SMM Kapal
SMM Kapal
SMM Kapal
&
Safety Management Procedures
31 October 2016
SAFETY MANAGEMENT MANUAL
0.1 TABLE OF CONTENTS
Originator: Approved By:
OSU SHIP OPERATIONS Frederick J. Jones Stewart Lamerdin
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
1 2.1 Updated names and signatures on policy sheet. 6-Mar-07
2 3.3 Added Port Engineer position to org. diagram 6-Sep-07
3 4.1 Removed references to vessel security plan 6-Sep-07
4 4.2 Removed references to vessel security plan 6-Sep-07
5 5 Removed references to vessel security plan 6-Sep-07
6 6.1 Modified Comms and Records sections 6-Sep-07
7 7 Deleted item Freference to ship security plan 6-Sep-07
8 7.2 Deleted reference to vessel security officer 6-Sep-07
9 7.8 Changed wording from vital to critical 6-Sep-07
10 7.22 Removed reference to transducer well 6-Sep-07
11 7.23 Removed confined space entry procedure 6-Sep-07
12 8.2 Removed reference to vessel security plan 6-Sep-07
13 8.3 Removed reference to vessel security plan 6-Sep-07
14 8.4 Modified incorrect number sequence 6-Sep-07
15 10.2 Modified list of critical equipment to match 7.8 6-Sep-07
16 13 Removed reference to ISPS and ISSC 6-Sep-07
17 0.1 Updated Table of Contents with above revisions 6-Sep-07
18 2.1 Updated names and signatures on policy sheet. 1-Jun-08
19 2.2 Minor wording & typographic corrections 1-Jun-08
20 2.3 Minor wording & typographic corrections 1-Jun-08
21 2.4 Updated point of contact information 1-Jun-08
22 3.2 Minor typographic corrections. 1-Jun-08
23 4.1 Deleted references to CSO and ISPS Code. 1-Jun-08
24 4.2 Deleted entire section (Vessel Security Officer) 1-Jun-08
Removed check off list and moved to appendix; wording
25 6.2 1-Jun-08
changed to correspond.
Removed check off list and moved to appendix; wording
26 6.3 1-Jun-08
changed to correspond.
Added definition of RHIB. Added release-wire control
27 6.4 requirement. Removed check off list and moved to appendix; 1-Jun-08
wording changed to correspond.
28 6.6.3 Minor typographic correction. 1-Jun-08
Added Safety Orientation Lecture requirement. Added
29 6.7 checklist and signature requirements. Modified fire & boat 1-Jun-08
drill requirements.
30 7.1 Minor wording & typographic corrections. 1-Jun-08
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
31 7.3 Moved wire log reporting from MarTech to C/M. 1-Jun-08
Removed checklist and moved to appendix; wording changed
32 7.4 1-Jun-08
to correspond,
33 7.6 Minor typographic correction. 1-Jun-08
Removed form examples. Updated shoreside contact info.
34 7.7 1-Jun-08
Changed Port Captain to Port Engineer.
35 7.1 Added Oil Record Book logging requirement. 1-Jun-08
36 7.11 Added Oil Record Book logging requirement. 1-Jun-08
37 7.12 Added Oil Record Book logging requirement. 1-Jun-08
Updated Safety Orientation requirements & wording to
38 7.14 1-Jun-08
correspond with SMM 6.7
39 7.15 Deleted checklist reference. 1-Jun-08
40 7.16 Added Wire Log to recordkeeping requirement. 1-Jun-08
41 7.17 Minor wording & typographic correction. 1-Jun-08
42 7.2 Deleted safety shoe and SCBA standards. 1-Jun-08
Removed checklist and moved to appendix; wording changed
43 7.22 1-Jun-08
to correspond.
Deleted reference to Vessel Security Plan. Changed SOPEP
44 8.1 1-Jun-08
to NVTRP.
Minor wording corrections. Removed checklist and moved to
45 8.2 1-Jun-08
appendix.
Updated MAS and USCG contact numbers. Removed
46 8.4 checklist and added to appendix; wording changed to 1-Jun-08
correspond.
Removed emergency steering instruction list. Wording
47 8.5 1-Jun-08
changed to correspond.
Added wording dealing with Observations. Deleted wording
48 9.1 1-Jun-08
related to Accidents and Hazardous Occurrences.
New section dealing with Hazardous Occurrences and
49 9.2 1-Jun-08
Accidents.
Formerly Section 9.2. Added wording related to HAZREP
50 9.3 1-Jun-08
reporting.
51 10.1 Added various logging requirements. 1-Jun-08
52 10.2 Minor typographic correction. 1-Jun-08
53 12.1 Added language dealing with Observations. 1-Jun-08
54 12.2 Deleted reference to Ship Security Plan. 1-Jun-08
55 APP A Added new forms to list. 1-Jun-08
56 SMF 5.1 New form. 1-Jun-08
57 SMF 6.2 New form. (Moved from SMM 6.2) 1-Jun-08
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
58 SMF 6.3 New form. (Moved from SMM 6.3) 1-Jun-08
59 SMF 6.4 New form. (Moved from SMM 6.4) 1-Jun-08
60 SMF 6.7 New form. 1-Jun-08
61 SMF 7.4 Updated checklist. 1-Jun-08
62 SMF 7.22 New form. (Moved from SMM 7.22) 1-Jun-08
63 SMF 8.4 New form. (Moved from SMM 8.4) 1-Jun-08
Added wording for Observations. Corrected item numbers.
64 SMF 9.1 1-Jun-08
Standardized section number.
65 SMF 9.2 New form. 1-Jun-08
66 0.1 Updated Table of Contents. 1-Jun-08
67 7.11 Deleted redundant/incorrect ballast water policy. 1-Jul-08
68 0.1 Updated Table of Contents. 1-Jul-08
69 7.22 Clarified officers authorized to test & certify spaces. 20-Aug-08
Changed vibration measurement requirement to biannual
70 10.1 20-Aug-08
vice quarterly.
71 10.3 Updated logging requirements for LO sampling. 20-Aug-08
72 App A Updated form revision dates. 20-Aug-08
73 SMF 7.22 Added block for authorizing officer signature. 20-Aug-08
74 11.2 Clarified location of SMM controlled copies. 20-Aug-08
75 0.1 Updated Table of Contents. 20-Aug-08
76 11.1 Added reference to electronic copies. 26 Sep 08
77 11.2 Added electronic copies to distribution. 26-Sep-08
78 0.1 Updated Table of Contents. 26-Sep-08
79 1.2 Deleted Safety Management Representative. 19-Nov-08
80 4.1 Rewritten to better define DP role and responsibilities. 19-Nov-08
81 6.1 Clarifications to hiring & training practices/procedures. 19-Nov-08
82 6.6.1 Clarified wire logging responsibilities, corrected reference. 19-Nov-08
83 6.6.2 Clarified wire logging responsibilities. 19-Nov-08
84 6.6.3 Clarified wire logging responsibilities. 19-Nov-08
85 6.7 Revised training and logging requirements. 19-Nov-08
86 7.3 Clarified wire logging responsibilities, corrected terms. 19-Nov-08
87 7.7 Revised equipment and procedures. 19-Nov-08
Replaced Safety Management Coordinator with Ship
88 7.9 19-Nov-08
Operations Coordinator.
89 7.14 Revised terminology and logging requirements. 19-Nov-08
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
90 7.16 Clarified wire logging responsibilities. 19-Nov-08
91 7.17 Clarified safety and logging procedures. 19-Nov-08
92 7.21 Updated drill and reporting requirements. 19-Nov-08
93 8.1 Updated plan and reporting requirements. 19-Nov-08
94 0.1 Updated Table of Contents. 19-Nov-08
95 3.1 Clarified Deans authority and responsibility. 15-Jan-09
96 0.1 Updated Table of Contents. 15-Jan-09
97 SMF 7.4.A Modified for better readability. 18-Feb-09
98 SMF 7.4.B Modified for better readability. 18-Feb-09
99 SMF 7.7 New form. 18-Feb-09
100 App A Updated list of forms. 18-Feb-09
101 0.1 Updated Table of Contents. 18-Feb-09
Typographic corrections, added reference to Accident
102 2.2 29-May-09
section.
103 2.3 Corrected URL for University smoking policy. 29-May-09
104 2.4 Corrected URL for University sexual harassment policy. 29-May-09
105 6.3 Revised training requirements. 29-May-09
Added issue and revision numbers for Load Line Certificate
106 7.5 29-May-09
and Trim & Stability Book. Typographic corrections.
107 7.7 Specified form for Departure Report. 29-May-09
Clarified responsibilities for overside discharge. Added requirement
108 7.8
for copying office on current Standing Orders.
29-May-09
109 7.1 Corrected and clarified sewage discharge policies. 29-May-09
110 7.11 Clarified responsibilities for overside discharge. 29-May-09
111 7.18 Updated URL for OSU Dive Policy & Procedure. 29-May-09
112 7.23 Typographic corrections. 29-May-09
113 9.2 Removed Accidents from this section. 29-May-09
114 9.3 New section on Accidents. 29-May-09
115 9.4 Re-numbered from 9.3. 29-May-09
116 SMF 6.3 Updated training requirements on checklist. 29-May-09
117 SMF 7.7.A Updated form number. 29-May-09
118 SMF 7.7.B New form. 29-May-09
119 SMF 9.2 Removed sections dealing with Accidents. 29-May-09
120 SMF 9.3 New form. 29-May-09
121 App A Updated form list and revision numbers. 29-May-09
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
122 0.1 Updated Table of Contents. 29-May-09
Removed hyperlink addresses to OSUs drug counseling and
123 2.2 4-Dec-09
alcohol policy.
124 2.3 Removed hyperlink address to OSUs 4-Dec-09
Removed hyperlink address to OSUs Sexual Harassment
125 2.4 4-Dec-09
Policy and UNOLS safety standards.
Removed hyperlink address to State of Oregon Marine Board
126 6.4 4-Dec-09
Boaters Education Card
127 7.13 Removed hyperlink address to OSUs 4-Dec-09
128 7.18 Removed hyperlink address to OSUs 4-Dec-09
129 0.1 Updated Table of Contents. 4-Dec-09
Removed wording from section 1.1.4 on list of forms used to
130 1.1 29-Jun-10
conduct the business of the ship.
Updated contact information and phone numbers for Office
131 2.4 for Civil Rights and Office of Federal Contract Compliance 29-Jun-10
Programs, at date of corrective action.
Updated wording in section A.3, to show SAIF form 801 will
132 9.3 be used for crewmembers; and removed all wording 29-Jun-10
referencing the discontinued SAIF Form 245.
133 SMF 9.3.B New form. Accident Forms by date order. 29-Jun-10
Revised to show the hyperlink to the SMM as one of the
134 11.2 29-Jun-10
controlled electronic copies
135 2.1 Updated Designated Person 15-Sep-10
136 6.3 Updated with new crane specifications 15-Sep-10
137 6.6.1 Updated with tracking of crane records 15-Sep-10
138 7.7 Updated changes for Morning Reports 15-Sep-10
Updated Medical Emergency and USCG Rescue
139 8.4 15-Sep-10
Coordination Centers contact info
Removed wording from section 9.1.3 on Accident and
140 9.1 15-Sep-10
Hazardous Occurrence descriptions
141 App A Updated form list and revision numbers 15-Sep-10
142 0.1 Updated Table of Contents with above revisions 15-Sep-10
143 2.1 Updated Designated Person 18-Apr-11
144 3.4 New Section dealing with Risk Assessment 18-Apr-11
Revised to include testing Emergency Generator and
145 SMF 7.4.A 18-Apr-11
removed GSSP and OBS rows
Revised to include testing Emergency Generator and
146 SMF 7.4.B 18-Apr-11
removed GSSP and OBS rows
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
147 App A Updated form list and revision numbers 18-Apr-11
148 0.1 Updated Table of Contents with above revisions 18-Apr-11
149 2.1 Updated Vessel Master name 1-Aug-11
150 2.4 Updated HR Director phone number 1-Oct-11
151 SMF 6.2 Added JSA review requirement 2-Oct-11
152 3.3 Updated Org Chart 1-Oct-11
153 4.1 Corrected various typographic errors 5-Oct-11
154 5.1 Corrected typos and renumbered IAW SMM schema 6-Oct-11
155 6.1 Added mandatory ISM/SMM training requirement 7-Oct-11
Added requirement for complement reporting after any
156 7.7 15-Oct-11
change
157 6.3 Added SMF 6.3 in lieu of checklist 15-Oct-11
158 6.7 Added record keeping requirement 15-Oct-11
159 7.1 Added signature, record keeping, and reporting reqt 16-Oct-11
Added reference to SMF 7.4A and B. Added encouragement
160 7.4 16-Oct-11
for master to delegate ship handling.
161 8.1 Added loss of power and line throwing gun reqt 16-Oct-11
162 10.1 Changed logging requirements 17-Oct-11
163 10.2 Requires Port Engineer notification of ship system repair 17-Oct-11
Replaced safety with SMM and added Hazardous Occr. And
164 12.2 17-Oct-11
required use of SMF 12.2
Added requirement to brief the dangers of a ship in motion to
165 SMF 6.7 18-Oct-11
the non-crew orientation checklist.
Added requirement for Bosn to participate as well as
166 7.2 19-Oct-11
supervise
Added requirement to use turnbuckle to tighten anchor chain.
167 7.6.6 19-Oct-11
Added JSA reference requirement.
Added JSA reference requirement add clarified crane use
168 6.6.3.3 19-Oct-11
requirement.
169 7.15.3 Added JSA reference requirement. 19-Oct-11
Added JSA reference requirement. Clarified wire log record
170 7.17.5 19-Oct-11
transfer requirement.
171 7.16 Clarified wire log reporting times to include cruises end 19-Oct-11
Merged reporting requirements into one paragraph. Clarified
172 9.3 19-Oct-11
training requirements. Defined beyond 1st aid
173 11.1 Changed all procedures to most procedures 19-Oct-11
174 2.1 Changed unpaid leave to a type of leave status 20-Oct-11
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
Refined "management" def. and added Top Management
175 1.2 20-Oct-11
definition
176 3.1 Refined Top Management Chain of Command 20-Oct-11
177 12.2 Removed "TOP" from management review. 20-Oct-11
178 7.12 Combined Oil Transfer Manual w/ 7.12 24-Oct-11
179 9.4 Changed NCCAR and HAZREP tracking process. 27-Oct-11
180 9.2 Added flow chart. Changed distribution process. 29-Oct-11
181 SMF 6.8 Created Form revision 0 29-Oct-11
182 6.2 Updated reporting process. Converted to OC 9-Apr-12
183 6.3 Changed reporting to NS5. Converted to OC. 9-Apr-12
184 6.4 Changed reporting to NS5. Converted to OC. 9-Apr-12
185 6.5 Modified A frame stress language. Converted to OC 9-Apr-12
186 6.6.1 Changed reporting to NS5. Converted to OC. 9-Apr-12
187 6.6.2 Converted to OC 9-Apr-12
188 7.3 Updated for OC name, equipment, and NS5 reporting. 9-Apr-12
189 7.4 Updated for OC name. 9-Apr-12
190 7.5 Updated for OC references T&S, and LL 9-Apr-12
191 7.6 Updated for OC name and steamboat ratchet 9-Apr-12
192 7.7 Updated for OC name. 9-Apr-12
193 7.8 Updated for OC name. 9-Apr-12
194 7.9 Updated for OC name. 9-Apr-12
195 7.1 Updated for OC name. 9-Apr-12
196 7.13 Updated for OC name. 9-Apr-12
197 7.14 Updated for OC name. Matched to 6.7. 9-Apr-12
198 7.15 Updated for OC name. 9-Apr-12
199 7.16 Updated for OC name. 9-Apr-12
200 7.17 Updated for OC name. Added JSA req't. 9-Apr-12
201 7.18 Updated for OC name. 9-Apr-12
202 7.19 Updated for OC name. 9-Apr-12
203 7.2 Updated for OC name. 9-Apr-12
204 7.21 Updated for OC name. 9-Apr-12
205 7.22 Updated for OC name. 9-Apr-12
206 7.23 Updated for OC name. 9-Apr-12
207 7.25 Updated for OC name. 9-Apr-12
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
208 7.26 Updated for OC name. Removed Deep Fat Fryer 9-Apr-12
209 8.1 Updated for OC name and added NS5. 9-Apr-12
210 8.3 Updated for OC name. 9-Apr-12
211 8.4 Updated for OC name. 9-Apr-12
Updated for OC name. Revised for OC procedures and
212 9-Apr-12
8.5 equipment.
213 9.3 Updated for OC name. 9-Apr-12
Updated for OC name. Established procedures for NS5
214 10.1 9-Apr-12
reporting.
Updated for OC name. Established procedures for NS5
215 10.2 9-Apr-12
reporting.
216 13 Updated for OC name. 9-Apr-12
217 6.63 Removed
from
SMM 9-Apr-12
218 9.1
219 7.11 Updated for OC name. 9-Apr-12
220 2.3 Updated for OC name. 9-Apr-12
221 1.1 Updated for OC name. 9-Apr-12
222 3.4 Updated for OC name. 9-Apr-12
223 2.5 Updated for OC name. 9-Apr-12
224 3.1 Updated for OC name. 9-Apr-12
225 1.2 Updated for OC name. 9-Apr-12
226 2.2 Updated for OC name. 9-Apr-12
227 3.3 Updated for OC name. 9-Apr-12
228 11.2 Updated for OC name. 9-Apr-12
229 11.2 Updated to reflect Original File location 10-Sep-12
230 9.4 Added ISM Whiteboard tracking 10-Sep-12
231 SMF 6.1 Created form 10-Sep-12
232 12.1 Prohibited DP from conducting Internal Aud. 10-Sep-12
233 6.8 Created Section 10-Sep-12
234 6.1 Added shoreside and "employees" 10-Sep-12
235 2.1 Updated for OC name. 10-Sep-12
236 13 Refined Process 10-Sep-12
237 App A Added SMF 6.1 to list. 10-Sep-12
238 1.2 Updated and clarified definitions. 1-Feb-13
239 2.1 Typographic corrections. 1-Feb-13
240 2.2 Updated terms. 1-Feb-13
241 2.4 Updated policy and resources. 1-Feb-13
242 2.5 Added policy on fuel card use. 1-Feb-13
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
243 3.2 Deleted reference to Security Mgmt. System 1-Feb-13
244 3.4 Typographic corrections. 1-Feb-13
245 5.1 Typographic corrections. 1-Feb-13
246 6.1 Updated terms, added reporting requirement. 1-Feb-13
247 6.2 Typographic corrections. 1-Feb-13
248 6.3 Updated procedures on portable cranes. 1-Feb-13
249 6.4 Updated operator requirements. 1-Feb-13
250 6.5 Added procedures for Hydro Boom. 1-Feb-13
251 6.6.1 Typographic corrections. 1-Feb-13
252 6.6.2 Typographic corrections. 1-Feb-13
253 6.8 Typographic corrections. 1-Feb-13
254 7.0 Typographic corrections. 1-Feb-13
255 7.3 Terminology cleanup, removed reference to ABS. 1-Feb-13
256 7.4 Added engineer sea detail. 1-Feb-13
257 7.5 Language and references cleanup. 1-Feb-13
258 7.6 Terminology cleanup, removed reference to ABS. 1-Feb-13
259 7.7 Updates to comms policy, terms cleanup. 1-Feb-13
260 7.8 Clarify minimum standards for standing orders. 1-Feb-13
261 7.10 Updates to MSD info, garbage procedures 1-Feb-13
262 7.11 Updates to OWS and ballast system descriptions. 1-Feb-13
263 7.12 Full rewrite of transfer procedures reflecting OC. 1-Feb-13
264 7.13 Removed reference to "Science Officer" 1-Feb-13
265 7.14 Edited for clarity. 1-Feb-13
266 7.15 Language cleanup, added MarTech responsibilities. 1-Feb-13
267 7.17 Terminology cleanup. 1-Feb-13
268 7.18 Suspend dive operations pending revised policy. 1-Feb-13
269 7.19 Typographic corrections. 1-Feb-13
270 7.21 Changed drill requirement to quarterly. 1-Feb-13
271 7.24 Updated approval. 1-Feb-13
272 7.25 Corrected formatting. 1-Feb-13
273 7.26 Terminology cleanup. 1-Feb-13
274 7.27 Added new section on VGP discharges 1-Feb-13
275 8.1 Edited for clarity. 1-Feb-13
276 8.2 Updated approval. 1-Feb-13
277 8.5 Removed posting requirement on bridge. 1-Feb-13
278 9.1 Typographic corrections. 1-Feb-13
279 9.2 Updated approval. 1-Feb-13
280 9.3 Reformatted and edited for clarity. 1-Feb-13
281 9.4 Reformatted and edited for clarity. 1-Feb-13
282 10.3 Language cleanup. 1-Feb-13
283 11.1 Added incorporation by reference. 1-Feb-13
284 12.2 Removed reference to "top management". 1-Feb-13
285 0.2 Removed page references in revision history. 1-Feb-13
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
286 0.1 Updated Table of Contents. 1-Feb-13
287 10.1 Added specific reporting requirement for maintenance. 1-Feb-13
288 SMF 6.8 Updated form for vessel and shoreside use. 1-Feb-13
289 SMF 9.1 Updated form to reflect CAR process. 1-Feb-13
290 SMF 9.2 Updated form to reflect CAR process. 1-Feb-13
291 7.16 Updated wire log requirements. 1-Feb-13
292 SMF 9.3 Updated form to combine OSU and SMM reports 1-Feb-13
293 2.1 Updated Designated Person 1-Jun-13
294 1.1 Typographic corrections. 1-Jul-13
295 2.5 Typographic corrections. 1-Jul-13
296 3.1 Typographic corrections. 1-Jul-13
297 3.2 Added requirement for Quarterly Safety Meetings, to Item C. 1-Jul-13
298 3.3 Added position to Org Chart 1-Jul-13
Clarified responsibilities for ensuring new hires meet position
299 6.1 requirements. Clarified who must read and review the SMM. 1-Jul-13
300 6.2 Updated definition for New Crew member. 1-Jul-13
301 6.3 Updated crane operator responsibility and record keeping. 1-Jul-13
302 6.4 Updated small boat operator duties. 1-Jul-13
303 6.5 Edited Qualifications section. 1-Jul-13
304 SMF 7.7.A Added Quarterly Hazmat Drill section to form 15-Oct-13
Added requirement for minimum Quarterly shipboard safety
305 6.8 meetings. 15-Oct-13
306 10.2.3 Removed reference to Vibration Monitoring 15-Oct-13
307 10.1.3 Removed reference to Vibration Monitoring 15-Oct-13
Added wording that new crewmembers had 30 days from hire
308 SMF 6.2 date to complete their SMM review. 15-Oct-13
309 SMF 6.6.2 Removed Hydro and added ability to identify different types 15-Oct-13
Changed "Certified" to "Qualified". Removed section for Duty
310 SMF 6.4 Engineer. 15-Oct-13
311 SMF 6.7 Removed reference to RVOC safety video from 2nd page 15-Oct-13
312 SMF 7.4.A Changed ECDIS to ECS, and other edits 15-Oct-13
313 SMF 7.4 B Removed row 'Wing Steering Box hung up' 15-Oct-13
314 App A Updated list of forms. 15-Oct-13
315 0.1 Updated Table of Contents with above revisions 15-Oct-13
316 1.1 Removed reference to "Ship Security System" 15-Oct-13
317 4.1 Removed reference to Port Captain 1-Dec-13
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
318 6.1 Added requirement for MarTech review of SMM annually 1-Dec-13
Title changed. Updated to reflect Marine Technician
319 6.2 orientation requirements. 1-Dec-13
320 6.6.1 Removed NS-5 reference. 1-Dec-13
321 6.6.2 Added procedures for portable winch training documentation. 1-Dec-13
322 6.7 Removed mandatory requirement for RVOC Safety Video 1-Dec-13
323 6.8 Added language to cover inport and shoreside Safety Meetings. 1-Dec-13
324 7.1 Removed requirement for unlicensed watchstander review. 1-Dec-13
325 7.2 Updated position duties for Boatswain. 1-Dec-13
Added/clarified responsibilities for small boats, clarified deck
326 7.3 maintenance logging. 1-Dec-13
327 7.6 Removed reference to turnbuckle wrench. Added washdown. 1-Dec-13
Added procedures for relief C/E orders. Added requirement
328 7.8 for Master review/initial. 1-Dec-13
Added requirement for records retention and quarterly
329 7.10. Management review. 1-Dec-13
Added requirement for records retention and quarterly
330 7.11 Management review. 1-Dec-13
331 7.14 Removed mandatory requirement for RVOC Safety Video 1-Dec-13
Added RVSS App & B references; updated wire log
332 7.16 responsibilities. 1-Dec-13
333 7.17 Removed reference to outside CTD sampling. 1-Dec-13
334 7.18 Full rewrite of dive policy. 1-Dec-13
335 7.20. Removed reference to "rescue" boat. 1-Dec-13
336 7.22 Added log entry requirement for CSE 1-Dec-13
337 7.23 Removed reference to "night watch." 1-Dec-13
338 8.1 Added Qualified Individual drills. 1-Dec-13
339 8.5 Updated manual steering procedures. 1-Dec-13
Added HazRep reporting requirement for incidents not
340 9.3 classed as accidents. 1-Dec-13
341 9.4 Added specific timelines for NCCAR responses (Master & DP) 1-Dec-13
Added "rolling review" procedures and quarterly
342 12.2 recordkeeping reviews. 1-Dec-13
343 SMF 6.2 Updated form to allow use for MarTech orientation. 1-Dec-13
344 App A Updated revision dates. 1-Dec-13
345 0.1 Updated Table of Contents. 1-Dec-13
346 0.2 Updated Revision History. 1-Dec-13
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
347 7.23 Added wording dealing with testing air-tightness of chamber. 1-Dec-13
348 1.2 Added definitions for CMMS, RVOC and UNOLS 2-Feb-15
349 2.1 Added 'Professionalism' to protection policy text. 2-Feb-15
350 2.3 Updated to reflect changes to non-smoking policy. 2-Feb-15
351 2.4 Updated University contact info. 2-Feb-15
352 2.5 Updated travel authorization text for home to office 2-Feb-15
353 4.1 Edited section numbers for consistency 2-Feb-15
354 6.1 Updated responsibilities for manning vessel 2-Feb-15
355 6.2 Added text to clarify the office as Ship Operations office 2-Feb-15
356 6.3 Added text to identify who can direct operations of the crane 2-Feb-15
357 6.4 Removed reference to Oregon Law on Small Boats 2-Feb-15
358 6.5 Updated description of the control box on the A-frame 2-Feb-15
359 6.6.1 Updated to reflect use of wire log 2-Feb-15
Updated to reflect the MarTech Sup is responsible for wire
360 6.6.2 spools. 2-Feb-15
361 6.7 Added text to identify non-crewmembers 2-Feb-15
362 7.9 Removed "Consumables" from engineering responsibility 2-Feb-15
Updated record keeping duties for Master, C/E, C/M and
363 7.16 Marine Tech Superintendent 2-Feb-15
364 7.21 Updated link to manual, and edited text for responsibility 2-Feb-15
365 7.23 Updated info to reflect correct practices and procedures 2-Feb-15
366 8.1 Updated emergency situations to include evacuations 2-Feb-15
367 8.2 Added text that Master is to set port watches 2-Feb-15
368 8.3 Updated info for responsibilities of Ship Ops office 2-Feb-15
369 8.4 Updated phone numbers for MedAir and DAN 2-Feb-15
370 8.5 Edited for clarity. 2-Feb-15
371 9.1 Added text for the initiator to submit form to their supervisor 2-Feb-15
Added that all personnel associated with the corrective
372 9.2 action, will be briefed. 2-Feb-15
373 9.3 Updated Jones Act reporting for licensed crew members 2-Feb-15
Updated the flowchart in section J, and text edits to reflect
374 9.4 new flowchart. 2-Feb-15
375 10.1 Updated info with CMMS 2-Feb-15
376 10.2 Updated info for reporting repairs to Port Engineer 2-Feb-15
377 10.3 Updated that results would also go to the Port Engineer 2-Feb-15
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
378 11.2 Added 'server' to identify electronic copy on OCEANUS 2-Feb-15
379 12.1 Added requirements for auditors 2-Feb-15
Added wording that the 4th Quarterly meeting will be
380 12.2.4 considered Management Annual Review. 2-Feb-15
Added reference to the Critical Annual Deadlines for ISM
381 13.0 Compliance spreadsheet. 2-Feb-15
382 SMF 5.1 Replaced 'Wecoma' with 'Oceanus' 2-Feb-15
383 SMF 7.4.A Added additional Safety Navigation items to check list 2-Feb-15
384 SMF 7.4.B Added 'Fresh Water Volume' to form 2-Feb-15
385 SMF 7.7.A Removed Fresh Water 2-Feb-15
386 SMF 7.23.A Added form for Transducer Well Procedures 2-Feb-15
387 App A Updated list of forms 2-Feb-15
388 App B Added new Appendix to track JSA's 2-Feb-15
Added new Appendix that lists the policies and procedures
389 App C referenced within the SMM 2-Feb-15
390 0.1 Updated Table of Contents 2-Feb-15
391 0.2 Updated Revision History 2-Feb-15
392 1.1 Amended statement referencing Section 11.2 to 11.3 in 1.1.5 15-May-15
393 2.4 Updated list of resources in 2.4.4 15-May-15
394 3.4 Referenced SMF 6.1 instead of Record Book in 3.4.4.2 15-May-15
395 6.1 Reference changed to Ship's Record Book in 6.1.7 15-May-15
396 6.2 Reference changed to Ship's Record Book in 6.2.4 15-May-15
397 6.3 Reference changed to Ship's Record Book in 6.3.6 15-May-15
Amended to Chief Mate being responsible for engine
398 6.4 maintenance and boat maintenance in 6.4.4 15-May-15
399 6.4 Reference changed to Ship's Record book in 6.4.7 15-May-15
400 6.5 Removed section 6.5.6 15-May-15
401 6.5 Changed "joystick" control, to "switch" control, in 6.5.3.B 15-May-15
Change Marine Superintendent to Marine Technician in
402 6.6.1 6.6.1.2 15-May-15
Updated info to reflect correct practices and procedures, and
403 6.6.2 added new section for Operation/Training. 15-May-15
404 7.3 changed "Assist Chief Mate" to "Marine Technician" in 7.3.4.C 15-May-15
Reverted to previous revision #2 dated 16 Oct 2011. Added
405 7.4 Marine Technician to section 7.4.2. 15-May-15
406 7.5 Added text "Master to work with" to 7.5.3.A 15-May-15
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
407 7.6 Removed "and switch side-to side" in 7.6.4 15-May-15
408 7.11 Changed "Quarterly" to "Annually" in 7.11.5 15-May-15
Change Marine Technician Superintendent to Marine
409 7.13 Technician in 7.13 15-May-15
410 7.15 Added "or recovered" to text in 7.15.4 15-May-15
411 7.17 Deleted text from 7.17.5 15-May-15
Added "Master" to list of individuals authorized to test confine
414 7.22 space conditions, in 7.22.4 paragraph 5. 15-May-15
415 7.26 Changed "hourly" to "once per watch" in 7.26.3 15-May-15
416 7.27 Updated info to reflect correct practices and procedures 15-May-15
Revised flowchart diagram to a more simplified top down
417 9.4 drawing. 15-May-15
418 App A Updated list of forms 15-May-15
Revised form to include Dynacon Traction winch and updated
419 SMF 6.6 text to reflect correct practices. 15-May-15
420 App B Revised revision dates for some JSA forms 15-May-15
421 0.2 Updated Revision History 15-May-15
422 0.1 Updated Table of Contents 15-May-15
423 3.2 Removed "Quarterly Safety meetings" from 3.2.1.C 30-Jun-15
424 8.4 Changed medical emergency contact information 30-Jun-15
425 9.3 Removed sentence from 9.3.E. concerning "beyond first aid" 30-Jun-15
426 SMF 6.2 Added fields in top right corner 30-Jun-15
427 SMF 9.1 Added fields 30-Jun-15
428 SMF 9.2 Added fields 30-Jun-15
429 App A Updated list of forms 30-Jun-15
430 0.2 Updated Revision History 30-Jun-15
431 0.1 Updated Table of Contents 30-Jun-15
432 1.2 Added definitions 31-Aug-15
433 2.1 Updated names and signatures on policy sheet. 31-Aug-15
434 2.2 Created link to Drug and Alcohol Policy on OSU site 31-Aug-15
435 6.1 Changed "Single Side Band" to "SAT phone" 31-Aug-15
Text Change for differentiating sections to be read by the crew versus shore
436 6.1 side personnel 31-Aug-15
437 7.4 Changed text to "A sailing board, or equivalent" 31-Aug-15
438 7.6 Added "The decision to ultimately anchor the vessel rests with the Master" 31-Aug-15
439 7.7 Took out SSB radio, Fleet 77, and pigeon server address 31-Aug-15
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
440 App B #6: Added "Electric Shock" to potential hazards 31-Aug-15
441 App B Updated list of JSA's 31-Aug-15
442 App A Corrected Rev No. for SMF 7.23.A 31-Aug-15
443 0.2 Updated Revision History 31-Aug-15
444 0.1 Updated Table of Contents 31-Aug-15
445 6.4 Added reference to SMF 6.4.A to reporting section. 6.4.7. 12-Aug-16
446 SMF 6.4.A Added new form for Small Boat Operator Certification 12-Aug-16
447 SMF 6.4.B Changed form name to SMF 6.4.B 12-Aug-16
448 App A Updated list of forms, SMF 6.4.A 12-Aug-16
449 0.2 Updated Revision History 12-Aug-16
450 0.1 Updated Table of Contents 12-Aug-16
451 7.2 Updated deck responsibilites 31-Oct-16
452 10.3.3 Updated lube oil analysis reporting 31-Oct-16
453 App B #24: Added Draw/Lift Bridge Operations 31-Oct-16
454 App B Updated list of JSA's 31-Oct-16
455 0.2 Updated Revision History 31-Oct-16
456 0.1 Updated Table of Contents 31-Oct-16
457
458
459
460
461
462
463
464
465
1.1.1 General
Welcome to Oregon State Universitys (OSU) College Earth, Ocean, and Atmospheric
Sciences (CEOAS) Ship Operations and our Safety Management System.
The OSU Ship Operations facility is located at the end of S.E. OSU Drive in Newport,
Oregon, adjacent to the OSU Hatfield Marine Science Center. This facility and the
associated activities will be referred to as Ship Operations in this manual. OSU Ship
Operations is the operator of the Research Vessel Oceanus, which is owned by the National
Science Foundation.
This manual is designed to describe our Safety Management System, with appropriate
references to the separate Ships Security System. This manual is available to all personnel
onboard our vessel and in the office. Employees are urged to refer to this safety manual
and any other relevant procedures at any time.
Documented objectives for safety, security, and environmental protection have been
established and are maintained at each relevant function and level within the Ship
Operations organization, both ashore and onboard the vessel. The methods used for
reviewing and setting objectives rely upon various sources, including:
Our procedures clearly define the responsibilities and roles for personnel who are involved
in the operation of the R/V Oceanus.
The Safety and Environmental Protection Policy is the driving force for our Safety
Management System. The documented objectives are consistent with the policy, including
our commitment to safe and secure operation of our vessel and the prevention of pollution.
1.1.3 Programs
OSU Ship Operations has established, implemented and maintains a Safety Management
System that defines programs pertinent to the Safety and Environmental Protection Policy.
These programs have been developed to achieve pertinent objectives related to safe
operations and protection of the ship, personnel, cargo, and the environment, taking into
account the unique characteristics and operating requirements of the research vessel we
operate. These programs support our documented policies and are designed to ensure that
a means of achieving objectives are tracked.
Any program can be amended based upon new developments and requirements that are
identified during day-to-day operations. Persons responsible for the various programs
review the need for change. This ensures that specific programs, particularly the safety and
environmental management program, are suitably amended in relation to new
developments and requirements associated with shore-based and shipboard operations.
The balance of documentation contained within our management system is the coordinated
effort of various individuals and departments within our operations. We believe that this
adequately describes our operations regarding safety, security, and pollution prevention and
that these procedures provide the support necessary to satisfy our policy.
This binder contains procedures and work instructions common throughout our company
and on board the vessel. The distribution of controlled copies of this binder is spread
throughout Ship Operations. The procedure for the distribution is stated in Section 11.2
Distribution of Manuals and is the responsibility of the Designated Person (DP).
The following are external references used in developing the Safety and Security
Management Systems and documentation:
A. The International Management Code for the Safe Operation of Ships and for
Pollution Prevention, also known as the International Safety Management (ISM)
Code, International Maritime Organization (IMO) Resolution A.741(18), adopted 4
1.2.1 Purpose
The purpose of this procedure is to define words, abbreviations and acronyms used in this
manual.
1.2.2 Scope
The Safety Management Manual is used to set forth the Safety Management System in
place at OSU Ship Operations for the safe management of the Research Vessel (R/V)
Oceanus that it manages and operates. The OSU Safety Management System does not
extend to other, smaller vessels managed by OSU Ship Operations though many of the
same policies and procedures apply. The OSU Safety Management System does not
extend to small vessels operated by OSU groups outside of OSU Ship Operations.
This procedure encompasses the words, abbreviations and acronyms found in that manual.
1.2.3 Definitions
Administration The Government of the State whose flag the ship is entitled to fly.
All vessels managed and operated by Oregon State University fly the flag of the
United States of America.
CEOAS College of Earth, Ocean, and Atmospheric Sciences at Oregon State University.
Company The standards and codes refer to the Company as the provider of
goods and services; the entity endeavoring to have quality systems in place
(compliance with ISM). For the purposes of this manual Company shall mean the
Ship Operations Group at Oregon State University.
Company Security Officer (CSO) -- The individual within the company responsible
for the Facility and Vessel Security Plans under the ISPS.
Customer The standards and codes refer to the Customer as the receiver or
purchaser of goods and services; the entity seeking goods and services from a
Company with quality systems in place. For the purposes of this manual Customer
shall mean the scientific users of the vessel operated by Oregon State University
Ship Operations.
Designated Person The person within the company ashore designated as a link
between the vessel and the highest level of management in the company. The
Designated Person who holds overall responsibility for the operation of OSUs R/V
Oceanus. This will, unless otherwise noted, be the Marine Superintendent.
ISM, ISM Code The International Management Code for the Safe Operation of
Ships and for Pollution Prevention, also known as the International Safety
Management (ISM) Code. The ISM Code incorporates elements of the ISO 9000
series and is focused on the safe management and operation of ships and pollution
prevention.
ISO 9000 Series A series of five quality system standards (IS) 9000, 9001, 9002,
9003, 9004) designed to ensure that customer requirements for quality are met.
ISO 9002 A quality system standard covering production, servicing and installation.
ISPS Code The International Code for the Security of Ships and of Port Facilities.
JSA Job Safety Analysis, the process by which an employee assesses the work-
related hazards associated with a specific task.
MARPOL 73/78 The International Convention for the Prevention of Pollution from
Ships, as amended.
New Crewmember/Marine Technician One who has never sailed on the vessel
before or has not sailed on the Oceanus within the last 24 months.
Oregon State University (OSU) - Oregon State University is part of the Oregon
University System and is a public university dedicated to research and higher
education.
PI Principal Investigator
Ship Operations Group Includes officers and crew of the Oceanus, Marine
Technician Group and Ship Operations Office support staff. This group is under the
direction of the Dean/Associate Dean of CEOAS.
Ship Operations Office The part of the Ship Operations Group located in the Ship
Operations facility at Newport, Oregon and supporting the operation of R/V Oceanus.
Shipboard Oil Pollution Emergency Plan (SOPEP) The oil pollution emergency
plan required by Regulation 26 of Annex 1 of the International Convention of
Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978.
SOLAS The International Convention for the Safety of Life at Sea, as amended.
System In this manual means the Ship Operations Groups quality and safety
management system, including environmental protection measures when used in the
context of describing or referring to a management system.
Top Management The SMM recognizes that the chain of command of the Marine
Superintendent is to the Dean of CEOAS. Recognizing further that in fact resources
for the safe execution of operations at ShipOps and on Oceanus derive from outside
of CEOAS, for the purposes of this SMM, Top Management refers operationally to
the National Science Foundation, Ocean Sciences Directorate (OCE), Integrative
Programs Section (IPS).
Traceability The ability to identify and track documents from the point of issue to
recipient for the purpose of revision or recall.
University In this manual, refers to Oregon State University of which the Ship
Operations Group is the ship-operating branch. For the purpose of this system, the
Ship Operations Group is considered a separate and distinct entity.
Note: Definitions for some words and terms are given in relevant sections of this
manual.
2.2.1. Purpose
The purpose of this section is to set forth the Drug and Alcohol policy both on board the
Research Vessel Oceanus and shoreside Ship Operations facilities.
2.2.2. General
The passage of the Drug-Free Workplace Act of 1988 requires the Institution, as a federal
contractor, to certify that it operates a drug-free working and learning environment. Failure
to comply with the terms and conditions of the Act may result in the suspension or loss of
federal funds or the debarment of the Institution from receipt of any federal funds.
The Master has the legal responsibility for the safety of the vessel and all personnel on
board. As such the Master has the administrative authority to enforce these rules. The
Master is authorized to search any part of the vessel at any time for alcoholic beverages or
controlled substances and to remove, impound, confiscate or destroy any unauthorized
alcoholic beverages or controlled substances found.
2.2.3. Reference
OSUs Drug and Alcohol Policy statement, including the legal basis from which it is derived,
can be found on Oregon State Universitys web site:
http://fa.oregonstate.edu/gen-manual/drug-free-workplace-policy.
All University personnel, including students and guests, are affected by this regulation and
are expected to comply as a condition of continuing their affiliation with the University.
Notification of the terms and conditions of the Act are distributed to all Ship Operations
personnel on an annual basis.
Crewmembers and members of the embarked scientific party are subject to drug and
alcohol testing requirements found in Title 46, Code of Federal Regulations, for reasonable
cause and in the event of a Serious Marine Incident at the discretion of the Master. (See
SMM Section 9.3, Accidents.)
Crewmembers are also subject to random drug testing. For the purposes of random drug
testing the individuals subject to random drug testing include Oceanus crew, and Ship
Operations office personnel holding U.S. Coast Guard credentials, licenses or certificates of
registry including the Marine Superintendent, Port Engineer and Boat Operator.
If an individual receives a positive drug test result or refuses to submit to requested drug
testing, the University shall, as soon as is practicable, remove that individual from active
duty and place the member on a type of leave status or terminate his/her employment.
However, the University may, in its discretion, continue in active duty any person whose
performance is necessary for the preservation of life or property or the protection of the
environment.
If the individual affected does not hold a license, certificate of registry, or merchant mariner
credential, there is no obligation to report the positive test results to the USCG (except as
part of a response to a request for records by the USCG). The sole exception is in the
event of a Serious Marine Incident. Employees who have positive test results are
nevertheless subject to appropriate University disciplinary action.
In recognition that any form of drug abuse is dangerous to the health and well being of all
University personnel, the University has contracted with an Employee Assistance Program
provider to conduct periodic educational workshops and to provide counseling as
necessary. Information is available on Oregon State Universitys web site.
The University has an obligation to inform the appropriate funding agency in the event of an
employee's conviction of a drug violation in the workplace. Such notification must be within
ten days of the employee's conviction or within ten days of actual knowledge of such
conviction.
The funding agency has the authority to impose sanctions on the University if, in the
agency's view, the University has not demonstrated a good faith effort to be in compliance
with the Drug-Free Act. Those sanctions range from suspension of grant payments, to
grant/contract terminations, to debarment. A debarred grantee or contractor may be
declared ineligible to receive federal grants or contracts for as long as five years.
No alcoholic beverages of any type will be permitted on University vessels with only two
exceptions:
2) When transiting from a foreign port, the crew or science party may relinquish
purchased goods to the Master, who will keep these goods under lock and key until
arrival back at the homeport where the goods shall then be removed from the vessel.
All persons, including scientific staff from other institutions and visitors, are affected and
expected to abide by this regulation. Other than as excepted above, it is strictly forbidden
for any person to bring any alcoholic beverages aboard the ship, or to possess any alcoholic
beverage. In addition, no person may drink while on duty, or come on duty or watch under
the influence of alcohol, whether at sea or in port.
By regulatory definition, a person with a blood alcohol content of 0.04 percent by volume is
considered to be under the influence of alcohol.
As guidance to the Master of the R/V Oceanus, Title 33 Code of Federal Regulations, part
95.045 sets forth the following in that a crewmember:
A. Shall not perform or attempt to perform any scheduled duties within four hours of
consuming any alcohol.
B. Shall not be intoxicated at any time.
C. Shall not consume any intoxicant while on watch or duty.
D. May consume a legal non-prescription or prescription drug provided the drug does
not cause the individual to be intoxicated.
The University may, in its discretion, treat a positive alcohol test result or a refusal to submit
to alcohol testing in the same manner as a positive drug test result or a refusal to submit to
a drug test.
2.3.1 Purpose
2.3.2 Scope
Oregon State University has a Non-smoking Policy. This policy covers all building spaces
associated with Ship Operations. Smoking is permitted in designated sections on the
research vessels based on approval by the Master
2.3.3 Reference
OSUs Non-smoking Policy statement can be found on Oregon State Universitys web site.
2.3.4 General
Smoking is not allowed anywhere within the interior spaces of vessels managed or
operated by the Ship Operations Group with the following exceptions:
Smoking in any enclosed area will cease upon objection from any person.
The University EAP program may provide assistance for employees who wish to
stop smoking.
2.4.1 Purpose:
The purpose of this section is to set forth the Sexual Harassment policy on board the
Research Vessel Oceanus, small craft operated by OSU Ship Operations and shoreside.
2.4.2 Reference:
2.4.3 Policy:
Oregon State University is dedicated to promoting and fostering a safe environment for all
students, staff, and faculty. As an employer and educational institution, OSU has a
responsibility to take reasonable steps to eliminate sexual harassment and sexual violence,
prevent their recurrence, and to address their effects. The office charged with investigating
complaints of harassment is the Office of Equity and Inclusion and the university's Title IX
Coordinator.
In addition to the legal obligations to ensure that all employees and students are provided
an environment free from sexual harassment and sexual violence, our broader goal is the
creation of a working and learning environment that is inclusive, equitable, and seeks to
value diversity. OSU is a campus community that does not condone and actively opposes
sexual or gender-based violence in any form. The University provides resources for
prevention, awareness, and response. OSU honors survivors of sexual harassment and
sexual violence by having policies that emphasize privacy to the highest level possible.
OSU is dedicated to due process and appropriate response to each case of sexual
harassment and sexual violence.
2.4.4 Resources
Phone: 541-737-8232
Location: 327/330 Snell Hall
Web: Office of Equity and Inclusion (OEI)
Hours: 8am-5pm, Monday-Friday
The OEI accepts inquiries, formal, and informal reports of sexual harassment and sexual
violence. In addition to handling grievances, the staff offers consultation and advice on
what procedure is likely to have the most positive outcome.
Phone: 541-737-7604
Location: 500 Snell
Web: OSU Sexual Assault Support Services (SASS)
Hours: 8am-5pm, Monday-Friday (academic year); 9am-4pm, Monday-Friday (summer)
SASS provides confidential consultation for employees who have received a report of
sexual harassment or sexual violence.
Members of the University community who believe they are the victim of sexual harassment
may also choose to seek redress through any of the following outside agencies:
Seattle Office
Office for Civil Rights
Central Building
rd
810 3 Avenue, Suite 750
Seattle, WA 98104-1627
Telephone: 206-684-4500
TTY: 206-684-4503
Email: OCR.Seattle@ed.gov
2.5.1 Purpose
The purpose of this procedure is to set forth a policy for the use of State Owned Vehicles in
association with Ship Operations and R/V Oceanus.
2.5.2 Scope
Oregon State University has a State Owned Vehicle Policy. This policy extends to the
vehicles managed and maintained at Ship Operations.
2.5.3 Reference
OSUs Motor Pool (MPL) Policy & Procedures Manual can be found on Oregon State
Universitys web site.
Vehicles are not to be used for personal errands or other similar activities.
Consuming alcoholic beverages in a University vehicle is strictly prohibited. The
Motor Pool will deny vehicle privileges to any employee who violates these
guidelines.
Smoking in any University vehicle is prohibited.
If the University vehicle is involved in an accident, please note that on the trip ticket.
Failure to do so could result in forfeiture of driving privileges (see Accidents & Safety
Policy on OSUs MPL website, for more accident information.)
Home-to-office travel can only be authorized by Marine Superintendent, and without
prior authorization shall be considered vehicle misuse.
Fleet gas purchase card (if provided) may not be used for any vehicle other than the
vehicle it is issued to, nor for any other purchase.
No children or other family members, pets or hitchhikers are permitted.
Damage/restoration costs resulting from unauthorized or illegal use of state vehicles
will be the complete responsibility of the driver.
Fleet vehicles may be operated by personnel to obtain personal meals when not in
the vicinity of their normal place of duty. For example, personnel whose place of
duty is normally in Corvallis may use a vehicle to obtain a meal when official
business requires their attendance in Newport. During such times, personnel whose
place of duty is coincident with the vehicle use may accompany those personnel
who are operating the vehicle.
However, fleet vehicles are not authorized for personal meals when operated by
personnel in their normal place of duty.
3.1.1 Purpose
The purpose of this procedure is to set forth the responsibilities and authorities as they exist
at Oregon State University (OSU) Ship Operations in the operation of its ISM regulated
vessel. The purpose of the Safety Management System is to safely and efficiently manage
and operate the R/V Oceanus.
3.1.2 Scope
The Safety Management System is required to 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. This procedure is designed to define this
responsibility and authority.
3.1.3 General
In general, safety is the responsibility of all persons. The OSU Marine Superintendent and
the OSU Marine Technician Superintendent are the designated Safety Coordinators for Ship
Operations. By direction of the Marine Superintendent, it is the responsibility of the Master
to maintain the vessel in a safe condition.
The Ship Operations office manages the day-to-day operations of the vessel. The Marine
Superintendent is responsible for ensuring resources and shore-based support are provided
to enable the vessel to be operated adequately and safely.
The Marine Superintendent and Marine Technician Superintendent report to OSUs Dean of
the College of Earth, Ocean, and Atmospheric Sciences (CEOAS). The Dean is defined as
top management in that they both report directly to him for administrative purposes. As
defined in section 1.2 of this manual, operationally Top Management refers to
NSF/OCE/IPS.
A. The continuous communication to all personnel, both ashore and shipboard, of OSU
Ship Operations Safety and Environmental Protection Policy and the importance of
meeting statutory and regulatory requirements.
B. Ensuring that safety, security, and environmental objectives are established and
maintained.
C. Conducting management reviews.
D. Ensuring the availability of resources.
The Management System may be added to or modified based upon any new developments
or requirements in our day-to-day operations or external regulations. This system is
implemented to meet documented objectives but is also designed to be available for control
of safety, security, environmental, or other issues at the discretion of management.
3.4.1 Purpose
The purpose of the procedure is to set forth policies and procedures for Oregon State
Universitys risk assessment program on board the R/V Oceanus. This program is intended
to enhance 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. It is
intended to be an ongoing continuous process that can address risk of both routine and
unusual operations without creating a resentful compliance mentality and reduce risk
assessment to a mechanical, bureaucratic, box-ticking exercise that will do nothing to
improve safety and pollution preventions (Quoted from ABS Guidance on the Revised
ISM Clause 1.2.2.2.)
3.4.2 Definition
Job Safety Analysis (JSA): The process by which an employee assesses the work related
hazards associated with a specific task. The process includes assessing the potential
physical hazards of the job, determining if there are any administrative or engineering
controls that will mitigate any of the hazards, and determining the personal protective
equipment (PPE) needed to prevent injury.
3.4.3 Scope
Risk assessment, in some form, applies to all activities onboard or associated with
Oceanus. The degree of assessment necessary depends on the perceived dangers, the
likelihood of an incident and the severity of the results of an incident. This procedure
attempts to categorize activities and provide an assessment method for dealing with routine
activities with an amount of risk or unusual activities not often encountered.
3.4.4 General
Activities are separated, for the purpose of this procedure, into various categories as
defined below:
These are operational tasks that are routinely done onboard the Oceanus. These include
items such as Painting, Splicing and Overboarding Science Equipment. These tasks will
have a JSA performed and collected in a binder (Established JSAs) that will be mandatory
reading for new employees and be reviewed (at least) annually by current employees.
This will be verified by the crew acknowledging on the New Crewmember Orientation (SMF
6.2), that they have been shown the JSA procedure as well as the location of the
established JSA binder, and have been instructed which JSAs are applicable to their
position. The acknowledgement of the annual review of the JSAs by the vessel crew will
be a sign off sheet (SMF 6.1). The established JSAs included in the binder will also be
reviewed during the Masters Annual Review of the ISM. New JSAs will be created as
needed by either table top analysis of the task or by an on-site observation of the task by a
supervisor. New JSAs will include the following steps:
1. Define the Job
2. List the Hazards
3. List the Hazard Controls
4. List the Environmental Concerns
5. List the Environmental Controls
6. List the Personal Protective Equipment
New JSAs generated will be included in the established JSA binder should it be deemed
appropriate, due to a likely repeat of the task in the future.
3.4.5 Responsibilities
It is the responsibility of each department head to insure that the procedures for the JSA
program are adhered to in their department. The following personnel will be responsible for
the JSAs in their department.
Deck: Chief Mate
Engineering: Chief Engineer
Galley: Chief Steward
Science Operations: Marine Technician Superintendant
The Master will have overall responsibility for the JSA program.
Although it is the department heads responsibility to administer the Job Safety Analysis, it is
up to every employee to be responsible for their own safety.
4.1.1 Purpose
The purpose of this procedure is to set forth the individual within Oregon State University
Ship Operations who is considered the Designated Person.
4.1.2 Scope
The Safety Management System is required to establish a designated person. The ISM
Code reads, 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 ensuring that
adequate resources and shore-based support are applied, as required.
4.1.3 General
The person determined to be the Designated Person for Oregon State University Ship
Operations is the Marine Superintendent. This is the individual who has the responsibility to
ensure the safe operation of the ship and who provides the link between the company and
those onboard.
The Marine Superintendent also has access to the highest level of management when that
access is needed.
From time to time the Marine Superintendent may delegate to members of his staff various
tasks associated with the duties of a Designated Person within the meaning of the ISM
Code.
During working and non-working hours, the Designated Person shall be one of the first
persons notified of a shipboard emergency by shipboard personnel. In his absence, the
individual assigned to act in his behalf shall be notified. In most instances, this will be the
Port Engineer.
The Designated Person will be responsible for the approval and issuance of the Safety
Management Manual and any changes made to it. In this position he may delegate a
coordinator to handle the routine matters associated with the maintenance of this manual.
5.1.1 Purpose
The purpose of this procedure is to set forth the Masters responsibilities and authority on
the R/V Oceanus, operated by Oregon State University.
5.1.2 Responsibility
5.1.3 Authority
OSUs Ship Operations ensures that the Master is properly qualified for command and fully
conversant with the management system prior to taking command. The Master has the full
support of the Marine Superintendent in performing his duties to ensure that safety, security,
and environmental concerns are conducted in accordance with our policies.
The Master is in overall command of all personnel and operations aboard the ship. His/her
authority at sea is supreme and overriding. He/she has the authority and responsibility to
make decisions with respect to safety, security and pollution prevention and to request
assistance from the Ship Operations Group or any other appropriate source.
The Master must support, implement, enforce, and be conversant with the following:
6.1.1 Resources
OSUs College of Earth, Ocean, and Atmospheric Sciences Ship Operations Group provides
the resources necessary for the effective implementation and continual improvement of the
Safety Management System in order to enhance safety, security, and environmental
performance. Resources include suitably qualified and trained personnel, including those
trained to perform verification activities. Resources also include equipment, technology and
financial resources.
All new hires shall meet the requirements of the applicable Position Descriptions and all
statutory and regulatory requirements in force at the time of hire. This task may be
delegated to another employee of Ship Operations group. Such delegation does not relieve
the Ship Ops Coordinator of the responsibility to insure that each new hire meets the
requirements of the position.
Position descriptions are maintained to identify the prerequisites, with regard to licensing,
education, experience, skills and training, of personnel performing tasks that have an effect
on operations of the vessel.
These hiring criteria are supplemented by on-the-job training, company provided training
programs and special courses. Training programs are designed to ensure knowledge of the
requirements and workings of the Safety Management System. The training requirements
are reviewed periodically to ensure their continued effectiveness and identify any additional
training needs. Refresher training is also considered within the training program.
Orientations of shipboard personnel to their duties and those instructions that are essential
before sailing have been defined in SMM 6.2 (New Crew Orientation). English is the
language for communication both within and outside the Company. Therefore, information
for working within the Safety Management System is established in English.
6.1.3 Responsibility
The responsibility of adequately manning the R/ V Oceanus ultimately rests with the Marine
Superintendent in marine support employees. Coordinating with the other ShipOps office
staff. Under the Marine Superintendent, it shall be the responsibility of the Ship Operations
Coordinator to ensure that the vessel is staffed with properly qualified individuals. This
includes that all necessary professional papers are adequate and current, and all medical
evaluations and required drug testing are completed.
The Master is responsible for implementing, monitoring, and reviewing the Safety and
Environmental Protection policies of the Safety Management System onboard the vessel
(See section 5 of the SMM).
All crewand Marine Techicians will read and review the current Safety Management Manual
annually, based on date of hire. Full-time shore side personnel will read the following
sections annually: 1-4, 9, 12, 13, and Appendices A & B. The review by each person will be
documented on SMF 6.1 appended to this Manual. New employees will complete this
review within 30 days of their initial orientation as described in SMM 6.2.
6.1.6 Communications
Communications between the vessel and shore staff occurs on a daily basis. While in port,
this consists of personal interactions between the shore staff and the vessels Master and
crew. While the vessel is at sea, a daily morning report is recorded and sent to shore
personnel via email or satellite. In addition to the morning report, further communications
may be made, depending on the need, in a variety of mechanisms including VHF radio,
satellite phone, cellular phone, fax, and email.
6.1.7 Records
It is the responsibility of the Ship Operations Coordinator to maintain a system of training
records for all employees in a computer database and in their personnel file. It is the
responsibility of each employee to provide the Ship Operations office with copies of all
evidence of completed training whether paid for by the University or not. The Master, or
his/her designee, shall record all training completed on board the vessel resulting in a
recognized qualification and file the check-off sheets in the Ships Record Book; copies of
all such training records will be provided to the Ship Operations office.
6.2.1 Purpose
Every new crewmember that comes on board the R/V Oceanus is required by the
Standards of Training, Certification and Watchkeeping (STCW) to receive an orientation. In
addition to this orientation, there are other policies and procedures that need to be followed
when a new person, including Marine Technicians, reports on board.
The purpose of this procedure is to set forth the requirements to establish a system for
accomplishing this orientation and documenting that the orientation has occurred.
6.2.2. Responsibility
It is the responsibility of the Master of the vessel to establish an orientation program for
every new crewmember or Marine Technician that comes on board the vessel. It is also the
responsibility of the Master to maintain that program.
In establishing the orientation program, the Master may delegate the conduct of the
program to others under his command. Such delegation does not relieve the Master of the
responsibility to ensure that each new crewmember receives a proper orientation.
The Master or his designee will go over the OSU New Classified Employee Orientation
Checklist with the employee and also provide a copy of their job description to them. (In the
case of Marine Technicians, this will be provided by the Marine Technician Superintendent.)
Copies of licenses, documents and STCW certificates will also be made by the Ship
Operations office with copies to the Master.
6.2.3. General
A new crewmember or new Marine Technician is one who has never sailed on the vessel
before or has not sailed on the Oceanus within the last 24 months.
The STCW regulations set forth that the following areas must be covered:
A. The ability to communicate with other persons on board about elementary safety
matters.
A. Introduction to OSU specific policies such as smoking, drug and alcohol use, sexual
harassment, etc.
B. RVOC Safety Training Manual Crew Supplement.
6.2.4. Reporting
New vessel personnel orientation will be performed using a check-off list to ensure that the
required areas are addressed. This list is appended as SMF 6.2.
Upon completion of the orientation check-off list, it shall be given to the Master. The Master
will then be responsible to ensure that the orientation has been added into the Ships
Record Book and provided a copy to the Ship Operations office.
6.3.1 Purpose
The purpose of this procedure is to set forth the standards for the qualifications for crane
operators on R/V Oceanus.
The safety of crane operations, whether in port or at sea, is of the utmost importance.
6.3.2 Responsibility
It is the responsibility of the Master of the vessel to establish the criteria used to qualify
individuals to operate cranes located on that vessel.
In establishing this qualification program, the Master may delegate the conduct of the
program to others under his/her command. Such delegation does not relieve the Master of
the responsibility to ensure that each individual is qualified when operating a crane. The
training will normally be conducted by the Chief Mate, Second Mate or Boatswain who will
direct the practical training and assessing of an operator.
6.3.3 References
6.3.4 General
R/V Oceanus is equipped with a TB 60-65 marine crane manufactured by Allied Systems.
The crane is man rated when equipped with an anti two block device. The crane lifting
configuration is flexible with the normal use of 5/8 8x19 EIPS, IWRC non-spinning wire rope
(36,200# B.S.). The ship can provide options from single whip thru 3-part rigging covering a
working load from 7,100 # thru 28,050 # static load. It is important to note that the lifting
capacity is not limited by crane capacity but by heeling criteria as well as dynamic loading
under certain conditions. All crane lifts at sea are therefore down rated accordingly.
The max loads permitted are shown on the Allied load capacity chart modified for Oceanus
max moment as well as a sheet showing the moments at various radiuses. The crane is
fitted with a 3PS load monitoring system. This system gives the crane operator the ability to
compare anticipated weights, boom angle and extension to actual measurements. This
system does not calculate load capabilities but only assists operators in ensuring the load is
within the capacities indicated on the load capacity chart. Before making any lift, all aspects
of the movement must be evaluated to ensure that the load does not exceed rated capacity
at any point in the operation. Additional and more comprehensive information is available
on the bridge (see book entitled Crane Loading Capacity Information). Also see 46 CFR
173.001 Sub Part B (Lifting). A copy of the load capacity chart is in the crane cab for
reference. This and supplementary information is also available from the Chief Mate and
Bosun.
The ship can also be equipped with a portable Morgan articulating crane with a 3,000#
rating at 26.5 feet, and/or other portable cranes (as limited by loading and stability
requirements). Manuals and load charts will be provided to the ship when any portable
crane is loaded on board.
6.3.5 Operation/Training
The main crane (Allied) shall be operated by a trained and qualified member of the deck
department or engineering department. They will operate under the direction of the ships
Boatswain, Chief Mate or other qualified individual designated by the Master.
At the Masters discretion members of the Oceanus Marine Technician Group and science
party may be trained and qualified in the operation of portable cranes in addition to the
personnel listed above.
New operators shall go through a training and certification process as outlined in the Crane
Operator Certification Worksheet (SMF 6.3). Training covers the basic concepts of
operation and rigging along with a comprehensive understanding of hand signals, crane
controls, load charts and applied dynamics. Hands- on training usually begins dockside
with observing a qualified operator together in the cab, followed by coaching of the trainee
and putting him/her "through the paces. This typically involves several hours of training
including making pick-ups and placing objects as directed using all of the crane functions to
the satisfaction of the Boatswain/Chief Mate.
Upon certification for dockside operations, the next phase is to become certified for crane
operations at sea. Since there is no easy way to do this, the preferred method is to ease
into it beginning with light sea conditions and working up to heavier weather. The
philosophy is predicated on trust and following signals and direction as given from the
person in charge on deck. As always, the ultimate responsibility lies with the Master in
determining safe conditions for crane operations.
Note: The crane operator, at times, has a distinct advantage in being able to see
better from the control position. At other times, the crane operators vision may be
obstructed. It is of paramount importance to follow signals at all times. If the
operator is confused, in doubt, uncertain or if he/she detects an unsafe condition
If the operator observes others directly involved in crane operations proceeding in an unsafe
manner or not in compliance with required safety gear, the responsibility of the operator will
be to stop operations as soon as is safe to do so and will not proceed until corrective action
has been undertaken. This applies if there are others within the operating or danger zone
that must be kept clear.
6.3.6 Record
Upon completion of the above requirements to the satisfaction of the Chief Mate, Crane
Operator qualification will be added to the Ships Record Book, with a copy of the
completed form SMF 6.3 provided to the Ship Operations office.
6.4.1 Purpose
The purpose of this procedure is to set forth guidelines for boat operations and the
qualifications for boat operators on the R/V Oceanus.
6.4.2 Responsibility
Boat operations are conducted at the direction of the Master. The Chief Mate shall oversee
the training of operators while qualified operators give the practical instruction.
The Boatswain or other person designated by the Master is in charge of the deck during
launch and recovery of boats. While a boat is underway, the boat operator is in command
and responsible for the embarked personnel and safe operation of the boat.
6.4.3 General
The ship normally carries a Zodiac Rigid-Hulled Inflatable Boat (R.H.I.B.) with outboard
motor as a ships boat. For special operations such as diving, a Zodiac inflatable with
outboard motor is available with an advance request. The inflatable is normally warehoused
at the OSU Ship Operations facility. The ship provides an operator as well as all required
safety equipment for boat operations. The ships boats are intended to be used in support
of the scientific effort although, at the discretion of the Master, they may be used for other
purposes such as recreation as deemed appropriate.
The Boatswain or other person designated by the Master shall be responsible for inspection
and run tests of the small boat on a monthly basis, and prior to deployment to ensure that
the R.H.I.B. is properly inflated and ready for deployment at all times.
6.4.4 Procedures
Although not required of ship's boats, every effort will be made to maintain the ships boats
registered with the State of Oregon. A copy of the registration will be kept on the back of
the R.H.I.B. seat.
The Chief Mate will ensure that the operator has received adequate training and is certified
as a boat operator. In some cases, personnel under training will be allowed to operate
under supervision of a trained operator. Special care must be exercised to keep weights to
a minimum during all hoisting operations so as not to over tax the lifting bridle or boatlift
points.
The boat operator will follow all special instructions given by the ships watch officer.
The Chief Mate shall be responsible for engine maintenance, both periodic and planned,
whether done on board or contracted to an outside source. Requests for repairs, spares
and supplies will be sent by email to the Ship Operations office. Maintenance records shall
be maintained by the Chief Mate.
The Chief Mate, will be responsible for the general overall boat maintenance (except engine
work) and readiness condition including providing adequate quantities of stabilized gasoline.
The Chief Mate will collaborate with the Chief Engineer as needed to address maintenance
and repair issues.
The R.H.I.B. will be launched and recovered on the starboard or port side using the ships
Morgan crane. Tag lines are fair lead fore and aft with positive control using cleats or other
securing points.
A four-part spliced sling coupled to a single pear or sling ring led to a single lift pennant
attached to the crane headache ball and hook is the preferred method for lifting. The four
lift points are attached to the boats lift rings. Tag lines are fair lead fore and aft with positive
control using cleats or other securing points. The crane operator and line handlers follow
the directions of the Boatswain for launch and recovery.
The usual procedure for launching the RHIB is as follows but may be modified to suit the
situation at hand:
A. The boat is raised from the deck, lifted over the bulwark rail and then swung inboard
against the bulwark and made fast.
B. Gear may be loaded and the operator climbs aboard with the required safety gear and
takes position on the outboard side facing the ship.
C. On signal, the boat is swung out and lowered away. Once positively afloat, the
operator releases the crane hook. As the hook is being raised, the line handlers
provide long leads fore and aft to keep the boat safely alongside.
D. The boarding ladder is deployed over the side. Designated persons board the boat and
additional gear is passed down if needed.
E. Once all hands are seated and the motor is running, the bridge will give permission for
the boat to get underway.
F. Upon recovery, the process is essentially reversed, the boat is returned to the deck
and secured as before.
Note: Once the boat has been launched, the operator is in charge and responsible for all
persons aboard. All lines are to be safely secured inside the boat.
The checklist appended as SMF 6.4.B will be used in small boat operations aboard
Oceanus.
6.4.6. Training
A. Understand the use and care of the equipment and the operations from pre-launch to
recovery and securing.
B. Receive practical training that includes observation of all aspects of the operation
with qualified operators, then operating with a qualified operator supervising until the
trainee is ready to solo. Readiness to solo is determined by the Chief Mate.
C. Perform a practical test to demonstrate satisfactory operation of the boat.
Note: The Master and the Chief Mate reserve the right to revoke any operators certification
if, in the opinion of either, an operator is in violation of safety standards or operating
the boat in a manner which endangers personnel.
6.4.7 Reporting
Upon completion of the above requirements to the satisfaction of the Chief Mate, Small
Boat Operator Qualification (SMF 6.4.A) will be added to the Ships Record Book, with a
copy provided to the Ship Operations.
6.5.1 Purpose
The purpose of this procedure is to set forth the standards for A-frame and Hydro Boom
operations and the qualification for training operators on the R/V Oceanus.
6.5.2 Responsibility
The operation of the A-frame and Hydro Boom in the conduct of ships work and training
other personnel to operate it is under the direction of the ships Boatswain or other person
designated by the Master. The ships A-frame and Hydro Boom are typically operated in
conjunction with other equipment including, but not limited to: winches, capstan, tuggers,
and the ships crane.
6.5.3 General
A. The A-frame is operated from a wired remote control on the starboard A-frame pedestal.
The control push buttons operate the hydraulics to traverse the A-frame either in or out.
The normal position for transiting and when not in use is all the way out. Standard practice
when docking the ship in confined areas is to "top up" the A-frame to allow for room astern
and to protect it from contact by other vessel movements.
B. The Hydro Boom is operated via a switch control at the Hydro Winch operators station
on the 02 deck starboard. The switch operates the hydraulics to extend or retract the boom.
The normal position for transiting and when not in use is fully retracted.
C. As with all other weight-handling equipment, the A-Frame and Hydro Boom are tested
and certified periodically. These tests are typically scheduled during shipyard maintenance
periods.
6.5.4 Qualifications
The Boatswain, or his/her designee, will train and qualify any member of the ships
complement to operate the A-frame, and the Marine Technician for the cruise may train and
qualify members of the scientific complement to operate this A-frame. Hydro Boom
qualification will be in conjunction with Hydro Winch training and qualification (see SMM
6.6.2.)
6.5.5 Maintenance
The deck department maintains the A-frame and Hydro Boom structures. Periodic,
scheduled lubrication is the responsibility of the deck department. The engine department
maintains electrical and hydraulic components.
6.6.1.1 Purpose
The purpose of this procedure is to set forth the standards for deep-sea traction winch
operations and the qualification for training traction winch operators aboard R/V Oceanus.
6.6.1.2 Responsibility
Deep-sea traction winch operations are conducted with the approval of the Master. The
Marine Technician Superintendent is responsible for the wire spools. A Wire Log Report
shall be completed by the Marine Technicians and approved by the Chief Mate at the end of
each cruise for each wire used.
6.6.1.3 General
The ships deep-sea traction winch is a custom built Dynacon Constant Tension Winch. The
system is designed to handle a variety of wire spools including: (1) 9/16 3x19 wire, (2) 0.680
coax conducting wire and (3), 0.681 fiber optic cable. The storage spools are
interchangeable with other Dynacon spools in the UNOLS fleet including those owned by
Scripps Institution of Oceanography. The spools are changed out through the main deck
hatch. The actual operation of the winch is described in the winch operators manual.
Before any deep-sea winch operation takes place, a meeting with the Marine Technician for
the cruise, Master, Chief Mate and involved scientists will take place. This meeting is to
identify the general plan for the operation, the maximum anticipated loads, any special
considerations and, if appropriate, any procedures to deal with unusual circumstances. The
Chief Mate is responsible for communicating information to the mates, Boatswain and able
seaman who will be operating the winch.
The Watch Officer will determine if conditions are safe for deployment taking into
consideration such issues as traffic density, visibility, wind, sea state, handling
characteristics and any other relevant conditions that may be present. If in doubt, or if there
are questions, the Watch Officer will call the Master for clarification. If operations are to
continue, the appropriate signals will be displayed and security calls broadcast as required.
Since the winch is capable of multiple tasks, the control microprocessor offers several
important and convenient options and settings that are tied in to alarms. Among these
options are: speed out/in and tension limits with high and low settings. Additionally, since
the winch room is unattended, a full suite of Closed Circuit Cameras and Visual Display
Units are visible from the control station and bridge for operational monitoring.
The trawl operations are usually deployed through the A-Frame. Deployment can also be
conducted off the starboard side or port side with additional specialized support equipment
and configuration.
Procedures for rigging, handling, overboarding and recovery are tailored to the individual
tasks and, as in all procedures, designed to provide as safe an operation as is prudent and
reasonable. Deck set up, rigging, overboarding and recovery will be at the direction of the
Marine Technician, Boatswain or Chief Mate who will instruct all participants and direct deck
operations.
Once all equipment is safely aboard and secured, the power to the winch will be secured
unless operations are to continue.
The fantail deck area and the winch room are secured to all nonessential personnel while all
operations are being conducted.
All operations involving new equipment or unusual overboard configurations are to be pre-
approved by the Marine Superintendent well in advance of the scheduled trip.
Considerations are covered in SMM 7.15, Overboarding Operations.
6.6.1.4 Operation/Training
The deep-sea traction winch shall be operated by a trained and qualified member of the
deck department. They will operate under the direction of the ships Boatswain, Chief Mate
or other qualified individual designated by the Master.
New operators shall go through a training and certification process as outlined in the Winch
Operator Certification Worksheet & Checkoff List (SMF 6.6). This training includes
familiarization with all winch systems, controls and safety equipment, as well as concepts of
reeving, Factors of Safety and other pertinent information.
Due to the nature of most winch operations performed on Oceanus, most hands-on training
with the winches and associated equipment must be conducted underway. The operator in
training will be directly supervised by the Boatswain, Chief Mate or other instructor approved
by the Master until deemed Competent by the Boatswain and Chief Mate for independent
operation in most evolutions.
When the Boatswain and Chief Mate are satisfied that a Competent operator has sufficient
experience to properly and safely operate the winches and associated equipment in any
underway evolution, the operator will be documented as Certified.
6.6.1.5 Maintenance
The lubrication and maintenance of the winch structure and related hardware and sheaves
are the responsibility of the Deck Department. Mechanical, electrical and electronic issues
are the responsibility of the Engine Department. The Marine Technician Group is
responsible for the maintenance, repair and calibration of winch instrumentation, as well as
termination of electromagnetic or fiber-optic oceanographic cables as required for specific
operations.
All maintenance conducted by the ships crew will be recorded and the information will be
entered in the deck maintenance log and Machinery History as appropriate.
6.6.1.6 Reporting
Upon completion of the above requirements to the satisfaction of the Chief Mate, the
completed and signed form SMF 6.6 for Dynacon Traction Winch will be placed in the
Ships Record Book, with a copy provided to the Ship Operations office.
6.6.2.1 Purpose
The purpose of this procedure is to set forth the standards for hydro (CTD) winch operations
and the qualification for training hydro winch operators aboard R/V Oceanus.
6.6.2.2. Responsibility
Hydro winch operations are conducted with the approval of the Master. The Marine
Technician Superintendent is responsible for the wire spools. A Wire Log Report shall be
completed by the Marine Technicians and approved by the Chief Mate at the end of each
cruise for each wire used.
6.6.2.3 General
The ships hydro winch is a Markey DESH-5 hydrographic winch that is mounted on the
starboard side of the 01 deck. The winch control, as well as the control for the associated
hydro boom, is located on the 01 deck. The winch is presently spooled with 0.322 EM
conducting wire rope. The actual operation of the winch is straightforward and is described
in the winch operators manual.
The Chief Mate is responsible for communicating information to the mates, Boatswain and
able seaman who will be operating the winch. The Master, mates, Boatswain and able
seaman are to be familiar with the procedures in the Markey DESH-5 operators manual for
the winch as well.
The Watch Officer will determine if conditions are safe for deployment taking into
consideration such issues as traffic density, visibility, wind, sea state, handling
characteristics and any other relevant conditions that may be present. If in doubt or if there
are questions, the Watch Officer will call the Master for clarification. If operations are to
continue, the appropriate signals will be displayed and security calls broadcast as required.
Hydro winch operations are conducted using the ships hydro boom. The CTD deck area is
secured to all nonessential personnel while all operations are being conducted.
A similar Markey COM-15 winch is co-located with the DESH-5 and may in some cases be
used in place of the DESH-5 for CTD operations, or for other overboarding operations. In
addition, portable winches from the UNOLS winch pool or supplied by the scientific party
may be used in overboarding.
All operations involving new equipment or unusual overboard configurations are to be pre-
approved by the Marine Superintendent well in advance of the scheduled trip.
Considerations are covered in SMM 7.15, Overboarding Operations.
6.6.2.4 Operation/Training
The Hydro winches and hydro boom shall be operated by a trained and qualified member of
the deck department. They will operate under the direction of the ships Boatswain, Chief
Mate or other qualified individual designated by the Master.
At the Masters discretion, members of the Oceanus Marine Technician Group and science
party may be trained and qualified in the operation of portable winches in addition to the
personnel listed above.
New operators shall go through a training and certification process as outlined in the Winch
Operator Certification Worksheet & Checkoff List (SMF 6.6). This training includes
familiarization with all winch systems, controls and safety equipment, as well as concepts of
reeving, Factors of Safety and other pertinent information.
Due to the nature of most winch operations performed on Oceanus, most hands-on training
with the winches and associated equipment must be conducted underway. The operator in
training will be directly supervised by the Boatswain, Chief Mate or other instructor approved
by the Master until deemed Competent by the Boatswain and Chief Mate for independent
operation in most evolutions.
When the Boatswain and Chief Mate are satisfied that a Competent operator has sufficient
experience to properly and safely operate the winches and associated equipment in any
underway evolution, the operator will be documented as Certified.
6.6.2.5 Maintenance
The lubrication and maintenance of the winch structure and related hardware and sheaves
are the responsibility of the Deck Department. Mechanical, electrical and electronic issues
are the responsibility of the Engine Department. The Marine Technician Group is
responsible for the maintenance, repair and calibration of winch instrumentation, as well as
termination of electromagnetic or fiber-optic oceanographic cables as required for specific
operations.
All maintenance conducted by the ships crew will be recorded and the information will be
entered in the deck maintenance log and Machinery History as appropriate.
6.6.2.6 Reporting
Upon completion of the above requirements to the satisfaction of the Chief Mate, the
completed and signed form SMF 6.6 will be placed in the Ships Record Book, with a copy
provided to the Ship Operations office. A separate SMF 6.6 will be completed for each
winch (fixed or portable) that an operator is trained and certified on.
6.7.1 Purpose
Every person that comes on board the R/V Oceanus needs to have a very basic knowledge
of safety. Every person needs to know what to do for the basic emergency scenarios of fire,
abandon ship and man overboard. In addition that person should know the procedures for
reporting an emergency situation.
The purpose of this procedure is to set forth the basic elements of safety that shall be
presented to non-crewmembers on the Oceanus. Non-crewmembers may include
researchers, scientists, students, observers, technicians, agency representatives, or others
who are directly or indirectly supporting the scientific objectives of a sea going cruise.
6.7.2 Responsibility
It is the responsibility of the Master of the vessel to insure that non-crewmembers receive
basic safety orientation on board their vessel.
This orientation may be delegated to another member of the crew to conduct. Such
delegation does not relieve the Master of the responsibility to insure that each non-
crewmember receives a proper orientation.
6.7.3 General
It is important that each person on board the vessel know what to do in cases of
emergency. This knowledge shall be imparted to non-crewmembers in four ways: (1) Berth
assignment, (2) Safety Orientation Video (available on board the vessel), (3) Safety
Orientation Lecture, and (4) Initial Fire & Boat Drill.
Each person reporting on board Oceanus shall be assigned a berth. Associated with each
berth (bed) is a Station Card. This Station Card designates where that person is assigned
for a fire, an abandon ship or man overboard.
Before getting underway, or as soon as practicable thereafter and no more than 24 hours
after departure:
A. The Chief Mate or other officer designated by the Master shall make available the
RVOC Safety Video for the instruction of all non-crewmembers who have not sailed
aboard a UNOLS research vessel within the last two years, and shall conduct a
Safety Orientation Lecture for all non-crewmembers. The Marine Technician
assigned to the cruise shall assist the Master or his designee in ensuring that all non-
crewmembers assigned to the cruise are in attendance.
B. The Master shall conduct a fire and boat drill. At this fire and boat drill, all personnel
will report to their designated fire station and receive instructions in what they are
expected to do. This instruction includes where to assemble and what to bring.
Following basic fire instruction, each person will be instructed in the basics of
abandoning ship. Such instruction shall include donning of personnel flotation
devices and exposure suits. It will also include basic instructions for entering life rafts
and what to bring should an abandon ship be announced.
As a normal practice, non-crewmembers will receive instruction during other regularly held
drills.
6.7.4 Reporting
All fire and boat drills performed on board the Research Vessel Oceanus are logged into the
vessels official deck logbook. Each Safety Orientation Lecture shall be recorded on SMF
6.7 Non-Crew Orientation Checklist signed by all non-crew personnel attending and the
instructing officer. The original form shall be retained by the Master for the duration of the
cruise and forwarded to the Ship Operations office prior to departure; a copy of the
signature page shall be retained onboard for one year from the date of the orientation.
6.8.1 Purpose
The purpose of this section is to define the need for and purposes of a Safety
Meeting.
6.8.2 Scope
It is understood that many safety meetings occur on board R/V Oceanus during a
given cruise or inport period, as well as among onshore personnel. Several such
meetings may occur daily. For the purpose of the SMS, Safety Meetings are defined
as formal gatherings at which attendance needs to be documented.
6.8.3 Background
A Safety Meeting is a general term that can apply to a number of different situations
including
Safety Stand Downs in the event of an accident
Safety Stand Down in order to discuss a Near Miss as defined by Annex to MS-
MEPC.7/Circ.7 of the ISM Code
Review of SMM / NCCAR changes and recommendations
Any situation onboard that the Master or Marine Superintendent deems
important enough to call an all hands meeting to discuss and document.
Chapter 9.4 of this SMM defines the need for a Safety Meeting in order to
disseminate NCCAR disposition and final Corrective Action implemented.
Beyond the above, and HAZREP Safety Stand downs notwithstanding, a shipboard
Safety Meeting will be called at the discretion of the Master, no less than quarterly.
6.8.5 Records
SMF 6.8 will be used to document Safety Meeting Attendance. These forms will be
maintained on the ship and at the office for a period not to exceed five years.
7.0.1 General
The Marine Superintendent is responsible for establishing procedures and guidelines for
vessel operations to ensure compliance with state, federal, and international laws and
regulations.
Employees are responsible for performing work in accordance with the Safety Management
System and actively participating in the safety performance of OSU Ship Operations.
OSU Ship Operations has established procedures for shore-based and shipboard
operations and activities concerning the safety and security of the ship, prevention of
pollution, and preservation of the environment in support of the companys policy.
The operations at OSU Ship Operations are carried out under controlled conditions.
Controlled conditions include, as applicable:
A. The availability of information and operating criteria that defines and documents
the characteristics of the service.
B. Procedures that have been established, maintained and made available where
their absence could adversely affect safe operation and the protection of the
environment.
C. Personnel who are properly qualified to carry out assigned tasks.
D. Compliance with mandatory rules, regulations and codes.
E. The use of suitable equipment and the availability and use of monitoring and
measuring devices.
7.1.1 Purpose
The purpose of this procedure is to establish that each Master permanently assigned to R/V
Oceanus shall set forth standing orders and establish the standards to which these standing
orders are upheld.
7.1.2 Responsibility
It is the responsibility of the Master to establish standing orders and to ensure that all deck
watch officers are aware of those orders. It is the responsibility of the deck watch officers to
ensure that these orders are enforced on watch.
7.1.3 General
Every Master has his or her comfort level. This comfort level is set forth through a
document referred to as standing orders.
The regular Master shall promulgate standing orders. These orders shall be reviewed,
acknowledged and signed by all deck watch officers no less than annually, and at any time
the standing orders are revised by the Master.
When a relief Master is assigned, he or she may amend or supplement the existing standing
orders, or simply confirm that the existing orders remain in force. All deck watch officers
shall review, acknowledge and sign these orders prior to assuming their first watch under
the relief Master.
Any Master may, at his discretion, publish Night Orders for navigation and other operations
when not in attendance in the wheelhouse. If published, all deck watch officers shall review,
acknowledge and initial the Night Orders prior to assuming the watch, and shall ensure that
the watch carries out these orders.
7.1.4 Reporting
The Master shall provide a current copy of the Standing Orders to the Ship Operations
Office at least annually, and at any time the orders are revised. A relief Master shall provide
a copy of any amended Standing Orders to the Ship Operations office at the completion of
their relief.
Night Orders will be retained on board for the duration of each cruise.
New vessel personnel will review the current Masters Standing Orders as part of their initial
orientation; this will be documented on SMF 6.2.
7.2.1 Purpose
The purpose of this procedure is to set forth the responsibilities of the Deck Department
personnel.
7.2.2 Reference
7.2.3 Responsibility
The Chief Mate is responsible for the Deck Department. The Chief Mate reports to the
Master and shall keep the Master informed of all activities of the Deck Department. In the
event that one or the other Mate position is temporarily vacant, the Master shall reassign the
duties of that position to appropriately qualified personnel (i.e. himself, the remaining Mate.)
7.2.4 General
The Deck Department is made up of licensed and unlicensed personnel. Each licensed
officer in the Deck Department is a watchstander and has specific responsibilities aboard
the vessel. Unlicensed personnel are both watchstanders and day workers. The senior
unlicensed individual in the Deck Department is the Boatswain. As directed by the Chief
Mate, the Boatswain coordinates the work activities of unlicensed personnel within the Deck
Department while they are not on watch.
The workday for an individual is dictated by the activities that the vessel is engaged in and
the STCW standards that are set forth in Title 46 Code of Federal Regulations 15.1111. In
particular, the following apply:
E. The minimum period of rest required under paragraph (A) may not be devoted to
watch keeping or other duties.
In addition to the responsibilities set forth in the job descriptions for each position, the
specific responsibilities of the members of the Deck Department are as follows:
Chief Mate
Second Mate
2. Sends reports and weather data to appropriate parties as needed during scientific
cruises.
Boatswain
7.3.1 Purpose
7.3.2 Responsibility
All deck equipment structures and related hardware will be maintained by the Deck
Department. This includes greasing of moving parts, corrosion treatment and maintaining
coatings.
Mechanical and electrical issues, including greasing the bearings on all electric motors, are
the responsibility of the Engine Department.
The Marine Technicians group is responsible for peripheral winch equipment, such as
instrumentation and CCTV monitoring, and record keeping as defined below. Where the
Marine Technicians have maintenance and repair responsibility, the Ship Operations Office
has financial responsibility for providing the necessary hardware and spare parts.
Load testing of this equipment in compliance with the UNOLS Research Vessel Safety
Standards will be scheduled by the Marine Superintendent or Port Engineer and is generally
included in routine shipyard packages.
7.3.3 General
The equipment covered in this policy includes the Markey Trawl and Hydro (CTD) Winches,
the Dynacon Deep Sea Traction Winch, A-frame, the anchor windlass, the capstan,,wire fair
leads, overboarding blocks, wire ropes and cables, air and hydraulic tuggers, the ships
main crane and the portable crane.
7.3.4 Winches
C. Marine Technicians
7.3.5 Crane
Inspection and maintenance of the pelican hooks, pawls, anchor chain and
associated ground tackle.
7.3.7 A Frame
Operation and the training of operators from the science party when necessary.
7.3.9 Reporting
A. The Chief Mate will keep a log of all deck department initiated maintenance; this log
will include all other hull and structure maintenance and preservation (beyond
routine cleaning and paint touch-up.,
B. The Chief Engineer will keep a log of all engine department initiated maintenance.
C. The Marine Technicians will keep a log of all overboarding wire use including
maximum deployment depths and tensions, and will ensure that the Wire Log
Report is filled out for any use of or changes in wire (shortening, transfer,
retirement or removal from the ship), and distributed to the Chief Mate and Port
Engineer records. The Marine Technicians will also ensure that calibrations of
winch instrumentation are made and recorded.
7.4.1 Purpose
The purpose of this procedure is to establish routine check-off lists to be used in preparation
for arrival and departure aboard the R/V Oceanus.
7.4.2 Responsibility
The Master is responsible for evaluating the readiness status of the vessel. This will be
accomplished with the assistance of the Mates, Chief Engineer, Boatswain, Marine
Technician, Chief Scientist and other personnel as directed.
7.4.3 General
33 CFR 164.25 spells out a series of performance checks between the bridge and the
engine room. In addition 46 CFR 196.35-5 identifies actions to be logged.
7.4.4 Departure
In general, the procedure for getting underway under scheduled conditions follows a routine,
which varies little. Once the departure time has been agreed upon between the Master and
chief scientist, a sailing board, or equivalent, is posted for all hands and, if departing from
Newport, the Ship Operations Office is notified. Any change in the day of departure, which
will have schedule impact, must be approved by the Marine Superintendent. In out-ports,
this information is conveyed via a departure report. It is always understood that the
departure time may be flexible in order to accommodate a variety of unforeseen issues
which may cause delay, or conversely in some cases, an early departure. In each case,
every attempt will be made to adhere to the established time.
A. The Chief Engineer will instruct his/her department as needed to attend to the
procedures required to make ready in all respects for getting underway. This
includes but is not limited to:
1. Taking the time in advance to bring systems on line for testing and warm up.
4. Verifying that the vessel is in correct trim and providing the bridge with a
completed tank report.
When all procedures have been completed, the Chief Engineer will report to the
Master that he is ready in all respects to get underway or if not will report deficiencies
in need of attention.
B. The Chief Mate and Boatswain will inspect the decks and attendant interior spaces to
ensure that all gear and equipment has been properly secured. Properly secured
aboard R/V Oceanus means that we are ready to proceed into storm force conditions
at any time.
C. The Chief Scientist will ensure that his labs and equipment are properly secured for
sea. Additionally, he will report that all members of the science party are on board
and that they are ready to proceed.
D. The Second Mate will work from SMF 7.4A for departure, SMF 7.4B for arrival to
ensure that all bridge and navigation systems are on line and in good order and that
the requisite systems have been tested (steering/propulsion/bow thruster, etc.) The
lists appended to this Manual as SMF 7.4A and SMF 7.4B are provided as examples;
any checklist used should include all items required by the regulations cited in 7.4.3
above, as well as any other data or checks deemed necessary by the Master. Once
completed, the Second Mate will report to the Master that the bridge is ready in all
respects or report deficiencies in need of attention. After testing the ships bow
thruster, propulsion controls, and steering on the bridge and starboard helm stations,
the Master will give the command to single up all lines.
The actual procedure varies for each evolution depending upon the forces and conditions
on hand. The Master will determine the strategy and direct the deck crew accordingly.
A. The standard crew positions for getting underway have the Master and Second Mate
on the bridge, the Chief Mate on the bow, the Boatswain on the stern, and the ABs
divided between the bow and stern positions. Additional crewmembers may be used
as required.
B. Once underway, the Master, when ready, will transfer control to the main console.
The Chief Mate supervises and assists on the foredeck as needed but a lookout must
be provided while on sea detail. One of the ABs will man the steering gear (also
known as emergency steering gear), with working communications to the bridge. In
special cases or in periods of very restricted visibility, the Master may have a "bridge
team" which includes the Chief Mate on the bridge to assist.
C. Once the vessel has reached the sea buoy, or other such area as deemed safe, after
steering will be secured, the anchor housed, the sea detail will be secured, and the
watch set. All mooring lines will be stowed prior to crossing any bar.
7.4.5 Arrival
This procedure varies to suit the prevailing conditions. In general, the arrival time is
set well in advance and arrangements will have been made, either through the Ship
Operations Office if arriving at Newport, or by other means such as a ships agent or
host institution if arriving at an out-port. If arriving at a U.S. port after a foreign
voyage, a pre-arrival Customs Check will be conducted to search for contraband.
A. Prior to arrival at the sea buoy or boarding a pilot, a pre-arrival test will be conducted
as required to test auxiliary propulsion, steering station and bow thruster controls. As
with Departure procedures above, a checklist will be used to ensure all required
preparations and tests have been properly carried out prior to maneuvering. The
Boatswain or Chief Mate will get permission from the bridge to make the anchor
ready to let go. The sea detail will be set and after steering manned.
B. The Deck Department will range out mooring lines, rig fendering as directed and
make ready heaving lines.
C. The usual practice is for the Captain or his designee to assume the duties of
helmsman and to drive the vessel directly. Conning occurs from time to time, often
when a Pilot is embarked. In most cases, the Master will dock the vessel given that
he/she is more familiar with the special handling characteristics of the vessel.
D. Once alongside with mooring lines evened up, the standard practice is to double up
lines and rig chaffing gear.
E. Once the Master or Pilot is satisfied that the vessel is in the berth properly and as
assigned, and that no further maneuvering is needed, the Master will notify the Chief
Engineer of Finished With Engine and the sea detail will then be secured.
7.5.1 Purpose
The purpose of this section is to establish responsibility and guidance for managing ship
stability.
7.5.2 Reference
7.5.3 Responsibilities
A. The Master will work with the Marine Superintendent to ensure that all current baseline
stability data are current, accurate and available. Changes to the vessel are controlled
and managed to ensure compliance with applicable regulations. This includes
scheduling and conducting stability tests as necessary.
B. The Ship Operations Group will ensure that the vessel is provided with a current trim
and stability booklet and such computerized systems as may be available.
C. The Master will ensure that various loads are managed so that the stability
requirements are met.
7.5.4 Procedures
A. Stability calculations must be made and recorded at the beginning of each cruise or leg
and at any other time the Master deems appropriate (as, for example, when significant
changes in load take place).
B. Each vessels Trim and Stability Booklet provides instructions and information for
calculating that vessels stability. The Master must ensure that he or she and
designated Mates are instructed and competent to perform such calculations.
C. Oceanus has been provided with computerized software to facilitate stability
calculations. The Master must ensure that he/she and the designated Mates are
instructed in the use of this software.
D. Stability calculations, whether determined manually or by computer program, will be
double-checked by confirming the drafts of the vessel at the bow and stern prior to
departure.
7.5.5 Records
A. The Master is required to record in the official deck log that verification of the vessels
stability has been calculated prior to the departure of the vessel and at other times
necessary to assure the safety of the vessel.
B. Calculations verifying vessel stability are required to be maintained on board the vessel
for the duration of the voyage. Calculations verifying stability that are made in the
computer program must be saved and retained for the voyage.
7.6.1 Purpose
The purpose of this procedure is to set forth guidelines for anchoring the R/V Oceanus.
7.6.2 Responsibility
The Master has overall responsibility for the ship and crew during anchoring procedures.
The windlass structure and related hardware, as well as periodic lubrication (lube points
identified and marked on unit), are maintained by the Deck Department. The mechanical
and electrical components are maintained by the Engine Department. The decision to
anchor the vessel ultimately rests with the Master.
7.6.3 Preparation
All key personnel (both Deck and Engine Departments) must be kept informed of the
expected time of maneuvering and anchoring.
7.6.4 General
Oceanus is equipped with two 1500-pound Baldt anchors that are attached to 6 (port) or 7
(starboard) shots of 1 stud link chain. The chain is led through the hawse pipe to a double
drum anchor winch. The chain is then led around the wildcat and into the spill pipes which
empty into the chain locker. The bitter end of the chain is secured with a shear pin near the
top of the chain locker with easy deck access for emergency disconnect. Under normal
anchoring, only one anchor is used and given adequate swing room. The formula of 5 to 1
scope is used. Other options may be employed at the discretion of the Master depending
on circumstances. The standard procedure during periodic scheduled shipyard
maintenance is to range out both anchors and chain and to end-for-end the chain prior to
reinstallation. A specified thickness gauging is conducted on a regular schedule to ensure
continued dependability.
7.6.5 Letting Go
Using standard procedures, letting go the anchor is a controlled process typically as follows:
A. The foredeck crew will usually consist of the Chief Mate, Boatswain and one seaman.
Eye protection is required to protect from flying rust and dust. PFDs and hard hats
are to be worn. Gloves are recommended for use with the ratchet turnbuckle and
mallet.
B. The Master will give the order to make (starboard/port) anchor ready for letting go.
Confirm depth of water, type of bottom and number of shots to let out. The steps
involved are:
1. Assemble tools and look over the side to make sure all is clear.
3. Ease off on the brake for the anchor to be used. The turnbuckle & pelican hook
will catch any slack.
6. Ease the chain out and stop on the signal of the Mate who will ensure that the
anchor is eased out enough to allow a free descent when the brake is released.
7. Put the brake on tightly and place the pelican hook on the chain but keep it lazy.
8. Disengage the wildcat. You are now ready for letting go under controlled
conditions.
9. Upon receiving the command from the bridge to let go, once again check over
the side, ensure that the foredeck is clear and safe. When clear, knock the
turnbuckle pelican hook off the chain with the mallet.
10. Ease off on the brake and drop the anchor under control to the bottom. Once on
the bottom it will be necessary to place some pressure on the brake so that as
the ship eases back, the chain pays out as needed and does not pile up upon
itself. The Boatswain or seaman will call out the shots as they pass across the
deck until the desired length is at the waters edge or on deck, whereupon the
brake will be fully engaged and the steamboat ratchet or "devils claw" will be
placed on the chain to take the strain. Once this is done, the brake will be eased
and all strain removed from the windlass.
11. Raise the black ball day shape or turn on the anchor lights, as appropriate.
12. The foredeck crew informs the bridge and stands by until it is determined that
the anchor has been set and holding. The Master will set an anchor watch and
the Watch Officer will ensure that the seaman makes periodic checks of the
ground tackle and reports back to the Watch Officer.
13. The anchor watch will take all appropriate measures making use of available
equipment to ascertain that the anchor is not dragging, will record bearings and
positions on a regular basis paying special attention to changes in wind direction
and speed and changes in the currents. If it is determined that the anchor is
dragging, the Master will be notified at once and the main engine, if not already
running and on standby, shall be started as soon as is safe to do so and made
ready. In an emergency, a second anchor shall be set to minimize dragging.
Failing that, any and all measures available such as a tug or other rescue
vessel(s) shall be summoned or placed on standby until the situation is under
control. If under the control or direction of port authorities, they must be notified
as soon as an adverse situation begins to develop.
B. Rig and charge the foredeck general service line to the hawse pipe and prepare to
wash off mud from incoming chain.
C. Have a seaman standby the chain locker to make sure that the chain spills evenly
and does not become entangled or fouled. At times, it may be required to have a
seaman in the chain locker to flake out the chain. This will only be done with the
permission of the officer on watch and while in direct communication with the anchor
windlass operator.
D. Turn on the windlass and wait for the bridge to pass the word to "heave in."
F. Take up on chain and, with the mallet, knock off the steamboat ratchet pelican hook.
The Mate or member of the foredeck crew will give hand signals to the bridge
indicating the direction the chain is leading. Special attention will be paid to minimize
the chain from tending across the bow by signaling the bridge right away. Inform the
bridge when the chain is "up and down and when the anchor is "aweigh." Upon
sighting the anchor, inform the bridge whether it is clear or foul.
G. Heave in until the anchor is near the hawse, washing down chain and anchor
continuously. The anchor is then snugged with the steamboat ratchet to avoid shock
loading the anchor windlass. Lastly, drop day shape and/or switch navigation lighting
as appropriate after informing the bridge.
H. Engage the steamboat ratchet and pelican hook and start taking up on the turnbuckle
while easing the chain off the wildcat so that, when the turnbuckle is as tight as
possible and the anchor is made fast and secure, the chain between the steamboat
ratchet and wildcat has a small catenary indicating that there is no tension on the
wildcat or windlass.
7.7.1 Purpose
The purpose of this procedure is to establish policy and procedures for operational and
administrative communications between the R/V Oceanus and the Ship Operations Group.
Science and personal communications are not addressed by this guidance.
7.7.2 Responsibilities
The Ship Operations Group is responsible for providing the ship with communication
apparatus and equipment that meets all applicable regulations. Within the Ship Operations
Group, the Marine Superintendent will have this responsibility. When changes to
communication equipment or systems are anticipated, the Marine Superintendent will plan
and budget for such changes.
Since Oceanus is an uninspected vessel under 300 GRT (U.S.), annual FCC inspections
are not required.
Maintenance and certification of the equipment will be coordinated by the Ship Operations
Group under the direction of the Marine Superintendent.
The Master is responsible for on board maintenance to the limit of the technical expertise on
board. Where the requirements exceed the ships crew or marine technicians capability,
the Master shall report the deficiencies to the Marine Superintendent. The Master has the
authority to bring in electronics service personnel in ports other than homeport to repair
equipment.
7.7.3 Equipment
The R/V Oceanus has the full suite of GMDSS equipment required by SOLAS (voluntarily
equipped.) In addition, other optional means of communications (VHF Radio, cell phone,
Iridium Satellite, Fleet Broadband and HighSeas Net satellite, etc.) are also available.
7.7.4 Procedures
A. Operational Communications
The following operational communications from the vessel to the Ship Operations
Group are required.
1. Departure Report
This report is to be handed off when at home port or sent shortly after departure
from any other port. The report will also be submitted within 12 hours of any
change in on board complement due to personnel exchanges or medical
evacuation. The report is generally sent by fax or via email. It shall include the
following information, using form SMF 7.7.A:
2. Voyage Report
This message is to be sent shortly after arrival at a port and should include the
following information, using form SMF 7.7.B:
3. Morning Report
On all days away from home port the Master will provide a Morning Report to the
Ship Operations Group. The Morning Report will generally be provided at
approximately 0830 ships time via e-mail. Cellular or satellite phone, fax or HF
SSB radio may be used as alternate methods if necessary.
B. General Communications
Email is the desired method of transmitting routine ships business between the vessel
and the Ship Operations Group. However, some limitations of using this system must
be kept in mind. As a general rule, routine communications will be by email and should
be sent to the Ship Operations alias at shipops@lists.oregonstate.edu.
The Master shall avail him/herself of all appropriate sources of weather information
available for waters in which the ship is operating. The Master shall assure that the vessel
participates in the US Voluntary Observing Ship (VOS) weather reporting project, unless
operations or equipment problems preclude doing so.
The Ship Operations facility in Newport operates a properly licensed base radio station for
VHF FM voice communications with OSU research vessels at sea. This system is a back-up
to the other modes of communications.
The R/V Oceanus is equipped with Survival Craft Radios, EPIRBS, SARTS and an SSAS
and LRIT.
7.8.1 Purpose
The purpose of this procedure is to mandate that the Chief Engineer of the R/V Oceanus
establish standing orders for the members of his/her department.
It is recognized that different Chief Engineers will have different levels of concern on how
the department needs to operate based on personality and experience. SMM 7.8.4
specifies the minimum requirements as determined by the Master and the Ship Operations
Group.
7.8.2 Responsibility
With the knowledge and approval of the Master, it is the responsibility of the Chief Engineer
of the Oceanus to establish standing orders and to ensure that engineering watchstanders
are aware of those orders.
7.8.3 Promulgation
The Chief Engineer will submit his/her Standing Orders to the Master for review and
approval (by signature) prior to publishing to the engineering department and Ship
Operations office. If a relief Chief Engineer is assigned on a voyage, he/she may amend
the existing Standing Orders, or otherwise will note in writing that the existing Standing
Orders will remain in effect. In either case, the Master will review and sign prior to
publication.
All engineers are required to be well rested, sober and alert while standing watches both
underway and in port.
The engineer on watch is expected to be dressed appropriately with work shoes, work pants
and a work shirt coveralls may also be worn. The engineer will carry a flashlight at all
times while on watch.
Rounds are to be done throughout the engineering spaces and around the ship checking all
pressures, temperatures and machinery fluid levels. A thorough round of all engineering
spaces is also expected to check bilge levels, tank levels, and to assure that all gear is
secure. Hourly rounds should be sufficient as long as all machinery/equipment is in proper
working order. More frequent rounds are expected during rough weather or when
monitoring possible problems. Note any unusual conditions that may arise during your
watch and pass them along to the next watchstander if they require further observation or
attention.
In the event of a loss of a piece of critical machinery, know the appropriate action to take to
get the machinery back on line or a back-up unit running. If you do not know or are not
sure, ask questions and find out how.
Critical Equipment:
Main Engine & Clutch Steering System
Reduction Gear Fire Pump
CPP unit Bilge System
Main Electrical Power System CO2 System
Emergency Electrical Power System Starting and Control Air Systems
Should problems arise during the watch, assess the problem quickly and calmly. Alert the
mate on watch and the Chief Engineer should you need to slow the ship down and/or
secure the main engine, or if the situation threatens the safety of the vessel (e.g., fire or
flooding).
Watches are stood alone on the Oceanus so do not take any unnecessary risks around the
machinery. You are expected to check in with the bridge watchstander or mate on watch
hourly to let them know that you are safe.
All watchstanders are expected to have knowledge of all other non-critical systems on
board, as you will be responsible for their safe operation while on watch.
No liquids shall be discharged overboard while in port or at sea without the knowledge and
permission of the Master and the Chief Engineer. Consult the Chief Engineer before any
operations which may result in an overboard discharge.
7.8.5 Reporting
Standing watch orders are left in the engine room log desk. All watchstanders shall read
these standing orders. Once you have read and understand the assignments, initial next to
your name. If you do not understand, you are expected to ask questions.
The Chief Engineer may also publish Night Orders for additional equipment monitoring, on-
watch maintenance/repairs or any other necessary items. Night Orders will be posted at the
engine room log desk. Each watchstander shall review and initial such orders (if published)
on assuming the watch.
A current copy of the Chief Engineers Standing orders shall be provided to the Ship
Operations office. A copy of any Standing Orders promulgated by a relief Chief Engineer
shall be provided to the Ship Operations office with the Departure Report for the relief
voyage.
7.9.1 Purpose
The purpose of this procedure is to establish the guidelines set forth for the engineers on
R/V Oceanus. This designation of responsibilities is set forth in order to systematically
allocate the preventative maintenance of the various engineering systems aboard the ship.
This systematic allocation is intended to assist crewmembers in understanding their
assigned responsibilities, ensure that the various systems on the vessel are assigned to
someone for preventative maintenance, and to aid in the education of new personnel as to
their responsibilities.
The Chief Engineer has the authority to direct the engineering personnel to perform any
repairs or maintenance as deemed necessary. These assignments may even be made to
those outside of an individuals area of maintenance responsibility.
It is essential that the members of the engineering department remember that it is the
responsibility of every member to take immediate and definitive steps to remedy a piece of
equipment found in a failing condition to limit the extent of failure. This is regardless of
areas of the responsibilities set forth herein.
7.9.2 Responsibility
It is the responsibility of the Chief Engineer to assign each system of the vessel to a position
in the engineering department. This designation should happen by position and not by
name. Individuals go on vacation and move up and down in positions. Designation by
position establishes stability in the preventative maintenance program.
The regular Chief Engineer will generate the assignments of engineering responsibilities
and have it adopted into the Safety Management System. As the need may dictate, the
Chief Engineer may revise that list of assignments by sending a revised list in to the Ship
Operations Coordinator for incorporation into the Safety Management System.
The individual assigned to perform the preventative maintenance shall refer to vendors
technical manuals and other reference materials located on the vessel. Maintenance shall
be recorded in the maintenance log by the Chief Engineer.
7.9.3 General
Chief Engineer
Systems Components
Main Engine Throttles
Generators HVAC-Refrigeration S/W Piping
CP Unit Lube Oil Piping
Clutches J/W Piping
Bow Thruster S/W Piping
Reduction Gears Hydraulic Piping
Steering Gear Pumps
HVAC Emergency Shutoffs
Refrigeration Heat Exchanger
Evaporator
CO2 System
Alarms
Switchboard/Electrical
Systems Components
Emergency Generator Bilge Piping
Fuel Transfer Pump Fuel Piping and Vents
Fuel Centrifuge Grey Water Piping
Bilge/Ballast Hot Water Piping
OWS Compressed Air Piping
Sewage Pump Heads/Showers
Rescue Boat Strainers
A-Frame/Hydro Boom Transducer air lock guages
Ships Whistle
Transducer Air Lock
Systems Components
Crane Sewage Piping
Air Compressors Sanitary S/W Piping
Air Handlers Potable Water Piping
Potable Water Pumps Chill Water Piping
General Service/Sanitary Fire Main Piping
Fire Main Deck Drains/Vents
Boilers
Science Sea Water
Galley Equipment/Laundry
Anchor Windlass/Capstan
Bridge Wipers/Clear Views
Heaters
Specific responsibilities are spelled out for the deck equipment on the R/V Oceanus in SMM
7.2.
7.10.1 Purpose
The purpose of this procedure is to set forth the guidelines necessary for proper waste oil,
sewage and trash management aboard R/V Oceanus.
7.10.2 Responsibility
A. The Chief Engineer is responsible for management and disposal of waste oil.
C. The Chief Mate is responsible for management, storage and disposal of trash.
7.10.3 General
A. Waste Oil
1. Waste oil is transferred into the ships waste oil tank. The waste oil is then
transferred to an approved shoreside facility/container/hauler for further proper
disposal. All waste oil transfers are to be recorded on USCG Form CG-4602A Oil
Record Book for Ships, Part 1 maintained by the Chief Engineer and reviewed by
the Master. In outlying ports, paperwork documenting the transfer of waste oil must
be retained by the ship for submission to the Ship Operations Office.
B. Sewage
3. At sea, sewage is discharged in compliance with the Federal Clean Water Act.
Every effort shall be made to discharge as far out as possible. In keeping with the
law, untreated sewage shall never be discharged closer than 3 nautical miles from
shore. These limits may be modified or extended to comply with local laws and
regulations. Sewage may be retained on board upon the high seas for an extended
period, within practical limitations, if requested by the chief scientist so as to not
compromise the science work.
C. Trash
2. At sea, disposal of trash is done in accordance with the restrictions set forth in the
MARPOL 73/78 ANNEX V. Trash is separated on board, plastics in one container
and trash in the other. Plastics and most other trash are kept on board and
properly disposed of at the port of arrival; the vessel is equipped with an industrial-
grade waste compactor to minimize stowage requirements. Under no
circumstances are plastics to be disposed of in the ocean or waterways. An
approved "trash log" is maintained and kept on the bridge. Permission must be
obtained from the watch officer before dumping of trash is allowed in order to
ensure compliance with regulations or to prevent harm to the science project.
7.10.4 Records
The records required above will be retained onboard the vessel as required by law and
regulation. The Designated Person will conduct a documented Management Review of
these records no less than quarterly.
7.11.1. Purpose
The purpose of this procedure is to provide the correct handling of bilge and ballast waters
for pollution prevention aboard R/V Oceanus.
7.11.2. Responsibility
A. The Chief Engineer is responsible for all bilge and ballast handling operations.
B. The engineers on watch are assigned the duties of bilge transfer, Oily Water
Separator (OWS) operations, and maintenance of systems.
7.11.3. References
7.11.4. Procedures
Bilge Water
All machinery space bilges are pumped to the aft main engine room bilge pocket and
allowed to settle before being pumped overboard via the OWS. The OWS takes suction
from the bilge pocket, separates any oil from the water, and pumps the water overboard,
providing the oil content meter reads less than 15 ppm. All separated oil is discharged
into the waste oil holding tank. The OWS is capable of processing approximately 3
gallons of bilge water per minute, and is configured for manual operation only.
Ballast Water
The procedures outlined in the Ballast Water Management Plan (BWMP) located on board
the vessel shall be adhered to. The point of ballast water pollution prevention is to stop
the introduction of non-native species of sea animals and plants to foreign coastal shores.
Oceanus was originally designed with a common bilge/ballast system, which presented a
risk of oil contamination to ballast water discharges and of accidental overside discharge
of contaminated bilge water. The system piping has been modified to provide full isolation
of the bilge and ballast systems in normal operation; one crossover valve has been
retained in the piping to allow emergency dewatering of machinery space bilges via the
ballast, fire and/or general service pump, and is mechanically locked shut for normal
operations.
To Start:
To Secure:
1. Open vent valve (F) while pump is running; close when pump stops.
2. When pump restarts, turn control switch to O.
3. Secure main power.
4. Close inlet valves. (Bilge suction should be closed downstream of strainer only.)
5. Close overboard valves.
6. Close clean water valves.
Log times and positions for start and stop in machinery log and Oil Record Book. Quantity
discharged will be runtime (in minutes) x 3 gallons/minute.
The OWS will monitor the water and indicate oil content on the meter. As long as the output
is less than 15 PPM, the unit will continuously discharge the water overside. Any higher
reading will cause the unit to go into the recirculating mode until the output is back below
the 15PPM range; note that this will add water to the bilge. The oil discharge mode will
occur whenever the OWS has enough oil to cause the unit to discharge into the dirty oil
tank, or if the pocket has been pumped below suction. Secure processing before the
oil/water interface drops to the suction level, to avoid fouling the OWS.
7.11.5. Reporting
The taking on and discharging of ballast water will be recorded in the ballast water log in the
engineroom and in the ships official log located on the bridge. OWS operations will be
recorded in USCG Form CG-4602A Oil Record Book for Ships, Part 1 maintained by the
Chief Engineer and reviewed by the Master. These records will be retained onboard as
required by law and regulation, and will be subject to a documented Management Review
by the Designated Person no less than annually.
7.12.1. Purpose
The purpose of this procedure is to set forth the guidelines for safe operation of the fuel and
lubricating oil systems (fill, transfer and service) on R/V Oceanus.
7.12.2. Responsibility
The Master is responsible for ensuring that all requirements of law regarding the safe
transfer and handling of oils are satisfied. The Chief Engineer is responsible for monitoring
fuel and oil tank levels on the vessel, maintaining all fuel and oil piping and machinery,
transferring fuel and oil from storage to daytanks and/or end-use, and is the primary Person-
In-Charge for all bunkering operations. The Chief Mate is responsible for ensuring safe
deck and mooring conditions for all bunkering operations.
The Marine Superintendent and Port Engineer are responsible for scheduling all bunkering
and verifying vendor compliance with all Mobile Transfer Facility requirements.
7.12.3 References
A. 33 CFR Subchapter O (Pollution)
B. MARPOL Annex VI
C. R/V Oceanus Oil Transfer Manual (January 2013)
D. R/V Oceanus Trim & Stability Booklet (Rev. C, 14 Feb 07)
E. OSU Nontank Vessel Response Plan (USCG VRPX Control #26100, Rev. 7, 20 Feb 12)
F. OSU Shipboard Oil Pollution Emergency Plan (USCG VRPX Control #15609, Rev. 7, 16
Jan 13)
7.12.4 Qualification as Person-in-Charge
The vessels permanent Chief Engineer is deemed qualified to serve as the primary Person-
in-Charge. Relief Chief Engineers and other personnel may be qualified as follows:
A. Any licensed engineering officer, or any unlicensed engineer holding a Tankerman-PIC
endorsement to their Merchant Mariner Credential, may be qualified as PIC at the discretion
of the Marine Superintendent and the Master. Completion of one full bunkering evolution
under the supervision of the permanent Chief Engineer will be required before qualification.
B. Crew or staff members not meeting the requirements of 7.12.4.A may be qualified as
PIC at the discretion of the Marine Superintendent and the Master. Qualification will require
proof of completion of a USCG-approved Tankship Dangerous Liquids course (or proof
of substantially similar training), and completion of two full bunkering evolutions under the
supervision of the permanent Chief Engineer. A Letter of Designation meeting the
requirements of 33 CFR 155.715 will be issued by the Marine Superintendent and added to
the employees personnel file and training record.
7.12.5 Procedures
A. Fuel and Oil Bunkering:
Bunkering of fuel and lube oil may be conducted at the OSU Ship Operations facility or in
outports. Oceanus has a fuel oil capacity of approximately 55,000 gallons at 95% full on all
storage and day tanks, and a lubricating oil capacity of approximately 1650 gallons at 100%
full on both storage tanks.
Fuel oil storage tanks will normally not be filled to exceed 95% capacity due to the risk of
tank venting with thermal expansion; any transfer plan that requires filling beyond this point
must be approved in writing by the Master and the Marine Superintendent. The written
approval will be filed with the transfer record.
All fuel oil will be either #2 off-road/marine Diesel oil (may be red-dyed or undyed) or Naval
distillate F76, and will be ultra-low-sulfur (15ppm.) Fuel oil samples will be drawn, sealed
and recorded at all bunkerings, and retained onboard per MARPOL Annex VI.
Detailed bunkering procedures are given in the Oceanus Oil Transfer Manual; copies of this
manual are available on the bridge and at the engine room log desk. A copy must be in the
immediate possession and control of the Person-In-Charge during all bunkering operations.
B. Tank-to-tank Transfer:
Fuel oil is normally transferred from storage to main engine day tanks on a daily basis while
underway, via a centrifugal purifier in the transfer system with a nominal delivery rate of 5
gallons/minute. A fuel oil transfer pump is provided in the system to allow transfer between
storage tanks if necessary for vessel stability, and in case of purifier failure; due to this
pumps far higher delivery rate (approximately 125 gallons/minute), safety procedures
identical to those used for bunkering will be observed if used.
Main engine day tanks will normally not be filled beyond 75% capacity; the generator/boiler
day tank is kept at 100% by design, being fed from the main engine service returns with
overflow to the main engine day tanks. (A fill line from the transfer system to this tank is
provided for periods of engine non-operation.)
The emergency generator day tank is normally maintained at 75% - 95% capacity and is
filled via the transfer system as required, using the purifier only. Due to the high risk of
overflow, the fuel oil transfer pump will not be used for this tank except in extreme
emergency.
Detailed procedures for all tank-to-tank transfer operations are provided in the Oceanus Oil
Transfer Manual.
C. Service Systems:
Lubricating oil is normally struck down to the main engine and service generator crankcases
on an as-needed basis, or at the direction of the Chief Engineer, by the engineer on watch.
Totalizing meters are provided in all lube oil service systems to allow monitoring and
tracking of oil consumption.
Lube oil and fuel oil service systems to all engines and the boiler will be maintained and
operated by the Engineering department in accordance with good marine practice and
manufacturers instructions.
7.13.1 Purpose
The purpose of this procedure is to outline the tasks for pre-cruise planning.
7.13.2 Responsibility
Both the Marine Superintendent and Marine Technician Superintendent are responsible
for this procedure. It is the responsibility of the Marine Technician assigned to the
cruise to contact the Chief Scientist/P.I. to discuss scientific instrumentation needs and
plans, and to communicate these to the vessel and the Ship Operations office.
7.13.3 General:
Pre-cruise planning begins when the R/V Oceanus operating schedule has been
approved by UNOLS. This ideally occurs in September of the year before the operating
year, but could be delayed. A study of the funded shiptime request forms will provide
the initial requirements of each cruise. Some of the considerations involved could be
pilotage requirements, permits to operate in marine sanctuaries, and foreign observers.
Specific attention needs to be made when foreign clearances are involved since this
procedure could take seven months or more. Any long lead time needs of the Chief
Scientist must also be addressed.
7.13.4 Procedure
The Marine Superintendent will publish the ships schedule as far in advance of the
operation year as possible. Refinements and updates to the schedule can be expected
as final funding decisions are made. At least three (3) months prior to each cruise the
Ship Operations Coordinator will remind the Chief Scientist to complete a cruise plan
(form can be found on the R/V Oceanus web site). This form has an automatic
distribution and will inform all concerned of the cruise requirements.
The Ship Operations Coordinator will send a copy to the Chief Scientist of the following
SMM requirements that pertain to the cruise. In particular:
If necessary, one or more pre-cruise meetings will be held with the Chief Scientist,
Marine Superintendent, Marine Technician Superintendent, Ships Master, Marine
Technician assigned to the cruise, and other persons that may be involved in cruise
planning. If a meeting cannot be held for logistic reasons, a conference call will be set
up by the Marine Technician. This meeting and any necessary follow-up meetings
should resolve cruise planning problems.
7.14.1 Purpose
The purpose of this procedure is to establish general guidelines for safe Shipboard Science
Operations on board R/V Oceanus.
7.14.2 Responsibility
Afloat, the Master has the ultimate responsibility for safety. In the case of Science
Operations at sea, the Chief Scientist shares in this responsibility. Ashore, the Marine
Superintendent and the Marine Technician Superintendent are responsible for providing the
Master with information and support to ensure safe operations.
The first two references below assign responsibilities directly to the Chief Scientist or
Principal Investigator. On cruises with multiple PIs, the Chief Scientist is expected to
coordinate all science operations from a safety perspective.
A successful and safe cruise depends upon accurate, open and frequent communications
between the Master, Marine Technician and the Chief Scientist and among the science
party and the crew.
7.14.3 References
7.14.4 Procedures
Before getting underway, or as soon as practicable thereafter and no more than 24 hours
after departure. the Chief Mate or other officer designated by the Master shall conduct a
Safety Orientation Lecture for all non-crewmembers. The Marine Technician assigned to
the cruise shall assist the Master or his designee in ensuring that all non-crewmembers
assigned to the cruise are in attendance.
This orientation shall be conducted by the Chief Mate or other officer designated by the
Master.
7.14.4 Reporting
Each Safety Orientation Lecture shall be recorded on SMF 6.7 Non-Crew Orientation
Checklist signed by all non-crew personnel attending and the instructing officer. The
completed form shall be retained by the Master for the duration of the cruise and forwarded
to the Ship Operations office when the cruise is complete.
7.15.1 Purpose
The purpose of this procedure is to describe policies on board R/V Oceanus for working with
scientific equipment over the side, referred to as Overboarding
7.15.2 Scope
Much of research ship time is spent performing science operations, which includes towing
instruments, working gear over the side or fantail, and/or placing heavy objects on the
seafloor. On Oceanus, there may be independent groups working on different projects at
the same time.
7.15.3 Responsibility
7.15.4 Procedures
C. Operations: Follow the plan. Only those with assigned duties may be on deck in the
vicinity of the overboarding operations. Scientists standing by to retrieve samples must
wait until the person in charge on deck gives permission before moving to the
equipment.
No equipment will be put over the side or recovered until permission from the watch
officer in the pilothouse is obtained. If, during launching or pickup of towed gear, it
appears the propeller or rudder may be fouled, the watch officer will immediately stop
the screw.
When working over the side, proper safety precautions will be observed at all times.
When wearing a safety harness, life jackets and/or work vests must be worn over the
safety harness. Another crewmember that is fully qualified in marlinespike seamanship
shall double-check all knots.
7.16.1 Purpose
The purpose of this procedure is to set forth standards to ensure safe overboarding
equipment on R/V Oceanus and to define responsibilities to ensure that there are no
injuries or loss of equipment during overboarding operations on the vessel.
7.16.2 Scope
7.16.3 Definitions
The safe working load (SWL) is defined as the maximum mass or force that a piece of
equipment is authorized to support in general service when the pull is applied in-line.
7.16.4 Responsibility
The safety of all persons on board the ship is ultimately the responsibility of the Master.
It is the responsibility of the Master to be familiar with the requirements of 46 CFR
189.35 (Weight Handling Gear) and UNOLS Research Vessel Safety Standards
(Appendices A and B) and to ensure compliance while the equipment is on the vessel.
Specific responsibilities of the Master may be designated to other officers on board. It
is the responsibility of those on board to know their jobs via this procedure.
It is the responsibility of the Master to ensure that all overboarding activities are done in
a safe manner.
It is the responsibility of the Chief Mate to maintain in safe and working condition, and
test as per Permanent Ships Equipment below, the blocks and loose equipment. A log
is to be kept of all testing, maintenance, failures, and repairs to blocks and loose
equipment.
Design - It is the responsibility of the Master to ensure that the correct equipment
is used in each application and the SWL is not exceeded. It is the responsibility of
the Marine Superintendent to ensure that all new equipment is designed, built and
installed to the proper specifications.
Testing - It is the responsibility of the Master or his designee, to ensure that all
Weight Handling Gear is tested and logged in accordance with 46 CFR 189.35 and
UNOLS RVSS Apps. A & B.
Design - It is the ultimate responsibility of the Master to ensure that the correct
equipment is used in each application and the SWL is not exceeded. It is the
responsibility of the Marine Superintendent and Marine Technician assigned to the
cruise to collect information proving the suitability of the equipment well in advance
of planned use. It is the responsibility of the person designated by the Master
(usually the Chief Mate) to ensure that the equipment is installed as planned and
in a safe manner.
Testing - It is the ultimate responsibility of the Master to ensure that all Weight
Handling Gear is tested when installed on the vessel and logged in accordance
with 46 CFR 189.35 and UNOLS RVSS Apps. A & B. It is the responsibility of the
group that owns the machinery to prove the certified rating of the equipment to the
Master prior to installation on the ship. In outports or occasions of a fast
turnaround, the Marine Superintendent will be responsible for ensuring in a timely
manner that proper testing has been done.
Mission specific and new scientific gear is regularly produced and is expected to
be used on board as new demands are made by science. It is the responsibility of
the equipment owners to be familiar with acceptable standards for offshore Weight
Handling Equipment and to assess each new piece of gear to ensure that the
proper engineering and testing has been done prior to delivery to the ship. This
equipment should have a SWL rating on it or relevant documentation that
describes its operating parameters. It is the responsibility of the Marine
Superintendent to assess each new piece of gear to ensure that the proper
engineering and testing has been done prior to delivery to the ship. The Marine
Superintendent can provide assistance to the science party in evaluating or
specifying equipment for offshore operations. The Master ultimately has
discretionary control over the use of any equipment that is used for Handling Gear.
The Master is responsible for maintaining a log of all weight handling gear tests in
accordance with CFRs and UNOLS RVSS Apps A & B.
The Chief Engineer will maintain maintenance logs for overboarding equipment,
excluding blocks and loose equipment.
The Chief Mate will maintain a system for logging and recording all testing of blocks and
loose equipment as well as the wire log.
The Marine Technician Superintendent provides records for each use of each of the
overboarding wires on the ship to the Chief Mate for inclusion in the wire log. This log is
to include the following information:
(a) maximum wire paid out for each cast and
(b) maximum tension applied to the wire on each cast.
At the end of any cruise and any time wire is shortened, transferred, retired or removed
from the ship, a Wire Log Report will be completed by the Marine Technicians;
electronic and/or hard copies will be distributed to and maintained in the Chief Mates
records, the Marine Technicians records, and the Port Engineers office ashore.
7.16.6 Procedures
Hard hats are to be worn by any person involved in crane operations and work vests
are to be worn by any person working near the rail where the risk of falling overboard
exists. Safety harnesses are to be worn when the Master deems it necessary for
safety.
Always obtain permission from the watch officer prior to putting anything over
the side of the ship.
7.17.1 Purpose
The purpose of this procedure is to outline the tasks for CTD operations aboard
R/V Oceanus.
7.17.2 Responsibility
The Marine Technician Superintendent is responsible for this procedure. However, all
crewmembers participating in CTD evolutions should refer to the CTD Job Safety
Analysis (JSA) prior to performing their duties.
7.17.3 Definition
In the context of this procedure, the CTD is defined as the two Sea Bird 9-11+ systems
including associated instruments. Separate CTD systems, such as found on the
SeaSoar, are not included in this procedure.
7.17.4 General
Requests for CTD operations should first be made by the PI on the UNOLS Shiptime
Request Form. After the cruise has been funded and scheduled, the PI will complete a
Cruise Plan (see SMM 7.13). This plan permits the identification of ancillary
instrumentation to be used and other aspects of the scientific needs of the CTD request.
7.17.5 Procedure
The Marine Technician scheduled for the cruise should review the requirements for
CTD operations on the Cruise Plan and ensure that all requested instrumentation is
aboard, in operating condition and appropriately calibrated. Winch wire terminations
should be completed before the cruise. Any other special requirements should be
discussed with the PI/Chief Scientist.
The Chief Scientist of the cruise should make known his/her plans and schedule for
CTD operations at a science meeting held as soon as possible after the cruise has
gotten underway. Those scientific persons that will be involved in the operation should
be identified. A walk-through training session must be conducted by the Marine
Technician identifying each persons responsibility including safety outfitting and safety
procedures.
Only those individuals that receive this training are to be involved in the CTD
operations. Work vests and hard hats are to be worn by the CTD team on deck.
During heavy weather additional safety requirements will be required including safety
harnesses.
The ships Marine Technician will supervise the initial CTD operations until it is clear
that all participants are knowledgeable as to their responsibilities. Prior to the beginning
of each cast the navigation watch officer must give permission to commence. A
member of the crew will operate the winch taking instructions from the CTD team leader
and maintain a winch operation log showing tensions and deployment depths. The
winch operator must notify the bridge when the CTD enters the water and again when it
has cleared the water. Permission to bring the CTD aboard must be requested by the
winch operator. Wires should be rinsed with fresh water on the final cast of each cruise
and periodically lubricated.
At the completion of the CTD operation the CTD must be secured to the deck and the
Wet Lab doors returned to the closed position. The bridge is to be notified by the team
leader when the operation is secured and sampling is completed and the Wet Lab door
is returned to the closed position. The winch operation log will be passed to the Chief
Mate at the end of the cruise and the information used to update the ships wire log.
7.18.1 Purpose
The purpose of this procedure is to outline the requirements for scientific diving
operations aboard R/V Oceanus.
7.18.2 Responsibility
The Master is responsible for ensuring that any scientific diving planned in the course of
any science mission aboard Oceanus has been reviewed and approved by the OSU
Diving Safety Officer (DSO). All planned scientific diving conducted in association with
the Oceanus will be at the Masters discretion.
7.18.3 General:
A. No diving other than scientific diving will be performed aboard R/V Oceanus
unless directed by the Master and approved by the Marine Superintendent.
B. All diving operations will be planned in cooperation with, and approved by, the
DSO in accordance with OSU Scientific Diving policies and procedures. Further
information on these policies and procedures may be found at
http://oregonstate.edu/research/diving/ .
7.18.4 Procedures
A. The Principal Investigator or Chief Scientist for any scheduled science mission
intending to conduct scientific diving will submit all dive plans and supporting
documentation to the DSO in sufficient time to allow review by the DSO (and
Diving Control Board, if necessary), any changes if required, and final approval
by the DSO prior to the planned departure date of the vessel.
B. Approved dive plans (including DSO signature) will be submitted to the Ship
Operations office and the Master. The Master, the Marine Technician assigned
to the cruise, and all other personnel required by the plan (and any additional
crewmembers, at the Masters discretion) will review the plans as part of pre-
cruise planning.
D. The Master has full and final authority to suspend or cancel any dive if, in his/her
judgment, conditions (including but not limited to weather, seas, machinery or
equipment) are unsafe or out of compliance with the approved plan.
7.18.5 Reporting
All approved dive plans (including any change approvals) will be retained by the Ship
Operations office with other records for the cruise. Any dive activity will be logged by
the deck officer on watch; the log entry will include times of commencement and
completion, and any other pertinent information.
7.19.1 Purpose
The purpose of this procedure is to establish a system for locking out and tagging out
energy systems to reduce the potential for injuries or damage due to the inadvertent
operation of a system.
7.19.2 References
7.19.3 Responsibility
It shall be the responsibility of the Master to ensure that a lockout/tag out system is in place
and is being used on the Oceanus. It shall be the responsibility of the Chief Engineer to
monitor the lockout/tag out system and to maintain the log used to record lockout/tag out
activity.
7.19.4 Policy
While it is recognized that the regulations set forth in the above reference do not apply to
Oceanographic Research Vessels, it provides recognized standards for a lockout/tag out
system. The Oceanus shall maintain a lockout/tag out system as set forth in this procedure.
7.19.5 General
A lockout/tag out system is used to secure energy stored equipment in a manner that will
render them safe to work on and prevent the inadvertent start up of such equipment while it
is being worked on. Both parts of a lockout/tag out system are essential parts of an
effective system. Vessels must incorporate both components of this system.
When a piece of equipment needs to be repaired, set up, cleaned, adjusted, cleared or
rebuilt, the following sequence of events should take place:
Each vessel shall maintain a lockout/tag out log to record pieces of equipment that have
been secured under this system. The individual that applied the lockout/tag out devices
must remove them from the piece of equipment. It is recognized that there are occasions
when a piece of equipment may be locked out and tagged by an individual no longer on the
vessel. In these cases only the Chief Engineer may remove that individuals lockout device
and tag. To insure that this is accomplished safely, individuals signing off of the vessel
must review with the Chief Engineer the status of locked out and tagged pieces of
equipment. When the Chief Engineer signs off of the vessel, he/she shall review the
lockout/tag out lock with the relief Chief Engineer.
7.19.6 Reporting
The lockout/tag out log shall be the medium for recording pieces of equipment that have
been locked out and tagged. The information recorded in the lockout/tag out log shall be
maintained for at least one year.
7.20.1 Purpose
The purpose of this procedure is to establish guidelines for the use of personal protective
equipment (PPE) aboard the R/V Oceanus. To this end, all appropriate safety precautions
relevant to the work at hand must be observed.
7.20.2 Reference:
7.20.3 Responsibility
Each individual aboard Oceanus is responsible for the use of proper protective equipment.
The primary responsibility for enforcing this procedure resides with the Master, the Chief
Scientist and the ships Department Heads. They are responsible to ensure that work in
progress aboard the ship is carried out safely and efficiently.
7.20.4 Procedure
B. The UNOLS Safety Training Manual discusses PPE and establishes guidelines for
use.
C. At sea, all personnel working on open decks where danger of going overboard exists,
working over the side, or at any other time as required by the Master must wear
approved personal flotation devices (PFDs).
D. All personnel in the vicinity of vessel crane operations, including shore cranes, or
under the A-frames during operations must wear approved hard hats. Proper footwear
is required for those normally involved in crane and A-frame operations.
E. All personnel going aloft must wear safety harnesses and use them properly. The
Master may also require safety harnesses for individuals working over the side or
working on weather decks during inclement weather.
F. All personnel in machinery spaces must wear approved ear protection while engines or
other devices generating high noise levels are in service.
G. Eye and face protection: All operations with bench or hand held grinders, chippers, or
other tools that may cause eye hazards require eye or face protection. Eye protection
may also be required in ships laboratories when working with chemicals. It is the
responsibility of individual supervisors/leaders to make the determination and enforce
the use of appropriate equipment. Full-face protectors, if required, should be provided
by the Chief Scientist for science use in the labs. OSU provides prescription safety
glasses for those employees who need them.
H. Personnel utilizing the vessel's work boats must wear approved personal flotation
devices appropriate to the prevailing conditions, hard hats, closed footwear and
clothing sufficient for the expected duration of the operation.
I. While responding to vessel emergencies and drills, all personnel must report to their
muster area with their required survival gear, hat and closed footwear.
J. Persons sent to combat fire and emergencies after the initial response must be
appropriately attired and equipped with fire suits and self-contained breathing
apparatuses (SCBAs).
K. Respirators shall be provided for vessel personnel and used properly when necessary.
7.21.1 Purpose
The purpose of this procedure is to set forth the guidelines for handling hazardous materials
on board R/V Oceanus.
7.21.2 Responsibility
It is the responsibility of the Master to see that all Hazardous Materials (HazMats) are
properly handled, stowed, and marked in compliance with CFR and DOT regulations. The
Chief Scientist, with the knowledge and approval of the Master, may supervise the
shipboard science party to ensure that safe laboratory practices and proper chemical
storage techniques are used. If the science party intends to use radioisotopes, the Chief
Scientist is responsible for ensuring that the proper permits and training for the possession
and use of the radioisotopes are obtained pre-cruise and that all safety precautions and
procedures are observed during the cruise. The Chief Scientist is responsible for providing
Material Safety Data Sheets (MSDS), neutralizing agents, absorbents, and containment
material for all HazMats brought on board. It is the responsibility of the Chief Scientist to
provide an inventory of these items to the Master. The Master or their designee will serve
as the safety and compliance officer for the vessel.
7.21.3. References
B. Provide an inventory to the Master (as stated in the Oceanus Cruise Plan).
C. Collect and deliver MSDS for all HazMat materials to be used on his/her cruise.
D. Coordinate with the Chief Mate for the proper storage of HazMats.
E. Arrange for removal and disposal of all HazMats and HazMat wastes.
F. Provide neutralizing agents, absorbents, and containment materials for all HazMats
to be used on his/her cruise.
G. Notify the Master when all used HazMat materials and HazMat wastes have been
removed from the vessel.
7.21.5 General
All hazardous materials shall have a Material Safety Data Sheet (MSDS) on board.
Chemicals will be stored in the appropriate areas as defined in 46CFR194.20 in compliance
with recommended compatibility segregation standards. The quantity of chemicals for use
in the laboratory should comply with the guidelines set forth in 46CFR194.05. Laboratory
safety and protocol for the use of isotopes is incorporated in the Isotope Users Manual.
Ships hazardous stores must be stowed in compliance with 46CFR147 and 49CFR171,
172, and 176.
Response to a HazMat incident will be under the supervision and direction of the Chief
Mate. A chemical spill or other HazMat incident will be included in at least one regular ships
drill every quarter.
All waste chemicals shall be properly identified and labeled for proper disposal. All HazMat
waste shall be identified and disposed of according to state and federal regulations.
7.21.6 Records
A. Material Safety Data Sheets (MSDS) will be made available on all chemicals that are
classed as hazardous.
B. All incidents will be investigated and reported as required.
C. Records of periodic safety inspections, training and all drills will be maintained on the
vessel. All training and drills will be reported to the Ship Operations office on the
Voyage Report, or via e-mail if the vessel is inport at the OSU facility.
7.22.1 Purpose
The purpose of this procedure is to set forth policies concerning confined space entry, both
at sea and in port.
7.22.2 Responsibility
It shall be the responsibility of the Master to insure that policies set forth in this procedure
are followed. The Master may designate an individual to coordinate the proper training of
personnel in confined space entry.
7.22.3 Definitions
A. Confined Space A confined space is any poorly ventilated space that has limited
entry and exit openings. Such spaces may lack sufficient oxygen to support life or may
contain flammable liquids, and explosive or toxic gases. Examples of confined spaces
on Oceanus are tanks and voids.
B. Gas Free Certificate A gas free certificate is a document issued by a Marine Chemist
stating tests were conducted and the status of a space at the time of his or her test.
The certificate will also indicate the type of work that is permitted in the space (Safe for
Workers, Safe for Hot Work, etc.).
C. Hot Work Hot work are activities that involve riveting, welding, burning, grinding, or
like fire-producing actions. (46CFR35.01-1(b))
E. Competent Person An individual that has been trained and qualified to conduct
testing of confined spaces that have been previously tested by a Marine Chemist. This
person is usually provided at a shipyard or repair facility to check the spaces daily after
the Marine Chemist.
F. Safe for Workers Means that in the space so designated: (a) the oxygen content of
the atmosphere is at least 19.5% by volume; (b) toxic materials in the atmosphere are
within permissible concentrations; and (c) residues are not capable of producing toxic
materials under existing atmospheric conditions while maintained as directed.
G. Safe for Hot Work Means that in the space so designated: (a) oxygen content of the
atmosphere is at least 19.5% by volume, with the exception of inerted spaces, where
external hot work is to be performed; (b) the concentration of flammable materials in
the atmosphere is below 10% of the lower flammable limit; (c) the residues are not
capable of producing a higher concentration than permitted by (b) above under existing
atmospheric conditions in the presence of fire, and while maintained as directed; and
that (d) all adjacent spaces containing or having contained flammable or combustible
materials have been cleaned sufficiently to prevent the spread of fire, or are
satisfactorily inerted, or, in the case of fuel tanks or lube oil tanks, or engine room
bilges, have been treated in accordance with the Marine Chemists requirements.
7.22.4 General
All confined spaces should be assumed to be dangerous until proven otherwise. Such
spaces must be ventilated and tested prior to entry. The possible exception to this would be
to repair damage, control flooding or extinguish fires, in which case all personnel should
already be wearing proper safety equipment.
It is easy to become relaxed concerning the entry into spaces that have limited ventilation.
This kind of attitude has the potential for disastrous results that can cause injuries or death.
This can be averted through increased awareness of the hazards of entering confined
spaces and following safety precautions before any person enters that space.
Normal fresh air contains about 20.9% oxygen by volume. Oxygen is consumed by internal
combustion engines, by individuals breathing in the space, and by chemical reactions such
as the formation of rust or the action of bacteria decomposing organic material. Spaces
should be thoroughly ventilated until the oxygen content is at least 19.5%, the minimum
required to sustain life. Any space that does not have at least 19.5% should not be entered
without a self-contained breathing apparatus.
All confined spaces need to be opened and ventilated prior to entry. It is preferable to
ventilate confined spaces using a portable blower. This portable blower should be
explosion proof; however, if a non-explosion proof device is used to ventilate a confined
space, care must be used in setting up the device so that the vapors contained in the space
are not drawn through the ventilating device. This can be accomplished by using the device
to supply fresh air into the space and providing an alternate exhaust path for the vapors to
exit from the space.
The space must be tested for oxygen content and the presence of explosive gases prior to
entry. When underway or inport (with the exception of shipyards or other contractor
facilities), the individuals authorized to test the conditions of a confined space and certify the
space as safe shall be the Master, Chief Mate or the Chief Engineer. Equipment is
maintained on Oceanus to perform these tests. It is the responsibility of the Chief Engineer
to maintain the equipment in calibration per the equipment manual.
A space tested and found Safe for Workers is not necessarily Safe for Hot Work. Prior to
testing, it must be decided what the test is to determine. If a space has been tested and
found Safe for Workers, it needs to be retested prior to the performance of hot work.
Once a space has been tested, the individual determining the condition of the space may
place requirements on the entry of the space. This may include, but not be limited to,
continued ventilation, retesting, emergency gear on location, type of communications
required, and additional cleaning. These stipulations must be followed.
A confined space should not be entered without attendance of someone outside the space.
This individual must be knowledgeable in identifying warning symptoms in the actions of
those in the space that something is wrong, knowing what to do if something is wrong and
how to get assistance.
7.22.5 Reporting
The deck watch officer shall be notified anytime a confined space is being entered. This
officer shall be advised as to the reason for entering the space, who tested it for entry, and
how long the space will be occupied.
Any time a confined space is entered, the Chief Mate or Chief Engineer shall maintain a
record of that entry. The information will be recorded on form SMF 7.22 Confined Space
Entry and the evolution noted in the deck log.
The record of a confined space entry shall be maintained aboard ship for at least one year
and shall extend through the safety management audit cycle to provide evidence that this
procedure is being followed.
Under NO circumstance will anyone be permitted to enter a confined space unless it has
been deemed safe for entry by the Chief Mate or Chief Engineer.
7.23.1 Purpose
The purpose of this procedure is to provide guidelines and a check list for the safe
operation of the pressurized transducer well aboard R/V Oceanus
7.23.2 Responsibility
7.23.3 Definition
Transducer Well The transducer well is a pressurized air lock chamber located
amidships on the centerline of the ship with access on the Platform Deck. It consists of
a lock-out chamber and pressurized well and contains sea chest openings for
instruments requiring access to the sea.
7.23.4 General
While the changing of transducers is a fairly routine operation, the potential for hazards
are high. The procedures described are only to be conducted while the ship is safely
and securely moored in port. Transducer well safe operations are governed by form
SMF 7.23.A TRANSDUCER WELL PROCEDURES. This form must be completed by
the operator and filed on the bridge after the completion of each operation. In the event
of a discrepancy the instructions on SMF 7.23.A take precedence.
7.23.5 Description
R/V Oceanus is equipped with a Transducer room located in the box keel that can be
sealed and pressurized. This is to allow ports to be opened at the bottom of the vessel
for purposes of installing various types of acoustic and other transducers without putting
the vessel into dry dock. The space, roughly 6 by 9 feet, allows technicians to unbolt
blank covers and install transducers that are fitted to rings of a standard pattern. Upon
completion of the task the room is returned to normal atmospheric pressure and the
technicians can exit. The keel is approximately 18 feet below the waterline. Air pressure
is maintained at approximately 8 PSI above atmospheric pressure to offset this head
and prevent flooding of the compartment.
1. Ensure that all gauge and relief valve calibrations are current
2. Notify the following personnel of impending transducer well ops:
a. Chief Engineer or Engineer on Watch, to ensure both air compressors are
operational and on line and that no power outages are planned.
b. Captain or Mate on Watch, to insure that there are no major loading
operations going on or planned for the duration of the operation.
3. Ensure availability of necessary personnel: 2 persons inside well (at least
one of them a Marine Technician or ships engineer experienced in airlock
operations), 1 operator, 1 operator relief/messenger.
4. Ventilate space with a portable blower for a period of at least 10 minutes prior
to entry.
5. Conduct a preliminary inspection of the room to ensure:
a. All electric lights are operational.
b. Both hatches operate smoothly and seal properly.
c. There is no active leaking or standing water.
d. All sealed pass-throughs out of the room are in safe condition to withstand
the pressure.
e. Make sure all gauge and relief valve calibrations are current.
f. Verify that the air filter has been changed within the last year
g. Test the air flow through the regulators into the space and ensure that all
valves operate smoothly.
6. Collect necessary supplies and tools, connect and test sound powered
telephone and radios.
7. Ensure that telephone service is available in the event of an emergency.
8. Pressurize the well to 7.75 7.78 psi to allow upper and lower chamber
regulators to equalize and stop taking more pressure. Shut down the air for
10 minutes and take note of pressure loss. Loss should be less than 1 psi. If
the loss is more than 1 psi, search for and mitigate leaks.
9. Brief operator on intended operations, including which holes are to be opened
and expected duration of the operation.
1. Notify Watch Officer that personnel are entering the transducer well
2. With the personnel in the well and having all tools and supplies checked, test
out the sound powered telephones.
3. Check for 100 PSI on the high side gauge.
4. Close the chamber entrance door and seal all dogs. The inner hatch
between the airlock chamber and well should remain open.
5. Establish communication with inside personnel and do not begin air flow until
their signal.
6. Slowly begin opening the air valve to start air flowing into the chamber. Check
to see that the chamber door has sealed properly and that there is no leakage
at the seal.
7. Check at frequent intervals for any discomfort of those inside. In case of any
distress, reduce the flow rate.
8. As pressure begins to build monitor the rate to keep it at a comfortable level.
Inform the occupants as the pressure builds.
9. As pressure approaches 8 PSI have the occupants crack a vent petcock to
ascertain when equilibrium has been reached with the water pressure.
10. Maintain the pressure at this point by operating the regulator valves.
1. Talk frequently with the air operator to keep operator informed of progress or
problems. Inform operator when sea port has been opened.
2. When the work in the well is completed, signal the operator to begin reducing
the pressure.
1. The person leaving the chamber goes into the upper chamber and secures
the hatch separating the chamber from the room below. All dogs must be
tightened fully.
2. The operator is informed to close the bypass valve dividing the two chambers
and begins to lower the pressure in the upper chamber.
3. When the pressure is equalized with the atmosphere, the door can be opened
and the transfer made.
4. To reenter, the door is secured and the upper chamber is re-pressurized. The
valve connecting the 2 chambers is opened to equalize the pressure.
5. The connecting hatch can now be opened.
1. When instructed to reduce the pressure, shut off the air feed valves on the
regulators and SLOWLY open the exhaust valves. Do not relieve the
pressure too quickly or discomfort will result.
2. As pressure drops, inform the techs inside with each 1 PSI reduction. Be
ready to take pressure up again if leaking occurs.
3. When you reach surface pressure, you can again open the door to the well.
4. The transducer should be checked very frequently for the first few hours to
ensure that no leaking occurs.
1. Inform the Engineer on Watch and the Mate that operations are complete.
2. Remove all tools and material from the well.
3. Disconnect the sound powered telephones and return to storage.
4. Transducer well should be inspected after 24 hours to verify seals on installed
transducers.
7.24.1 Purpose
The purpose of this procedure is to establish the guidelines to be followed when conducting
a confined space rescue.
7.24.2 Responsibility
Responsibility for confined space rescues ultimately rests with the Master. The Master will
usually designate an on-scene coordinator to oversee the procedure, usually the Chief Mate
or the Chief Engineer.
7.24.3 General
Confined space entry shall be carried out in accordance with SMM 7.22 Confined Space
Entry.
If the incident occurs in port, every attempt will be made to contact shoreside assistance
(911, Fire-Rescue) to assist the ships effort.
Follow-up procedures require an investigation be held in order: (1) to determine the cause
of the incident that required extraction and (2) to make a determination of what can be done
to prevent this from happening again.
7.24.4 Reporting
Proper entries shall be made in the deck log and all appropriate forms are to be filled out
and sent to the Ship Operations office. Forms necessary may include:
The Marine Superintendent shall notify the National Science Foundation of the incident.
7.25.1. Purpose
7.25.2 Responsibility
The Master is ultimately responsible for the health and safety for all personnel aboard the
Oceanus. The Ships Cook/Steward is in charge of the Stewards Department on board and
is the direct leader of the Ships Assistant Cook.
7.25.3 General
1. Purchases.
2. Receiving on board.
3. Stowage.
4. Stock Rotation.
1. Practice good personal hygiene and hand washing while maintaining a neat and
clean personal appearance while on duty.
2. Perform their duties in accordance with accepted standards for safe food
handling and sanitation within their work areas.
3. Cleaning implements (scrubbers, cloths, etc.) shall be cleaned and dried when
not in use or soaked in a bleach solution or other cleaning solution between
uses.
4. All food service equipment shall be properly cleaned after each use including
the preparation area and drink dispensers.
6. Tables, seats and benches shall be wiped down after each meal.
7. Mess Decks shall be swept and swabbed daily. Thorough washing of the Galley
deck should occur at least weekly.
8. Mess Deck and Galley overheads and bulkheads shall be wiped down with a
cleaning and disinfecting solution at least once per month.
9. Areas (decks and bulkheads) around trash receptacles should receive daily
attention.
10. Prior to all port arrivals, storerooms and reefer spaces shall be cleaned and
organized in preparation for inspection by port authorities and replenishment.
11. Be alert for signs of contamination or infestation by pests (insects, rodents, etc.)
in Galley and Storerooms. Report such findings to the Master at once.
12. No food, galley supplies or equipment may be removed from the ship without
the Masters approval.
H. Daily Operations
2. Serve meals promptly at posted meal times. The Master establishes meals
times aboard ship.
4. Ensure proper stock rotation of all foodstuffs to minimize or prevent waste and
spoilage.
I. Planning
1. The Steward is responsible for inventorying food and dry stores, planning
menus and preparing requisitions.
7.26.1 Purpose
7.26.2 Responsibility
The Cook/Steward is responsible for the day-to-day operations of his/her department. The
Steward shall keep the Master informed of any possible health, safety or maintenance
issues that may arise in connection with his departments operations. The Steward is also
responsible for training Assistant Cooks.
The Master or his designee is responsible for making sure that new or relief Stewards are
made aware of all policies concerning the operation of the Galley.
7.26.3 General
The Stewards Department shall maintain the Galley and its other related spaces in
accordance with acceptable standards. These spaces include:
A. Galley.
B. Mess Deck.
C. Passageway to Dry Lab.
D. Dry Stores.
E. Walk-in Refrigerator and Freezer.
F. Linen Lockers.
It is of the utmost importance that all sanitary and safety conditions be maintained at the
highest level aboard ship. The Steward shall provide training for the Assistant Cook as
required for, but not limited to, the following:
A. Personal Hygiene.
B. Equipment.
C. Ranges and Ovens (including Microwave and Toaster Oven).
D. Meat Slicer.
E. Fire Hazards and location of all fire extinguishers.
F. Cleaning/Sanitizing Chemicals.
G. Proper food preparation according to accepted standards.
H. General Galley Cleanliness and Sanitation.
I. Walk-in Refrigerator/Freezer Entry.
J. Ice Maker.
K. Soda Machine.
L. Coffee Maker.
M. Range Hood.
The Engineering Department, ensuring proper temperatures are maintained, shall monitor
the following equipment once per watch (every 4 hours) during rounds:
It is the duty of the Steward/Assistant Cook to daily check operational temperatures of the
following equipment. If any problems arise, contact the engineer on watch.
7.27.1 Purpose
The purpose of this procedure is to ensure compliance with the US EPA Vessel General
Permit for Discharges Incidental to the Normal Operation of Vessels (VGP) aboard R/V
Oceanus.
7.27.2 Responsibility
The Master is responsible for general compliance with the VGP. The Chief Mate, with the
assistance of the Boatswain, is responsible for controlling all deck wash down and runoff
discharges. The Chief Engineer, as described in SMM 7.11, is responsible for all bilge and
ballast handling operations. The Master, as described in SMM 7.10, is responsible for the
discharge of sewage, gray water and trash. The Marine Superintendent is responsible for
requesting and maintaining authorization under the permit. The Port Engineer is
responsible for dry-dock maintenance items required by the permit and the associated
record keeping.
7.27.3 References
A. US EPA Final 2013 Vessel General Permit for Discharges Incidental to the Normal
Operation of Vessels (VGP. A copy is available on the ship and can be found on:
http://water.epa.gov/polwaste/npdes/vessels/upload/vgp_permit2013.pdf
B. US EPA Final 2013 VGP Fact Sheet. A copy is available on the ship and can be found
at http://water.epa.gov/polwaste/npdes/vessels/upload/vgp_fact_sheet2013.pdf
7.27.4 Procedure
The Master, Chief Engineer, Chief Mate and Boatswain will familiarize themselves with the
referenced permit as it applies to discharges from the vessel and the requirements for
maintaining records of discharges. Note that the permit only limits activities in waters of the
United States (extending to the outer reach of the 3 mile territorial sea). The following
limitations specifically apply to Oceanus:
Vessel operators must minimize the introduction of on-deck debris, garbage, residue
and spill, [the] presence of floating solids, visible foam, halogenated phenol
compounds, and dispersants, or surfactants, rust (and other corrosion by-products),
cleaning compounds, paint chips, non-skid material fragments, and other materials
associated with exterior topside surface preservations. If deck washdowns or above
water line hull cleaning will result in a discharge, they must be conducted with non-toxic
and phosphate-free cleaners and detergents.
Environmentally Acceptable Lubricants (EALs) will be used in all oil-to-sea interfaces
(specifically the Controllable Pitch Propeller system.)
Chain locker effluent should not be discharged within the area covered by the permit
except as necessary for anchoring the vessel and washing the anchor and chain upon
recovery.
Firemain system discharges are allowed but limited to those where the intake comes
directly from the surrounding waters or potable water supplies and there are no additions
to the discharge.
Graywater discharge in port must be minimized, with minimal introduction of kitchen oils.
Vessel owner/operators must use phosphate free and non-toxic soaps and detergents if
they will be discharged into waters subject to the VGP.
Hull cleaning should be done in dry-dock with adequate controls on the runoff water.
Pre-existing law regarding sewage, ballast water and oily waste discharge is also
addressed under this permit. There are no new requirements in these areas, but
potentially a requirement for record keeping where none previously existed (sewage).
8.1.1 Purpose
8.1.2 References
8.1.3 Responsibilities
It is the responsibility of the Master to ensure that the Non-Tank Vessel Response Plan
(NTVRP), Shipboard Oil Pollution Emergency Plan (SOPEP) and Fire & Emergency Plan
are up to date and accurately detail the procedures to be undertaken in emergency
situations. Any changes to the NTVRP or SOPEP shall be documented and sent to the
Marine Superintendent for review and incorporation. Review of the NTVRP and SOPEP
should be accomplished annually.
The Master shall be familiar with the contents of the NTVRP, SOPEP and the ships Fire &
Emergency Plan, and shall have conducted training to ensure that shipboard personnel are
aware of their duties in the various emergency conditions outlined in these documents.
Emergency drills shall be conducted under the direction of the Master as required by the
U. S. Coast Guard and other regulations. In addition, the Master shall evaluate the
adequacy of shipboard personnel to address emergency situations and shall conduct such
training as deemed necessary to adequately train shipboard personnel in the various
emergency situations typical to shipboard operations. At least once a quarter, a drill will be
conducted and will be logged in the deck log and reported to the Ship Operations office via
the Voyage Report (or via e-mail if the vessel is inport at the OSU facility.)
Emergency situations that each Master shall prepare for include but are not limited to:
A. Fire
B. Explosion
C. Loss of steering
D. Loss of main and/or emergency electrical power
E. Grounding
F. Flooding
G. Collisions/Hull Damage/Excessive List
H. Oil spill (including quarterly Qualified Individual drills.)
I. Man overboard
J. Abandon ship
K. Medical emergencies/Evacuations
L. Hazmat spills/Clean up
M. Piracy
N. Line-throwing appliance use
All drills, exercises and safety meetings will be documented in the deck log and reported to
the Ship Operations office on the Voyage Report (or via e-mail if the ship is inport at the
OSU facility when a drill, exercise or safety meeting is conducted.)
The Master shall ensure that safety equipment is maintained in a ready condition and
inspected regularly to adequately ensure its readiness.
The Ship Operations Office is responsible for providing the vessel with adequately trained
personnel. This shall be accomplished through the hiring process and training.
Shoreside personnel must be familiar with the NVTRP and SOPEP and ensure that they are
maintained and current.
Shoreside personnel shall provide the vessel with adequate safety equipment for shipboard
personnel to deal with emergency situations. The shoreside personnel shall also provide
the shipboard personnel with contractor assistance in servicing safety equipment beyond
the capability of shipboard personnel, such as life rafts and fixed fire suppression systems.
8.2.1 Purpose
The purpose of this procedure is to set forth the standards for security watches at ports
away from Newport, also referred to as out ports.
8.2.2 Responsibility
Port watches, at ports away from Newport, Oregon, will be set by the Master and generally
include an Officer of the Watch (OOW), a gangway watch and an Engineer of the Watch
(EOW). The Officer of the Watch is aboard to supervise and assist as needed as well as to
serve as the Master's representative in the conduct of ships business. The OOW and EOW
are generally in a standby status after normal working hours in out ports and are called out
as required to handle situations that arise. The structure of the watch and special
procedures will be dictated by security or logistical concerns on a case-by-case basis.
8.2.3 General
It is general policy to not allow anyone not having official business with the ship on board.
Family members and accompanied guests are allowed on board at MarSec Level 1. Tours
or guests after hours are permitted with permission from the Master or Marine
Superintendent.
Port watches are not normally stood while the vessel is in her homeport of Newport, OR.
Port watches are stood in all out ports around the clock. These watches may be modified to
accommodate special requirements on a case-by-case basis.
It is the institutions policy to not employ local watchmen in foreign ports unless required to
do so or if recommended by the ships agent. Should it be necessary to employ or post a
local watchman, that person shall remain at the gangway at all times unless relieved by a
ships crewmember.
It is standard practice in those ports where security is of concern to secure all doors from
the inside during non-working hours to prevent intrusion. The exception is the aft entry door
to the main lab. All interior doors can be opened from the inside in an emergency.
Most ports are secure. Some are not. An alert watch is the best safeguard against trouble.
Remember to make frequent checks of the port side and all decks. Bright night lighting is
essential. After hours, keep all doors/hatches/scuttles locked from inside providing for
emergency escape (in to out). The door by the gangway should be the only door guarded
and unlocked at night. The Gangway watch shall have a portable VHF radio on and tuned
to the proper channel in use for emergencies.
8.3.1 Purpose
8.3.2 Responsibilities
It is the responsibility of the Ship Operations Office to pass along any piracy related
information received from the United States Government and its various agencies, National
Science Foundation, local governments, and foreign governments and agencies, or any
other competent and legitimate authority while the vessel is operating in waters infected by
piracy.
It is the responsibility of the Master to ensure that anti-piracy precautions are taken when
the threat of piracy is deemed to exist. Anytime the Master deems that the risk of Piracy
exists, he shall promptly notify the Ship Operations Office or, if outside of normal office
hours, contact the Marine Superintendent or other Ship Operations staff using the
emergency contact numbers.
To reduce the exposure to piracy activities, the transit of the vessel through areas known to
have experienced piracy activities shall be made during the daylight hours whenever
possible. Such daylight transits reduce the element of surprise used in piracy activities and
increase the detection and identification of potential piracy elements.
8.3.3 Master
The Master or his designee will conduct training to ensure that shipboard personnel are
aware of their duties. If necessary, the Master will institute precautions deemed necessary
to protect the vessel and all personnel onboard.
The Master may determine that additional precautions and actions beyond those in the
Standing Orders are necessary to ensure vessel and crew safety, and may take action as
appropriate until the danger has passed.
If there is a piracy incident or the chance of piracy incident, the Ship Operations Office will
work with United States Government authorities to pass information and coordinate the safe
passage of Oceanus to areas where the threat is deemed not to exist.
8.4.1 Purpose
8.4.2 Responsibility
The Master is responsible for the safety of the vessel as well as each and every person
aboard, whether they are crewmembers or part of the scientific party. The Master is also
responsible for ensuring that accurate and updated records of the patient are kept. This may
be delegated to the shipboard Medical Officer if applicable. These records are extremely
important when communicating to medical authorities. The Master is responsible for
coordinating any medical evacuation from the vessel.
8.4.3 General
NOTE: These procedures were written under the assumption that the United States Coast
Guard will be assisting in this operation. Bear in mind that Oceanus may sail beyond the
availability of USCG resources and these procedures may differ depending upon who/what
country is available to provide the assistance needed.
Efficient and effective medical evacuation operations are critical to saving lives. Planning
involves evaluating patient location and condition, selecting an appropriate evacuation
method and facility, devising a rescue plan and selecting a delivery point and a means of
transport.
Requests for medical assistance can range from relaying medical advice to evacuating
patients to a hospital. Each situation must be evaluated to balance the risk to the patient
and the risk of the evacuation. Elements to consider include the patients condition, the
weather, sea state, time of day, and the various alternatives in transporting the patient.
There are many situations where a helicopter or boat evacuation could cause greater risk to
the patient than simply monitoring the case (i.e., possible heart attack victim or spinal
injury).
The Master shall communicate with our designated commercial medical advisory company
to determine the severity of the illness/injury of the patient and to determine if there is a
need for medical evacuation from the ship. Every means of communication can and should
be utilized to facilitate any evacuation or assistance (i.e., SAT phone, radio, fax, email). In
cases where there are diving injuries, the Divers Alert Network (DAN) shall also be
contacted. (See page 5 of this procedure for names/phone numbers.) All attempts shall be
made via direct commercial communications to contact medical authorities. The Coast
Guard can be contacted, if necessary, to set up a relay between the ship and the medical
advisory company. The Coast Guard will attempt to arrange direct contact between the ship
and the advisory service.
Upon notification of a medical problem, the Coast Guard may set up a phone patch from
their District Office to a flight surgeon regardless of how minor the case may seem. The
flight surgeon can/will provide guidance in determining the relative severity of a medical
condition and assess the medical implications of various evacuation methods.
Evacuation methods may vary depending on whether the rescue is made in mid-ocean or
close to land. Weather, tides, currents, sea conditions, shoals, reefs, or darkness may also
be important factors. Medical evacuations directly from a vessel using ship-to-ship methods
may include direct, raft haul, raft drift, small boat or haulaway line.
Medical evacuations by boat will normally be done with the boat coming alongside the
vessels starboard side.. The coxswain of the rescue craft will determine the course and
speed required before coming alongside to make the transfer.
Occasionally, both a helicopter and a boat will be dispatched. Coast Guard helicopter
evacuations will normally be accomplished using a rescue basket, stokes litter, or rescue
strop.
A. The rescue basket is usually preferred, since it can be readily lowered to most surfaces
and offers the greatest protection to the person being hoisted.
B. A stokes litter is used to hoist nonambulatory persons, or persons who have injuries
that might be aggravated by sitting in a rescue basket.
C. The rescue strop is used only to hoist persons familiar with its proper use, for
example, a military aviator. In all such cases, the rescue strop's safety straps must be
fastened.
D. Hoists may be performed by lowering the rescue device directly or by first lowering a
polypropylene trail line with weight bag, which allows persons on the surface to assist
in maneuvering the rescue device as it is lowered and retrieved.
8.4.4 Procedures
Once communications have been established with the Coast Guard or other emergency
rescue facility, the following procedures should be followed if applicable:
All persons who will be involved in the operation should be assembled around the radio.
This will ensure that everyone involved will be aware of how the operation will be
conducted. If some members of the crew cannot be spared due to duties, do the best you
can to assemble the remainder.
Upon notification that a helicopter is enroute to your location, you need to make some
simple preparations to maximize the safety of the hoisting operation for the patient, the
vessel, and the helicopter.
A. Lower or stow all masts and booms that can be lowered. Provide a clear area for
hoisting, preferably on the port side of the stern.
B. Think about the clearance of rigging lines and antennas, as well as the chosen deck
area.
C. The helicopter pilot will make the final determination as to the location of the hoisting
area upon arrival.
F. Do not take any flash photographs because they distract the helicopter crew during this
demanding operation.
G. During the entire hoist operation, gale force winds are generated by the rotor system of
the helicopter and are strongest directly beneath it. Ensure that all loose gear is stowed
or secured so as not to pose a personnel injury hazard due to being blown around on
deck, or a hazard to the helicopter's rotor system or engines.
H. Ensure that the patient is wearing a PFD, unless his/her condition absolutely prevents
it.
I. The patient should be informed of any instructions of the rescue device. If a litter is
used, the uppermost strap (chest strap) must be placed under the patient's arms and
over the patient's chest. All other straps are to be placed over the patient's body. If a
basket is used, the patient should sit in the bottom of the basket, with his/her back to
one end and must keep his/her arms and legs inside the basket until the basket is
brought inside the helicopter.
J. The patient should have appropriate personal identification such as a driver's license,
social security card, or passport and immunization record, a record of any
medication(s) administered, and a modest supply of personal items, including any
prescribed medications they may be taking regularly. Use of a small soft-type bag is
recommended for packing these items. It should be tied to the litter between the
patient's legs, or placed in the basket with the patient. Do not tie it to the hoist cable,
hook, or steadying line. A person being hoisted should be free of any items of
entanglement such as purses or luggage.
K. When the helicopter arrives in your area, change course to place the wind 30 degrees
off your port bow and continue at standard speed. Once steadying up on the new
heading, and after you are satisfied that you have no hazards on your radar, turn it to
standby so that it does not radiate. You may turn it on again as soon as the helicopter
departs the area with the patient. This new heading may be modified again at the
request of the helicopter pilot upon arrival. Ensure that any heading the pilot asks for
will not endanger your vessel. Advise the pilot immediately if any sea conditions or
hazards exist which will limit your navigational capabilities.
L. The helicopter should provide all of the required equipment for the hoist operation and
will brief you prior to commencing the operation.
M. The helicopter may first deliver an orange steadying line with weighted bags at the
end. Until the hoist operation is completed, one of your crewmembers must tend this
line at all times, keeping the line free from fouling.
N. The vessels crew, using the steadying line, should guide the rescue device to the
selected location on deck. On each approach, allow the rescue device to touch your
vessel, to discharge static electricity. An electrical shock hazard exists to individuals if
they connect with an ungrounded helicopter hoist. Caution must be exercised when
there is flammable/explosive cargo or in the vicinity of a flammable spillage. The hoist
rig must be grounded clear of the spillage or tank venting area to preclude a possible
fire or explosion from an electrostatic discharge.
O. If the rescue device has to be moved to the person being evacuated, unhook it from
the hoist cable. Do not move the rescue device from the hoisting area with the hoist
cable still attached. If the cable is unhooked, do not attach the hook or the cable
to any part of the vessel.
P. For everyones safety, the helicopter may move off to the side while the patient is
prepared for the hoist.
Q. Upon signal from the vessel, the helicopter will move back over the vessel and lower
the hook.
R. Allow the hook to touch your vessel to discharge static electricity, and then fasten the
hook to the rescue device using the large part of the hook.
S. When everyone is ready for the hoist, have the deck crew give a vigorous thumbs up
signal to the helicopter.
T. Ensure that the steadying line is tended to prevent the rescue device from swinging
excessively, this is the primary reason it is being used.
U. Once the rescue device is inside the helicopter, the helicopter crew will probably
discard the steadying line. You may keep it or toss it overboard, but ensure you do not
foul your screw either way.
SMF 8.4 (appended to this manual) is a checklist that may used by the Coast Guard or
other medical emergency personnel when gathering information for a medical evacuation.
As much information as possible should be recorded and transmitted in order to establish a
smooth relay of any information needed.
8.5.1 Purpose
The following procedure outlines Loss of Steering Procedures and instructions for use
aboard R/V Oceanus.
8.5.2 Responsibility
It is the responsibility of the Chief Engineer to ensure that all engineering personnel respond
to Loss of Steering emergencies in a timely manner, and to have adequate instructions
available to handle those emergencies. The Master is responsible for the bridge personnel.
8.5.3 Procedure
For a loss of steering emergency bridge personnel shall notify the Engineer on Watch that
there is a loss of steering. The vessel should come to a full stop if or when it is safe to do so
and if capable, using the bow thruster to hold the vessels heading into current sea or wind
depending on location and the proximity to hazards to navigation. The Master and Chief
Engineer should be notified immediately. The bridge will be notified as soon as the problem
is found or fixed. If there is a loss of steering, man the aft steering station and follow the
Emergency Steering Instructions posted in the steering room and bridge.
A. Call the bridge and establish communications and ask to have the steering pump
selector switch set to the Starboard (Emergency) pump. The Helmsman can
do this from the breaker panel behind the aft steering station.
B. Switch the control on the Stbd pump breaker panel (Red Letter E) from
Remote to Local. The breaker panel is aft of the Helmsmans position.
C. Switch selector switch on the joystick box from Bridge / Autopilot to Aft
Joystick.
D. Test the steering. The joystick is of the Non-Follow Up type. Watch the rudder
angle indicator on the forward bulkhead.
E. Call the bridge and establish that your gyro repeater is reading correctly.
F. You are now ready to ask the bridge for a course to steer.
A. Call the bridge and establish communications and ask to have the steering pump
selector switch set to the Starboard (Emergency) pump The Helmsman can
do this from the breaker panel behind the steering station.
B. Place the wheel in position. Never reach between the spokes of the wheel.
C. Open the two valves with the yellow handles in front of the wheel (the two red
handle valves need to be shut).
D. Test the steering. Watch the rudder indicator on the forward bulkhead.
Approximately turn equals five degrees of rudder.
E. Call the bridge and establish that your gyro repeater is reading correctly.
F. You are now ready to ask the bridge for a course to steer.
A. Call the bridge and establish communications. Have the bridge shut off both
steering pumps. The Helmsman can shut them off at the breaker panels behind
the Helmsmans position.
B. Place the steering wheel in position. Never reach between the spokes of the
wheel.
C. Open the two red-handled and two yellow-handled valves forward of the wheel.
D. Test the steering. Watch the rudder indicator on the forward bulkhead.
Approximately nine full turns equal five degrees of rudder.
E. Call the bridge and establish that your gyro repeater is reading correctly.
F. You are now ready to ask the bridge for a course to steer.
9.1.1 Purpose
This procedure is intended to set forth the methods for reporting, recording and analysis of
Observations and Nonconformities. Using these guidelines the possible root causes of
nonconformities can be determined in order to prevent reoccurrence. In addition this
procedure provides for tracking the results of observations and nonconformities for
presentation to management for review.
9.1.2 Responsibility
The primary responsibility for this procedure lies with each individual involved with OSU
Ship Operations including members of the Marine Technician Group. The Master and
department heads are responsible for ensuring the understanding of this procedure to all
involved. Any crewmember, technician or member of the shore staff can report what he/she
thinks to be a nonconformity. The Designated Person (DP) is responsible for tracking
nonconformities and reporting results.
Definitions:
The categories defined above may be the result of an audit or simply the result of an
individual observing his or her normal responsibilities. It is important to emphasize that the
process is not to assign blame but to make for an ever-safer working environment. The
usefulness of the Nonconformity system is only as good as the information that is collected.
Timely investigation is imperative for the collection of this accurate information.
9.1.4 Procedure
A. The initiator shall use the procedure and flowchart articulated in SMM 9.4 for proper
submission and reporting protocols.
1. Security Incidents.
2. Insurance Claims.
3. Failure of an element of the documented Safety Management System.
4. Customer Complaints.
C. The initiator of a NCCAR shall ensure the form is filled out correctly and in the order
indicated by the boxed numbers, with the exception of Item 1, which shall be filled out
by the Marine Superintendent (DP). The initiator will submit the form (SMF 9.1) to their
immediate supervisor.
D. An NCCAR number shall be assigned and recorded by the DP in Item 1 of the form for
tracking purposes. The number shall consist of six digits. The first two digits will
indicate the year such as 05, 06, etc. The next two digits will indicate the month such
as 01, 02, etc. The last two will be a numerical sequence for the NCCARs assigned
that month such as 01, 02, etc. Example: If the NCCAR was the seventh one reported
in June of 2005 the number would be; NCCAR-050607.
E. The section of the current Safety Management manual which most closely addresses
(or in the initiators opinion should address) the observation or nonconformity shall be
identified by section number and title in Item 2 of the NCCAR form.
appropriate, the document and clause number affected by the nonconformance shall
be furnished.
I. The Initiator shall take whatever action is deemed appropriate at the time to minimize the
effect of the observation or nonconformity and determine if further action is required.
The determination shall be checked in the appropriate box in form Section 4.
9.1.5 RECORDS
9.2.1 Purpose
This procedure is intended to set forth the methods for reporting, recording and analysis of
Hazardous Occurrences. Using these guidelines, the possible root causes of hazardous
occurrences can be determined in order to prevent reoccurrence. In addition, this
procedure provides for tracking the results of Hazardous Occurrence Reports for
presentation to management for review.
9.2.2 Responsibility
The primary responsibility for this procedure lies with each individual involved with OSU
Ship Operations including members of the Marine Technician Group. The Master and
department heads are responsible for ensuring the understanding of this procedure to all
involved. Any crewmember or member of the shore staff can report what he/she thinks to
be a hazardous occurrence. The Designated Person (DP) is responsible for tracking
hazardous occurrences and reporting results.
It is important to emphasize that the process is not to assign blame but to make for an ever
safer working environment. The usefulness of the Hazardous Occurrence reporting system
is only as good as the information that is collected. Timely investigation is imperative for the
collection of this accurate information.
9.2.4 Procedure
B. The initiator of a HAZREP shall ensure the form is filled out correctly and in the order
indicated by the boxed numbers, with the exception of Item 1, which shall be filled out
by the Designated Person (DP).
C. A HAZREP number shall be assigned and recorded by the DP in Item 1 of the form
for tracking purposes. The number shall consist of six digits. The first two digits will
indicate the year such as 05, 06, etc. The next two digits will indicate the month such
as 01, 02, etc. The last two will be a numerical sequence for the HAZREPs assigned
that month such as 01, 02, etc. Example: If the HAZREP was the second reported in
July of 2008, the number would be HAZREP-080702.
D. The section of the current Safety Management manual which most closely addresses
(or in the initiators opinion should address) the hazardous occurrence shall be
identified by section number and title in Item 2 of the HAZREP form.
E. The initiator shall complete Item 4 of the HAZREP form in as much detail as possible.
This should include the date and approximate time of the occurrence, the general
and specific location where the occurrence took place, any witnesses to the
occurrence other than the initiator, and a description of the occurrence including any
relevant details.
F. The initiator shall take whatever action is deemed appropriate at the time to minimize
and/or remediate the hazard and its effects. This action should be entered in Item 6
of the HAZREP form, along with any recommendations for further remediation of the
hazard.
H. The HAZREP form shall be passed to the Master, with a copy retained by the
initiator, and forwarded to the Ship Operations office with any input from the Master
and/or the appropriate department head added to Item 5.
I. When any necessary corrective action has been determined and implemented, a
copy of the completed form shall be provided to all parties concerned (initiator,
Master and department heads.) The Master or shore-side department head will
ensure that all personnel associated with the corrective action are briefed.
9.2.5 Records
9.3.1 Purpose
This procedure is intended to set forth the methods for reporting, recording and analysis of
accidents on board the R/V Oceanus. Using these guidelines the possible root causes of
an accident can be determined in order to prevent reoccurrence. In addition, this procedure
provides for tracking the results of accident reports for presentation to management for
review.
9.3.2 References
Title 46, Code of Federal Regulations, Part 4 (Marine Casualties & Investigations)
OSU Safety Policy & Procedures Manual
9.3.3 Responsibility
The Master is responsible for reporting any accident onboard to the appropriate agencies
and the Ship Operations office, carrying out alcohol and drug testing in conjunction with any
Serious Marine Incident, and completing all required documentation of the accident. The
DP is responsible for documenting accidents within the SMS and reporting results to ensure
that this important feedback process results in a safer operation of the vessel. The DP is
further responsible to ensure that the Master has received adequate testing training in order
to perform his duties.
For the purposes of this SMS, an accident is defined as any of the following occurrences,
based on the Federal definition of a Marine Casualty or Accident and associated reporting
requirements:
C. Fire, flooding or any other condition or occurrence, which affects the vessels
seaworthiness or fitness for service.
D. Loss of life.
E. Any injury requiring professional medical treatment beyond first aid. Simply activating the
Medical Advisory Service does not necessarily constitute beyond first aid.
F. Any occurrence not meeting any of the above criteria but resulting in damage to property
in excess of $25,000.
Any incident that does not meet the above criteria will be reported as a Hazardous
Occurrence (see SMM 9.2.)
9.3.5 Procedures
A. Any Serious Marine Incident will require drug and alcohol testing of all individuals
directly involved. A Serious Marine Incident is defined under Federal law as any marine
accident (see 9.3.4 above) which involves any of the following:
1. Loss of life.
5. Discharge into U.S. waters or release into the U.S. environment of a reportable
quantity of any hazardous substance.
An individual directly involved is defined under Federal law as an individual whose order,
action or failure to act is determined to be, or cannot be ruled out as, a causative factor in
the events leading to or causing a serious marine incident. This determination is made by
the Master. A law enforcement officer may determine additional individuals to be tested.
The Oceanus is provided with breath analysis kits for alcohol testing and urine specimen
collection kits for drug testing. Alcohol testing and urine specimen collection will be
performed as soon as practicable following an incident, under the direct supervision of the
Master. Any refusal of testing or specimen collection will be entered in the ships log by the
Master and is admissible as evidence in any administrative proceeding.
Any positive test result for alcohol will be entered in the ships log by the Master, with the
entry witnessed by a second officer; the individual testing positive must be informed of the
entry.
Urine specimens will be forwarded for laboratory analysis as soon as practicable, as per the
instructions included with the kits. The Ship Operations office will submit copies of all test
results (whether positive or negative) to the U.S. Coast Guard in accordance with Federal
law.
The Master will complete U.S. Coast Guard Form CG-2692B Report of Required Drug &
Alcohol Testing and forward to the Ship Operations office via fax or e-mail.
B. Accident Reporting
1. The Ship Operations office will complete Form SMF 9.3 Accident Report
(appended to this manual). An Accident number shall be assigned and recorded in
Item 1 of the form for tracking purposes. The number shall consist of six digits.
The first two digits will indicate the year such as 05, 06, etc. The next two digits will
indicate the month such as 01, 02, etc. The last two will be a numerical sequence
for the Accidents assigned that month such as 01, 02, etc. Example: If the
accident was the second reported in July of 2008, the number would be Accident-
080702
Claims for crewmembers are now handled outside of the SAIF Workers Compensation
policy and are administered through a policy from Arthur J. Gallagher & Co. (AJG).
These forms should be as complete as soon as possible so that the insurance company
knows the details surrounding the incident, including who was involved, what specifically
occurred, where, when and how it occurred.
In addition, OSU also requires the employee have their medical provider complete the
Employee Status Report form at the time of the appointment (to verify the employees
release status), as well as completion of the online HR Advocate Public Incident
Reporting form by the manager supervisor. If the manager/supervisor is unable to
complete the HR Advocate Public Incident Reporting form due to limited online access,
contact Heidi Melton, to provide the necessary information for completion of the form in
Central HR.
Completed forms should be submitted to Heidi Melton in the Office of Human Resources
within 24 hours, by one of the following methods:
Fax to 541-737-0553 or
Email to Heidi.Melton@oregonstate.edu
If an emergency occurs (where someone must be transported off the vessel for treatment),
contact Jeanne Matejovsky, Marine Claims Executive at 206-607-0931, with AJGs Seattle
Office for assistance directly (continue to follow up with paperwork to Heidi Melton).
9.3.6 Records
Accident Report forms are considered Management System Records. The Accident Report
forms and all attached documentation become part of the Management Review of the
system.
The Ship Operations office will interface with OSU on the need to submit documentation
directly to the University.
9.4.1 Purpose
9.4.2 Scope
This procedure is applicable to all employees of OSU Ship Operations, including Marine
Technicians, both shoreside and afloat.
9.4.3 Responsibility
The management of the affected departments is responsible for ensuring the understanding
of this procedure and the implementation of the corrective actions required. The Marine
Superintendent as the Designated Person (DP) is responsible for ensuring that
Observations, Nonconformities, Accidents, and Hazardous Occurrences identified are
processed and that corrective action is taken.
A. All employees are given access to the Nonconformity Report Corrective Action
Request (NCCAR) and Hazardous Occurrence (HAZREP) forms in the appendix
of this manual.
B. The NCCAR or HAZREP is then given to the appropriate department head with any
accompanying information (department forms, letters, marked up Safety
Management System document, etc.). The department head checks and reviews
the NCCAR or HAZREP with the employee and then passes all documentation
along to the Master.
C. In the case of an accident, the Master will complete all required reports and
documentation as described in Section 9.3 of this manual.
D. The Master reviews the documentation and forwards all material to the DP, via the
Ship Operations Coordinator, along with his/her recommendations for corrective
action if applicable, within 15 days of the initial date of the NCCAR or HAZREP.
E. The Ship Operations Coordinator will fill in Items 1 and 2 of the form, assigning an
NCCAR, HAZREP or Accident number. This number is the six digit number
described in Sections 9.1.4(C), 9.2.4(D) and 9.3.5(C) of this manual.
The Ship Operations Coordinator shall log the pertinent details in the
Nonconformity/Corrective Action (NCCAR) Tracking System. This includes NCCAR
initiation date and other details as applicable.
Next, the Ship Operations Coordinator shall file the NCCAR form under the Open
tab in the NCCAR/HAZREP binder.
F. The Report is then passed to the DP for Corrective Action assignment, and
eventual closure. Corrective action will be determined by the DP no later than 15
days from the date the NCCAR/HAZREP was received and logged by the Ship
Operations Coordinator. The Corrective Action to be taken is recorded on the
NCCAR, HAZREP or Accident form by the DP.
G. Corrective action should normally be implemented within 30 days of the DPs final
determination and assignment for action. When closed, the DP will sign and date
to close out NCCAR, HAZREP or Accident Report in Item 9 and then return to the
Ship Operations Coordinator. In cases where a longer term is necessary for final
implementation of corrective action (e.g. shipyard repair or modification), the DP
may set an extended date; in such cases, the open NCCAR will be reviewed and
noted by the DP as part of Management Review no less than quarterly.
H. The Ship Operations Coordinator will log the closed Report in the NCCAR tracking
system and forward to the Master. The closed Report will be filed under the
Closed tab in the NCCAR/HAZREP binder.
I. The process concludes with an all hands Safety Meeting as indicated by Section 6.8
of this manual. The master and crew will discuss the corrective action and review
the appropriate SMM Section. This will include any extended action dates as
discussed in (H) above. The meeting will be recorded as per SMF 6.8 and
maintained on the ship and in the office.
10.1.1 Purpose
The purpose of this procedure is to set forth the maintenance system for the R/V Oceanus.
10.1.2 Scope
The scope of this instruction is to provide guidance in the maintenance of the ship and
equipment under the Ship Operations Office. The procedure includes both preventative
maintenance and repair.
10.1.3 General
The maintenance program has several facets that work together to keep the vessel
operating efficiently and dependably. The maintenance program can be divided into
reactive and preventative maintenance. Both components are documented in various ways
and this procedure is designed to identify the different components and the method used to
document them.
A. The reactive component of the maintenance program consists of the response to the
conditions emerging on the vessel due to the failure of the equipment or various
components. When something breaks, it needs to be fixed. This activity is
documented in the Chief Engineers Maintenance Log.
Note: Until this system is functional and certified by management for operation,
previous management control systems will remain in place.
3. Lube oil analysis consists of periodical sampling of oil from system critical
equipment and sending the samples to a laboratory for analysis. The
frequency varies with the number of hours placed on the equipment and the
service that the piece of equipment is engaged in. Lab analysis results will be
maintained in their own log by the Chief Engineer, which may be appended to
the Chief Engineers Maintenance Log.
10.1.4 Responsibility
Ultimately the maintenance of the vessel is the responsibility of the Master. This
responsibility is delegated to each department for the efficient maintenance of the vessel.
Changes of maintenance responsibilities are at the discretion of the Master.
Each department head is responsible for ensuring that all maintenance activities are
documented. It is at the discretion of each department head to determine the level of
maintenance activity that shall be deferred to subordinates. While the activity may be
deferred, the responsibility remains with the department head. All A rated equipment
maintenance will be recorded in the CMMS when functional or in the maintenance log.
10.1.5 Recording
Each department head must ensure that all maintenance performed by his/her department
is entered in the appropriate Maintenance Log .
10.2.1 Purpose
The purpose of this procedure is to set forth the concept of critical systems and equipment
within the Safety Management System.
10.2.2 Definition
Critical System or Equipment The equipment or technical systems that the operational
failure of may result in hazardous situations.
10.2.3 General
The ISM Code calls for the identification of equipment and technical systems that are
considered critical and the procedures set in place to insure that these systems are
adequately maintained, and that there be specific measures established 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.
It is recognized that all pieces of equipment are important to the proper operation of the
vessel. The critical equipment and systems identified in this procedure are those felt to
meet the ISM Code criteria.
The vessel specific guidelines called for herein shall contain the following information about
each critical component listed:
A. Operational procedures to ensure redundancy (i.e., two ships generators on the line
while entering port).
B. Rotation of equipment (i.e., changing the lead steering pump each month).
E. The pieces of equipment in the lube oil analysis program and the frequency of
sampling.
Within this concept of critical equipment and systems is a requirement to identify critical
spare parts. Once a piece of equipment has been designated as a critical piece of
equipment, the spare parts associated with that piece of equipment become items that need
to be identified. This shall be accomplished by determining the minimum ordering quantity
for each spare part. Only those spare parts considered critical will have a minimum ordering
level.
At the completion of any maintenance or repair to any critical system, a list of spares
consumed in the work will be provided to the Port Engineer by e-mail, no less than 7 days
after the repair is completed, tested and the system is fully operational.
10.2.4 Responsibility
Ultimately the maintenance of the vessel rests with the Master of the vessel. This
responsibility is delegated to each department for the efficient maintenance of the vessel.
Department heads having equipment under their maintenance responsibility must monitor
the maintenance of critical pieces of equipment. In addition, department heads must ensure
that critical parts are reordered once they have been consumed.
10.2.5 Recording
Maintenance activities are to be recorded in the Chief Engineers Maintenance Log (or in
WheelHouse system when functional). Each department head must ensure that the
maintenance performed by their departments is entered in this management system.
10.3.1 Purpose
The purpose of this procedure is to ensure that Lube Oil samples are taken at a proper
interval, correctly routed for analysis, and that the results reach both the Chief Engineer and
the Port Engineer.
10.3.2 Responsibility
The Chief Engineer of the R/V Oceanus is responsible for the establishment and use of the
ships Lube Oil Analysis Plan. Lube oil for all critical machinery will be sampled for analysis
bi-annually, and noncritical machinery may be sampled at the discretion of the Chief
Engineer.
The Chief Engineer is responsible to ensure that adequate supplies of sample kits are on
board.
10.3.3 Procedure
Lube oil sampling kits are provided to the vessel by the Ship Operations Office. Sampling
directions included with the kits are to be followed, and the kit is to be mailed using the pre-
addressed labels in the continental United States. Special arrangements may be made by
the Ship Operations Office when the vessel is overseas.
The Chief Engineer will maintain a log of sample dates for each piece of critical equipment
as a spreadsheet. This log will be copied to the Port Engineer on a monthly basis. Analysis
results are normally received by the Port Engineer; the Chief Engineer will receive copies
from the Port Engineer via e-mail or by hand within 72 hours, and will be notified by the Port
Engineer directly of any repair or maintenance recommendations based on analysis results.
11.1.1 Purpose
The purpose of this procedure is to define the method used to ensure holders of controlled
documents have the latest revision of documents and that obsolete documents are removed
from the system.
11.1.2 Responsibility
It is the responsibility of the Designated Person (DP) to ensure documents are distributed,
controlled, and changed in accordance with this procedure and that obsolete documents are
promptly removed from the system.
It is the responsibility of the holder of a controlled document to become familiar with the
appropriate additions, changes, and/or deletions to the various manuals assigned to them.
11.1.3 Procedure
The Safety Management Manual (SMM) contains the documentation of the safety
management system for OSU Ship Operations. It contains information on the Safety
Management System and the procedures set forth therein. Most procedures considered
important enough to be committed to writing should be contained in the SMM or referenced
therein.
The distribution of the SMM is set forth in the Distribution Procedures portion of this manual,
SMM 11.2. Changes to the SMM can be initiated either by the vessel crew or by the Ship
Operations office staff. Changes must be sent to the Designated Person (DP) to have them
incorporated in the SMM. The DP shall approve all changes to the SMM.
Once changes have been approved for incorporation into the Safety Management Manual,
the changes will be sent to the individuals responsible for maintaining copies of the manual,
both printed and electronic versions. These changes shall be recorded in the front of the
individual manual in the revision page. These responsible individuals shall insert the
changes into their manuals and report to the DP that the manuals have been changed.
Any portions of the SMM that have been made obsolete by changes shall be disposed of
locally and do not need to be returned to the DP. The procedures maintained within this
manual are current. The revision number of each procedure is indicated on the bottom of
each page. To ensure validity of each procedure, the revision number can be cross-
referenced with the revision number located by each procedure in the table of contents. If
copies of individual procedures are made, then the word COPY must be clearly marked on
each page of the procedure. It is the responsibility of each individual reading a procedure
marked COPY to ensure they are reading the most current and valid revision.
11.2.1 Purpose
The purpose of this procedure is to identify the distribution of the Safety Management
Manual.
11.2.2 Responsibility
It is the responsibility of the Designated Person (DP) to distribute the Safety Management
Manual and all updates to allow ready access to the ships crewmembers and the Ship
Operations staff.
11.2.3 General
The Safety Management Manual contains the documentation of the Safety Management
System for vessel operation at OSU Ship Operations and the procedures set forth therein.
The distribution of the Safety Management Manual has to maintain a balance between
access and document control. The table below indicates where the original version and
controlled copies of the Manual shall be located, both on board the ship and shoreside, and
the person responsible for maintaining each copy. The electronic version onboard the ship
will be maintained on the ships server as read only access and will be viewable by all crew
and science personnel. A request to change this distribution shall be sent to the DP.
Figure 11.2
12.1.1 General
A documented internal audit program and procedure has been designed, planned,
implemented and managed to ensure the entire organization, including offices and the
vessel covered by the Safety Management System, undergo an internal audit at least once
per calendar year.
The purpose of the internal audit is to ensure that the Safety Management System is
effectively maintained and implemented.
The Designated Person (DP) is responsible for the establishment and maintenance of the
Internal Audit program. The DP has established the procedure that defines the
establishment and maintenance of the company Internal Audit Program to verify controls for
Ship Operations.
Operations that are deemed to have a greater than average impact upon safety or the
environment may be audited more frequently than once each year.
The documented procedure covers:
The management personnel responsible for the area being audited ensure that actions
taken in response to any detected nonconformities are taken without undue delay to
eliminate their causes.
A. Audit Scheduling
1. An audit schedule shall be maintained to ensure that an internal audit of each unit
(vessel or office) is conducted at least annually.
2. This schedule shall be developed by the Designated Person (DP), and will
indicate the tentative date of the audit, which unit will be audited, which elements
of the ISM Code will be addressed, and the appointed auditor(s).
3. All auditors shall be independent of the area they are assigned to audit.
4. All auditors shall have a basic understanding of the ISM auditing process and
have either been part of an auditing team or have gone through an ISM audit as a
department head.
B. Audit Preparation
1. Prior to the audit, the auditor(s) shall review the pertinent sections of the Safety
Management Manual, Common Procedures, the Vessel Procedures (if
applicable), and any previous audit reports relevant to this unit.
2. The review shall include any observations made during previous audits, a follow-
up to ascertain if any previous nonconformities are still open, and any areas of
emphasis set forth by the Designated Person.
3. It is recommended that the auditor(s) prepare a list of questions on the
INTERNAL AUDIT CHECKLIST (Appendix SMF 12.1.1) or similar document to
use as a guide to ensure coverage of the subjects to be audited. The checklist
should be kept to a minimum length in keeping with the objectives and scope of
the audit. The checklist may be filled in by hand or electronically. These shall
become a part of the audit record for future audit guidance.
4. The DP shall coordinate the schedule for the audit with the assigned auditor(s)
and with the Master. This coordination will ensure that the audit does not conflict
with operational commitments of the unit being audited.
5. Any revisions to the schedule shall be reported to and approved by the
Designated Person.
C. Audit Execution
1. After a brief meeting with the Marine Superintendent or Master, the auditor shall:
a. Conduct an opening meeting to outline the scope and objectives of the audit
as well as the methods to be used for carrying out and reporting the audit.
b. Establish a schedule for a representative to be available in each area to be
audited.
2. The audit shall be conducted with the minimum interruption of business. The
auditor shall take adequate notes so that findings and observations may be
accurately reported. The audit is intended to confirm the implementation of the
Safety Management System and its effectiveness. Nonconformities and
Observations, and the evidence for them, shall be communicated orally to the
auditee as they are established.
3. The auditor(s) must take the time to properly document the findings obtained
during the audit. Notes made in the audit checklists should support any
Observations or Nonconformities determined.
D. Audit Report
1. To assist in the preparation of the audit report, the auditor may write a brief
summary report on INTERNAL AUDIT REPORT form (Appendix SMF 12.1.3).
2. The audit report shall include:
a. The list of Nonconformities by number with a brief summary.
b. All Observations noted by the auditor
i. All Nonconformities and Observations shall specifically refer to the
appropriate section of the ISM Code and/or SMM.
ii. All Nonconformities and Observations shall be numbered using the following
system:
NC# - ISM Section NC Letter
01-12.2 - A
02 - 7.0 - A Examples
02 - 7.0 - B
3. The completed audit checklist and Nonconformity reports shall become the
supporting documentation for the Audit Report. It is considered an important tool
in the formulation of the next audit.
4. The Audit Report and supporting documents shall be filed in the Safety
Management System files maintained in the Ship Operations Office.
E. Follow-Up Action
1. All Nonconformities documented as a result of an Internal Audit shall be subject to
tracking and follow-up activities in accordance with SMM 9.1
12.1.4 Records
The audit checklists and audit reports are considered Safety Management System records
and shall be retained and readily available for future audits.
Management reviews the Safety Management System on a regular basis to ensure its
continuing suitability, adequacy and effectiveness. This review includes assessing
opportunities for improvement and the need for changes to the Safety Management System,
including the policy and associated objectives. More frequent reviews may be held to
address corrective actions on pertinent issues and to review the effectiveness of prior
corrective actions.
The ISM Code requires at least an annual Management Review; OSU will meet this
requirement via a rolling review process involving reviews at least once per quarter, to
make up a complete review of the SMS at least once per year.
The need for workspace, equipment, and other relevant items are reviewed during
management review meetings with the goal of achieving continued safety and security
performance. The departments and functions reporting to the management meetings are
responsible for implementing the safety, security, and environmental programs promulgated
by the Safety Management System.
The output from the review by management documents any decisions and actions related
to:
12.2.4 Records
Quarterly meetings will be recorded on form (SMF 6.8). The 4th quarterly meeting will be
considered the Management Annual Review and will use form (SMF 12.2). These will be
retained on file as part of the Safety Management System.
The DP is responsible for ensuring external bodies audit the OSU Ship Operations Safety
Management System in compliance with relevant regulations.
Part of this responsibility lies in ensuring the external body (currently the professional
auditors of the American Bureau of Shipping) is notified whenever a shoreside or vessel
external audit needs to be scheduled.
The DP ensures that nonconformities found during these audits are responded to the
external auditing body within the time limits specified by these regulatory bodies, and that
the approved corrective action is implemented within the specified times.
OSU Ship Operations will maintain Audit Schedules using the Google Calendar System.
Critical dates will be listed on the Critical Annual Deadlines for ISM Compliance.
The original ISM Code Document of Compliance (DOC) shall be maintained shore side at
the Ship Operations office. A copy of the DOC shall be maintained on board the R/V
Oceanus in the ISM manuals. The vessel shall maintain the original Safety Management
Certificate (SMC) and the Ship Operations office shall maintain a copy of it.
Page Of
MASTER: DATE OF
REVIEW:
Page Of
MASTER: DATE OF
REVIEW:
Chapter 2
Chapter 3
Chapter 4
Chapter 5
Chapter 6
Chapter 7
Chapter 8
Chapter 9
Chapter 10
Chapter 11
Chapter 12
Chapter 13
Appendixes
JSA
3. Operations: In Port
a. Pre-start visual inspection (y) o (n) o ________________________
b. Anti two block inspection (y) o (n) o ________________________
c. Check status and position of hook (y) o (n) o ________________________
d. Start up warm up (y) o (n) o ________________________
e. Boom exercises (y) o (n) o ________________________
f. Crowd & whip exercises (y) o (n) o ________________________
g. Slew exercises (y) o (n) o ________________________
h. Pick & place exercises (y) o (n) o ________________________
i. Multi function coordinated exercises (y) o (n) o ________________________
5. Operations at Sea:
The at sea phase of the training process will also be active and OJT. This is predicated on demonstrated
performance of both dockside and at sea training. It is recognized, however, that not all persons trained
dockside will have the ability to perform equally well at sea on a moving platform. In those cases or where
either the operator or the Boatswain feels uncomfortable, another operator will be assigned.
The above named trainee has been directed and observed to have successfully operated the ships crane
through the required at-sea functions and has demonstrated proficiency and competency to the satisfaction of
the ships Boatswain/ Chief Mate and is hereby certified as a Ships Crane Operator for the type crane currently
installed.
Boatswain: ________________________________ Date_____________________
3. Start Up:
a. Pre-start visual inspection (y) (n) ________________________
b. Confirm fuel level and breaker status (if equip.) (y) (n) ________________________
c. Lower motor (y) (n) ________________________
d. Choke or prime engine (as necessary) (y) (n) ________________________
e. Confirm status of shifter (neutral) (y) (n) ________________________
f. Confirm status of kill switch (y) (n) ________________________
g. Confirm all personnel have PFDs (y) (n) ________________________
5. Certification:
The above named person has been directed and observed to have successfully operated the ships (or user
supplied) small boat through the required functions and has demonstrated proficiency and competency to the
satisfaction of the ships Master (or his designee) and is hereby certified as a small boat operator for small boats
associated with the R/V Oceanus and her associated science missions.
________________________________________________________________
Comments:_______________________________________________________
________________________________________________________________
4. Competency:
Due to the nature of most operations involving the above named Winch, this training will be primarily conducted
underway in actual operation, under the direct supervision of the Boatswain, Chief Mate or other instructor
approved by the Master.
The above named trainee has been directed and observed in proper and safe operation of the identified Winch
to the satisfaction of the ships Boatswain and Chief Mate, and is deemed Competent for operation. It is
recognized, however, that initial training and early experience may not be sufficient for unusual or complex
evolutions. In any situation where either the operator or the Boatswain is uncertain that the operator has
sufficient proficiency for a planned evolution, or if conditions require a Certified operator to meet the planned
Factor of Safety for the evolution, another operator will be assigned.
Boatswain: ________________________________ Date_____________________
5. Certification:
Full certification is predicated on experience and demonstrated performance of winch-specific operations, both
dockside and at sea. The above named trainee has been directed and observed in proper and safe operation
of the above named Winch, through multiple underway evolutions, has demonstrated full proficiency and
competency to the satisfaction of the ships Boatswain and Chief Mate and is hereby Certified as a Winch
Operator for all operations.
Boatswain: ________________________________ Date_____________________
1. Give general description and/or walk around of vessel with particular emphasis on:
Fire-fighting equipment. Point out dry chemical, CO2, and class D extinguishers and
different uses for each.
How to report an emergency at sea and/or in port.
How to make a phone call within the ship.
How to use the ships paging system.
The dangers of a vessels motion (including when sleeping).
Cruise Number:____________________
Topic:
Agenda:
Other
Safety
Concerns
and
Employee
Input:
Employees
Attending:
Master
or
D
P
Signature:
Pitch Console Station Ahead/Rev Pitch Stbd Station Ahead/Rev Pitch Port Station Ahead/Rev
PRINCIPAL INVESTIGATOR(s):
Av/Hr Gallons
Av/Mile Gallons
Hours Sci. Work Miles This Cruise Miles Since 1/1 Average Speed
REMARKS: (Personnel performance, incidents, accidents, injuries, equip casualties, unsatisfactory equip
performance etc.)
Captain:__________________________________________________Date:______________
SAILING LIST (Name of persons on board; include organization for non-OSU employees):
Master
Ch. Mate
2nd Mate
3rd Mate
Boatswain
AB #1
AB #2
AB #3
AB #4
Ch. Eng.
1 A/E
1 A/E
QMED
Electrician
Cook/Stwd.
Messman
Other:
Other:
Comments: ______________________________________________________________
________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
Ensure that all gauge and relief valve calibrations are current
Notify Chief Engineer, airlock operator and Captain or Mate on Watch of intended
operations and expected duration
Two persons available to go in the well, at least one experienced in airlock operations
Designate a second airlock operator as relief during the operation
Ensure that both hatches operate smoothly and seal properly
Ventilate space for at least 10 minutes prior to entry
Inspect transducer well for: working lights, no active leaking, all pass-throughs secured
Ensure that both air compressors are on
or
One compressor is on and backup air is available from dock
Inspect Air Control Manifold:
Check operation of air dump and isolation valves (Open and close)
Check operation of regulator valves, upper and lower in sequence (Open and close)
Check operation of regulator bypass valves (Open and close)
Ensure no leaks in air supply
Pressurize chamber to at least 7.75 psi for 10 20 minutes, note how much the pressure
drops
Ensure that telephone service is available in the event of an emergency
Verify that sound powered phone and radio communications are functional. If sound
powered phone is not functioning, a second set of radios on a second channel may be
used.
Ensure that all necessary tools are in the well before operations commence
Notify watch officer when personnel are in the air lock
Notify watch officer when personnel are out of the air lock
Check that there has been no ingress of water after 24 hours
Confirm date of last filter change in the transducer well has been within the last year.
Comments:__________________________________________________________________________
_____________________________________________________________________________________
_____________________________________________________________________________________
____________________________________
* Only properly trained personnel can operate transducer well List is available on bridge.
PATIENT INFORMATION
MISC INFORMATION
Date closed:
1 NCCAR Number: ___________________
YY-MM-NC
Date closed:__________
1 HAZREP Number:
YY-MM-HN
3 Initiator: Date:
Description of occurrence:
8
Received by Ship Operations Coordinator (initial) Date:
Date recorded for action: ___________ Assigned to: ___________ Date action due: ___________
Name of Injured:
Address (Street, City, State, Zip):
Home Phone: Cell/Alternate Phone:
Date and Time of Accident: Accident Location:
Brief
Accident
Description:
Below section for employee accidents only, not required for non-employee reports. Please provide additional employee
information below.
Note: if medical attention sought for employees job related injury, SAIF 801 form required within 24 hours
University ID#: Is this a job related injury? Yes No Unknown
Job Title:
Department:
Work Location: OSU Main OSU Cascades HMSC Other (specify):
Accident #:
Associated ISM Section (if applicable):
Confirm of Corrective Action Taken | Closed Out By: Date:
Accident Location: Give exact location including: room number, building or shop name. If accident occurred
outside, list the nearest building and/or buildings. Refer to roads and places by exact names.
Brief Accident Description: In your opinion, explain in detail how the accident occurred.
List Witnesses (include contact information): Persons that actually witnessed the accident.
When was the accident reported to University: If employee accident is not reported within 24 hours of the
accident, investigate why it was not reported. Remind employees that all accidents are to be reported immediately to
their supervisor and no later than 24 hours after the accident.
Equipment or materials involved in accident: If the accident involved faulty equipment, describe what equipment
was involved and what happened to the equipment. If the manufacturer is at fault, claims costs may be recovered
and OSU would not be required to pay. Save the faulty equipment.
Was the accident caused by another person not employed by OSU? In your opinion, was another individual,
other than an OSU employee, responsible for the accident? If so, there could be a third party claim and claims costs
may be recovered from the responsible party.
Describe injury: Be very specific about the injury, including the body part injured ( for example: left thumb, right
ankle, etc) and the type of injury (for example: cut, contusion, fracture, strain, sprain, insect or animal bite, burn,
puncture, eye injury, unconsciousness, dizziness, etc).
Describe first aid or medical treatment (when; by whom)? What type of medical treatment or first aid did the
injured person receive and who performed the treatment.
Corrective Action: What issues can be addressed to minimize the chance that this accident would occur again
(safety hazard in area to be addressed, possible training for employee, safety measures not taken by employee,
etc).
Is this a job related injury: Mark the yes, no, or unknown box. Answer yes that the injury was caused by
workif you have first hand knowledge . If it is not apparent that the injury occurred while the employee was
performing his/her duties, check unknown. Check no if you are certain the injury or illness did not occur during
the course or scope of employment.
NOTE: worker section of the form and submitting it by fax the Office of Human Resources within 24 hours. complete
the form, the supervisor is responsible for completing the employer section and as much as possible of the facility),
then a SAIF 801 form must be completed within 24 hours of the treatment. If the employee is unavailable to If an
employee sought medical attention from a professional (doctor, nurse, urgent care, or other medical
Work location: For employees which OSU location does the person work from, if marking other, please specify
department and location (for example, specific extension office).
Page Of
LOCATION: AUDITOR:
ISM ELEMENTS OR
PROCEDURE:
Page of
LOCATION AUDITOR(S)
Attendees:
Name Position
DESIGNATED DATE OF
PERSON: REVIEW:
ADDITIONAL DATE OF
REVIEWER: REVIEW:
DESIGNATED DATE OF
PERSON: REVIEW:
ADDITIONAL DATE OF
REVIEWER: REVIEW:
GENERAL COMMENTS:
Job
Hazard
Analysis
The
process
by
which
an
employee
assesses
the
work
related
hazards
associated
with
a
specific
task
is
commonly
referred
to
as
Job
Safety
Analysis
(JSA)
or
Task
Hazard
Analysis.
The
process
includes
assessing
the
potential
physical
hazards
for
the
job,
determining
if
there
are
any
administrative
or
engineering
controls
that
will
mitigate
any
of
the
hazards,
and
determining
the
personal
protective
equipment
(PPE)
needed
to
prevent
injury.
The
JSAs
in
this
binder
relate
to
many
of
the
jobs
that
you
will
encounter
in
the
course
of
typical
operations
on
the
Oceanus.
The
list
of
jobs
referenced
should
not
be
construed
as
all-inclusive,
but
should
be
viewed
only
as
representative
of
those
tasks
that
personnel
may
encounter.
The
principles
of
job
safety
analysis
must
be
applied
to
all
tasks
and
it
is
every
employees
responsibility
to
do
so.
You
must
not
limit
your
analysis
to
the
hazards
listed
for
any
specific
job,
as
these
lists
do
not
identify
ALL
hazards,
but
are
a
guideline
for
hazard
assessment.
The
consequential
injuries
and
illnesses
listed
for
each
hazard
are
not
comprehensive.
The
injuries
and
illnesses
are
only
mentioned
to
give
you
an
idea
of
the
potential
consequences
of
the
hazard
encountered.
This
also
applies
to
the
recommended
PPE,
as
PPE
above
and
beyond
that
listed
may
be
required
depending
on
the
situation.
The
Engineering
Controls
listed
are
also
not
comprehensive
lists
of
control
options
to
be
found
and
utilized.
These
are
provided
to
help
you
consider
the
engineering
control
options
that
may
be
available
to
you
for
the
job
hazards
to
be
encountered.
Take
advantage
of
the
equipment
available
to
you
and
use
the
equipment
wisely
to
mitigate
job
hazards.
Number:
APP
B
1
Revision:
0
Effective
Date:
31
Mar
2014
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
1-JSA
DEFINITION
&
PROCEDURE
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Be
a
participant
in
Job
Safety
Analysis,
not
just
an
observer.
If
you
have
suggestions
about
updating
or
improving
the
existing
JSAs
or
creating
new
ones,
discuss
it
with
your
immediate
supervisor
or
the
Chief
Mate.
This
is
a
proactive
and
ongoing
program
designed
to
create
and
maintain
a
safe
working
environment
for
all
of
us
aboard
the
R/V
Oceanus.
Your
involvement
and
feedback
are
fundamental
to
safety.
Number:
APP
B
1
Revision:
0
Effective
Date:
31
Mar
2014
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
2-ACCESS
&
EGRESS
OF
VESSEL
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Access
&
Egress
of
Vessel
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental
Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
PFD
Safety
Shoes
Flashlight
Number:
APP
B
2
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
3-ANCHORING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Anchoring
Potential Hazards:
Impact
injuries
from
releasing
the
pelican
hook
with
the
sledge
Damage
to
equipment
due
to
runaway
chain
from
improper
windlass
operation
Eye
injury
from
flying
debris
Entanglement
with
chain
leading
to
injury
or
possibly
death
Hazardous
situation
rising
from
lowering
or
raising
the
anchor
prior
to
receiving
bridge
orders
to
do
so
Visibility
/
Darkness
may
enhance
potential
for
hazards
Entanglement
with
chain
in
the
chain
locker,
should
it
be
necessary
for
a
crewman
to
flake
it
out
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Environmental
Controls:
Number:
APP
B
3
Revision:
0
Effective
Date:
19
Jan
2012
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
3-ANCHORING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Eye
Protection
Hard
Hat
PFD
Work
gloves,
preferably
of
a
type
that
is
less
prone
to
get
snagged
in
gear
Safety
shoes
Ear
protection
Proper
work
clothing
for
deck
work
Number:
APP
B
3
Revision:
0
Effective
Date:
19
Jan
2012
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
4-CONFINED
SPACE
ENTRY
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Confined
Space
Entry
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Use
of
SMM
section
on
Confined
Space
Entry
and
completion
of
SMF
7.22
Marine
Chemist
Certification
for
safe
tank
or
confined
space
entry
Frequent
monitoring
of
space
atmosphere
by
competent
person
Use
mechanical
ventilation
Use
intrinsically
safe
flashlights
Use
standby
person
or
tank
entry
attendant
Competent
person
training
Know
confined
space
entry
procedures
Maintain
tank
interior
ladders
Environmental Concerns:
Environmental Controls:
Number:
APP
B
4
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
4-CONFINED
SPACE
ENTRY
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Number:
APP
B
4
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
5-CRANE
OPERATIONS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Crane
Operations
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Number:
APP
B
5
Revision:
0
Effective
Date:
01
Sep
2012
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
5-CRANE
OPERATIONS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Adequate
use
of
tag
lines
to
control
equipment
Clear
and
proper
communications
between
everyone
involved
Proper
footwear
when
working
on
deck
Properly
trained
personnel
on
rigging
methods
Good
housekeeping
on
deck
Situational
awareness
Familiarization
with
proper
usage
of
reeving
block
Familiarization
with
Crane
Load
Capacity
Chart
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Eye
Protection
Hard
Hat
PFD
Work
gloves,
preferably
of
a
type
that
is
less
prone
to
get
snagged
in
gear
Safety
shoes
Work
clothing
appropriate
for
outside
deck
work
Number:
APP
B
5
Revision:
0
Effective
Date:
01
Sep
2012
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
6-CTD
DEPLOYMENT
/
RECOVERY
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
CTD
Deployment
/
Recovery
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Properly
trained
CTD
team
as
per
the
CTD
Operations
section
in
the
SMM
Situational
Awareness,
particularly
awareness
of
vessel
movement
Proper
footwear
when
working
as
part
of
the
CTD
deployment/recovery
team
Good
teamwork
among
those
deploying
or
recovering
the
rosette
Opening
water
tight
door
in
Wet
Lab
as
bailout
area
Good
communication
among
all
parties
involved
in
the
deployment
/
recovery.
(Watch
Officer
on
the
bridge,
CTD
Team,
A.B.
operating
the
winch
/
squirt
boom)
Tethered
personnel
involved
in
deployment/recovery
team
Walk
through
training
in
proper
usage
of
tag
lines
Dont
energize
wet
equipment
and
confirm
proper
grounding
Insure
power
is
secured
to
CTD
prior
to
deployment
or
recovery
Environmental Concerns:
Hydraulic
fluid
into
the
water
from
DESH-5
or
COM-15
winch/squirt
boom
hydraulics
Number:
APP
B
6
Revision:
2
Effective
Date:
31
Aug
2015
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
6-CTD
DEPLOYMENT
/
RECOVERY
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Hard
Hat
PFD
Work
gloves
Appropriate
work
clothing
for
deck
work
Appropriate
footwear
for
deck
work
Lifelines
/
Tethers
as
the
situation
requires
Number:
APP
B
6
Revision:
2
Effective
Date:
31
Aug
2015
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
24
-
DRAW/LIFT
BRIDGE
OPERATIONS
OSU
SHIP
OPERATIONS
Originator:
Approved
By:
Jeffrey
Crews
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Draw/Lift
Bridge
Operations
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Potential for debris / pollutants to go into the water from a bridge allision
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
None
Number:
APP
B
24
Revision:
0
Effective
Date:
31
Oct
2016
Page
1
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
7-EMERGENCY
REPAIRS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Emergency
Repairs
Potential Hazards:
Head
injury
from
overhead
obstructions
such
as
chain
falls,
come-a-longs,
etc.
Entanglement
with
moving
machinery
parts
during
repair
operations
Possible
chemical
exposure
from
free
flowing
liquids
Hearing
damage
due
to
noise
Burns
from
hot
machinery
and
associated
lube
oils
and
coolant
Shifting
heavy
equipment
in
a
seaway
causing
potential
crushing
injury
or
impact
injury
Wave
and
swell
action
may
enhance
potential
hazards
leading
to
injury
Pinch
injury
from
improper
tool
use
or
use
of
tools
in
cramped
situations
Damaged
or
exposed
electrical
panels
possibly
leading
to
electric
shock
Slips
caused
by
oil,
chemicals,
water,
etc.
on
deck
Potential
for
injury
is
enhanced
by
poor
lighting
Tripping
over
gear
spare
parts
or
tools
on
deck
Falls
from
elevated
areas
or
from
engine
room
decks
into
the
bilge
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Number:
APP
B
7
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
7-EMERGENCY
REPAIRS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Environmental
Concerns:
Potential for discharge of oil or hazardous material during emergency fluids transfers
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Number:
APP
B
7
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
8-FORKLIFT
OPERATIONS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Forklift
Operations
Potential Hazards:
Blind
spots
and
forks
not
visible
to
the
driver
causing
potential
for
collision
or
injury
to
those
close
by
Physical
injury
due
to
pinch
points
caused
by
loads
not
adequately
secured
or
stabilized
Load
too
heavy
for
the
forklift
creating
potential
load
loss
or
forklift
instability
Impact
with
overhead
items
such
as
electrical
wires
and
cargo
bay
openings
High
centering
the
forklift
causing
load
instability
Driving
over
electrical
power
leads
and
fuel
hoses
causing
damage
and
subsequent
injuries
Lack
of
communication
between
driver
and
signalman
will
enhance
potential
for
hazards
Persons
around
you
may
not
be
aware
of
you
intent
causing
the
possibility
of
injury
to
those
people
Forklift
traveling
at
high
rate
of
speed
enhances
the
magnitude
of
some
hazards
with
potential
for
injury
Pinch
points
around
forks
and
load
can
cause
crushing
injuries
Modified
forks
causing
forklift
instability
and/or
misuse
of
forklift
thereby
enhancing
potential
hazards
and
injury
Visibility
darkness
enhances
the
potential
of
hazards
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Only
forklift
certified
personnel
are
permitted
drive
the
forklift
Maintain
slow
speed
with
all
loads
Install
back
up
signal
on
forklift
and
verify
proper
operation
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Eye
Protection
Hard
Hat
PFD
Work
gloves,
preferably
of
a
type
that
is
less
prone
to
get
snagged
in
gear
Fall
protection
when
possibility
of
fall
hazard
is
encountered
Safety
shoes
Ear
protection
in
noisy
environments
Number:
APP
B
8
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
9-FUELING
OPERATIONS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Fueling
Operations
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Fuel
transfer
procedures
as
outlined
in
the
SMM
and
Oil
Transfer
Procedures
Manual
Posted
No
Smoking
area
Ventilation
blower
Hose
suspension
and
securing
Designated
PIC
and
job
specific
assistants
Ensure
tank
vents
are
functioning
Cordoning
off
transfer
area
Completion
of
DOI
prior
to
transfer
Secure
crane
use
whenever
possible
Number:
APP
B
9
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
9-FUELING
OPERATIONS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Environmental
Concerns:
Fuel
spill
Distractions
during
fueling
operation
ultimately
causing
fuel
tank
overflow
and
spill
Fuel
overflow
due
to
miscommunication
or
error
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Number:
APP
B
9
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
10-GALLEY
MAINTENANCE
&
OSU
SHIP
OPERATIONS
COOKING
Originator:
Approved
By:
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Galley
Maintenance
&
Cooking
Potential
Hazards:
Burns
due
to
hot
grease
and
hot
cooking
pans,
utensils,
grill,
steam
and
hot
dishwashing
water,
etc.
Galley
fire
Falls
due
to
greasy
galley
deck
Lacerations
from
sharp
utensils
during
cooking
and
dishwashing
Lacerations
from
broken
glass
Injury
from
improper
use
of
garbage
disposal
Impact,
puncture
or
laceration
injuries
from
cooking
utensils,
pots,
pantry
goods,
etc.,
not
secured
in
heavy
weather
and/or
in
swell
Exposure
to
excessive
head
due
to
lack
of
ventilation
resulting
in
possible
heat
exhaustion
Unsanitary
conditions
causing
propagation
of
pests
Back
strain
from
heavy
lifting
Improper
disposal
of
expired
and/or
old
food
stuffs
leading
to
propagation
of
pests
Insufficient
sanitation
of
cooking
utensils,
pans,
work
space,
etc.
increasing
potential
for
illness
Blood
borne
pathogens
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Number:
APP
B
10
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
10-GALLEY
MAINTENANCE
&
OSU
SHIP
OPERATIONS
COOKING
Originator:
Approved
By:
Frederick
J.
Jones
Stewart
Lamerdin
Use
ventilation
fans
for
galley
stove,
cooking
and
cleaning
Secure
containment
for
pots,
pans,
utensils,
etc.,
during
rough
weather
or
heavy
swell
Maintain
galley
fire
extinguisher
Maintain
separation
of
cleaning
agents
Clean
mop
heads
Buddy
system
for
heavy
lifts
such
as
for
large
sacks
of
flour
Use
thermometers
to
monitor
hot
items
Blood
pathogen
protocols
Properly
functioning
water
heater
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Number:
APP
B
10
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
11-JACKSTAFF
RAISING
&
LOWERING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Jackstaff
Raising
and
Lowering
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Number:
APP
B
11
Revision:
0
Effective
Date:
2
Feb
2015
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
11-JACKSTAFF
RAISING
&
LOWERING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Fall
protection
Work
shoes
Appropriate
work
clothes
Work
gloves
Eye
protection
Hard
Hat
Number:
APP
B
11
Revision:
0
Effective
Date:
2
Feb
2015
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
12-LINE
SPLICING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Line
Splicing
Potential Hazards:
Puncture
wounds
from
sharp
objects
such
as
fids,
wire
and
marlin
spikes
Blunt
trauma
injuries
from
splicing
mallets,
2
lb.
sledge,
etc
Abrasive
injuries
from
deck
grit
Lacerations
from
use
of
cutting
tools
Fall
injuries
caused
by
sea
incursion
on
deck
Back
injury
from
heavy
lifting
and
maneuvering
of
mooring
lines
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Use
of
hack
saw
or
blunt
pointed
cutting
tools
versus
the
use
of
conventional
knives
Use
storage
bucket
for
fids,
marlin
spikes,
saws,
etc.
Splice
with
partner
if
appropriate
Avoid
use
of
anything
larger
than
a
2
lb.
sledge
Maintain
workplace
watch
for
sea
incursion
when
splicing
underway
Maintain
sufficient
help
on
hand
to
transport
line
on
deck
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Number:
APP
B
12
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
12-LINE
SPLICING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Hardhats
Eye
protection,
such
as
safety
glasses
Safety
shoes
Appropriate
work
clothing
for
deck
work
Number:
APP
B
12
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
13-VESSEL
MOORING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Vessel
Mooring
Potential Hazards:
Back
strain
due
to
heavy
lifting
and/or
other
abnormal
body
motion
or
overextension
Sharp
items
caught
in
line
fibers
causing
puncture
wounds
and
lacerations
Head
injuries
from
heaving
lines
Falling
overboard
Crushing
injuries
due
to
pinch
points
on
bitts
and
winches
Entanglements
of
legs
in
bights
in
the
line
Tripping
hazards
from
gear
on
deck
Snap
back
on
broken
lines
causing
impact
injuries
Danger
zones,
such
as
that
presented
by
snap-back
from
broken
lines
or
lines
jumping
over
tops
of
bitts
Lack
of
communication
enhances
the
potential
for
hazards
Darkness
and
limited
visibility
will
enhance
the
potential
for
hazards
Flying
debris
from
old
worn
lines
or
from
material
entangled
in
lines
may
cause
eye
injury
Puncture
wounds
from
improper
use
of
pike
poles
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental
Concerns:
Number:
APP
B
13
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
13-VESSEL
MOORING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Oil
soaked
line
dipping
in
the
water
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
PFD
Hardhat
Eye
protection
as
required
per
situation
Safety
shoes
Work
gloves
and
appropriate
work
clothing
as
required
per
situation
Ear
protection
as
required
per
situation.
Number:
APP
B
13
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
14-OVERBOARDING
EQUIPMENT
OSU
SHIP
OPERATIONS
DEPLOYMENT
&
RECOVERY
Originator:
Approved
By:
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Overboard
Equipment
Deployment
and
Recovery
(Overboarding)
Potential
Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Number:
APP
B
14
Revision:
1
Effective
Date:
15
May
15
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
14-OVERBOARDING
EQUIPMENT
OSU
SHIP
OPERATIONS
DEPLOYMENT
&
RECOVERY
Originator:
Approved
By:
Frederick
J.
Jones
Stewart
Lamerdin
Environmental
Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Eye
Protection
Hard
Hat
PFD
Work
gloves,
preferably
of
a
type
that
is
less
prone
to
get
snagged
in
gear
Safety
shoes
Work
clothing
appropriate
for
outside
deck
work
Number:
APP
B
14
Revision:
1
Effective
Date:
15
May
15
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
15-PAINTING
/
GRINDING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Painting
Potential Hazards:
Environmental Concerns:
Environmental
Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Eye
protection,
such
as
safety
glasses
for
painting
and
safety
goggles
and
face
shields
for
chipping
and
grinding
Respirator
when
painting
or
as
required
by
MSDS
Hardhat
Fall
protection
gear
for
all
elevated
projects
PFD
for
underway
or
hull
painting
Appropriate
work
clothing
and
gloves
that
provide
sufficient
barrier
against
skin
contact
with
toxic
paints,
solvents
and
abrasions
Ear
protection
Number:
APP
B
15
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
16-SMALL
BOAT
OPERATIONS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Small
Boat
Operations
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Proper
maintenance
of
outboard
engine
Sufficient
number
of
personnel
when
launching
and
retrieving
small
boat
Trained
personnel
on
properly
securing
Jacobs
ladder
to
bulwarks
for
embarkation
Station
deck
personnel
at
embarkation
area
to
help
load
personnel
into
small
boat.
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
PFD
Hardhat
with
chinstraps
Safety
shoes
Work
gloves
as
needed
Eye
protection
Appropriate
work
clothing
for
deck
work
Number:
APP
B
16
Revision:
1
Effective
Date:
15
May
15
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
17-START
UP
&
SHUT
DOWN
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Start
Up
&
Shut
Down
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Maintain
clean
engine
room
with
active
housekeeping
for
engine
spaces
Install
machinery
guards
for
movable
parts
Use
ventilation
and
exhaust
blowers
Keep
electric
panels
closed
and
secure
Maintain
fire
extinguishers
Maintain
fixed
fire
extinguishing
system
Lockout/Tagout
Number:
APP
B
17
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
17-START
UP
&
SHUT
DOWN
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Employ
rubber
mats
fronting
the
main
switchboard
Install
diamond
plate
or
expanded
metal
deck
grating
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Number:
APP
B
17
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
18-TRANSDUCER
WELL
OPERATIONS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Transducer
Well
Operations
Potential Hazards:
Dangerous
Atmosphere
Overhead
loads
leading
to
potential
head
injury
or
crushing
injury
to
personnel
Falls
from
well
ladders
Leaking
flange
allowing
water
ingress
Injury
from
lifting
heavy
items
in
the
transducer
well
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Items dropped out the open transducer well into the water
Number:
APP
B
18
Revision:
0
Effective
Date:
2
Feb
2015
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
18-TRANSDUCER
WELL
OPERATIONS
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Environmental
Controls:
Ensure care is used when handling items over the open transducer well
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Eye
protection
Ear
plugs
Work
gloves
Safety
shoes
Appropriate
work
clothing
Number:
APP
B
18
Revision:
0
Effective
Date:
2
Feb
2015
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
19-TRANSFER
OF
STORES
&
SUPPLIES
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Transfer
of
Stores
&
Supplies
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Environmental Controls:
Containment
area
established
for
hazardous
and/or
petroleum
based
supplies
prior
to
stowage
Number:
APP
B
19
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
19-TRANSFER
OF
STORES
&
SUPPLIES
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Hardhat
Work
gloves
for
handling
frozen
goods
and/or
as
needed
Safety
shoes
Approved
work
clothing
Number:
APP
B
19
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
20-UNDERWAY
ENGINE
ROOM
OSU
SHIP
OPERATIONS
MAINTENANCE
&
GENERAL
OPERATIONS
Originator:
Approved
By:
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Underway
Engine
Room
Maintenance
&
General
Operations
Potential Hazards:
Number:
APP
B
20
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
3
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
20-UNDERWAY
ENGINE
ROOM
OSU
SHIP
OPERATIONS
MAINTENANCE
&
GENERAL
OPERATIONS
Originator:
Approved
By:
Frederick
J.
Jones
Stewart
Lamerdin
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Work
gloves
as
needed
Coveralls
or
other
appropriate
work
clothing
Number:
APP
B
20
Revision:
0
Effective
Date:
19
Jan
2011
Page
3
of
3
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
21-VESSEL
CLEANING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Vessel
Cleaning
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Environmental Controls:
Number:
APP
B
21
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
21-VESSEL
CLEANING
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Number:
APP
B
21
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
22-WELDING,
CUTTING
&
OSU
SHIP
OPERATIONS
GRINDING
Originator:
Approved
By:
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Welding,
Cutting
&
Grinding
Potential
Hazards:
Placement
of
leads
or
hoses
near
pinch
points
may
lead
to
severed
leads
or
hoses
with
subsequent
injuries
Hazardous
material
makeup
of
work
project-
lead
based
paint,
asbestos,
etc.
increasing
possible
inhalation
hazard
Fire
or
inhalation
hazard
due
to
proximity
to
flammables
or
hazardous
chemicals
Gas
bottles
not
secure
enhance
potential
to
bottle
gauges
and
valves
possibly
resulting
in
fire
or
impact
injuries
Fire
and/or
heat
radiation
leading
to
burns
Bilge
fire
caused
by
sparks,
slag
and
other
hot
flying
debris
Potential
for
injury
due
to
inadvertent
start
up
of
machinery
Fire
may
result
from
hose
leaks
Electrical
shock
or
fire
when
using
worn
out
welding
leads
Lack
of
ventilation
in
confined
spaces
may
produce
an
accumulation
of
toxic
gases
leading
to
inhalation
injury
Back
strain
from
heavy
lifting
of
plate
steel,
pipe,
etc.
Loose
pressure
gauges
on
bottles
may
cause
inhalation
injury
or
fire
Lack
of
awareness
of
activity
in
work
space
may
enhance
hazard
potential
Abrasions
due
to
grinding
Flying
debris
sparks,
slag
etc.
from
welding
or
grinding
may
cause
eye
injury
or
burn
injury
Hearing
loss
from
excessive
noise
Inadvertent
grounding
of
welding
leads
causing
electrical
shock
Inhalation
hazard
from
dust
Arm
and
hand
injuries
from
vibration
Grinding
wheel
fracture
causing
laceration,
abrasion
or
eye
injury
Number:
APP
B
22
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
3
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
22-WELDING,
CUTTING
&
OSU
SHIP
OPERATIONS
GRINDING
Originator:
Approved
By:
Frederick
J.
Jones
Stewart
Lamerdin
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Environmental Controls:
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Leathers
Welding
gloves
Hardhat
as
appropriate
Ear
protection
as
required
per
situation
Respirator
Safety
shoes
Number:
APP
B
22
Revision:
0
Effective
Date:
19
Jan
2011
Page
3
of
3
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
23-WORKING
ALOFT
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Job
Safety
Analysis
Task
to
Be
Accomplished:
Working
Aloft
Potential Hazards:
Engineering
and
Administrative
Controls:
(Note:
The
following
is
not
a
comprehensive
list
of
engineering
controls
available.
Controls
listed
serve
simply
as
a
reminder
that
you
should
properly
use
items
that
may
be
on
hand
to
mitigate
potential
hazards)
Environmental Concerns:
Environmental Controls:
Number:
APP
B
23
Revision:
0
Effective
Date:
19
Jan
2011
Page
1
of
2
SAFETY
MANAGEMENT
MANUAL
APPENDIX
B
23-WORKING
ALOFT
Originator:
Approved
By:
OSU
SHIP
OPERATIONS
Frederick
J.
Jones
Stewart
Lamerdin
Personal
Protective
Equipment:
(Note:
Some
items
may
or
may
not
be
required
depending
on
the
situation,
company
policy,
etc.)
Fall
protection
Work
shoes
Appropriate
work
clothes
Work
gloves
Eye
protection
Hard
Hat
Number:
APP
B
23
Revision:
0
Effective
Date:
19
Jan
2011
Page
2
of
2
SAFETY MANAGEMENT MANUAL
APPENDIX C SHIPS POLICIES AND
OSU SHIP OPERATIONS PROCEDURES
Originator: Approved By:
Frederick J. Jones Stewart Lamerdin