email, the original requisition
shall be marked as a confirmation by the originator and forwarded to the Purchasing Department.
If the situation is of a critical nature (in relation to Spare parts) and suitable items are known to be
available immediately, the Master/Chief Engineer may give authorisation for a requisition to be placed
directly upon a known supplier providing the value of the requisition does not exceed USD$1,000.00 in
total. If the amount exceeds USD$1,000.00, a requisition must be raised through the purchasing system
unless prior approval has been obtained from the Ship Manager.
In the office, records of requisitions shall be kept in the Head Office STAR (Planned Maintenance System)
& CPS computer systems.
18-2.3
Vessels not fitted with STAR (Planned Maintenance System)
Where vessels are not fitted with STAR (Planned Maintenance System) for the purposes of purchasing
the following forms are to be used and either faxed or emailed to the Ship Manager/Purchaser
V-PUR-003 - Stores Requisition
V-PUR-004 - Replacement Parts Requisition
V-PUR-005 - Repairs - Services Requisition
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18.3
Acknowledging Receipt and Condition
18-3.1
Receipt of Goods
Purchasing
Goods will be delivered to the vessel by either the supplier directly or a courier, ASP Ship Managements
Customs Agent or via an ASP Ship Management Consolidation Store.
When goods are delivered, the receiving Officer will sign the Delivery Documentation and endorse it
Received Subject to Check
Once goods are received, the responsible Officer shall ensure the goods are stored in a safe and secure
location ready for sorting and unpacking.
The responsible Officer or their nominee, will check goods received against the delivery documentation to
ensure that goods received match what is shown on the Delivery Documentation and that the quality of
the goods received is acceptable.
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Responsible Officer will match delivery documentation with their original Purchase Requisition.
receipting function shall be carried out by:
This
Entering receipted quantities into the shipboard STAR (Planned Maintenance System) or via any
other means to the Supply/Admin Officer.
A copy of the signed delivery docket or copy of the Purchase Order is to be signed and forwarded
to Accounts Payable via the Supply/Admin.
If required orders on approval will be amended to match the invoice in regards to quantity and
price only on approval of invoice and where necessary a new order will be raised for work done on
an invoice which was not originally on an order.
Note:
Delays in paying Suppliers Invoices can arise when confirmation of Receipt has not been
received by the Accounts Payable Department. It is important that all receipt
documentation is forwarded from the next port or in the case of short voyages at the
earliest opportunity after receipt of goods.
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The receipting function will also service as verification that the goods supplied meet your requirements.
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Goods not received should be indicated on a copy of the Receipts Advice or the Purchase Order and
forwarded to purchasing. Officer for follow up action, or the responsible Officer can contact suppliers direct
regarding shortages. The responsible Officer should flag this order as Shortage in STAR (Planned
18-3.2
Receipt of Services
Services will be provided by Contractors carrying out work upon authorisation by ASP Ship Management.
This authorisation shall be by the issue of an ASP Ship Management Repair and Service Order.
Once the agreed work has been provided by ASP Ship Managements satisfaction, the Repair & Service
Order is to be receipted, acknowledging completion of the work.
This receipting function shall be carried out as for goods above.
18-3.3
Condition of Goods and Services
Goods and Services supplied should meet the following criteria:
Be of such quality as to suit the intended application.
Be supplied in accordance with specified requirements on the Purchase Order or the Repair and
Service order.
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Where appropriate, be supplied in accordance with a relevant International Standard.
Should goods or services not meet the above criteria, then the responsible officer will report discrepancies
to the Ship Manager or Purchaser for action, this should be done in line with the suppliers terms and
conditions or at the earliest opportunity after delivery/completion.
18-3.4
Inspection/Verification at Suppliers/Contractors/Sub-Contractors Premises
The responsible Officer can, as required, arrange for inspection/verification of goods and services at
Suppliers/Contractorss/Sub-Contractors premises, to ensure they meet the agreed quality for the
intended application.
The inspection/verification can be undertaken by the Responsible Officer or their nominated
representative. In addition, where the management agreement requires, or a customer requests to
inspect/verify goods and/or services at the Suppliers/Contractors/Sub-Contractor premises, the ASP Ship
Management Responsible Officer shall arrange accordingly.
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Hard Copy Delivery Receipts comprise suppliers/contractors delivery/labour documentation, Purchase

Order receipts or Repair and Service Order Receipts.
Prepayments
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Hard copies of these signed delivery receipts will be retained by purchasing. Officer, unless they form part
of the invoice in which case they will be held by the accounts department.
18-3.6
Computer General
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When prepayments are required for goods required on a purchase order, a note will be made in the
appropriate order noting the amount of the prepayment, the date and the invoice or documentation on
which the prepayment was paid. In conjunction with the Fleet Accountant, the prepayment will be coded to
the appropriate balance sheet account and not costed to the expense account until the goods are received
on board the vessel. When the goods are received on board the prepayment will then be recoded by the
Fleet Accountant to the appropriate expense account.
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Computer generated delivery receipts will be held by the Responsible Officer within STAR (Planned
Maintenance System) System or any other computer/hard copy system in use onboard.
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The Shipboard Computer generated delivery receipts are also transferred to the office via the computer
disc transfer function.
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18.4
Slop Chests (for Vessels requiring a Slop Chest)
18-4.1
Slop Chest Contents
Masters should carry sufficient slop chest items for the intended voyage taking into account anticipated
consumption, availability of supply and the vessel's trading pattern.
Any commodities subject to deterioration should only be ordered in small quantities sufficient for
immediate consumption. An incoming Master who finds unsaleable stock in the slop chest should refuse
to accept this on the transfer stock from the outgoing Master. If this is not possible at the actual change of
command then the incoming Master must inform the Company as soon as possible
18-4.2
Ordering Supplies
Supplies of slop chest items should be ordered either locally or via the Company and advantage should be
taken of prices and availability of supply in order to obtain stocks at the most economical cost.
18-4.3
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Whenever possible, the incoming Master should be consulted with regard to stock replenishment.
Local Regulations
Entertainment Allowance
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Whilst slop chest items are normally excluded from customs priorities, tobacco, cigarettes, beer and spirits
are "sensitive" commodities due to evasion of duty, government monopoly and/or religious grounds. Local
customs regulations must be strictly observed with regard to in-port allowances.
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Only the Master is permitted to draw on the vessel's slop chest for the purpose of entertainment. It is
appreciated that the issue of gratuities is an established custom in certain areas. However, the
indiscriminate distribution of largesse may result in prosecution by local authorities and in this respect it is
advisable to consult the local agent regarding the custom of the port. Careful consideration must always
be given to the necessity for gratuities and the requirement to provide official entertainment. Good
judgement by the Master is essential.
18-4.5
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This policy is not intended to inhibit the extension of normal courtesies to shore personnel by the Chief
Engineer or Chief Officer in the course of their duties. All such consumption in the way of cigarettes and
beverages shall be reimbursed on the submission of a note to the Master. Such consumption must not be
anticipated.
Responsibility
The management of the slop chest is the responsibility of the Master. This includes the assessment of
quantity for customs declarations and accountability during his assignment. Such management
responsibility also includes assessment of allowances and issues to Officers, crew and recreation rooms.
It should be noted that there have been heavy fines for incorrect customs declarations. When mitigating
circumstances exist, these fines have been absorbed by the Company as an operating expense but each
case is investigated to eliminate possible negligence. Any fines levied against the vessel must be paid
through the local agent. Payments must not be made with cash carried onboard the vessel.
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Cash to Master
Vessels' floats are designed to make the handling of shipboard payments easier. Payments can now be
made on board vessel prior to arrival in Port.
The floats should be of a size to enable the vessel to operate and get by until a port is reached that will
facilitate a cash delivery.
It is not required to balance back exactly to the float limit, just order rounded figures to the nearest
thousand and add it on.
The V-PUR-001 Cash Float Reconciliation is to be used to record the usage of float money and must be
submitted at the end of each calendar month.
All receipts and invoices but be kept to enable with the reconciliation of the float each month and must be
forwarded with the V-PUR-001 Cash Float Reconciliation.
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The Master acknowledges receipt of the float by signing for the balance at handover.
The float is to be secure in the master's Safe at all times.
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The Cash float may me used for Crew Payments (Advances, Expenses). In addition it can also be used
for urgent victualling, spares and other item need for the operation of the vessel.
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Drug and Alcohol
19-i
#3
1 January 2013
Authorised:
General Manager
19
DRUG AND ALCOHOL CONTROL................................................................ 19.1-1
19.1 COMPANY POLICY ............................................................................................... 19.1-1

19.2 GENERAL REQUIREMENTS ................................................................................ 19.2-1
19-2.1
19-2.2
19-2.3
19-2.4
Responsibilities ............................................................................................................19.2-1
Fitness for Duty............................................................................................................19.2-1
Drug & Alcohol Screening ............................................................................................19.2-1
Consequences of Violation of Drug and Alcohol Policy .................................................19.2-2
19.3 DRUG TESTING .................................................................................................... 19.3-1

19-3.1
19-3.2
19-3.3
19-3.4
19-3.5
19-3.6
19-3.7
19-3.8
19-3.9
19-3.10
19-3.11
General ........................................................................................................................19.3-1
Initiation of Testing .......................................................................................................19.3-1
Drug Testing and Screening Methods...........................................................................19.3-1
Prescription Medication ................................................................................................19.3-1
Possession of Illicit Drugs ............................................................................................19.3-1
Action by Master/Head of Department ..........................................................................19.3-2
Assistance to Customs.................................................................................................19.3-2
Random Drug Testing ..................................................................................................19.3-2
For Cause Testing .......................................................................................................19.3-4
Post Incident Testing ................................................................................................19.3-4
Drug Testing Kits ......................................................................................................19.3-4
19.4 ALCOHOL TESTING.............................................................................................. 19.4-1

19-4.1
19-4.2
19-4.3
19-4.4
19-4.5
19-4.6
19-4.7
19-4.8
19-4.9
19-4.10
19-4.11
19-4.12
19-4.13
19-4.14
19-4.15
General ........................................................................................................................19.4-1
Initiation of Testing .......................................................................................................19.4-1
Alcohol Control ............................................................................................................19.4-1
Random Alcohol Screening ..........................................................................................19.4-2
For Cause Testing .......................................................................................................19.4-3
Post Incident Testing....................................................................................................19.4-3
The use of Shipboard Breathalyzers .............................................................................19.4-3
Refusal to Undergo Evidential Test ..............................................................................19.4-3
Evidential Test .............................................................................................................19.4-3
Hygiene ....................................................................................................................19.4-4
Calibration ................................................................................................................19.4-4
Training ....................................................................................................................19.4-4
Unannounced Alcohol Testing ..................................................................................19.4-4
If the Result is above the policy level ........................................................................19.4-4
Retesting ..................................................................................................................19.4-4
19.5 COUNSELLING ..................................................................................................... 19.5-1

19-5.1
19-5.2
Initial Counselling .........................................................................................................19.5-1

Secondary Counselling ................................................................................................19.5-1
19.6 RETURN TO WORK .............................................................................................. 19.6-1

19-6.1
Return to Work Testing ................................................................................................19.6-1
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19.1
Company Policy
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ASP Ship Management Group (ASPSM) is committed to the health and safety of all employees. Any
persons onboard under the presence of alcohol and/or prohibited substances or drugs, represent a hazard
to their own safety, the safety of fellow crewmembers, safety of the vessel, its cargo and the environment.
As evidence of ASPSMs commitment and responsibility relating to the health and safety of all employees
in relation to drugs and alcohol, is detailed within our POL-6 - Drug & Alcohol Policy (Seagoing) which is
displayed in various locations throughout the vessel for all employees, contractors and visitors to see.
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19.2
19-2.1
Responsibilities
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The Master is responsible for monitoring the effectiveness of policy implementation on board so as to
ensure proper control is maintained onboard. The Master will have ASP Ship Managements full support in
doing so. Each Fleet Manager shall monitor the adherence to the D&A Policy and if in any doubt as to
effectiveness of implementation and control this shall be communicated to senior management.
19-2.2
Fitness for Duty
Under no circumstances shall any person perform duties when under the presence of alcohol and/or
drugs. If there is any doubt the supervisor or watch handing over shall refer the matter to the Master
whose decision on fitness for duty shall be final.
Crew Members returning from shore leave must be fit for duty. If it is suspected that they are not, the
procedures detailed in sections 19-3.5 (for drugs) or 19-4.5 (for alcohol) is to be followed.
It is recognized that drugs taken for medical purposes may hinder performance and in accordance with the
relevant Flag State Regulations a member of the crew or other ships personnel who has taken, or who
proposes to take, drugs or medicines must not come on duty or remain on duty after taking that drug
unless that person has given notice to the Master of his/her intention to take the drug and the Master is
satisfied that the drug will not hinder, or has ceased to hinder, the persons capacity to perform the duties
of his or her position in a safe manner
Joining crew members must advise the Master of any medication they are on and this information to be
logged when signing on.
Note: Penalties of imprisonment apply under some flag state regulations for crew members who hand
over to, or continue to work with, crew members under the presence of alcohol.
19-2.3
Drug & Alcohol Screening
OCIMF Drug and Alcohol screening guidelines have been adopted and apply to Officers and Crew, ABs
or Ratings appointed to all vessels managed by ASP Ship Management. All personnel may be tested in
accordance with OCIMF guidelines. These allow for testing prior to joining and random testing while
onboard. Such screening will at times include urine sample testing for drugs and a breath sample for
alcohol.
The appointed crewing agency shall ensure that all officers and crew appointed to serve on a tanker
undergo the required OCIMF Drug and Alcohol Screening test, conducted by an independent testing
service, authorised by ASPSM before joining.
Random Drug and Alcohol tests will be conducted at least once a year as a minimum onboard all vessel
and at intervals not exceeding 12 months for tankers. (Notification of testing shall be sent to the
Master by the Fleet Manager or Ship Manager at least 24 hours before the time of the testing to be
undertaken).
Note: The timing of the testing shall be undertaken to ensure that it encompass all crew, having been
subjected to at least one Random Drug and Alcohol test over a two year period.
Should an Officer or AB/Rating test positive for alcohol limit, a prohibited substance or non-prescribed
drug at a drug and alcohol screening test or decline to undergo the test the individual will be relieved of
their position on the vessel. Where this occurs at the pre-joining stage they shall not be appointed to the
vessel.
All test reports will be treated as confidential.
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Consequences of Violation of Drug and Alcohol Policy
In the event that the Drug and Alcohol Policy is breached, the Company will take action that may include
the following:
Explanation from the employee in question;
Immediate removal from the vessel;
Recommend further tests to be undertaken, if required;
Insist on a course of rehabilitation;
Suspend the employee from his/her current duties pending further investigation or testing;
Make an order to have the crewmember tested frequently to ensure complete abstinence;
Dismiss the employee.
In the implementation of any disciplinary action, it is necessary to ensure that the process of discipline
does not hamper attempts to assist an individual in dealing with any alcohol and/or drug consumption
issues. If an individual is actively participating in an Assistance Program to overcome any alcohol and/or
drug consumption issues, this should be taken into account when managing a breach of this policy.
Regardless of the above, at no time is safety to be compromised.
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19.3
Drug Testing
19-3.1
General
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This procedure applies to all ASPSM employees including shore based representatives, supernumeraries,
Contractors and visitors who may be subjected to random drug and alcohol testing while onboard any
vessel managed by ASP Ship Management. Personnel testing positive may be subject to removal from
the vessel and the termination of employment.
It is ASP Ship Managements policy that employees shall not use prohibited substances or inappropriately
consume prescription medication under any circumstances.
The carriage and possession of any drugs other than regular prescription or over the counter drugs is
prohibited.
19-3.2
Initiation of Testing
Testing will be initiated through the following ways;
1. Random (all crew members ) (Notified by the Fleet Manager/or designated )

2. For Cause ( Fellow crewmember believes a crew member is impaired by drugs)
3. Post Incident ( Mandatory for all involved following a significant accident/incident)
4. Return To Work (Mandatory for all involved in a confirmed positive for drugs)
19-3.3
Drug Testing and Screening Methods
To ensure the ships complement is free from the presence of unlawful drugs and are able to complete
their duties and respond to emergencies, ASP Ship Management will conduct from time to time random
unannounced drug screening of ALL ships personnel. Any other person on board at the time can be
called upon for testing.
The testing procedure will be carried out by an Independent Testing Service (ITS) authorised by ASPSM
to conduct the testing procedures.
The Master and Chief Officer will be notified on the day of the test (By the Fleet/Ship Manager) and will
muster the ships personnel and check the crew list and contractors list for attendance. The Independent
Testing Services will then conduct the testing procedure in a number of stages as described in the Testing
Procedures.
The participation in the drug screening program is compulsory and a condition of employment.
If any member of the ships personnel comes forward before the screening process and admits he/she has
been taking drugs and or alcohol, every effort will be made by ASP Ship Management to provide support
and assist in the rehabilitation of that person.
19-3.4
Prescription Medication
Prescription drugs may only be used on board a vessel with a legal prescription from a registered doctor
and/or under authorized issue from the vessels medical locker.
Inappropriate consumption of prescription medication will be treated in the same manner as use of illegal
drugs.
19-3.5
Possession of Illicit Drugs
The manufacture, distribution, selling or possession of, or use of, illicit drugs aboard a vessel managed by
ASP Ship Management is prohibited. The presence of illicit drugs onboard can have serious implications
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for ASP Ship Management, the Master and the seafarer(s) involved. This can include heavy fines, long
prison sentences, the death penalty and detention of the ship.
Any seafarer under the employ of ASP Ship Management is liable to instant dismissal for manufacturing,
distributing, selling or possessing, or using drugs or trafficking in drugs either onboard or anywhere
ashore.
19-3.6
Action by Master/Head of Department
Ships personnel who exhibit signs of hindrance from alcohol and/or drugs, of any kind shall not be
allowed to stand duty, the head of department and Master shall be informed immediately and the incident
recorded in the Official Log Book. Where there is doubt about the level of hindrance of a crew member,
the Masters assessment on the crew members fitness for duty will be final.
In the case of the Master showing signs of hindrance the Chief Officer shall be called to make an
assessment and visa versa.
19-3.7
Assistance to Customs
All seafarers in the employ of ASP Ship Management will co-operate to the fullest extent of their ability,
with all national Customs authorities and other Regulatory bodies when/if necessary.
19-3.8
Random Drug Testing
The random unannounced drug screening of ALL ships personnel shall be undertaken as per the
following requirements.
19.3.8.1
Collecting the sample
The Collector shall commences the collection process by requesting the Donor to choose a Test box (a
minimum of three (3) boxes are required). The integrity seal on the box must be intact and verified by both
the Collector and Donor.
The Collector will explain to the Donor the contents of the Test box:
Each Test box shall have a number of seals to be used when resealing the bottles, a plastic bag
complying with International Air Transportation regulations and a collection beaker with an inbuilt
thermometer for measuring the temperature of the sample.
The Collector shall requests the Donor to:
Wash his/her hands in cold water with no soap before opening the sealed beaker (opening the
Test box, checking the contents and removing the beaker) to provide a urine sample;
Provide at least 30mls of urine (show the marker on the beaker) - preferably 60mls are required;
Urine collections are to be supervised, not witnessed. The Donor is to enter the toilet cubicle and
Collector must stand outside the cubicle door.
The Collector must wear gloves whilst handling the specimen.

The Collector advises the Donor to:
Inform the Collector when they have finished voiding the sample;
Not to flush the toilet;
The Collector takes the urine sample from the Donor.
The sample must remain in view of the Collector and the Donor at all times after it is handed to the
Collector until it is appropriately packaged for dispatch to the Laboratory.
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Checking the Integrity of the Sample
19.3.8.2.1 Temperature Check

The Collector checks and records the temperature of the fluid sample within 4 minutes of voiding as well
as the time the temperature was measured.
The Collector checks that the sample is within the 33-380 C temperature range.
19.3.8.2.2 Creatinine and/or Adulteration Check
If the original fluid sample is within the correct temperature range, the sample must also undergo an onsite
creatinine and/or adulteration test.
19.3.8.3
Package the Sample
19.3.8.3.1
The Collector completes documents
The Collector asks the Donor to declare whether they have taken any medication (e.g. pain killers,
sleeping tablets, reflux medication or cold and flu tablets) or consumed poppy seeds over the last 14 days
and documents the information.
The Collector takes the A and the B bottle from the Test box and unscrews the lids and pours half of the
sample into the A and B bottles. The lids are then screwed back on tightly and the used beaker is
disposed. Collector tips bottles upside down to ensure that the lids have been sealed correctly and sample
does not leak.
The Collector and Donor must initial and date the white security seals then place on the corresponding
bottles (A seal on A bottle and B seal on B bottle) over the lids and down each side of the bottle.
The Collector shall explain to the Donor that the A sample will be tested by the Laboratory and the B
sample will be frozen for a minimum of three months so that it can be used as a reference sample if
required.
The Collector then signs and dates the Kit Box Shipping Seal, closes the box and sticks this seal onto
the box as marked.
19.3.8.3.2
Sending Samples to the Laboratory
The Collector places the Test boxes containing the samples into a Laboratory bag and completes relevant
forms.
19.3.8.4
Test Results
The random unannounced drug test will confirm or deny the presence of prohibited substances such as
but not limited to:
Cocaine
Benzodiazepines
Cannabinoids
Amphetamines
Opiates
ASP Ship Management will be notified in due course of the result of the analysis. If the test result is
positive, the crew member may be interviewed and may elect to have a witness/adviser present also.
At the conclusion of the interview, the person involved will be advised of the action to be taken.
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For Cause Testing
Where the head of department, (or immediate subordinate(s) is under suspicion), are advised of
suspected impairment by drug use, he/she, or they, shall investigate the circumstances in accordance with
Part IV of the PUB-7-Code Of Conduct.
If the investigation indicates drug use is likely to be the cause of the person in questions current
disposition, the head of department shall initiate a drug test.
19-3.10
Post Incident Testing
Whenever a significant accident/incident occurs involving ships personnel, all crew members involved
shall be tested for drugs.
The collection of drug-test specimens of each individual must be conducted within 32 hours of when the
accident/incident occurred, unless precluded by safety concerns directly related to the incident. If safety
concerns directly related to the accident/incident prevent the collection of drug-test specimens from being
conducted within 32 hours of the occurrence of the incident, then the collection of drug-test specimens
must be conducted as soon as the safety concerns are addressed.
19-3.11
Drug Testing Kits
In the event that the Independent Testing Service is not available in the prescribed time frame the drug
testing kit supplied on board should be used to collect the drug-test specimens.
The test kit instructions must be strictly adhered to in order for the process to be suitably effective.
Once the samples have been collected the Ship Manager and/or DPA will advise on forwarding
instructions.
In the case the samples cannot be dispatched immediately they must be stored under refrigerated
conditions. The samples must not be frozen as they will deteriorate during the subsequent
transportation.
Refrigerated storage is not essential if the sample is dispatched promptly to the laboratory. Drugs of abuse
and their metabolites are generally stable for long periods in urine. LSD is light sensitive, and specimens
that require LSD analysis should be stored in an envelope or dark environment.
Deterioration of the sample may occur if the specimen is left exposed to ambient temperatures for more
than 10 days. The laboratory will be less able to detect the presence of the drugs or their metabolites, but
there is no risk of 'false positives'.
'Chain of Custody' refers to a system of controls and procedures that document the progress of a
specimen from the point of collection through the laboratory to its disposal after the results have been
accepted. An intact Chain of Custody will unequivocally link the specimen to the donor, and the result to
the specimen. The Custody Control forms are part of the kit.
The kit contents have been chosen for specific reasons, and you must not use alternatives. The donor,
specimen bottles, analysis and the results are linked by a barcode. Each barcode set carries a unique
number. You must not mix sets, or leave unused labels unaccounted for. Individual barcodes are provided
for use on company records.
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19.4
Alcohol Testing
19-4.1
General
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ASP Ship Managements Alcohol Policy for all vessels (in accordance with OCIMF Guidelines for Control
of Alcohol on Board Ship), shall be as follows:
The maximum Blood Alcohol Concentration (%B.A.C) levels
On duty: All personnel shall observe a period of abstinence from alcohol prior to scheduled watch
keeping duty or work periods of 4 hours, to ensure that, prior to going on scheduled duty, the
blood alcohol content of the seafarer is theoretically zero.
Off duty: 0.04 grams per 100 milliliters of blood (0.04%)
On UMS vessels, the duty Engineer is considered to be on duty for the full 24 hours.
19-4.2
Initiation of Testing
Testing will be initiated through the following ways;
1. Random (all crew members ) (Notified by the Fleet Manager/or designated )

2. For Cause ( Fellow crewmember believes a crew member is impaired by alcohol)
3. Post Incident ( Mandatory for all involved following a significant accident/incident)
4. Return To Work (Mandatory for all involved in a confirmed positive for alcohol)
19-4.3
Alcohol Control
No alcohol is to be brought on board without the prior knowledge and agreement of the Master.
Purchasing and the issuing of alcohol is to be under the direct control and authority of the Master.
The Master shall control the consumption of alcohol to crew members, which should not exceed the
equivalent of 2 standard cans (375ml at 3.5% Alc./Vol) of beer per person per day.
The Master is to review the Crew Bar Record Book at the end of each month and act accordingly should
the consumption be outside the guidelines.
Where the Master believes that the alcohol issued is being stockpiled or abused, he/she shall take such
action as necessary to correct/control the situation.
Conditions of running a Bar(s) onboard vessels (where fitted) are as follows:
A Bar Committee is to be established and be responsible for the recording of the amount of
alcohol consumed by crew/persons using the bar facilities.
Drinks ordered by each crew/person, are to be recorded against his or her name, in the bar record
book provided for this purpose on V-DAA-002 - Crew Bar Record Book.
No cash sales of alcohol are to be allowed.
The Master shall enforce bar operating hours.
V-DAA-001 - Statement of Bar Stocks and Monthly Consumption
Crew members are responsible for the amount of alcohol consumed by their visitors and for their visitors
conduct whilst on board, this also includes supernumeraries and non crew members at sea.
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19-4.4
VOM-19
19.4-2
R1
Drug and Alcohol
Random Alcohol Screening
This procedure applies to ASPSM employees including shore based representatives, supernumeraries,
contractors and visitors who may be subject to random drug and alcohol testing while onboard a vessel
managed by ASPSM.
Personnel testing positive may be subject to removal from the vessel and termination of employment.
To ensure the ships complement is under the alcohol levels given and are able to complete their duties
and respond to emergencies, the Master shall conduct a random alcohol screening of ALL ships
personnel using the vessels breathalyzer once every swing / contract period but not exceeding a period
greater than 3 months between screenings. Any other person on board at the time can be called upon for
testing.
Random testing may be extended to testing at the gangway before boarding the vessel or prior to going
on duty at the discretion of the Fleet Manager who shall confirm this in writing to the Master.
Individuals refusing any testing or are over the prescribed alcohol limits, shall be relieved from their duties
and disciplinary ramifications will be in accordance with PUB-7-Code Of Conduct.
If any member of the ships personnel comes forward before the screening process and admits he/she has
been consuming alcohol, every effort will be made by ASP Ship Management to provide support and
assist in the rehabilitation of that person.
Random testing shall not be used to target any individual or group of employees and shall include the
testing of all persons onboard.
19.4.4.1
Testing Requirements
The Master is to notify all personnel onbaord the vessel that a random alcohol test will be taking place
within 30 minutes and that all personnel must refrain from smoking until after they have completed the test
and that nothing is to be taken by mouth for at least 15 minutes prior.
At the appointed time all personnel, other than essential watch-keepers, are to be assembled at a central
location as detailed by the Master to undergo the test.
As soon as practical, the watch-keepers should be relieved by personnel who have successfully
completed a test and report to the location as detailed by the Master for testing.
Once all crew have been assembled, the Master shall commence the test process by submitting
themselves first for testing and then continue with the rest of the crew. The testing and witnessing of
results should be carried out in accordance with the following table:
Rank
Tester
Witness
Master
Chief Engineer
Chief Officer
Chief Officer
Master
Chief Engineer
DeckOfficers
Master
Chief Engineer
Chief Engineer
Master
Chief Officer
Engineer Officer
Master
Chief Officer
Crew
Master
Chief Officer or
Chief Engineer
The results shall be recorded and countersigned by the witnesses and the testers using form V-DAA-003
- Random Alcohol Screening Record. The Master is to retain a copy of the results for seven years. A copy
of the results is also to be sent to the Ship Manager to be filed in the office files.
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19-4.5
VOM-19
19.4-3
R1
Drug and Alcohol
For Cause Testing
Where the head of department, (or immediate subordinate(s) is under suspicion), are advised of
suspected alcohol intoxication, he/she, or they, shall investigate the circumstances in accordance with
Part IV of the PUB-7-Code Of Conduct.
If the investigation indicates alcohol consumption is likely to be the cause of the person in questions
current disposition, the head of department shall breathalyse the person in question in private if requested,
using the evidential standard machine.
19-4.6
Post Incident Testing
Whenever a significant accident/incident occurs involving ships personnel, all crew members involved
shall be breath tested.
Breath testing of all crew members is to be undertaken within 2 hours of the occurrence of the event. If
safety concerns directly related to the accident / incident prevent the breath testing from being conducted
within 2 hours of the occurrence of the incident then breath testing must be completed as soon as the
safety concerns are addressed.
The standard evidential breathalyzer may also be used on written request of an authorized person of a
Flag or Port State. The instructions of the authorized person are to be followed in this case.
19-4.7 The use of Shipboard Breathalyzers
All ships are to be equipped with two breathalyzers of which one is to be an evidential breathalyzer.
Crew members in doubt as to their condition should use the screening unit to check their blood alcohol
content and act accordingly.
In case of allegations of alcohol consumption these units are to be used to determine the veracity of the
allegation in accordance with this procedure.
Where it is suspected that a crew member is under the influence of intoxicating liquor by a fellow crew
member, the head of department, (or the Chief Officer when the Master is under suspicion), are to
proceed in accordance with this procedure.
19-4.8
Refusal to Undergo Evidential Test
Where a crew member, refuses to undergo an evidential test the refusal shall be recorded in the Official
Log Book and proceed in accordance with the PUB-7-Code Of Conduct.
19-4.9
Evidential Test
The standard evidential breathalyzer is to be kept in the Masters office. The person must be provided the
opportunity to prove the allegation incorrect by use of the standard evidential breathalyzer.
A refusal to provide a sample of breath for analysis must be recorded along with other evidence
supporting the breach.
If the reading obtained is below the ASP Ship Managements Alcohol Policy, the process ends here.
If the reading is above the ASP Ship Managements Alcohol Policy proceed as follows:
The test result shall be recorded in the Official Log Book and proceed in accordance with Part III and Part
IV of PUB-7-Code Of Conduct. Copies of the evidential unit print out is to be distributed as follows:
one copy to the person who has been tested;
one copy to be attached to the official log;
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19-4.10
VOM-19
19.4-4
R1
Drug and Alcohol
one copy to be forwarded to the company for inclusion on the persons personal file. This should
be accompanied by an explanation of the circumstances that led to the test being carried out, a
copy of the official log book entry and any other associated documentation.
Hygiene
A new mouthpiece is to be used each time the breathalyser is used; they are not to be used again and
must be disposed of immediately the test is finished. When inserting the mouth piece ensure fingers do
not make contact with the mouth piece, this can be achieved by holding the plastic covering and then
tearing it sufficiently to allow the tube to be inserted in unit before the plastic covering is removed
completely. (See training material for details of this process).
Should the unit need cleaning be sure to use a non-alcohol based disinfectant.
19-4.11
Calibration
Both the screening and evidential units require calibration according to manufacturers specification. The
date when each current breathalyser unit calibration expires should be entered on the vessels PMS
system. The Master is responsible for ensuring that the units are calibrated on time and have a current
calibration certificate.
19-4.12
Training
These units are simple to operate and each comes with instruction card. The instructions are to be placed
with the screening unit, while that accompanying the evidential unit should remain in the units case.
19-4.13
Unannounced Alcohol Testing
The random unannounced alcohol testing of ALL ships personnel, shall be undertaken at the same time
as the unannounced drug test and shall be as per the following requirements.
The Collector shall ask the donor if they have had any food (including mints/chewing gum), drink or
cigarettes in the last 20 minutes.
Some foods and non-alcoholic drinks may contain traces of alcohol which may interfere with the result.
Smoke can also elevate the reading. To prevent this ensure a delay of at least 20 minutes has elapsed
since the Donor took anything by mouth.
Place a new mouthpiece onto the unit.
Ask the Donor to blow into the mouthpiece.
Read the result from the screen once completed.
The result shall be recorded on the appropriate documentation used by the
19-4.14
If the Result is above the policy level
Advise the Donor that the result was not negative and that they will need to wait 20 minutes for a retest.
Instruct the Donor that during the 20 minute wait they must not take anything by mouth as this may affect
the next result reading.
Inform the Master that a presumptive positive sample has been provided, and that the Donor will need to
be present for a retest.
19-4.15
Retesting
If the Retest Result is still above the acceptable level, inform the Donor and the Master of the result .The
Master will precede as per the requirements of PUB-7-Code Of Conduct. In addition they shall contact the
Fleet/Ship Manager as to result of the test and that action that is to be undertaken with the Donor.
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19.5
VOM-19
19.5-1
R0
Drug and Alcohol
Counselling
ASP Ship Management is committed to the welfare of all employees and the promotion of a safe and
healthy lifestyle. Personnel who feel they may have a drug and/or alcohol consumption related issue are
encouraged to indicate this to the Company.
ASP Ship Management will provide confidential assistance to employees where required or requested, in
relation to drug and/or alcohol consumption related issues.
19-5.1
Initial Counselling
Where testing returns positive result or personal behaviour indicate the possibility for alcohol and/or drug
consumption related issues, the Head of Department shall arrange for the individual to be spoken to and
suggest the need for the individual to moderate their behaviour and, if necessary, seek assistance.
The earlier the problem is recognised, the better the chance of successful treatment.
19-5.2
Secondary Counselling
In cases where an individual has a continuing problem with alcohol consumption and/or drug related
issues and/or where there is a perceived breach of the PUB-7-Code Of Conduct brought about by their
behaviour, the Head of Department shall formally counsel the individual on the concerns about the
individuals performance and the advisability of their obtaining professional assistance.
If an individual does not take steps to deal with their condition, or where there is a breach of the PUB-7Code Of Conduct or this procedure and our Policy, then the matter should be dealt with in accordance
with the Code of Conduct by the Head of Department and reported to the appropriate Fleet/Ship Manager.
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VOM-19
R0
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19.6
VOM-19
19.6-1
R0
Drug and Alcohol
Return to Work
ASP Ship Management is committed to the welfare of all employees and the promotion of a safe work
environment and is committed to the rehabilitation of its personnel.
19-6.1
Return to Work Testing
All personnel that have had a confirmed positive alcohol and/or drugs test will be required to have a
Return to Work test as directed by ASP Ship Management. This test must be negative before they are
allowed to rejoin a vessel.
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Revision:
VOM-19
19.6-1
R0
Drug and
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WE MANAGE SHIPS SAFELY

Preface and Record of Revisions

Organisation and Management

ISM Code Compliance

Event Reporting & Action

VOM-12 Cargo And Ballast Operations (Bulker)

VOM-13 Engineering Operations

VOM-14 Ship Condition Reporting

VOM-15 Ship Performance

VOM-17 Catering Services

VOM-19 Drug and Alcohol

VOM-11 Deck Operations

VOM-10 Commercial Considerations

Document: VOM-0 Record of Revisions

Document: VOM-0 Record of Revisions

Document: VOM-0 Record of Revisions

Document: VOM-0 Record of Revisions

Document: VOM-0 Record of Revisions

ORGANISATION AND MANAGEMENT.......................................................................... 1.1-1

COMPANY POLICIES ................................................................................................... 1.1-1

SHORE ORGANISATION............................................................................................... 1.2-1

SHIP MANAGEMENT.................................................................................................... 1.3-1

Safety: Responsibility of all Personnel ........................................................................... 1.6-1

VESSEL FAMILIARIZATION ........................................................................................... 1.7-1

Joining Seafarers Qualifications .................................................................................... 1.5-1

GENERAL RESPONSIBILITIES OF PERSONNEL ............................................................... 1.6-1

Co-operation with Authorities ........................................................................................ 1.4-1

PERSONNEL, QUALIFICATIONS AND TRAINING .............................................................. 1.5-1

Department Heads: General Responsibilities................................................................. 1.3-1

GENERAL POLICIES AND REQUIREMENTS .................................................................... 1.4-1

Ship/Shore Interrelation................................................................................................. 1.2-1

Vessel Staff Members ................................................................................................... 1.7-1

MASTERS RESPONSIBILITIES....................................................................................... 1.8-1

Masters Overriding Authority ......................................................................................... 1.8-1

Ship Detention .............................................................................................................. 1.8-3

DECK DEPARTMENT RESPONSIBILITIES ....................................................................... 1.9-1

Chief Officer Responsibilities ......................................................................................... 1.9-1

1.10 CHIEF ENGINEERS RESPONSIBILITIES........................................................................ 1.10-1

1.11 ENGINE DEPARTMENT RESPONSIBILITIES .................................................................. 1.11-1

1.12 CIR/BOSUNS RESPONSIBILITIES AND DUTIES.......................................................... 1.12-1

Reports To: ..................................................................................................................1.12-1

1.13 RATINGS/CREW/GPS RESPONSIBILITIES AND DUTIES ................................................ 1.13-1

1.14 CATERING STAFF RESPONSIBILITIES AND DUTIES....................................................... 1.14-1

1.15 VESSEL IT POLICY ................................................................................................... 1.15-1

Computer Security .......................................................................................................1.15-1

Organisation and Management

Organisation and Management

Organisation and Management

Ship Management Team

Second (First) Engineer

Junior Deck Officer

Integrated Management System

Flag State Regulations

Port State Requirements

Relevant International/Local Standards

Relevant Class Rules and Regulations

Industry Guidelines and Standards

Ship Management Contracts

Organisation and Management

Department Heads: General Responsibilities

Organisation and Management

The Department Heads are:

Watch Keeping Officers