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No part of this manual may be reproduced, utilized, stored in any retrieval system or
transmitted in any form or by any means electronically or mechanical, including
photocopying, recording or by any information, storage or retrieval system without the
written permission of the Quality Manager of Anthony Veder Rederijzaken B.V
The use of this document is restricted to the employees of Anthony Veder Rederijzaken
B.V. and employees of any subcontractor contracted by the Anthony Veder Rederijzaken
B.V.
It is prohibited to:
GENERAL NOTE
All Manuals of Company's Safety Management System do apply to both Male & Female
users. Pls. note that where it says male (he), it should read male (he) or female (she).
Terms and Abbreviations
Risk Assessment The process of analyzing and evaluating the severity of the
risks associated with the identified hazards and how to
eliminate of control such risks.
Major Inspection As required by OCIMF TMSA. Twice per year covering all
areas of the vessels and vessel operations
CA Corrective Action
CAS Collision Avoidance System
CC Customer Complaint
CCR Cargo Control Room
CCTV Closed Circuit Television
CDI Chemical Distribution Institute
CEO Chief Executive Officer
CFC Chlorofluorocarbon
CFO Chief Financial Officer
CO Carbon Monoxide
CO2 Carbon Dioxide
COC Certificate of Compliance (US Coast Guard)
CoC Condition of Class
COLREG 72 Convention on the International Regulations for Preventing Collisions
at Sea, 1972 (Collision Regulations)
CPA Closest Point of Approach
CPR Cardio Pulmonary Resuscitation
CSO Company Security Officer
CSR Continuous Synopsis Record
DOS Declaration of Security
DNV Det Norske Veritas
DP Duty Person
DPA Designated Person Ashore
ECDIS Electronic Chart Display and Information System
ECSA European Community Shipowners’ Association
EEBD Emergency Escape Breathing Device
EEZ Exclusive Economic Zone
EPIRB Emergency Position-Indicating Radio Beacon
ER Engine Room
ECR Engine Control Room
ERB Engine Record Book
ERT Emergency Response Team
ETA Estimated Time of Arrival
ETB Estimated Time of Berthing
ETD Estimated Time of Departure
ETF European Transport Workers’ Federation
EU European Union
EWO Engineering Watch Officer
FCB Forms & Checklists Binder
GMDSS Global Maritime Distress & Safety System
GPS Global Positioning System
HACCP Hazard Analysis Critical Control Points
HAZID Hazard Identification
H&M Hull and Machinery (insurance)
Terms and Abbreviations
HS Hydrogen Sulfide
HCFC Hydro Chloro Fluoro Carbon
HFO Heavy Fuel Oil
HMMS Hudson Marine Management Services
SHEQ Safety, Health, Environment & Quality
IAPP International Air Pollution Prevention
ICS International Chamber of Shipping
ID Identification
IG Inert Gas
IGS Inert Gas System
IHR International Health Regulations (WHO)
ILO International Labour Organization
IMO International Maritime Organization
INTERTANKO International Association of Independent Tanker Owners
IOPP International Oil Pollution Prevention
ISF International Shipping Federation
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISM International Safety Management
ISM Code International Management Code for the Safe Operation of Ships and
for Pollution Prevention
ISO International Standards Organization
ISPS International Ship and Port Facility Security
ISSC International Ship Security Certificate
KPI Key Performance Indicator
LEL Lower Explosive Limit
LFL Lower Flammable Limit
LNG Liquefied Natural Gas
LOF Lloyds Open Form
LI Letter of Indemnity
LPG Liquefied Petroleum Gas
LTI Lost Time Injury
MAP Maximum Allowable Pressure
MARPOL The International Convention for the Prevention of Pollution from
Ships
MD Managing Director
MDO Marine Diesel Oil
MGO Marine Gas Oil
MEPC Marine Environment Protection Committee(IMO)
MOB Man Over Board
MOC Management of Change
MQM Main Quality Manual
MR Management Review
MSD Marine Sanitation Device
MSDS Material Safety Data Sheet
Terms and Abbreviations
MT Management Team
NAVTEX NAVigational TEXt Messages (receiver)
NC Nonconformity
NI Nautical Institute
NLS Noxious Liquid Substance
NOA Notice of Arrival
NOD Notice of Departure
NOx Nitrogen Oxides
NOR Notice of Readiness
NRPA Navigational Responsible Person Ashore
NTM Notice to Mariners
NUC Not Under Command
OCIMF Oil Companies International Marine Forum
ODS Ozone Depleting Substance
OEM Original Equipment Maker
OOW Officer of the Watch (deck officer)
OPA 90 Oil Pollution Act of 1990 (US)
ORB Oil Record Book
OWS Oily Water Separator
P&A Procedures and Arrangements (manual)
P&I Protection & Indemnity (club)
PCB Poly Chlorinated Biphenyls
PCSOPEP Panama Canal Shipboard Oil Pollution Emergency Plan
PFSO Port Facility Security Officer
PFSP Port Facility Security Plan
PMS Planned Maintenance System
PPE Personal Protective Equipment
PPM Parts Per Million
PSC Port State Control
PSO Port Security Officer
P/V Pressure/Vacuum (valves)
PVC Poly Vinyl Chloride
QA Quality Assurance
QI Qualified Individual (US , Hudson Marine)
QMS Quality Management System
RA Risk Assessment
ROB Remaining Onboard (cargo or bunkers)
RP Responsible Person (appointed for certain action plans)
RPM Revolutions per Minute
SATNAV Satellite Navigation
SCBA Self Contained Breathing Apparatus
SECA SOx Emission Control Area
SERS Ship Emergency Response Service (Class)
SIGTTO Society of International Gas Tanker & Terminal Operators
Terms and Abbreviations
01 GENERAL
01.1 COMPANY
Anthony Veder Rederijzaken B.V. (hereafter referred to as the Company) is part of the
Anthony Veder Group and is involved in all aspects of gas transportation, including liquefied
petroleum gas (LPG), liquefied natural gas (LNG), petrochemicals and Carbon Dioxide
(CO2).
The Company handles the ship management of its own vessels, pool partners and for third-
party entities. The ship management activities cover technical management and crewing.
01.1.1 Mission
To provide shipping services for the transport of liquefied gases.
01.1.2 Vision
The Company is committed to provide first class shipping services.
These strategic objectives are found in the document ‘Our Values’ which has been handed
over to all employees.
01.2 ORGANISATION
01.2.1 Organizational chart
The latest version of company’s organization chart is available from company’s digital safety
management system (Star IPS) and should be available on board
*Efficiency = Relationship between the achieved results and the resources used
**Effectiveness = To what extent did the process achieve the intended goals
*Efficiency = Relationship between the achieved results and the resources used
**Effectiveness = To what extent did the process achieve the intended goals
Once these long term operational contracts are in place, Anthony Veder new building team
will take the development further by selecting the yard and managing the new building
process.
The figure below shows the position of the BD department within the Company. The
department is interacting with the daily operations such as Chartering and Operations. Once
a project becomes more mature, the Newbuilding department is consulted in developing the
required specification for the vessel.
Integrated departments
Business Development HR
1.3.4.2.2 BD set-up
The BD department is headed by a Business Development Manager (BDM) who is assisted
by a number of Business Developers. The BDM reports to the Company’s Managing
Director. For any new project, the BDM will appoint a dedicated BD to interface with the
client and the Company’s project team.
defined and structured approach throughout the entire project. The 5 Phases illustrated
below define how project management is done by the Company.
Phase 1 and 2 are the project development parts which are driven by a project team. This
team is composed of the following members:
With these disciplines around the table the most optimum concept is developed in close
conjunction with the client, whose point of contact in Phase 1 and 2 is the dedicated
Business Developer.
All meetings in the Team are documented and after having been approved by the BDM, the
Minutes of the Meeting (MOM) shall be forwarded to the client. Should these MOM contain
any changes to the concept and/or previous agreements, the dedicated BD shall ensure to
obtain written approval from the client.
From Phase 3 onwards all changes to the concept shall be documented using the
Management of Change system.
The following activities are typically undertaken in Phase 1, though dependent of client’s and
specific project needs, this may be slightly altered.
Upon completion of Phase 1 and start of phase 2, thus moving from concept to detailed
design, the yard selection will take place. This selection is the responsibility of the Fleet
Director and will be discussed with the Naval Architect and the Newbuilding Manager.
The yard selection shall be motivated based on a number of parameters which may include
the following:
This motivation will be presented to the client for acceptance before the final choice is made
public. Given the more technical nature of the negotiations with the various yards, the Naval
Architect and Newbuilding Manager shall be deeply involved.
This is also necessary to allow for a smooth transition from Phase 2 to 3 after the Final
Investment Decision (FID) is taken. The Phase 2 process is outlined below.
• Yard selection • Feedback of yard • Concept is further • When all issues • Formal handover
procedure selection defined in detail resolved, Time of project lead
procedure to • Costs are clarified charter from business
client and analysed agreement is development to
• Contractual • Negotiations and signed newbuilding team
principles are FID package is • Yard contract • Detailed
expressed developed signed engineering and
• +/-5% cost construction is
estimate started
Any meetings or discussions with the client concerning project specifics shall be
documented and signed by both parties.
The Client’s verification of the project specifications shall be documented at the end of both
Phase 1 and 2.
These reports and other documented communication with the client are important for the
verification of the final project.
The Company has prepared its Management System in accordance with the following:
• ISO 9001:2008;
• International Management Code for the Safe Operation of Ships and for Pollution
Prevention, the ISM Code; and
• OCIMF’s Tanker Management and Self Assessment, the TMSA Guidelines.
The Management System covers the sea transportation of liquefied gases and includes ship
management, chartering and operation activities and consists of the documents as
mentioned in the matrix on the following page.
No. Manual
1 Main Quality Manual
2 Emergency and Salvage manual
3 Health and Safety manual
4 Cargo Handling Manual, Liquefied Gas
5 Cargo Handling Manual, LNG
6 Bridge Manual
7 Engine room Manual
8 Mooring and Anchoring manual
9 Maintenance, Dry Docking and Repair Manual
10 Lifting and Lifting Equipment Manual
11 Investigation and Analysis manual
12 HR Marine Manual
13 HACCP manual
14 Winter manual
Job Description Folder. Office
Company vessels operating in US waters shall in addition comply by the relevant sections of
the US Central Federal Register’s Regulations.
02 COMPANY POLICIES
02.1.1 General
All policies are signed by the Managing Director and are displayed in conspicuous locations
in the offices and onboard the vessels. The policies are prepared in compliance with the
Company’s vision, mission statements and the strategic objectives as stated in Chapter No.
1.1 of this manual. The policies shall be reviewed during the annual management review.
The Company actively promotes a ‘ no blame culture’ in order to facilitate the reporting of
imperfections in the management system.
To minimize the identified environmental impacts resulting directly and indirectly from the
activities, the Company shall:-
• Stay abreast of and comply with all applicable National and International
Environmental Regulations;
• Prevent pollution of the marine environment through a no dumping initiative of all
waste except food remains (in compliance with Marpol) and using environmental
friendly detergents for cleaning and washing;
• Carefully divide, temporary store onboard and subsequently deliver to shore facilities,
paper, cardboard, glass, cans, batteries, cartridges, electrical equipment, wood and
metal;
• Prevent accidental and minimize operational pollution from the following sources
through adequate maintenance, risk assessments, training and awareness programs:
Oil, associated products, LNG & LPG;
Noxious Liquid Substances (NLS);
Garbage and sewage;
Dangerous goods;
Ballast water (including transfer of micro-organisms);
Cargo vapours;
Engines’ exhaust emissions;
Halons and CFCs
Noise; and
Anti fouling.
• Reduce waste and minimise the consumption of resources through shore and
onboard based energy conservation programs;
• Reduce wherever practicable the level of harmful emissions from its vessels;
• Educate, train and motivate employees to carry out tasks in environmentally
responsible manner; and
• Encourage environmental protection among suppliers, subcontractors and
charterers.
The Company is committed to continual improvement of environmental performance and
will, during the annual Management Review, prepare a number of new environmental targets
which are Specific, Measureable, Achievable, Realistic and Time (SMART) bound.
The entire staff, visitors to offices and vessels and other personnel that the Company or the
Company’s vessels are coming in contact with shall be treated with respect. The Company
will not tolerate any form of harassment including sexual harassment, bullying or
discrimination based on any of the following:
• Gender;
• Nationality;
• Language or language skills;
• Personal characteristics of any kind inclusive the way of dressing;
• Personal handicaps; and
• Religion.
Reports of any harassment shall be taken seriously and be investigated by the Head of
Department where it allegedly has occurred. The Head of Department shall in turn bring it
forward to the Master or the Manager HR (Marine) for the fleet and the HR Advisor (office
personnel).
Proven cases of harassment shall be followed by disciplinary actions which in severe cases
may result in immediate dismissal.
Breaches connected to this policy, therefore, may initiate disciplinary action that in worst
cases may lead to immediate dismissal.
• Company’s computers
These computers are for Company business only;
Private diskettes or memory sticks are strictly forbidden;
Illegal use and copying of software is prohibited;
No additional software shall be installed, disabled or deleted from the
computers or the network;
No additional hardware shall be installed;
Request for changes to hard or software shall be directed to the Company’s
IT Department; and
Streaming video or radio, using Voice over IP (VOIP) like Skype or VOIP
Buster, is prohibited.
• Internet usage
Internet use on Company computers shall be limited to work related searches
and on websites that are normally recognized as secure; and
Under no circumstances shall Company computers, network, connections or
other electronic equipment be used to obtain, view, or reach any
pornographic, or otherwise immoral or unethical internet sites.
• Use of e-mail
E-mail traffic on Company’s computers is restricted to Company business
only;
The Company has the ownership of all e-mails and material stored on the
Company’ computers and networks and have the right to access such
material;
Sending pornographic jokes or stories via email, is considered sexual
harassment and will be addressed according to the Company’s harassment
policy as will e-mails containing any form of discrimination; and
The Master shall be copied on all e-mail traffic.
Therefore Anthony Veder operates a zero tolerance policy on the consumption, possession
and being under influence of drugs and alcohol on board company vessels and at the
workplace by its employees and 3rd parties.
Employees whom are aware of having an issue with consumption of drugs or alcohol and
whom request support for counseling and rehabilitation will be fully supported by the
company. However, employees whom are found to be in breach with the Company’s drugs
and alcohol policy and its related procedures will be subject to disciplinary actions and – if
applicable – repatriation.
Although authorities have regulated the use of drugs and alcohol and the industry provides
guidelines for the consumption of drugs and alcohol; the Company explicitly decided to
implement a more stringent policy with procedures exceeding both legal requirements and
industry guidelines in order to protect its employees, third parties, reputation and to reduce
the risk of (financial) damage.
Reference: Chapter Non 012, “Verification, review and evaluation” in this Manual
Reference: Chapter No. 02.1, “SHEQ Manager” in the Health and Safety Manual
03.1.7 Communications
• Special projects;
• Vettings
• Incidents and accidents;
• Lesson learnt;
• Company PI’s overviews;
• Crew news and staff introduction; and
• People Planet profit (Company environmental news).
• Changes to the Management System too important to wait for first scheduled
revision;
• Information with temporary validity; and
• Extraordinary happenings or upcoming events.
• Morning meeting (refer to Health and Safety Manual Chapter No. 05.4);
• Toolbox meeting just prior to start an activity covered by a Work Permit (refer to
Health and Safety Manual Chapter No. 05.3.8);
• Monthly meeting in the SC (refer to Health and Safety Manual Chapter No. 03.3); and
• Monthly meeting in the SMT (refer to HR (Marine) Manual Chapter No. 03.3.8).
No complaint does not necessarily mean a happy customer, thus information regarding the
customers’ perception of the Company’s performance shall be proactively pursued during
meetings and telephone conversations. The level of customer satisfaction shall form an input
to the quarterly review meetings.
Reference: Chapter No. 4.5.3.3.5.1, “Experience level, officer’s matrix in the HR (Marine)
Manual
The SHEQ Department shall ensure that any special safety requirements by the customer
are dealt with and communicated to the rest of the company and the vessel(s) in question.
• Ensure that customer’s specific cargo and voyage related requirements are
communicated with the vessel’s Master;
• Record all complaints, formal or informal, from the customers/terminals or others that
are professionally involved in any phases of the cargo handling/cargo transportation
activities;
• Forward all customers’ complaint in writing to the DPA; and
• Cooperate in the evaluation of the complaints and any subsequent corrective action.
Solving customer’s complaint swiftly, effectively and always with the customer’s best interest
in mind can be an excellent opportunity to increase the customer’s loyalty towards the
Company. Any complaints shall be taken seriously, be thorough investigated and the
customer shall be kept informed about the progress.
The DPA shall, in connection with the management review meetings, prepare an overview of
all complaints received and the corrective actions taken. Complaints shall be plotted and
compared with previous periods. The DPA shall further, where appropriate, recommend
improvements to the way the Company nurses the customer relationship.
04 DESIGNATED PERSON
The DPA shall ensure the safe operation of each vessel in the fleet and to provide a link
between the Company and those on board. In doing so, the DPA through the dedicated
SHEQ Officers, shall work closely together with the Superintendents.
The responsibility and authority of the DPA includes monitoring the safety and pollution-
prevention aspects of the operation of each vessel and ensuring that adequate resources
and shore-based support are applied, as required.
All seafarers can contact the DPA in SHEQ related problems if satisfactory answers to
questions or solutions cannot be found onboard.
The DPA shall be responsible that the customers’ requirements are communicated to all
personnel in the organization.
06 PERSONNEL MANAGEMENT
06.1 RESOURCES
06.1.1 Resources, general
The Managing Director shall ensure that there are sufficient human, financial and
infrastructural resources available in the offices to be able to support the fleet as required by
national and international requirements.
Resources shall be discussed in annual Management Review and in the /quarterly review if
urgent matters are revealed.
06.1.3 Infrastructure
Company infrastructure including computer and computer systems, office equipment and
telephone systems form a part of the discussions in the annual management reviews. The
Company’s computer systems, both in the offices and onboard the vessels shall be
maintained in good operable condition by the IT Department.
• Noise levels;
• Temperature/ventilation;
• Light; and
• Equipment.
• Managing Director;
• Chief Financial Officer;
• Fleet Director;
• Manager Repair and Maintenance;
• Superintendent;
• DPA;
• SHEQ Manager;
• Operations Manager; and
• Chartering Manager.
*Efficiency = Relationship between the achieved results and the resources used
**Effectiveness = To what extent did the process achieve the intended goals
Such diversions from the requirements shall be motivated in the Recruitment Record and be
approved by the candidate’s forthcoming Head of Department.
06.3.7 Familiarization
• Company expectations;
• Company policies and objectives;
• Company values and code of ethics;
• Overview of the Company Management System (ISO 9001 related);
• Office equipment and systems;
• Environmental issues including waste disposal; and
• Office safety and security.
Additional training may be initiated based on identified training needs and personal requests.
All types of training, formal and informal, shall be documented.
• Superintendents;
• SHEQ Officers;
• Operators; and
• Chartering brokers.
Through observations during the on-the –job familiarization, the Mentor shall decide if
additional formal training will be required.
• Wishes;
• Critical comments;
• General functioning in the position; and
• Future planning.
The handbook will be revised when required and as a minimum be reviewed annually. An
up-to-date version is available on Intranet.
Reference: “Personeelshandboek”
06.3.10.1 General
Before raising a complaint ensure that the situations does not qualify as nonconformity or
near miss. Complaints will normally, but not exclusively, be associated with the following:
All complaints shall be taken seriously, investigated as required and used positively in the
Company’s improvement efforts.
A complainant shall not be exposed to any form of intimidation after having raised a
complaint.
The form shall be forwarded to the Fleet Director who will handle the case in close
cooperation with the Activity Responsible person and the local manager(s) in question.
07 OPERATIONS
07.1 NAVIGATION
Reference: Bridge Manual
08 EMERGENCY
Reference: Emergency and Salvage Manual (vessels) and Emergency Response
Communication Plan (office)
• Hazard identification, unsafe acts and situations(Chapter No. 05.1 in the Health &
Safety Manual and Chapter 06.5, ˝Safety objectives˝);
• Risk assessments (Chapter No. 05. 2 in the Health & Safety Manual);
• Work permits (Chapter No. 05. 3.2 in the Health & Safety Manual);
• Management of Change (Chapter No. 014 of this manual)
• Planned maintenance system covering the entire vessel (StarIPS).
09.3.1.1 Nonconformities
This in plain English and for the Company’s purposes means that nonconformity is a failure
to comply with any of the requirements in the Company’s Management System such as e.g.
not wearing the required PPE, assigning seafarers to vessels without the required
qualifications or documents, etc.
The originator of a nonconformity shall never be exposed to any form of intimidation, and the
Company’s no blame culture shall be communicated and stressed to the vessels by every
visit of Company personnel.
Depending upon the gravity of the situation and the circumstances, the Managing Director
may instruct operations to be temporarily suspended until the nonconforming situation has
been rectified.
Depending upon the circumstances, the verification that a nonconforming situation has been
rectified, may require an inspection or an audit.
Any existing or incoming goods, equipment whether portable or fixed, material or system
which for any reason do not function the way it was intended to and cannot be immediately
corrected or repaired, is nonconforming with the requirements.
09.3.1.3 Defects
Defects to critical equipment or systems or defects which may have consequences for the
safety, classification, operation or vetting of the vessel, shall be reported to the
Superintendent immediately.
Defects which cannot be repaired during normal service shall, after consultation with the
Superintendent and where required approved by the Class, be moved to the dry docking list.
09.3.1.4 Deficiencies
• Firefighting equipment;
• Life saving equipment;
• Radio equipment; and
• Navigational equipment.
Reference: Maintenance, Dry docking and Repairs Manual in general and for Critical
Equipment Chapter 01.11.5 for Critical Equipment
011 DOCUMENTATION
011.1.1 Document control, process
011.1.1.1 General
All Company manuals listed in Chapter No. 014.13 above, the Job Description and the Form
Binders are part of the controlled documents. For all controlled documents the following shall
apply:
011.1.1.2 Revisions
The DPA shall ensure that the proposed revisions are authorized by the Responsible Person
(Approval Level) as listed in Chapter No. 04 above.
In addition a number of additional forms are used to document certain activities in the offices
and on board the vessels.
A complete overview of the records being completed with details of the following is available
in the Company Form Binder:
• Latest revision;
• Filing responsibility;
• Filing locations;
• Access information;
• Protection;
• Name of the document;
• Retention time; and
• Disposals.
Reference: Chapter No. 03.3.3, “Verifications by Senior Officers” in the HR (Marine) Manual
The SHEQ Manager shall each year present an annual audit plan to the Managing Director
for approval. The plan for the vessels shall be taken as temporary as changes in trade
pattern may upset the original plans. Status of audits carried out and changes to the audit
program shall be presented at the quarterly reviews.
Reference: Company Annual Fleet Audit Plan and Company Annual Office Audit Plan
References:
An important part of the inspections is also to observe how normal operations are carried out
and especially look for any unsafe acts and situations. The results of the inspections shall be
discussed in the SC, who also shall appoint the inspection team(s).
• Fleet Director;
• DPA; and
• SHEQ Manager.
• Progress of the safety and environmental efforts according to the Company Safety
and Environmental Operational Plan;
• Human resources shortages;
• Changes in customer requirements; and
• Measurement and Performance System (MAPS).
The reviews shall provide feed-back on past performance and new action plans to the whole
organization including the fleet.
• The contract can be executed with the existing fleet of vessels, and if not what
actions will be required (new-building/chartered tonnage);
• The vessel(s) in question is/are able to comply with all requirements of the contract;
• The contract requirements are known and understood by all participating
departments of the Company;
• The contracts can be carried with the present financial and human resources and if
not, what actions will be required; and
• The contracts are containing all required details.
Major contract reviews may involve a financial risk assessment that the review committee
shall approve.
The review shall ensure the contracts are complying with such requirements as:
• Financial risks;
• Overstraining the Company’s human resources;
• Improper ethical business activities; and
• Negative media exposure.
Reference: “Contract Review Record”
012.3 BENCHMARKING
The Company shall seek to benchmark its performance against other players in the market
and in the first instant against the pool partners. In order for benchmarking to have any
sense, the Company has to ensure that the material benchmarked against has been
compiled in a similar manner to that of the Company.
Best practices and lesson learnt from other companies and the industry as a whole may also
give a valuable input to the continuous improvement efforts.
The Dashboard to the right on the figure above represents the analysis of all the defined PI’s
and will, depending upon the trends, initiate corrective action.
012.4.3 Improvement
All analysis from MaPS are discussed in the management reviews and the required
corrective action plans are initiated where the PI’s are not achieving the goals. New goals for
the PI’s are determined during the annual Management Review. The SPI’s and KPI’s will be
reviewed and revised when required by the Company or based on changes to the
environment in which the Company operates.
• The Company is no longer capable of demonstrating compliance with the ISM code;
and/or
• There is a major nonconformity identified onboard.
014.3 OBJECTIVES
The objectives of the MOC procedures are to ensure that all changes are:
• Adequately motivated;
• Evaluated, and their associated risks assessed;
• Approved at the appropriate level;
• Planned in detail including identification of training programs, if required;
• Communicated to all personnel that may be affected;
• Implemented within a specified time frame; and
• After a specific time, verified to determine its effectiveness.
When contractors are traveling with a vessel from one port to another, the safety and crew
familiarization checklist shall be completed before sailing. The Chief Engineer and the Chief
Officer shall ensure that the following is observed:
• The Chief Engineer and the Chief Officer shall ensure that contractors are aware of
and working in accordance with the Company’s safety regulations;
• Risk assessment and work permit system shall be explained to the contractors
before commencement of any activity;
• Risk assessments shall include the fact that contactors are unfamiliar with vessels
arrangements; and
• Extra care to be taken when contactors are working with or in the vicinity of any of
the vessels energized or pressurized systems.
Contractors shall be supervised at all times while working in Restricted Areas as detailed in
the Ship Security Plan (SSP).
All temporary and permanent changes to equipment and procedures in the fleet shall be
subject to risk assessments.
Whenever new risks are identified, the risk mitigation measures shall be approved by a
higher level than the change itself.
Reference: Chapter No. 05.2, ”Risk Assessments” in the Health and safety manual
014.11 COMMUNICATION
In connection with the implementation of the change, a formal communication procedure
shall be initiated in order to:
All such communication shall be documented and filed according to the filing retention period
for such documents.
The relevant drawings, technical documents and procedures shall be endorsed with the
contractors’ name, the revision date, and number. The changes themselves shall be
handled as described elsewhere in this Chapter.
Changes made to drawings, manuals and other technical documents subject to review and
approval by regulatory authorities shall be forwarded to the appropriate authorities for
approval of the change.
All vessels, from new building or coming into the fleet, shall maintain a historical record of all
changes made to equipment and systems together with changes to drawings and other
technical documentation.
New personnel receiving training in the departments or functions listed below shall have a
mentor assigned to them. The mentor shall ensure that the new recruit receives the required
training about the position and the Company’s Management System. The new recruit shall
carry out tasks under supervision until the Mentor decides otherwise. A mentor may be
considered for new positions in the following departments
• TD;
• SHEQ Department;
• Crewing Department;
• Chartering Department; and
• Operations Department.
All new seafarers shall have a mentor appointed for the first 2 weeks of the contract. The
mentor shall be experienced and shall assist and advice the newcomer in safety related
matters.
Reference: ”Familiarisation checklist” and Checklist ”Training in the use of safety equipment”
Should no such arrangement be possible and there is limited time for familiarization, the
Company representative in charge of the take-over shall decide if additional time for
familiarization is required. Whether this will be necessary will greatly depend upon the
following:
Reference: Superintendent’s and SHEQ Department’s checklist for vessel take over.
014.17 DOCUMENTATION
The documentation to support a change shall as a minimum consist of the following:
015 ENVIRONMENT
It is the company’s intention to set up their management system in order to meet the ISO
14000 requirements
Chapter 15 has been included in the Quality manual as guidance to the ISO 14000
implementation process
015.2 PLANNING
015.2.1 Environmental aspects and impacts
The Company has listed all its environmental aspects, the associated impacts and the
significance of these impacts.
Reference: Gap Analysis report 2011 regarding potential implementation of a ISO 14001
system in the Company.
The SHEQ Manager shall appoint a SHEQ Officer responsible for collecting such
information. This Officer is responsible for the distribution of such information throughout the
Company and to suggest the required action by the Company.
The SHEQ Manager shall review the results of the environmental efforts and include an
evaluation of these results in the Management Review.
015.3.3 Communication
Environmental efforts shall be part of the agenda of the SMT meetings onboard and it is
expected that the team are preparing ideas of possible environmental improvements to the
Company. Any actions form the vessels shall be reacted to promptly from the Company.
015.3.4 Documentation
The vessel shall keep a monthly record of all waste generated and disposed ashore. An
inventory list shall be maintained updated at all times of the hazardous materials onboard.
The use of such materials shall be recorded.
All sources of potential pollution shall be listed onboard each vessels and evaluations
combined with measurements where possible shall determine the amount of effluent from
each vessel. Plans for reduction over time for these effluent shall be prepared.
015.3.6.2 Bunkering
15.3.6.2.1 General
The Chief Engineer or a responsible Engineer designated by him, shall supervise all
bunkering operations on the vessel. Prior to the commencement of bunkering operations the
Engineer in charge will agree with the shore staff or barge crew, the notice required to be
given for starting, slowing down and stopping the supply of bunkers. Throughout the
operations the Engineer in charge will maintain close co-operation and continuous
communication with the shore staff or barge crew.
All scuppers shall be plugged liquid tight for the duration of the operations. Accumulations of
water should be drained off the deck and the scupper plugs replaced immediately after the
water has been cleared.
The emergency pollution equipment shall be kept ready for immediate use.
• Check that the bunkers are flowing into the correct tank;
• Filling of tanks should commence with the forward tanks then proceed aft. Double
bottom oil tanks should be filled by gravity from deep tanks, if possible;
• The filling valves of the next tanks in the sequence of filling should be opened before
the valves on the tanks being filled are closed;
• Inspect the hose and fixed lines for leakages and check the drip trays;
• Frequent soundings or ullages of the tanks should be taken;
• During “topping up” of the tanks the delivery rate is to be slowed down, and ample
warning given to the supplier to reduce the rate of delivery; and
• When filling the last tank ample warning is to be given to the supplier for reducing the
rate of delivery, and stand by for stopping the delivery to ensure a sufficient ullages
remaining in the tank to accommodate line draining.
The officer in charge will ensure that air vent pipes and overflow pipes are cleared.
Frequent soundings or ullages shall be taken during the transfer to guard against spillage or
overflow. On completion of the transfer of bunkers, all tank, fuel line and pump valves shall
be closed. Further the following hall be observed:
• Scupper plugs on decks are closed;
• Connecting flanges at manifold are blanked and fully bolted; and
• Lines are regularly inspected for leakages.
Amongst the pollutants nitrogen oxides have been identified as of primary concern.
The control of both nitrogen oxides and Sulphur oxides is primarily achieved through sound
procedures for engine optimization and maintenance of the plant.
This also applies to black smoke emissions and unburnt hydrocarbons although the ash
content of the fuel will affect the level of particulate emissions.
015.3.6.5 Refrigerants
”The integrated change in total ozone per unit mass emission of a specific compound,
relative to the integrated change in the total ozone per unit mass of CFC-11 (R-11).”
The following Ozone Depletion Potentials (ODP) representative3 to the CFC’s most
commonly used onboard:-
Refrigerant Potential
11 1
12 1
113 0.8
114 1
115 0.6
22 (HCFC) 0.05
GWP
Gas Lifetime (years) Time horizon
20 years 100 years 500 year
Methane 12 62 23 7
HFC-134a
13.8 3300 1300 400
(hydrofluorocarbon)
These intervals shall be used in the planned maintenance system of the vessel.
When a leak test is performed a “logbook page” is to be printed and completed with all
requested items.
It is not allowed to add refrigerant to an installation without reason, e.g. when no alterations
are made to the installation which increase the content, there must be records of what was
repaired in order to stop the leakage.
015.3.6.6 Noise
New and noisy equipment installed onboard, may require new noise measurements.
Operation of some equipment (e.g. hydraulic systems, pressure reduction valves, etc.) and
vessels undergoing maintenance and repairs in ports and harbors produce noise levels
which may disturb the adjacent population. Shipboard shall ensure that all efforts are done
to restrict noise levels in ports where this is likely to affect the environment.
The type and quantity used shall be recorded and plotted and checked against comparable
vessels in the fleet.
015.3.6.8 Paints
The use of water-based paints shall be investigated and implemented where possible.
15.3.6.9.1 Garbage
A space shall be allocated on board to store garbage until it can be disposed of to shore
reception facilities incinerated or discharged in accordance with the following conditions:-
• The disposal of any plastic garbage into the sea, including synthetic nets, ropes and
plastic rubbish bags is prohibited regardless of the trading area
• The disposal of dunnage lining and packing material which float is prohibited
regardless of the trading area
• The disposal of all other garbage (including paper products, rags, glass, metal,
bottles and crockery) is prohibited regardless of the trading area
• Food wastes within 12 nautical miles from land unless they have first passed through
a grinder such that the particle size is less than 25 mm. Even when this particle size
has been achieved, the minimum distance from land at which discharge is permitted,
is set at three nautical miles.
All garbage disposal and incinerator use should be recorded in line with Marpol regulations.
Engine room garbage is to be treated as part of the general ships waste and recorded in the
garbage record book.
Receipt notes of disposed garbage are to be filed in the appropriate binder and to be kept
onboard for 2 years.
In order to reduce volumes, the use of compactors and crushes shall be evaluated.
15.3.6.9.2 Incinerators
Incinerators shall be used and maintained in strict compliance with the manufacturer’s
instructions and Marpol Annex VI and shall never be used in ports or other areas where such
use is forbidden or regulated.
The Chief Engineer shall ensure that all users are instructed how to use the incinerator
safely and efficiently.
All disposal of oily residues shall be recorded in the Oil Record Book.
In the event of failure of the oily water separator installation, oil residues from the machinery
spaces are to be retained on board for discharge to shore reception facilities.
Reference: Engine Room Manual Chapter 017.4.11, ‘Pumping engine room bilges’
01 INTRODUCTION
The Managing Director in the office shall ensure that the Company Emergency Response
Team is complete at all times and able to act immediately in case of an emergency
situation.
On board the vessel, the Master shall ensure to train the entire crew in meeting an
emergency situation through the systematic drill program and through observations made
during normal operations.
02 EMERGENCY PREPAREDNESS
02.1 DOCUMENTATION
Apart from this Manual, the following additional emergency documents are available at the
Company:
In case the TD duty number cannot be reached the number of the CSO / DPA shall be used
as a back up
• Name of vessel;
• Name of Master;
• Vessel Position;
• Date and time of the emergency;
• Nature of the emergency;
• Any injuries, fatalities or persons missing;
• Damage to the vessel and/or cargo;
• Damage to environment;
• Damage to 3rd. party property;
• Action already taken;
• Proposed action to limit the damage;
• Availability of propulsion and main steering systems;
• Availability of own power supply;
• Notifications already done; and
• Agree on interval of follow-up communication; and
• What support is required from emergency response team:
Medical assistance
(fire-fighting) tug assistance
Oil cleaning assistance
Stress and stability calculations
Technical support
If the vessel is in port or in the territorial waters of a Coastal State, the Master must ensure
to follow any required procedures for securing the scene and not to disturb evidence should
there be a requirement for an independent external investigation
• Fleet Director
• Manager Maintenance and repair
• Superintendent
• SHEQ Manager
A copy of the message is to be send to the generic email of the following departments :
• Chartering Department;
• Operations Department;
• Technical department ;
• SHEQ department
• HR (Marine) Department.
Business Development Department is responsible for the presentation of the figures which
shall be discussed in the Management Review.
Reference: OCIMF’s Marine Injury Reporting Guidelines and Main Quality Manual Chapter
012.
Reference: Chapter No. 02, “Reporting Requirements” in the Shipboard Marine Pollution
Emergency Plan (SMPEP)
The Company shall, as soon as possible, decide whether to send a Company representative
to assist the vessel and who shall carry out the investigation.
• Managing Director;
• Chief Financial Officer (CFO); and
• Management secretary.
A separate (laminated) list with the Company's Emergency Telephone Number, the office
numbers and the private telephone numbers of the ERT-members is supplied to the vessel
for display at the bridge, in Master’s office and in the CCR. The ERT is contactable on a 24
hour basis.
The ERT will, depending upon the circumstances, call in an Emergency Assistant Team
(EAT) to assistant with the communication activities. The Team Leader or deputy will
continuously monitor the human resources required to handle any emergency efficiently.
On notification of a shipboard emergency, the ERT-member on duty will notify the other
members of the Team. Further details are found in the Company's Emergency
Communication Plan.
Reference: Chapter No. 04.3, “Location”, in the Emergency Response Communication Plan.
The exercises and drills carried out shall be relevant and consistent for the composition of
the fleet and the trading patterns. Scenarios shall be credible and realistic and shall vary
from exercise to exercise in order to test as far as possible the activities of the Emergency
Response Team.
Actual emergency situations in which the emergency response team was involved may be
considered as an exercise.
All elements as listed in below table shall be covered by at least one drill or exercise
annually.
Element Type
Element 3 Collision
Element 8 Grounding
At least one of the exercises shall be unannounced, and only be known to a few select
members of the emergency team.
All external resources shall receive a notification at least one week prior to the exercise, and
a second notification on the day of the exercise.
The Emergency Response Team leader shall appoint a record keeper and a detailed record
of the following shall be maintained:
• Time of notification and time of arrival at the Company emergency centre for each
emergency team member;
• Time from the initial notification until the complete emergency team has arrived at the
Company emergency centre;
• Time from the initial notification until contact has been established with:
Vessel;
Local vessel agents;
Representatives of Contracting Governments;
Representatives of Hull & Machinery underwriters and P & I club;
Classification society;
Local emergency response services;
Vessel’s QI if navigating in US waters;
Vessel’s AP if navigation in the Panama Canal Zone;
Crewing department; and
Time from the initial notification until the emergency team has established a full
overview of the emergency scenario situation and the progress of the exercise.
These records shall be used to evaluate the effectiveness of the Company’s emergency
response preparedness.
All emergency exercises shall be subject to review, discussions and evaluations during the
Management Review.
02.8 DRILLS AND EXERCISES, REVIEW
The exercises and drills as carried out shall be reviewed in the annual Management Review
to determine if all elements which are subject to annual training have been satisfactory
completed.
Elements which have been not covered by at least one drill, exercise or actual incident
follow-up shall be scheduled to be subject of exercising in the first quarter of the next year.
The Master shall ensure that the Muster list is maintained in compliance with the most recent
SOLAS requirements and reflecting the actual composition of the crew at any time.
Reference: Chapter No. 03.3.23, “Visitors in port“ and Chapter No. 03.3.24,
“Supernumeraries” in the HR Manual.
Both plans shall be reviewed annually for possible changes. Even if no changes are made,
the review shall be confirmed on a separate sheet in the plan.
03.5.2 External informative literature
The following external documents are available onboard and shall be maintained in the latest
version:
• A guide to Contingency Planning for the Gas Carrier Alongside and Within Port Limits
(ICS/OCIMF/SIGTTO.
• Tanker Safety Guide , Liquefied Gas (ICS)
• Liquefied Gas Handling Principles On Ships & in Terminals (SIGTTO)
• Guide to Helicopter / Ship Operations (ICS)
• International Aeronautical and Maritime Search & Rescue Manual (IAMSAR).
• SMPEP/SOPEP manual
• P&A manual (if applicable)
• Ballast water management plan
• Stability booklets
• Emergency procedure flowcharts
• Gas plant manufacturer instructions
03.5.4 Flowcharts
A large number of flowcharts covering miscellaneous emergency situations are filed under
one cover, Emergency Procedures”, at the following locations:
• Bridge;
• Cargo Control Room; and
• Engine Control room.
03.5.5 For use by shore resources
In case assistance is needed for emergency services from shore, the following documents
shall be available:
The Master shall ensure by random verification that the information placed in the containers
is up-to-date. It is especially important to check that the Fire Control and Safety Plan is
correct with respect to internal and external doors.
Where possible, Key Performance Indicators (KPI’s), such as time taken to muster and
respond to the specific situation wearing the required PPE and in possession of other
required equipment shall be recorded. The KPI’s used shall be included in the evaluation
report and any negative developments shall be explained.
Drills shall be planned, executed and evaluated with one objective in mind; improve the
individual and team performances. When planning and executing the drills, the following
items shall be considered:
• Plan drills to be a challenge for the crew with unexpected things happening;
• Always time the drills at various stages where possible and relevant;
• Let one officer be an outside ‘’provoker’’ allowing for some surprises and at the
same time record events as they develop. A passive observer normally notices
much more than those in the middle of the drill;
• Assist each other with donning the fire man’s outfit and life jackets;
• Evaluation shall be critical, not attacking individuals and be such as to improve
individual and overall team performance; and
• After a drill set specific improvement targets for the next drill of same type.
A drill report have to be made in STAR IPS which will be evaluated by SHEQ for lessons
learnt and best practices.
All such personnel shall produce photo ID, but shall not be subjected to baggage search
procedures.
The following information shall be required from each visitor when boarding the vessel:
All visitors shall be escorted the entire time they are onboard and only be permitted into
vessel Restricted Areas if required and approved by the Master or Chief Engineer.
Visitors are not permitted to be in possession of cameras, mobile phones and lighters while
walking around outside the accommodation
04.3.2 Precautions
Although time may be important, entry shall only be made after a careful planning involving
all participants has been carried out. The following shall be part of such planning:
• Persons entering the space shall wear the required PPE including safety harness
with a lifeline;
• The following signals on the lifeline should be used and agreed upon prior to entry;
All rescuers shall be familiar with the above signals. The lifeline signals shall be POSITIVE
pulls not gentle tugs. Signals are acknowledged by repeating them at the other end. The
following shall be observed
• At least one person entering shall wear a personal oxygen and gas meter;
• Portable torches shall be intrinsically safe;
• The Officer in charge shall stay outside the space and lead the rescue from there;
• First aid equipment including the oxygen resuscitation equipment shall be made
ready for use in a gas safe area; and
• Stretcher and lifting equipment shall be ready;
Keep away from crankcase doors and relief valves. Do not stand unnecessarily in doorways
of the engine room casing.
• Advise bridge, slow down and ask for permission to stop if possible;
• When engine is stopped, stop the pumps for fuel oil and nozzle cooling;
• Leave engine room and shut engine room casing doors and keep clear; and
• Prepare fire-fighting equipment.
Do not open the crankcase until at least 30 minutes after stopping. When opening up, keep
clear of possible flames. Do not use naked light and do not smoke.
• Engage the turning gear;
• Shut off starting air and stop lubricating oil pump;
• Take off all lower doors on one side of the crankcase;
• Feel over all working surfaces (bearings, liners, piston rods and scraper boxes, guide
shoes telescopic pipes, chains) and try to locate the hot spot
• Look for squeezed-out bearing metal and heat discolorations (blistered paint) burnt
oil, heated steel);
• Feel over crankcase ceiling to check if the oil mist is due to a scavenge fire; and
• If no hot spot is found in the crankcase, make a similar search in thrust bearing.
04.4.3 Restarting the engine
Carry out permanent repair, giving special attention to ensure lubricating oil ways are clear
and the condition of the frictional surfaces involved is satisfactory.
Start lubricating oil pump and check oil flow from all bearings and sprays in the crankcase,
chain casing and thrust bearing while turning the engine one revolution with the turning gear.
Stop and inspect. Crankcase inspections shall be carried out 15 - 30 minutes after starting,
one hour later on reaching full load. At each inspection oil mist condition shall be observed.
Particular attention shall be given to the engine part(s) which caused the original
overheating.
In very rare cases oil mist can be due to “atomization” of lubricating oil disintegrated by an
air jet, e.g. blow-by, leakage from the scavenge casing, blow-by through a cracked piston
and piston rod.
04.4.4 Precautions
Crankcase explosions are caused by a combination of hot spots and oil mist.
• Well maintained bearings will only cause overheating if the journals deteriorate due
to the lubricating oil becoming corrosive, being polluted by abrasive particles, or if the
supply fails;
• Continual purification of the oil is therefore essential, backed up by frequent analysis;
• Wire gauzes, which shall be of stainless steel, and all filters shall be inspected and
cleaned as specified in the PMS; and
• Due to the high frictional load on the thrust bearing, special attention shall be given to
ascertain that its oil supply is being maintained.
Monitoring equipment, shall be kept in good order, and tested as per PMS.
Inspection of the crankcase at suitable intervals (15-30 minutes after starting, one hour later
and again when full load is obtained) is still the best safeguard against overheating when
starting up after overhaul of moving parts, and shall never be neglected.
If the sickness or injuries are thought to be life threatening, the Master shall consider taking
the following actions:
The Master shall inform the Company in a timely manner if the injured or sick crew member
has to be hospitalized. In addition, the Master and the Company shall determine if the vessel
can sail to the next port without replacement of the crew member sent ashore for treatment.
• Request information from the terminal and the local agent about any special
procedures which may apply for such cases;
• Inform the Company; and
• Carry out a preliminary investigation of the accident.
• Flag Administration;
• Manning Agency; and
• Classification Society (only if classification matters are affected).
The Company will inform the Master about the requirements for any further investigation of
the accident, including whether an investigation team will be dispatched from the Company
to the vessel.
Vessels in coastwise trade shall in coordination with the DPA or Fleet Director promptly
proceed to the nearest port to land the body to avoid refrigeration.
In every case of death on board, the Company shall be advised immediately. Details shall
include circumstances of death and any other pertinent information so that proper
communications can be rendered to all concerned.
The Master shall investigate the circumstances of the death and complete the required
reporting.
• Pipe line liquid leakage e.g. from liquid loading/unloading line during cool-down or
prior to draining after loading/unloading operations;
• Cargo heater and vaporisers or from condensate return pipe work in compressor
room or on deck;
• Liquid release from a liquid full condenser or from thermal pressure relief valves in
liquid piping which result in liquid accumulation in relief pipe work and mast riser;
• Vapour release through tank pressure relief valves or manual venting valves when
gas-freeing or changing cargoes;
• Spillage resulting from inadvertent disconnection;
• Fracture/mechanical failure of pipe work and equipment/instrumentation;
• Vapour release through tank pressure relief valves,
• Liquid spill in cargo transfer hoses/hard arms; and
• Vapour emissions from vapour return hose/hard arm.
04.7.2 immediate actions
If emission does occur the first objectives shall be to detect the source and to alert the
Officer of the Watch (OOW) as soon as possible and to stop or minimise the emission by
isolation of the source.
Equipment such as emergency shut-down of cargo pumps, compressors, valves, fixed spray
systems at cargo manifolds shall be activated as required in controlling liquid spill and
vapour emission incidents.
Similarly, operation of closing devices fitted to all air intakes into accommodation spaces,
service, spaces and control rooms shall be considered. At sea, manoeuvring of the vessel to
carry vapour emissions away from the accommodation and engine room intakes are also
options to be considered.
Where a liquid gas pool is contained say between the vessel’s side and the terminal jetty,
and a breeze or tidal stream is running, pool and vapour dispersion may be most safely
accomplished by wind or tidal flow alone, without agitation of the pool and vapour cloud by
the application of water spray. If such application is over vigorous, although accelerating
warm-up and consequent evaporation rates, it might cause the vapour cloud to rise above
deck or jetty level and so encourage uncontrolled dispersal into areas of possible ignition
sources.
• Dilution of continuous gas leaks to below their lower flammable limit (LFL);
• Protecting ignition sources by controlling the direction of flow of the flammable gas
clouds;
• Diverting flammable clouds from sensitive areas, such as confined spaces where a
detonation may occur at ignition;
• Assisting the diversion of toxic gas clouds from areas occupied by people;
• Provide heat to a cold gas (e.g. ethylene) cloud to enhance buoyant dispersion; and
• Absorbing some gases (e.g. ammonia, chlorine and ethylene oxide) into solution in
the water.
Caution shall be exercised if using water sprays for diluting large flammable gas leaks or
instantaneous releases which require a correspondingly large scale arrangement of water
sprays. The following shall be born in mind:
• A small water spray may not dilute to below the LFL but only increase the volume of
pre-mixed cloud;
• The performance of water sprays in diluting and controlling direction of gas clouds
reduces with increasing wind velocity;
• Water sprays are not suitable to act as an impenetrable barrier; they only dilute gas
clouds passing through them by mixing with air. Also they will not contain a high
velocity jet leakage if placed too close to the point of leakage;
• Portable gas detectors shall always be used to check on the effectiveness of water
spray containment or dispersal; and
• Once a decision to control the gas cloud by water spray has been taken, the
maximum quantity of water spray available shall be deployed as quickly as possible.
Gas which is vented through the mast riser from a tank pressure relief valve or by a manual
control valve may be similarly directed and/or diluted to below the LFL if sufficient water
capacity and pressure is available for this purpose; it is important that the jet spray does not
enter the mast riser vent where it may freeze due to the low temperature of the vented gas
and thus cause a restriction in the vent outlet.
Care shall also be taken to ensure that water sprayed on the vent mast riser does not
vaporise liquid within the riser forcing out a plug of liquid onto crew members below.
04.7.5 Precautions
Consideration of the available capacity of water spray will indicate the size of liquid (and
perhaps vapour) spills which may not be diluted to below the LFL and which therefore will
increase the volume of gas diluted with air into the flammable range in the immediate
vicinity.
Consideration may still be given to the protection of personnel or a potential ignition source
by deflection of the edge of the gas cloud around the vulnerable area - for example, vessel’s
accommodation, terminal electric sub-stations, process control rooms, etc.
Personnel conducting the controlled dispersion of flammable or toxic gas clouds and
checking the gas concentration shall observe the following:
Should it be required to enter a gas cloud to locate and isolate the source of a leakage,
lifelines shall be used and personnel kept protected by water sprays. A rescue team,
equipped with protective clothing and breathing apparatus, shall be ready for immediate
intervention.
The best refuge from potential fire, explosion or toxic hazard is within the vessel’s
accommodation or inside a designated pressurised safe shore building where there is
protection from radiated heat or explosion on ignition, and from toxic gas.
Consideration shall always be given to wind direction in deciding the safest escape route
(which is normally across the wind) and the safest under-cover protection.
The main aim of the crew shall be to try and contain the situation until outside assistance
reaches the vessel to carry out a full assessment of the situation.
When a failure of the main containment system is suspected, the Coast State authorities and
Company must be advised immediately.
• Weather conditions, present and forecasted for the length of the stay;
• Condition and position of the shore facilities mooring bollards relative to the vessel;
• Changing of the vessel’s draft;
• Tidal and river (where applicable) current ranges and velocity; and
• Vessel traffic in proximity to the shore facility and speed restrictions in affect.
In addition, the Master shall discuss the following with the shore facility prior to
commencement of cargo handling operations;
• The permissible deviation from the predicted conditions before a controlled stop of
operations is carried out; and
• If safety features, like auto-shut down, is build into the loading arm system.
Any variation of the predicted conditions shall be recorded, and the moorings shall be
frequently checked to maintain secure mooring at all times.
Should the vessel break away or threaten to break away from the berth during cargo
handling operations, there are three primary hazards that should be anticipated:
• Release of toxic and/or flammable gas;
• Collision with other vessels in the vicinity; and
• Grounding/stranding.
The following actions shall be considered:
• Activate the ESD system as agreed and inform terminal;
• Close manifold valves;
• Inform the Master and the Chief Engineer;
• Sound the alarm;
• Request tugboat assistance;
• Activate the fire squads, and man foam monitors and fire hose stations;
• Alert the engine room to start the main engine;
• Disconnect the cargo hose/loading arm if safety permits;
• Activate gas alarm precautions;
• Explore the possibility to employ additional mooring ropes with external assistance;
• Activate the SMPEP or if in U.S waters the VRP; and
• Inform the Company.
Jettison shall only be carried out after a risk assessment has been carried out and
authorization has been received from the Company.
04.10.2 Procedure
The discharge overboard of cargo from amidships manifolds shall be carried out:
• Through hose(s) connected to the manifold(s) used for the discharge. All other
manifolds shall be flanged and fully bolted;
• Hose(s) shall be lowered as close as possible to the sea level and properly rigged;
• The vessel moves astern against the wind. At approximately 8m/sec relative wind
speed from astern the superstructure and afterdecks shall remain clear of the
resultant cargo vapour cloud and spray;
• Engine sea suctions in use shall be on the opposite side of the discharge, if possible;
and
• The use of a stern discharge line, if fitted, for the purpose of emergency discharge is
not recommended.
04.11.2 General
Here are some sound points to remember when abandoning the vessel:
1 Put on as many layers of warm clothing as possible, including foot protection, making
sure to cover head, neck, hands and feet. Fasten, close and/or button up clothing to
prevent cold water flushing through the clothing.
3 If the immersion suit does not have inherent flotation, put on a lifejacket and be sure
to secure it correctly.
4. If time permits all persons shall, before boarding the survival craft or in any case
immediately after boarding, take some recommended anti-seasickness medicine in a
dose recommended by the manufacturer. Seasickness will interfere with one’s
survival chances as vomiting removes precious body fluid, and seasickness in
general makes one more prone to hypothermia and impairs the will to survive.
5. Avoid entering the water if possible, e.g. board davit-launched survival craft on the
embarkation deck. If davit-launched survival craft or other means of dry embarkation
are not available, use over-side ladders or, if necessary, use a rope or a fire hose for
lowering.
6. Unless it is unavoidable, do not jump into the water from a height greater than 5
meters. Try to minimise the shock of sudden cold immersion. A sudden plunge into
cold water can cause rapid death, or an uncontrollable rise in breathing rate may
result in an intake of water into the lungs.
If it becomes necessary to jump into the water; check area below for obstruction;
keep elbows along the side and cover nose and mouth with one hand while holding
the wrist or elbow firmly with the other hand. Avoid jumping onto the liferaft canopy or
jumping into the water astern of a liferaft, in case the vessel has some remaining
headway.
When jumping wearing a lifejacket, the jacket must be firmly kept down to avoid
injuries to nose and neck.
7. Once in the water, whether accidentally or by abandoning, try to locate the vessel,
lifeboats, liferafts, other survivors, or other floating objects. In cold water, violent
shivering and great pain may be experienced. These are natural body reflexes that
are not dangerous. Take, however, action as quickly as possible before the full use of
hands is lost; button up clothing, turn on signal lights, locate whistle, etc.
8. While afloat in the water, do not attempt to swim unless it is to reach a nearby craft, a
fellow survivor, or a floating object to hold onto. Unnecessary swimming will “pump”
out any warm water between the body and the layers of clothing, thereby increasing
the rate of body heat loss.
In addition, unnecessary movements of your arms and legs send warm blood from
the inner core to the extremities (arms and legs) and thus to the other parts of the
body. This can result in very rapid heat loss. Stay calm and take up a good position
to prevent drowning.
9. The body position you assume in the water is also very importing in conserving heat.
Try to float as still as possible - with legs together, elbows close to the side, and arms
folded across the front of your lifejacket. This position minimises the exposure of the
body surface to the cold water. Try to keep the head and neck out of the water.
10. Try to board a lifeboat, raft or other floating platform or object as soon as possible in
order to shorten the immersion time. Remember: the body looses heat many times
faster in water than in air. Since the effectiveness of clothing insulation has been
seriously reduced by water soaking, shielding from wind to avoid a wind-chill effect
becomes important.
Once onboard a lifeboat, shielding can be accomplished with the aid of a canvas
cover, a tarpaulin, or an unused garment. Huddling close to the other occupants of
the lifeboat or raft will also conserve body heat.
11. Keep a positive attitude about survival and rescue. This will improve chances of
extending survival time until rescue comes. A strong will to live does make a
difference!
Constipation
Bowel action will be reduced or even stop when taking little or no food. Treatment is normally
not required for this condition - in fact laxatives will do harm.
Swollen legs
Swelling of the legs is a common occurrence in a boat and continues for a few days after
rescue. The condition subsides by itself without treatment and it can partially be relieved by
the exercises recommended for immersion foot,
Diagnosis
Feet become white, numb, cold and frequently are slightly swollen. When returned to the
warmth, the feet become hot, red, swollen and usually painful.
Prevention
Every effort shall be made by survivors to keep their feet warm and dry. Shoe laces shall be
loosened; the feet shall be raised and toe and ankle exercises encouraged several times a
day. When possible, shoes shall be removed and feet kept warm by placing them under the
armpits, but outside the clothing, of another occupant of the life-raft or boat. Alternatively,
unwanted spare clothing may be wrapped around the feet to keep them warm. Smoking
shall be discouraged.
Each vessel shall have instructions in place close to the operation panel of the
(S-)VDR containing information on how to save the data in case of an incident.
05.2 AVAILABILITY
Information contained in a VDR shall be made available to Administrations (Flag and Coast
State) and the Company and will be used during the subsequent investigation to identify the
cause(s) of the incident.
No information from the VDR system shall be released to any 3rd. party without written
authorization from the Company’s Fleet Director or his replacement.
• Collision between own vessel and a fixed object. This includes, but is not limited to, a
jetty, any part of a lock or quay;
• Collision between own vessel and another vessel, regardless of the state of
operation of own vessel;
• Upon request from the Fleet Director or his replacement;
• In case of a “navigational” near miss;
• In case of abandonment of the vessel during an emergency. (Only when time and
other responsibilities allow to do so); and
• Any other abnormality whereby the VDR data could be helpful during the
investigation.
The data carrier, which contains the saved VDR data (e.g. memory card or CD) shall be
forwarded to the Company by the following means only:
• Hand carried; or
• DHL shipment, next business day delivery
06 EXPLOSIONS
Reference: Chapter No. 03.9, “Fire/Explosion” in the SMPEP or SOPEP
07 FIRE
07.1 GENERAL
Fire onboard vessels can soon develop into a very serious situation and the capability and
effectiveness of the crew will decide the success of fire fighting attempts. Such success will,
for a large extent, depend upon:
• The initial reaction time to start fighting the fire;
• Fire doors and other doors in alleyways are kept closed at all times or will close
automatically by sounding the alarm;
• The effectiveness of the applied fire fighting techniques including the choice of
extinguishing medium;
• Effectively closing off fuel supplies to engines and separators (thus all quick- closing
valves are operable at all times);
• Isolating the fire and stopping the supply of oxygen to the area (stopping forced
ventilation and closing all openings); and
• Controlling and securing (including cooling down with water) boundaries in all
directions.
The above shall be an integral part of all fire drills and the Master shall ensure that a
continuous improvement is recorded by every drill; hence documentation and thorough
evaluation of the drills are required.
Reference: Chapter No. 03.7 3.6., “Drills and Exercise Program”
• Is any member of the crew at risk and if yes, what are the barriers?
• Is the cargo at risk and if yes, what are the barriers?
• Can the fire reach tanks or pipelines containing flammable liquids and if yes, what
are the barriers?
• Can the fire reach any essential control station and if yes, what are the barriers?
• Can the fire be fought successfully by the vessel?
The fire fighting strategy and a possible decision to abandon the vessel will depend upon
how secure the barriers are or can be made by the resources available onboard.
In any case the Master shall ensure that all the required port specific communication
contacts are available to the OOW.
By changing draft, the OOW shall make sure that that the fire wires are kept in the correct
position at all times (if required).
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP01 Fire in
Accommodation”
Any parts of the cargo system shall be protected from radiant heat by water sprays.
In spaces protected by a fixed fire fighting installation e.g. paint locker, this system shall be
used enabling other fire fighting resources to concentrate in protecting the cargo
containment system.
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP04 Fire on deck
non-cargo”
A guiding principle of liquefied gas fire control is that the attack shall be made as early as
possible and be as full and determined as resources permit. In many circumstances,
however, the optimum strategy is initially to concentrate the available effort on curtailing the
spillage and protecting the surroundings while allowing the liquefied gas fire to burn out. This
avoids the hazards of flash re-ignition of vapour, possibly over a large area.
In the case of a liquefied gas fire, a large amount of vapour is produced from the liquid and
that considerable heat is emitted from the fire.
Normally, liquefied gas fires shall not be extinguished until the source is, or can quickly be,
shut off immediately after the fire is extinguished. An exception is if the fire is threatening
other systems e.g. a pressure vessel.
A water jet shall not be directly applied to liquefied gas since the rate of evaporation and the
size of the vapour cloud will be increased. An exception to this would be trying to protect the
vessel’s steel structure from a low temperature liquid leak.
Dry chemicals are effective for extinguishing a fire. However, since this agent has little
cooling effect, there is the possibility of continued vapour formation with the potential
occurrence of re-ignition by hot objects in the vapour cloud. It is therefore important to cool
all affected areas prior to extinguishment and until the gas has dissipated.
Extinguishing agents such as carbon dioxide and Novec are effective for fire fighting in cargo
compressor/pump rooms.
Fire at a tank vent outlet can be extinguished by stopping or diverting the release of vapour,
or, if necessary, by injecting inert gas in to the vent riser or by directing dry chemical powder
or a copious water spray into the emergent water vapour stream.
Liquefied gas pool fires which involve a major quantity of cargo spillage, or occurring within
damaged tanks, might be extremely hard to control. Such fires would be intense and
secondary fires on deck and within other spaces could result. Fire fighting in these
circumstances shall be concentrated on cooling exposed surfaces minimising the possibility
of the fire spreading to unaffected. When the pool fire has become exhausted, all available
fire fighting equipment can then be used to extinguish any secondary fires.
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP05 Cargo fire on
deck”
Should a fire at the terminal occur, the OOW shall activate the ESD and start preparation for
uncoupling the cargo hose.
08 GROUNDING/STRANDING
Reference: Chapters Nos. 3.6.1 through’ 3.6.6 in the SMPEP or SOPEP.
09 COLLISIONS
Reference: Chapters Nos. 3.6.1 through 3.6.6 in the SMPEP.
In the event of excessive ingress of liquids to the bilges the following shall be carried out:
Where the source or system for any reason cannot be isolated, emergency repairs shall be
considered.
Reference: Chapter No. 020, “Containing Hull Leakages’ in this Manual” and Emergency
Procedure binder, Bridge, CCR or Engine room “EP13 Major flooding”
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP16 Emergency
stop main engine”
• Description of any damage to the vessel that can influence the towing passage;
• Any limitations in vessel’s ability to accept and heave the towing line;
• Emergency towing system fitted on board;
• Whether to secure vessel’s rudder in the amidships position;
• Optimal trim for the passage;
• The tug’s bollard pull; and
• Where and how to connect the towline.
• Disembark some of the seafarers not required for the salvage operation;
• Cargo, oil and ballast tanks are monitored carefully;
• Special measures to preserve cargo;
• Cargo transfer;
• Entry into enclosed spaces shall be covered by entry permit unless salvors are
wearing BA sets;
• PPE requirement;
• Smoking regulations;
• Hot work in gas dangerous areas;
• Atmospheric measurements; and
• Daily meetings salvor/vessel
015.6 RESPONSIBILITIES
Even in a case where a salvage contract has been concluded and the salvor carries out the
salvage operation, the Master continues to be responsible for the persons onboard, hull.
outfit, and the cargo. Therefore, the Master shall use his professional judgment to ensure a
safe and effective execution of the salvage operation.
The Master shall not interfere with the salvage operations unless actions are taken that are
deemed to be detrimental to the safety of the crew, vessel, cargo and the environment. In
these cases, the Master shall inform the salvor of any concerns and if such concerns are not
taken into consideration by the salvor, the Master shall present a written protest to them.
However, if immediate assistance from a salvor is necessary, the Master shall endeavor to
first obtain contracted hourly or daily rates for assistance from the salvage vessel. If not
successful, the Master may contractually enter into the Lloyd’s Standard Form of Salvage
Agreement.
The Master shall advise the Company of actions taken as soon as possible when no prior
consent was obtained. In all cases, the Master shall use full discretion and professional
judgment to initiate actions aiming at saving human life and minimizing of damage to
property and environment.
To ensure that the salvage operations are properly documented to support the Company’s
position at the subsequent salvage arbitration, the Master shall open a salvage file and
record the following items during the salvage operations:
• Details of how the contract was requested, the salvor’s response and any comments
made before signing the LOF with or without a Special Compensation P & I Clause
(SCOPIC);
• Dates and times of the vessel’s request for salvage services, the arrival of the
salvage party, exact time of signing of salvage contract, starting of the salvage
operations and completion of the operation;
• Exact details of salvage vessel(s);
Name of vessel;
Imo number;
Flag;
Home port;
Bollard pull.
• Total towing distance;
• Immediate emergency measures taken to protect the vessel;
• Conditions, such as weather, wind, waves, tide, current, temperature, sea water
temperature, atmospheric pressure when the incident occurred and continuously
thereafter until end of the salvage operation;
• Exact vessel position when salvage services were requested and salvor arrived to
provide services and proximity to the coastline, or other geographical features around
the vessel;
• Possible salvage alternatives offered or suggested by the vessel;
• Details of the following:
Number of salvage personnel active at any time;
Working hours of the various types of salvage personnel;
Number and type of salvage boats and their movements;
Type and quantity of main equipment and machinery in use;
Any cargo jettisoned, transferred internally or lightened;
• Protest or comments about the salvage operations made by the Master;
• Any assistance to the salvors by vessel’s crew;
• Use of the vessel’s machinery and equipment for what purpose and for how long;
• Use of the vessel’s stores; and
• Any damage done by the salvors to the vessel or its equipment in connection with the
salvage operation.
If the Master is unable to contact the Company before taking action, the Company shall be
informed about the actions taken as soon as possible.
If a Company vessel becomes involved in performing salvage services to another vessel, the
Lloyd’s Standard Form of Salvage Agreement (LOF – copy found in the SMPEP or SOPEP)
shall be used.
After completion of operation, the Master shall obtain a signed statement from the Master of
the salvaged vessel, or person in charge of the property to which the salvage services have
been rendered.
The statement shall detail the nature and extent of the salvage services, including
acknowledgment of the fact that the salvaged property is safe and no further assistance is
necessary.
The Engineer's Log shall detail fuel or Engine Room gear, equipment or stores lost or
consumed by salvage operations.
Reference: Chapter No. 01.2, “Master’s Overriding Authority” in the HR Fleet Manual
015.10 DOCUMENTATION
The Master shall open a file where a log of all events are chronologically recorded which can
be of influence for any later potential disputes regarding of the Company’s vessel
performance. This shall be in addition to the required log entries.
• Pilot boarding;
• A last attempt to save the vessel or crew from a disaster; and
• Lifting off a seriously sick or injured person where no other means of transport are
available.
The Officer-in-Charge shall ensure the operating area is kept clear and safe. Correct lighting
and signals shall be switched on prior to nighttime operations.
Reference: International Aeronautical Maritime Search and Rescue Manual – IAMSAR and
Guide to helicopter/ship operations of ICS.
017 STOWAWAYS
Reference: Ship Security Plan, SSP
018 PIRATES
Reference: Ship Security Plan, SSP
019 TERRORISM
Reference: Ship Security Plan, SSP
The plugs shall preferable be machined from a soft type of wood, e.g. pine and hammered
firmly into the hole. As soon as the wood is soaked with water it will swell, and provided the
hole is reasonably regular in shape, the leakage may be greatly reduced or even stopped.
If the area is gas free and in order to secure the plug, a steel strap can be welded over it or
even better still, use the top of a gas container (acetylene/oxygen/nitrogen).
Weld
Steel Cofferdam
The pads can be used to a draught of approximately 20 meters, provided the free openings
less than 600mm. When placed in position, the pad is secured in place using special
permanent magnets which are delivered with the pads.
The pads have with success been used to close sea chests temporarily while emergency
repairs have been carried out to sea valves. These openings are ideal as the grid gives
support for the pad.
The pads can be delivered to any size, and standard sets are available to be carried on
board for emergency use. The pads can be re-used a number of times depending upon the
stress they have been exposed to.
MIKO Permanent
PAD
Magnets
Aluminium profiles are placed over the packing once the canvas has been put in position
and these will be secured by shooting nails through the profiles, packing and the shell
plating. The gun used can penetrate 25 mm steel plates.
Large areas can be covered, but draft and the size of the free opening in the shell will put
certain pressure limitations on this solution.
A A
VIEWA - A
Rubber Packing
Shellplating
If a diver is available the application is relatively simple. The leakage must in any case be
under pumping control.
Shell
Rubber
packing
Such repairs are also in most places very expensive and the fitting may be time consuming.
Again the main idea is to be able to construct a steel cofferdam over the damage area and to
be able to apply so much pressure on the cofferdam that it will seal off the major part of the
leak. Temporary pipes fitted with valves will be used to let the leaking water escape until the
cofferdam has been fitted exactly in place and secured.
The vessel frames and longitudinals will be utilized to secure the cofferdam. If possible the
securing in place will be done by welding, but if this is not possible one has to consider a
bolted connection or to cover the entire cofferdam in concrete and secure in this way. In
principle, limitations are only governed by the space in which it has to be fitted and the
weight one is able to handle.
On the sketch below, we assume that the leakage from the crack has been brought under
pumping control allowing personnel to work inside the tank in question. The vessel is
trimmed astern and the closing plate No. 1 is fitted and welded to the bottom plate and the
two longitudinals. Then the closing plate No.2, fitted with a pipe and a closing valve (the
diameter of the pipe will depend on the leakage experienced) is welded in place, completing
the lower weld up to above the pipe first. Then the top plate (3) is welded in place and the
weld in the forward pipe is closed.
Bottom longitudinal
Crack/opening 3
1 2 2
Bottom longitudinal
Aft Forward
Bottom plating
3 Bottom longitudinal 3
3 3
Bottom longitudinal
Steel
Cofferdam
Aft Forward
Bottom plating
Below is an example of a long opening in the bottom plating. A channel consisting of several
sections are produced and placed over the opening. It is welded to the transverse frame and
the longitudinal bulkhead. Sealant is used to subdue the leakage along the bottom plating.
The various sections of the channel are welded together as far as possible. The rest of the
welding is done in place. The channel is secured on top by steel bars welded to the bottom
longitudinals. When the leakage has been reduced as far as possible, the concrete is
poured.
Longitudinal Bulkhead
Concrete.
If welding is possible (water stopped from outside by canvas, mattresses, etc. ), the concrete
and the channel shown above will be replaced by steel plates on top of the longitudinals,
slotted and welded to the flange and reinforced by steel profiles transversely welded to the
plate(s)
01 POLICY
Company policies are collected in Chapter 02 of the Main Quality Manual
02 RESPONSIBILITIES
02.1 SHEQ MANAGER
The SHEQ Manager shall:
• Participate in formulating and maintaining the Company’s health, safety, and
environmental standards and through regular visits and audits to the vessels
ensure that these standards are maintained;
• Ensure that minutes from the vessels’ Safety Committee (SC) meetings are
submitted from all vessels in a timely manner;
• Review the meeting minutes for content, consistency and best practices, and
identify needs for additional training;
• Ensure that visit reports are submitted in a timely manner after visits to the
vessels by shore personnel; and
• Review the visit reports for content, consistency and best practices, identify
needs for additional training and prepare timely feed-back to the vessels; and
• Initiate corrective action as and when required.
Reference: SHEQ Manager’s full job description in the Job Description Binder, Office
02.2 MASTER
The Master shall ensure that relieving Safety Officers are informed and updated about all
aspects of the vessel’s safety management, including monthly SC meetings and any
ongoing safety issues requiring special attention and/or corrective actions.
The Master shall through proactive verification and monitoring of onboard activities ensure
that:
• That the Safety Officer is familiar with, and is fully competent to perform the
responsibilities of the position;
• Work permit system, risk assessment management and continuous hazard
identifications are implemented and enforced;
• All Officers lead by example in all matters concerning safety, health, the
environment and quality;
• Meetings of the SC are conducted in an effective manner, identify best
practices and promote safety awareness; and
• Weekly safety/hygiene inspections of the accommodation areas are carried out
in an effective manner.
The Safety Officer has the authority to stop any activity which according to his professional
judgment has a too high potential to cause an accident (intolerable risk).
Reference: Chapter No. 012.2.6.3, ˝Quarterly Review˝ in the main Quality Manual
The Committee has an advisory role towards the Master and it is expected that the Master,
when agreeing with items raised, is responding swiftly. If the Master, on the other hand, does
not agree to any comments or advice made by the Committee, the Master shall explain
clearly motives for the decisions made. Any disputes between the SC and the Master in
decision made, may be brought to the DPA for resolution. Depending on the agenda for the
meeting, the number of participants may be increased. The following points shall be on the
agenda for each meeting:
Minutes from all meetings shall be prepared and handed over to the Master who in turn shall
include his comments to items raised. A copy of the SC report including master’s comments
shall be forwarded to the SHEQ Department. Items for which feedback from the Company is
expected shall be highlighted. The appointed safety representatives from vessel’s three (3)
departments shall in addition to their tasks as committee members, ensure to:
Serious Near Misses Incidents or Accidents related to the lifeboats shall be reported to the
Company without delay. Malfunction and serious damage to the lifeboats shall be reported
to the Classification Society and/or the Flag Administration.
04.1.2 Lifeboat, Free fall
At least once every 3 months during an abandon vessel drill, the crew shall board the
lifeboat, properly secure themselves in their seats and commence launch procedures up to
but not including the actual release of the lifeboat (i.e. the release hook shall not be
released.) The lifeboat shall then either be free-fall launched with only the required
operating crew onboard, or lowered into the water by means of the secondary means of
launching with or without the operating crew onboard. In both cases the lifeboat shall
thereafter be maneuvered in the water by the operating crew.
At intervals of not more than six months, the lifeboat shall either be launched by free-fall with
only the operating crew onboard or simulated launching shall be carried out in accordance
with the IMO guidelines in MSC.1/Circ. 1206 and MSC.1/Circ. 1207. Inspection of the free
fall lifeboat shall be part of the security and stowaway search.
Before launching the lifeboat for training purposes, the Master shall ensure that a Risk
Assessment is carried out. Only by low risk shall the launch be carried.
Rescue boats other than lifeboats shall, as far as reasonable and practical be launched
every month with its assigned crew and maneuvered in the water. In any case this shall take
place at least once every three months.
04.6 GRINDING
Abrasive grinding always requires a hot work permit if not carried out in the engine room
workshop. The required PPE shall be used, and sparking shall be shielded as much as
practically possible. Additional work permits will be required when working aloft, outboard or
in enclosed spaces. Dust from grinding certain types of paints may cause lung diseases,
and filter masks shall therefore always be worn.
Reference: Chapter No. 05.3.9, ˝Hot Work˝ and 5.5.3, “PPE, Requirements” of this Manual
04.9 ASBESTOS
Asbestos may not necessarily represent a particular danger if it is sealed. However when
touched or worked with (sawing, drilling, etc.) hazardous fibers are released. These fibers,
when inhaled, represent a serious health hazard. Areas where asbestos are present on-
board Company vessels shall be clearly marked on drawings. Working with asbestos
requires special training and equipment. Breathing apparatus alone does not give the
required level of protection, and therefore no seafarer shall work with asbestos on any of the
Company’s vessels.
Below systems are considered to be energized systems when meeting above conditions:
• Cargo tanks and piping systems;
• Pumps;
• Heat exchangers;
• Boilers;
• IGS systems
• Evaporators and condensers;
• Air receivers and bottles;
• Gas cylinders and;
• Electrical switchboards, motors and cables
Reference: Chapter No. 017, “Machinery room safety” in the Engine Room Manual
• In stairways;
• In the galley;
• In store rooms; and
• In private cabins.
• during meal times
Smoking is only permitted: In designated smoking areas and private working areas (such
areas shall not have doors that leads directly to open decks)
05 PREVENTIVE ACTIVITIES
05.1 HAZARD IDENTIFICATION
05.1.1 General
Most accidents are due to a sudden and unintentional release of energy (direct cause). Such
a direct cause can be set off by (surfaces causes):
• Unsafe behaviour; and/or
• Unsafe situation/condition.
All unsafe behaviours and situations/conditions shall be reported in the respective systems
(non-conformity and/or near miss, both when appropriate).
Prior to commencement of any activity, individual seafarers have the responsibility to ensure
all potential hazards connected to the activity are identified and mitigated as far as practical.
Reference: Chapter 06.5, ˝Safety Objectives˝ in the Investigation and Analysis Manual
Working in areas where one or a combination of the above are or may be present, should be
discussed during a work planning (toolbox) meeting and may require a Risk Assessment and
/ or a Work Permits
Subject Meaning
Hazards What are the sources of potential harm
Consequences What is the result if it does go wrong
Likelihood / How realistic is it that something may go wrong
probability
Severity How much harm would be caused if it did go wrong
Risk assessment is designed to do what seafarers have always done, that is to determine if
a job can be done safely with the available resources.
The need to record this process assists in the planning, supervision and encourages safe
practices.
• Work Permits ;
• The need for detailed Risk Assessments;
• Special consideration taken for extraordinary events, which are not day to day
routine tasks; and
• The need for safety briefings on the working level that addresses the practical
issues associated with carrying out specific task.
The ‘Work Planning Meeting’ form shall be used to list all the routine and non-routine jobs
being planned for the day using the below sequence:
Step What to do
Step 1 Describe the jobs, location, personnel involved and person in charge
Step 2 Identify the Hazards and Possible Consequences associated with each job
Step 3 Evaluate and Identify Existing Risk Controls in place for each job
Step 4 Evaluate the Probability for each job
Step 5 Evaluate the Severity for each job
Step 6 Evaluate the Risk Level for each job
Step 7 Decide if a detailed Risk Assessment is required for any of the jobs
If existing Risk Control Measures (those that are listed in the Risk Assessment Library and in
company procedures, manuals, and etc.) for specific jobs are adequate and all Risk Levels
in the work place are found to have an acceptable level, i.e. ‘Low’, a Detailed Risk
Assessment is not required.
STEP 1:
Page one / Worksheet one.
State general information on the vessel, location, date of the risk assessment.
STEP 2:
Page two / Worksheet two.
Determine all relevant potential incidents/accidents and hazards for each step. Keep in mind:
every step has normally a number of hazards.
Entry into enclosed spaces Probability, Severity, Result Assessment Probability, Severity, Result
STEP 3:
The Risk Matrix is to be used to determine the probability and severity of each hazard
defined in Step 2.
Probability: define how likely it will be that a certain hazard will be present.
Severity: define the consequence if a certain hazard will be present. The consequence
differs per hazard. For example the consequence of the hazard “oxygen deficiency during
enclosed space entry” is personal. The consequence of the hazard “oil spill” during
bunkering operations is environmental.
to result
Unlikely.
A rare combination of
factors would be MEDIUM
2 required for an incident
2
4
6 8 10
to result
Probability
Possible.
Could happen when
additional factors are HIGH
3 present but otherwise
3 6
9
12 15
unlikely to occur
Likely.
Not certain to happen,
but an additional factor
4 may result in an
4 8 12 16 20
accident
Very Likely.
Almost inevitable that
an incident would SERIOUS
5 result
5 10 15 20
25
1–6 May be acceptable, however, review task to see if risk can be reduced further.
8-12 Task should only proceed with authorization of the master.
15 - 25 Task must not proceed. It should be redefined or further control measures put in place to reduce risk.
The result obtained from the risk matrix is to be filled in the assigned column.
The result or risk will automatically appear.
Entry into enclosed spaces Probability, Severity, Result Assessment Probability, Severity, Result
STEP 4:
Mitigating factor(s) / precautions are to be defined for every hazard which has been
assessed as being “medium risk” or “high risk”.
Entry into enclosed spaces Probability, Severity, Result Assessment Probability, Severity, Result
STEP 5:
When all mitigating factors / precautions are defined; the risk matrix is to be used to
determine the probability and severity of a hazards after hazard mitigation / precautions have
been implemented.
Keep in mind that the severity of hazard will not change after implementation of mitigating
factors / precautions as if goes wrong, despite the mitigating factors / precautions, the result
will be still the same. Only the probability that the hazard occurs will reduce due to mitigating
factors / precautions resulting that the risk will be reduced.
The result obtained from the risk matrix are to be filled in the assigned column.
The result or risk will automatically appear.
Entry into enclosed spaces Probability, Severity, Result Assessment Probability, Severity, Result
STEP 6:
Fill out the final level of risk assessed on the first page / worksheet. Take the highest result
after mitigating factors / precautions have been taken.
STEP 7 :
Tick the required Personal Protective Equipment or other safety equipment to be worn and
the additional safety precautions to be taken when the task will be carried out.
Working gloves Boiler suit Safety shoes Safety glasses Safety helmet Safety harness SC BA
Welding gloves Face shield Welding apron Ear protection Dusk mask Personal gas detection Welding shield/glasses
Filter mask Portable radio Life buoy Safety torch Life jacket Other: Other:
Emergency
procedures C alibrate equipment Lock out / Tag out C heck drawings External regulations Blank lines C lean work area
C heck adjacent
spaces Fifi equipment No cargo operations Purge system ISPS regulations Weather conditions Sea conditions
Safe access Fall prevention Ladders / scaffoldings Secure work area Display day marks De-pressurize system Liquid free system
STEP 8:
The author whom completed the risk assessment and the person approving the risk
assessment should sign the risk assessment. Documents, industry guidelines or other
documentation used during the risk assessment process should be recorded under
“References”.
STEP 9:
A copy of the risk assessment is to be send to the office for registration purposes. The risk
assessment will be added to the company’s Risk Assessment Library and fleet wide
distributed.
In order to identify and evaluate risks of the majority of the vessel’s operations, the company
has conducted an inventory of shipboard operations and developed a sample RA Library.
These sample Risk Assessments can be useful as a starting point as input to the Work
Planning Meeting or Detailed Risk Assessments, and additional measures appropriate to the
particular situation should be identified during the toolbox / work planning meeting.
The notes contained within sample risk assessments are aid memoirs only and the actual
physical and processes implemented as control measures must be specific and directly
related to the planned task.
Standard risk Assessments available as per the Risk Assessment Library in STAR IPS.
05.2.7 Responsibilities
05.2.7.1 Master
The Master shall ensure by random verification that the hazard identification activity and the
Risk Assessment process is carried out as per requirement and shall approve all standard
vessel specific Risk Assessment and ensure that these are laminated and filed for future
use.
The Master shall approve risk assessments except in the following cases for which office
approval is required:
• Hot-work outside the engine room
• Hot-work inside the gas engine room
• Non explosion proof equipment (camera’s) inside the gas zone
Reference: Chapter No. 014, “Management of Change” in the Main Quality Manual
05.3.1 General
Work permits shall be used whenever an activity may result in a hazardous situation which
may place human life, the integrity of the vessel, its cargo or the environment at risk.
05.3.2 Responsibilities
05.3.2.1 Office approval request for hot work and camera permits
In the following circumstances an office approval request is to be forwarded to the company :
• Hot-work outside the engine room
• Hot-work inside the gas engine room
• Non explosion proof equipment (camera’s) inside the gas zone
Both the superintendent as the SHEQ Department shall review the approval request. No
work is to be undertaken until formal approval is given by the office.
05.3.2.2 Master
All Work Permits shall be approved by the Master. In doing so the Master shall verify that all
potential hazards in connection with an activity have been identified and that adequate
measures have been taken in order to minimize the risk to a level As Low As Reasonably
Possible (ALARP).
If any of the conditions affecting the activity changes during the work, the Chief Engineer or
the Chief Officer shall be alerted immediately.
05.3.2.5 Individuals
Individual participants shall ensure;
• That all required permits are in place before commencing work;
• All required PPE is being used;
• Work is carried out exactly as planned;
• Keeping an eye on other members in the team; and
• Reporting any near misses.
Tags shall not be attached to removable parts, and shall be made of a material that is
durable for the environment in which it is used.
• DO NOT START
• DO NOT OPEN
• DO NOT CLOSE
• DO NOT REMOVE
05.3.7 Validity
Work permits shall under no circumstances be given a longer validity than six (6) hours.
When a permit becomes overdue, a completely new permit shall be made and re-approved
by the Master.
05.3.8 Revoking
Hot work in the engine room workshop shall only be carried out when this can be undertaken
with no flammable materials in the vicinity of the work place.
The SMT shall meet with the Diving Supervisor and discuss the mitigation measures taken.
• If the vessel is in port and alongside a shore facility, permission from the shore
facility shall be obtained. If required, the port authority and/or coast guard shall
be informed, and the diving operation shall be suspended if other vessels are
approaching or passing.
•
05.3.12 Work Permit, Pressurized Systems
When working on pressurized systems a person well acquainted with the system shall as
part of the Risk Assessment ensure that:
• The system is completely de-pressurized;
• The power source for charging the systems is tagged and locked-out at the
switchboard/local panel; and
• The supply line from the power source (if applicable) is completely isolated from
the system by a blind flange or by removing a piece of pipe.
A work permit for working on de-energized systems is required for non-routine jobs.
All such work requires a work permit. The work shall only be carried out by a
competent person.
05.3.15 General
The following permits are used in connection with entry into enclosed spaces:
In to tanks and cofferdams also the following are considered as enclosed spaces in
addition:
• Air receivers;
• Boilers;
• Chain lockers;
• Condensers;
• Exhaust ducting
• Forecastle spaces with chain lockers where ventilation cannot be started from
outside the compartment;
• Sewage plants;
• Other areas where there may be a potential lack of oxygen or presence of toxic
gases.
A separate enclosed space entry permit is to be prepared for every single enclosed
space.
A number of the above hazards may be more severe when the vessel is heavily rolling and
pitching.
If the enclosed space is a cargo tank, the following additional measures shall be taken:
• The inert gas line shall be blanked off and tagged (unless used for ventilation, in
such cases the line must be physically isolated from the inert gas generating
plant); and
• The refrigeration plant shall be tagged and locked-out.
There shall be a stand-by at the fixation point of the vessel and he shall keep a look out for
other vessels’ movement in the vicinity that can cause a potential problem.
The following items, but not limited to, shall be on the agenda:
• Vessels schedule;
• Weather forecast;
• Port operations and preparations;
• Cargo Operations;
• Engine room and deck maintenance;
• Work requiring permits; and
• SHEQ related items.
The meeting shall be logged in the Deck Logbook without the requirement for minutes of the
meeting to be kept. The available checklist shall be used as guidance only.
In case any of the participants cannot attend the meeting due to work or rest hours, he shall
be briefed by his immediate colleague on the items discussed as soon as he returns to duty.
In addition to the above general meeting, a tool box meeting shall be carried out prior to an
activity requiring a Work Permit.
* Seafarers are required to purchase the safety shoes themselves and bring these
on board. The expenses will be reimbursed by using the Form, ˝.Declaration of
Costs˝
Only Company supplied PPE (or via Manning Agency, see below) shall be used on board.
05.5.2 Requirements
PPE shall be used according to the company specific PPE Matrix:
06 VESSEL EQUIPMENT
06.1 PORTABLE EQUIPMENT, GENERAL
Before work is commenced using any portable power tools, the following shall be
checked:
• The required Work Permits are in place;
• The equipment is fit for the intended work;
• The equipment is fit for use at the intended location;
• The equipment and all its connection and parts are free from
defects; and
• The operator is familiar with its operation and limitations.
After use, the equipment shall be cleaned and returned to its storage location.
Defected equipment shall be clearly marked as such and shall not be used until
repaired by a competent person.
All portable and fixed equipment used for repair and maintenance falls under the
responsibility of the Chief Engineer.
Only approved portable lamps or torches may be used in non gas-free atmospheres.
Regarding welding equipment, see Chapter No. 10 of this Manual.
Before use it shall be ensured that the equipment is in proper operational condition
with safety devices in place.
Operators shall use the required PPE as required by Chapter No. 5.5.3.
07 GAS CYLINDERS
07.1 GENERAL
The following applies to all gas cylinders:
• All gas cylinders shall be clearly marked and colour coded;
• Cylinders shall be securely stored and not being able to move in heavy
weather;
• Cylinders shall not be rolled over the deck.
07.2 PRECAUTIONS
The following general precautions shall be observed when using oxygen and
acetylene cylinders;
• Cylinder valves, controls and associated fittings shall be kept free from oil, grease
and paint. Controls are not to be operated with oily or greasy hands;
• Gas shall not to be taken from cylinders unless the correct pressure reducing
regulator has been attached to the cylinder outlet valve;
• Acetylene cylinders shall:
Not be used for welding at a pressure exceeding one atmosphere, as it is liable
to explode;
Be stored, moved and used in the upright position;
• Non return valves shall always to be fitted adjacent to the torch in the oxygen and
acetylene lines;
• When a back fire has occurred, the valves on the oxygen and acetylene cylinders
shall be closed immediately. Should the acetylene cylinder become hot it should be
moved to the open and kept cool, either by immersion or copious amounts of water
and stop valve fully opened. If this cannot be done with safety, jettison the cylinder
overboard keeping it attached to a line e.g. a heaving line;
Gangway and accommodation ladders shall be inspected before they are rigged.
When boarding is done at anchorage or pilot station, a life buoy with line shall be
available for immediate use at the railing and persons boarding shall wear a life vest.
When boarding during periods of heavy swell, the vessel may require maneuvering in
order to protect the boarding party.
Reference: Chapter No. 4.10, “Drug & Alcohol” in the HR Fleet Manual
09.1.1 Inspections
The following inspections shall be carried out to ensure that the health and welfare
conditions of the seafarers are maintained at a high level:
Personnel engaged in the preparation and serving of food on board shall in addition
observe the following:
• A person diagnosed as suffering from an infection or contagious disease and
diarrhea shall report to the Master and not be allowed to work in the galley,
pantry or other food handling areas;
• Cuts and bruises causing bleeding shall be reported to the Master and be
covered;
• Hands frequently washed with soap; and
• Clean clothing shall be worn daily.
The Chief Cook shall further ensure that there are no:
• Rotten fruit and vegetables; and
• Expired food or drinking articles, thus applying the principle of “first in - first
out”
Proper color coded cutting board must be used for food preparation of various food items.
The following industry standard color coding must be used:
Different types of knives should be used for fish, meats and vegetables. On completion of
cooking, cutting boards and knives must be cleaned thoroughly.
Frying fat used for food preparation must be regularly replaced since the fat deteriorates
during use which causes significant health risks. The interval of replacing frying fat is
depending on the use and the Chief Cook should check the quality of frying fat with test
strips on a weekly basis. Frying fat is to be replaced when the test reveals that the fat is not
suitable for further use.
Such review shall be reported to the Company as soon as possible and if at all
possible before any activity is commenced.
Additional hazards that shall be included, but not be limited to, are the following;
• High temperature and humidity;
• Influence of the sun on unprotected body parts including the head;
• Dehydration;
• Extra fatigue;
• Freezing temperature;
• Frost bite on unprotected skin;
• Cold hands and feet restricting mobility;
• Extreme environmental conditions:
• Electrocution by electrical equipment;
• Restricted visibility;
• Being hit but waves (if present on deck);
• Extreme slippery surfaces;
• Entry into an enclosed space using SCBA.
• Difficulties entering and leaving the space;
• Limited mobility inside the space;
• Difficulties passing through openings inside the space;
• Restricted visibility due to moisture within the mask.
The Chief Engineer and Chief Officer shall also ensure that:
• Chemicals shall not be mixed unless it is positively confirmed that it is safe to do
so;
• Unmarked containers shall not be used unless it can be confirmed what the
content is;
• The manufacturer’s instructions for use are followed;
• The users are or have been made aware of all potential health hazards; and
• Required PPE are being used.
Chemicals, solvents and thinners shall only be stored in one or more of the following places:
• Paint locker;
• In drums secured on open deck;
• In dedicated containers; and
• In an approved dedicated chemical storage area in or adjacent to the engine
room.
Protective chemical resistant goggles, gloves, eye wash and apron shall be available
wherever chemicals are stored.
Regarding precautions against Hydrogen Sulfide, (H₂S). see Chapter No, 9.12 9.10
below
If entry into the tank or working on any of its piping system is necessary a test for H₂S and
explosive gases shall be carried out.
MSDS for H₂S shall be available onboard and all seafarers shall be made aware of the
extreme toxicity of this gas.
Exposure to H₂S at relative short intervals at concentration above 700 ppm can be fatal.
Reference: Chapter No. 020, ˝Potable Water˝ in the Engine Room Manual
• Check that the bonding, earthing and circuit protective devices of the mains supply
to the welding equipment are in good order;
• Inspect electrode holders, cables, plug, sockets, clamps and earthing device. Any
defects such as damaged or worn parts shall be replaced;
• Inspect insulating mats and stands for any damage; and
• Check the availability of a local switching arrangement or device for rapidly cutting
off current from the electrode should the operator get into difficulties and also for
isolating the holder whilst electrodes are being changed.
If it cannot be determined what type of coating has been used, the coating in the area
to be welded shall be removed to a distance of approximately 100mm. from the area
of heat application.
When engaged in cutting outside the engine room workshop, the operator shall wear
the PPE as mentioned in Chapter 010.3.2 above.
013 PAINTING
013.1 PAINTING, GENERAL
Paint containing chemical solvents is irritating and may be harmful to eyes, airways and the
skin. Vapors released from chemical solvents are flammable and may cause fires and
explosions. Enclosed or interior spaces shall be well ventilated prior to and during the
painting process, and until the paint film has dried.
• The rubber gaskets shall not be painted; any paint discovered on the gasket
shall be removed;
• Excessive gaps between the gasket ends shall be avoided and repaired upon
discovery;
• Periodically a chalk test shall be performed on all watertight doors to ensure that
the knife edge makes contact with the entire door gasket;
• Ensure that all dogs or closing assemblies move freely and close securely; and
• Routinely lubricate all watertight door fittings and hinges to ensure ease of
operation.
015 BATTERIES
Battery compartments shall be kept adequately ventilated to prevent accumulation of
dangerous gases. The door to the compartment shall be kept locked when unmanned.
Further, the following shall be observed; Only experienced persons shall be working with the
batteries;
• Smoking and any type of open flame is prohibited and the entrance door shall be
marked accordingly;
• Lighting fittings shall be properly maintained at all times, with protective glasses
in position and properly tightened;
• No unauthorized modifications or additions shall be made to electrical
equipment;
• Any electrical equipment used in the compartment shall be intrinsically safe;
• The compartment shall not be used as a storage compartment;
• The batteries shall be kept firmly fixed to avoid movement in heavy weather; and
• Proper PPE shall be used when exposing the electrolyte of the batteries.
The heat supplied to or released from the substance in changing from one state to the other
is called latent heat. A further explanation can be found in the “Liquefied Gas Handling
Principles” (SIGGTO).
For liquefied gases, the solid state is not of interest since this can only occur at temperatures
well below those at which the liquefied gas is carried.
The transport of CO2 is an exception as this will form a solid if the pressure drops beyond a
certain point`.
Graphical presentation of these properties is available for all the principal liquefied gases
carried by sea and some of these presentations are reproduced in the Data Sheets of
Appendix 1 of the ICS Tanker Safety Guide (Liquefied Gas).
FREEZING
MELTING
EVAPORATION CONDENSATION
SUBLIMATION
The IMO IGC Code indicates products by their “chemical name”. In case of any doubts about
the name of the cargo to be loaded, and therefore their suitability for loading, enquiries shall
be made to Charterer/Company and or shipper/agent.
The MSDS and SIGGTO publication on “Liquefied Gas Handling Principles” and the “Tanker
Safety Guide” contains more information of chemical properties.
The venting of cargo vapours shall therefore be avoided as much as possible. However, if
the venting of cargo is unavoidable, it shall be done with utmost care and only after having
done a risk assessment to evaluate the potential hazards involved, e.g.:
• Flammability;
• Health hazards;
• Reactivity;
• Corrosivity;
• Low temperature effects; and
• Pressure.
Failure of engines where boil-off normally is consumed or failure of the liquefaction plants
lead to high cargo tank pressures. However for not LNG carriers this is a very unlikely case.
This requires two liquefactions plants not able to operate which is considered double
jeopardy. Another possibility is limited to no power supply to operate the liquefaction plant is
also very unlikely due to the spare auxiliary engine installed.
For an LNG carrier normally consuming the boil-off, a higher pressure in the cargo tanks can
occur when the ship is kept idle (engine not running) for longer time. The occasion of higher
than normal pressure inside the cargo tanks of a LNG tanker are more likely. The
overpressure can be reduced to a normal pressure level by simply start to operate the
engines.
Pressure release
Pressure can be released when pressure of the cargo tanks becomes almost equal to
design pressure via the relief valves through the vent mast into the atmosphere. This is an
uncontrolled release of vapour, but protects the mechanical integrity of the cargo tank itself.
A controlled release of vapours can be done by sending out vapours through the vent mast
to atmosphere in a controlled way. This must be done in a safe area (open sea) and
according venting procedures.
Also there might be an opportunity to release the overpressure in the cargo tanks via the
vapour connection to a shore terminal able to liquefy the gas or to flare the gas. This solution
is most safe and with the minimum environmental impact. However the change of releasing
vapours in a harbour area should be carefully evaluated.
The cargo specific hazards, fire fighting procedures and fire fighting media can be found in
the relevant MSDS and “Tanker Safety Guide”.
Toxicity Toxicity is the ability of a substance to cause damage to living tissue, including
impairment of the nervous system. Illness or, in extreme cases, death may
occur when a dangerous substance inhaled, taken orally or absorbed through
the skin.
Asphyxia For survival the human body requires air having a normal content of about 21 %
oxygen. A gas-free atmosphere, however, with somewhat less oxygen can
support life for a period of time without ill-effects being noticed. The
susceptibility of persons to reduced oxygen levels vary but at levels below
about 19%, impaired mobility and mental confusion rapidly occur. At levels
below 16%, unconsciousness takes place rapidly and, if the victim is not
removed quickly, permanent brain damage and death will result.
Anesthesia A patient suffering from exposure to a narcotic product can be unaware of the
dangers around him. Narcotics result in ill-effects to the nervous system. The
sensations are blunted, clumsy body movements are noticeable and distorted
reasoning occurs. Prolonged exposure to narcotics may result in loss of
consciousness.
Frostbite The extreme coldness of some liquefied gases is, in itself, a significant hazard.
If the skin is exposed to severe cold, the tissue becomes frozen.
The cargo specific hazards can be found in the relevant MSDS and “Tanker Safety Guide”.
Reaction with LPGs such as propane and butane may form hydrates under certain
water (Hydrate conditions of temperature and pressure in the presence of free water. This
formation) water may be present in the LPG as an impurity or may be extracted from
the walls of the tank if rust is present.
Reaction with air Some cargoes can react with air to form unstable oxygen compounds which
could cause an explosion. The IMO Code requires that these cargoes are
either inhibited or carried under blanket of inert gas.
Reaction with Certain cargoes can react dangerously with one another and must be
other cargoes prevented from mixing. This is normally achieved by using separate piping
and vent systems, and separate refrigeration equipment for each cargo.
(see also Care shall be taken to ensure that this segregation is maintained.
compatibility To establish whether or not two cargoes will react dangerously, the data
table) sheets for both cargoes shall be consulted. This question is also covered in
various national regulations, which also shall be observed.
Reaction with The data sheets indicate all materials which shall not come into contact with
other materials the cargo.
Reaction can occur between cargo and shipboard generated inert gas. E.g.
CO2 content in inert gas can generate carbonate formation with ammonia.
Reaction can also occur between compressors lubricating oils and some
cargoes, which may result in damage to the compressors.
Reactivity of specific cargoes can be obtained from the relevant MSDS and the “Tanker
Safety Guide”.
Care shall, however, be taken to ensure that unsuitable materials are not introduced into the
cargo system. Any changes introduced into the cargo system including new types of
materials are subject to the Management of Change procedures.
Brittle fracture Most metals and alloys become stronger but less ductile at low
temperatures.
Normal shipbuilding steels lose their ductility and impact strength rapidly
below 0°C. For this reason, care shall be taken to prevent cold cargo from
coming into contact with such steels; the resultant rapid cooling would make
the metal brittle and would instantaneously cause cracking in the affected
area.
Spill Spill from a pressurised container is initially different in that the escaping
liquid is at a temperature not greatly different from ambient temperature, but
the liquid is released from its containment pressure down to ambient
pressure. Extremely rapid evaporation takes place, the necessary latent
heat being taken primarily from the liquid itself which rapidly cools down to
its temperature of vaporisation at atmospheric pressure. This is called flash
evaporation and, depending upon the change in pressure as the liquid
escapes from its containment, a large proportion of the liquid may flash off
in this way.
If the cargo is stored for any length of time and the boil-off is removed,
evaporation can cause a slight increase in density and a reduction of
temperature near the surface. The liquid at the top of the tank is
therefore marginally heavier than the liquid in the lower levels. Once
stratification has developed, rollover can occur.
Rollover, in either a ship or shore tank, can result in boil-off rates ten
times greater than normal, causing over-pressurization, the lifting of relief
valves and the release to atmosphere of considerable quantities of
vapours or even two-phase mixtures.
Ice formation Low cargo temperatures can freeze water in the system leading to
blockage of, and damage to, pumps, valves, sensor lines, spray lines
etc. Ice can be formed from moisture in the system, purge vapour with
incorrect dew point, or water in the cargo. The effects of ice formation
are similar to those of hydrates, and antifreeze can be used to prevent
them.
Particularly hazardous cargoes such as ethylene oxide and propylene oxide may be carried
below their boiling point to reduce boil-off and increase safety. In such cases the tank
pressure is maintained above atmospheric with nitrogen padding.
When handling Liquefied gases as cargo the following pressure related items shall be taken
into account:
HIGH AND LOW Pressure above and below the design range can damage a system,
PRESSURE and operating personnel shall be aware of any pressure limitations.
EFFECTS
Pressure surge Great care shall be taken during the start or a change in any cargo
operation where the flow of cargo is commenced / stopped or varied
which may generate a surge of pressure in the cargo lines.
Pressure system In pressurised systems, with the cargo at ambient temperature, there
is normally no external frosting to indicate the presence of liquid or
vapour anywhere in the system. Checks shall be made for the
presence of high pressure vapour or liquid by gauges and test cocks
before opening valves etc.
Cargo tank pressure Cargo tank pressure shall normally be maintained above atmospheric
pressure to prevent the ingress of air and the possible formation of
flammable mixtures.
Liquid gas sampling Liquid gas samples shall not be placed in containers which cannot
withstand the pressure created by the sample at the highest ambient
temperature expected.
Pressure relief valves Pressure relief valves depend on accurate setting of the opening and
closing pressure for effective operations.
Reference: Chapter No. 010.1.2.2, “Loaded passage, heavy weather, sloshing” in this
Manual
The responsibility for carrying out the cargo system maintenance rests with the Chief
Engineer and Chief officer.
Maintenance on any part of the cargo system that has contained, or may still contain, cargo
liquid or vapour shall only be undertaken following detailed work planning including a work
permit.
Full maintenance records of all work carried out on the cargo system shall be maintained.
The records shall be such that the maintenance history of each item of the cargo system
equipment can be easily traced.
Reference: Chapter No. 05.3, “Work Permit System” in the Health and safety Manual
• Prior to starting a deepwell pump, it shall be turned manually to ensure that pump
and shaft are free to move;
• The pump shall be started with the discharge valve either fully closed or very slightly
open to minimise the starting current and also reduce the potential for a pressure
surge;
• At no time shall the pump be allowed to cavitate or run dry as this will reduce pump
lubrication resulting in damage;
• Heaters, if fitted, shall be used to maintain insulation resistance when the pump is not
in use;
• During periods when the pump is not in frequent use the shaft shall be rotated daily
to prevent damage to the thrust bearings caused by vibrations; and
• When necessary the use of antifreeze to prevent the freezing of any water
contaminant within the pump, fittings or bearings during the carriage of refrigerated
cargoes shall be considered.
Reference: Chapter No. 8,11 4.11, “Loading, Use of Antifreeze” in this Manual
02.2.2 Maintenance, cargo equipment, Cargo pumps, booster and deck mounted
pumps
For booster or deck mounted pumps, the following additional precautions shall be followed in
addition to the relevant precautions listed above for deepwell pumps:
• Before starting, the pump must be adequately primed, either by cargo pressure from
a tank pump or from pressure within the tank itself;
• If necessary the pump shall be cooled to working temperature before starting;
• Any sliding feet shall be kept free and well lubricated; and
• Coupling guards shall be maintained in good condition.
The pumps shall be started with the discharge valve either closed or very slightly open in
order to limit the starting current and minimise possible pressure surge in the line.
Immediately on starting, a check shall be made of the running conditions - current, suction
pressure, discharge pressure, flow, etc.
• Increase the vapour pressure in the cargo system, during for example inerting and
purging;
• Equalise vessel and shore pressures before loading pressurised cargoes; and
• Prime deck mounted pumps in the reliquefaction.
At no time shall liquid cargo be drawn into the compressor suction or vapours allowed to
condense in the cylinders, crankcases or separators as this can cause damage to the
compressor.
Prior to start up it is important to verify that no liquid has condensed inside the compressor.
Any drain valves shall be closed. The crankcase heaters and other heaters, if fitted, shall be
used. On start up the suction valve shall be opened slowly in order to avoid sudden loading
of the compressor.
Lubricating oil and filters shall be clean. The required grade of lubricating oil shall be used
taking into consideration the cargo temperature as recommended by the manufacturers.
After ammonia cargoes the lubricating oil in the crankcase shall be changed to prevent
cargo contamination.
All pressures shall be monitored during operation for any abnormality which may indicate the
presence of incondensible gases or machinery defects.
During maintenance, attention shall be paid to cut-outs, gas tight bulkhead seals, crankcase
seals, suction filters and flange joints.
02.4 MAINTENANCE, CARGO EQUIPMENT, HEATERS AND
CONDENSERS
Sea water heaters and or condensers are particularly at risk if not maintained and operated
correctly, especially when the other medium is liquefied gas at low temperature.
The sea water circuit shall be established and operational before the liquefied gas circuit is
opened. This is to prevent the sea water from freezing causing serious damage to the
exchanger. If possible two independent working pumps shall be available for the water flow
through the exchanger.
Upon completion of the cargo operation, the water flow through the exchanger shall be kept
running run sufficiently long to ensure that all liquid cargo left in the exchanger is completely
evaporated.
After water flow through a cargo condenser has been established but well before the cargo
compressors are started, it shall be ascertained if water has penetrated into the gas side of
the condenser system.
Checking shall be carried out by opening up any drain cocks at the bottom of the
condensers or alternatively by opening a drain cock in the condensate return line.
Whenever the presence of water is discovered from one of these outlets no cargo vapours
shall be permitted into the condenser. Before the cooling plant is started a leaking
condenser shall be adequately repaired or completely segregated from the cargo and
cooling water system.
Many exchangers, particularly sea water in-line heaters, are protected by a low temperature
trip that shall be set according to manufacturer’s instructions and be tested as required.
Due to the temperature differentials that can exist across the two parts of the exchanger,
correct operating and maintenance procedures shall be followed at all times ensuring safe
operation with maximum operating life span. Corrosion, erosion, thermal stressing etc. will
shorten the service life of the exchanger.
All exchangers shall be pressure tested at regular intervals (refer to PMS) with the date and
pressure stencilled on the equipment. The medium used (N2 or cargo) shall be noted in the
maintenance record.
Excluding the operational aspects of valve setting etc. the following maintenance and safety
precautions shall be observed:
• Portable handles shall be provided and maintained for actuated cargo valves to be
opened and shut manually;
• Control valves shall be checked frequently for correct operation over their entire
range, particularly the closing and closed position. All valve indicators shall be
correctly set or calibrated and easily seen from the operating position;
• Any leakage from joints, flanges, glands etc. shall be rectified immediately;
• All valves shall be regularly maintained. Materials used in the maintenance shall be
compatible with all types of cargo and either equal or exceed original design
specification;
• Any pressure relief mechanisms provided for valves shall be maintained and set
correctly;
• Non-return valves shall be fitted correctly;
• All seals shall be maintained in good condition. Damaged seals shall be replaced;
• If excess flow valves require to be replaced, the replacement valve shall be of similar
flow specification; and
• All valve instrumentation and associated equipment shall be functioning correctly.
Cargo tank filling valves shall be tested at intervals not exceeding one week.
03 TANK PREPARATION
03.1 TANK PREPARATION, TANK INSPECTIONS
When tanks are open for inspection, the following shall be addressed:
Tank inspection dates and any observations made or repairs done shall be noted in the
vessel maintenance system.
Tank entries, inspections and opening and closing times of the lids shall be noted in the
vessels cargo log.
References:
Chapter No. 05.3, “Work Permit System” in the Health and Safety Manual
Chapter No. 01.20, “Maintenance, Tanks and Void Spaces” in the Maintenance, Dry docking
and Repairs Manual
Vessel specific procedures for tank drying including equipment operating and maintenance
instructions can be found in the cargo system manuals.
Spaces surrounding type C independent tanks shall be filled with either dry air or be inerted.
Any special requirements from the terminal or the port authority/port state shall be complied
with.
Once the cargo system and tanks are fully inerted, the following conditions which are
specified in the voyage instructions shall be met:
• The dewpoint shall be at the required level considering the temperature of the cargo
to be carried.
Vessel specific procedures for tank inerting, including equipment operating and
maintenance instructions can be found in the cargo system manuals.
A log shall be kept with regular readings of oxygen content at different levels.
In order to comply with the presentation requirements, it will be necessary to displace the
inert gas in the system with the vapours of the cargo to be loaded. It is a general
requirement in the liquefied gas trades for the chemical industry to reduce the oxygen level
in the cargo system to 0.2% -0.1% by volume. It will be therefore a matter of cost efficiency
to decide if this oxygen level will be reached during the nitrogen inerting operation or during
purging with cargo vapours.
• The relevant gas concentrations in the tanks and lines shall be monitored regularly;
and
• Deck areas shall be monitored for the presence of flammable or toxic gases. When
the inerting or purging operation takes place in port the precautions to be observed
are in line with those required for cargo operations.
When venting to atmosphere is permitted at sea, the operations shall be stopped if:
• Flammable or toxic vapours are detected on deck and/or around the accommodation;
and
• It becomes apparent that the vapours being emitted are adversely affecting other
persons/installations in the vicinity.
Venting to atmosphere shall not recommence until the conditions have been confirmed safe
to do so.
Venting to atmosphere shall not be initiated or carried out in still air conditions (relative wind
velocity below 5 metres/second).
• Find suitable location for gassing up, clear of traffic separation scheme’s with space
to manoeuvre;
• Turn vessel in such a way that wind is blowing from the side (100-120 Dgr relative),
steam backwards if necessary;
• Line up to blow vapours, top out via top purge line to vent mast;
• Shut down accommodation ventilation;
• Use personal protective equipment according to the product to be carried;
• Start venting nitrogen, taking regular measurements of vol% on all sample points;
• If not able to maintain course/wind direction stop venting and reposition the vessel
before resuming;
• If top sample reaches 98 % by volume, gas stop venting tanks;
• If pressure drops below 0.1 bar before tank is fully gassed up, stop operation,
resume voyage and let the product heat up again to pressurise tank and restart
venting after the pressure has been allowed to build up sufficiently;
• Gas up lines, compressors and condensers, using vessel’s compressors and
opening and closing the necessary valves; and
• Depressurise piping system and open all drains to make sure no liquid is left in the
piping system
03.4.2 Tank preparation, gassing up, monitoring operations
• During any inerting and purging operation, the relevant gas concentrations in the
cargo tanks and system shall be regularly monitored;
• During purging operation the relevant gas concentrations in the tanks and lines must
be monitored regularly.
• Sampling of cargo tank atmosphere shall take place at different levels and all tanks
being inerted or purged must be monitored;
• Line samples shall also be taken to confirm that undesirable gas concentrations are
being reduced throughout the whole system; and
• Records of monitoring operations shall be maintained also to identify areas where
there may be problems in reducing gas content.
All operations of inerting and purging, including sampling and monitoring shall be recorded in
the Cargo Operations Log Book.
03.5 TANK PREPARATION, COOL-DOWN
When refrigerated cargo shall be loaded, the tanks shall be cooled to reduce the possibility
of structural damage to the tanks and pipelines due to high thermal stresses and excessive
tank pressures.
The operation can be carried out in simultaneously with purging using incoming cargo
vapours. The procedures for cool-down listed in the operating manual shall be implemented.
The maximum cool-down rates for the tanks and permissible temperature differential within a
tank must be known prior to commencement of the operation. If applicable, details may be
found in the operating manual or in data from the builders. In any case, the temperature
difference between top and bottom shall never exceed 20°K.
Cooling down of cargo tanks (not including deck tanks) shall never be done with a gradient
of more than 10°K per hour. Pumps shall be rotated manually with an interval not exceeding
10 minutes in order to closely monitor smooth turning of the deepwell pumps.
The rate at which cargo liquid is introduced shall be controlled to maintain the tank within the
permissible temperature gradients.
During the cool down process as cargo liquid is introduced to the tank via the spray bars or
bottom loading lines, large amounts of vapour will be produced by the rapid evaporation of
the liquid and the tank pressure may rise rapidly. There may be a delay between the
introduction of the cargo liquid and the rapid rise in pressure. The delay in the pressure rise
may be between 5 and 10 minutes. If during that period further cargo liquid has been
introduced a condition of uncontrolled venting through the tank safety valves may arise. The
tank pressures shall be monitored throughout the cool-down process and shall not be
permitted to approach the maximum pressure operating limit.
Cargo liquid shall not be introduced into a tank which is approaching the limits of
temperature or pressure.
Additional liquid must only be introduced to the tank when both temperature and pressure
are in a controlled state.
When the boil off vapour is being drawn to the vessel’s reliquefaction plant, the discharging
temperatures of the compressors shall be monitored. The temperature of the compressor
discharging will rise in the presence of incondensibles remaining from the inert gas. The
compressors’ high temperature cut out switch, if fitted, shall be correctly set if required by the
gas being used.
As the compressors’ discharging temperatures approach their maximum operating level, for
either the machinery or the gas being used, the incondensibles shall be vented from the top
of the reliquefaction condenser.
If venting is not permitted, the rate at which cargo liquid is being introduced to the tanks shall
be reduced or stopped and the boil off vapours returned to the shore via the vapour return
line.
The cool-down shall continue until liquid begins to form in the bottom of the cargo tanks.
Monitoring of the bottom temperature sensor will indicate when liquid is beginning to form.
When the tanks are at operating temperature, all associated pipe work not used during the
cooling of the tanks shall be cooled by circulating cooled vapour and then liquid.
During cool-down, problems may be experienced from residues of inert gas or moisture left
by poor purging.
04 LOADING
04.1 LOADING, GENERAL
All loading operations shall be undertaken according to the vessel’s operations manual.
Before loading any liquefied cargo, the atmosphere in the cargo tanks shall be suitable for
the cargo which is to be loaded. Specific instructions will be issued by the Charterer to
comply with the presentation clauses indicated in the charter party. On occasions when the
vessel is on a time charter, voyage and cargo instructions may be issued directly to the
vessel from the charterer.
In cases where the charterer has indicated that the cargo to be loaded is similar or
compatible with the previous cargo carried in the tank, all liquid shall be drained from the
tanks and the tank pressure reduced to be slightly higher as atmospheric pressure before
arrival at the loading berth.
This is not required when the vessel is trading on consecutive voyages for the same
charterer and carrying the same cargo. In such cases the vapour and liquid remaining on
board after the previous discharging shall be cooled. This will enable the vessel to load a
greater quantity of cargo.
04.2 LOADING, TANK FILLING LIMITS
Cargo tanks shall be filled according to the requirements of the IGC Code as amended.
The permitted maximum tank filling limit and the required pressure relief valve setting for
each cargo the vessel is certified to carry shall not be exceeded at any time.
If the 98% alarm is overridden this is only to be done with the Masters consent and a note
of this is to be made in the vessel’s cargo log.
Any malfunction to the tank level alarms shall be recorded in the vessels cargo log. All
efforts for immediate repairs are to be undertaken.
A cargo tank loading limit certificate according IMO-assembly resolution A.829(19) to allow
loading limits (98%) of the cargo to be accordance with paragraph 15.1.5 of the IGC shall be
made available.
References: Chapter No. 1.3, “Liquefied Gas, Potential Hazards, Venting” in this Manual
The Ship Shore Safety checklist shall be completed in close cooperation with shore
personnel. The OCIMF recommended Ship Shore Safety Checklist shall be used. The
vessel must offer the Company provided checklist when the shore provided checklist does
not comply with the OCIMF standard. A remark shall be made on the shore provided
checklist if the use of the company checklist is refused.
The responsible officer shall in close cooperation with the terminal representative decide the
required interval for repetitive checks; however this interval shall not exceed four (4)
consecutive hours.
Both vessel’s staff and terminal representatives shall sign the Ship Shore Safety Checklist
for accomplishment of the repetitive checks. The vessel’s staff shall at all times sign for
accomplishment of the repetitive checks carried out by themselves; despite the fact that
shore representatives refuse regularly to do so.
The loading operation shall be carried out according to the approved cargo operation plan.
Any deviation from such plan shall be recorded and the Master informed. The company’s
Operations Department shall always be contacted in case of cargo discrepancies of more
than 0.5%.
If at any time during the loading operation, the Officer in charge considers that a particular
situation jeopardises the safety of personnel, the vessel, cargo and/or the environment, the
operation shall be stopped immediately using the stopping procedure agreed with the
terminal.
The loading operation shall also be stopped if any cargo leaks from the shore loading arm,
the vessel / shore connection or any of the vessel’s lines and valves are detected.
The operation shall not be restarted until the problems have been satisfactorily resolved.
Cargo loading may be carried out using either a shore vapour return line or the vessel’s
reliquefaction plant, or both. Whatever method is used, details shall be recorded in the
Cargo Operations Log Book.
If the compressors are operated during loading they shall be stopped prior to topping off a
tank to prevent liquid ingress to the compressor suction and to facilitate accurate cargo
measurement.
When loading takes place without a vapour return line, the vapour which is generated by the
incoming liquid shall be liquefied by the vessel’s reliquefaction plant and together with
overcoming the heat gain through the tank insulation may leave little capacity for actually
cooling the cargo.
Loading rates may be higher when a vapour return to the shore is fitted as the shore
reliquefaction plant is normally of a higher capacity than that of the vessel.
The vapour return to the shore shall not be used, unless the vessel is instructed otherwise in
writing by the shipper or charterer.
At terminals where there is a significant distance between the shore storage and the vessel,
the cargo may be raised in temperature by:
This may result in considerable vapour generation in the cargo tanks onboard leading to a
rise in tank pressure. The tank pressures shall be monitored at regular intervals.
The use of the top spray rail during loading will result in some of the cargo vapour in the tank
condensing, which will help maintain a stable tank pressure.
During normal operations the tank pressure shall be maintained at least one bar below the
maximum relief valve setting. In case the vessel’s compressors are run, one shall take into
account the cargo temperature, checking the theoretical pressure at this temperature for the
cargo involved. If, for any reason, this may not be possible, the Charterer shall be advised.
Chapter No. 1.3, “Liquefied Gas, Potential Hazards, Venting” in this Manual
04.5 LOADING, INCONDENSIBLES
Following a purging operation with inert gas, considerable quantities of incondensable may
be present in the vapour drawn from the tanks. When a shore vapour return line is used, the
majority of the incondensable will be returned to the shore flare. Without the vapour return
the incondensable will have to be vented from the condenser’s incondensable separator, if
fitted, or from the compressor’s vent. When carrying out this operation great care shall be
taken to ensure that cargo vapours are not inadvertently vented to atmosphere as well.
The compressor discharging temperature shall be frequently monitored for any rise as this
may indicate the presence of incondensable.
As the incondensable are vented the condenser pressure and discharging temperature will
drop. This will allow the venting to be reduced by control of the vent valve until it can be
closed completely.
If no other option remains in port, vessels staff may consider sending back incondensable to
the vessel’s tank using a condensate return line.
04.6 LOADING, CHANGING TANKS
During loading when liquid flow is diverted from one tank to another, the valves on the
receiving tank shall be gradually opened in such a way to allow cargo to flow at a slower rate
to reach the desired topping-off level. The valves of the tank shall be fully open before the
valves of filled cargo tanks are closed. This operation shall be carefully planned with the
terminal representative when dealing with remotely controlled valves.
04.7 LOADING, CARGO SEGREGATION
If two or more cargoes are carried simultaneously they are normally segregated from each
other to avoid contamination and, in some cases, chemical reaction. If segregation is
needed to avoid contamination, shippers’ requirements regarding the degree of segregation
necessary shall be observed. If the same piping system has to be used for different cargoes
great care shall be taken to ensure drainage and purging, if necessary, between cargoes.
Separate reliquefaction systems shall be used for each cargo, if possible. However, if there
is a danger of chemical reaction, it is necessary to use completely segregated systems at all
times. In such cases, regulations require “positive segregation”, i.e. by means of removable
spool pieces or pipe sections.
If in doubt whether two cargoes are reactive, the data sheets for each cargo shall be
consulted and advice sought from shippers or other authority. If this advice seems
inconclusive, the cargoes shall be treated as incompatible requiring “positive segregation”.
Positive segregation:
Segregate the cargoes by means of positive segregation utilising removable spool pieces
or pipe sections. This restriction shall equally apply for liquid, vapour, stripping and
condensate return lines including the refrigeration system, booster pumps and heaters.
Confirm separately when cargo systems are fully segregated by means of positive
segregation.
Cargo levels in tanks being loaded shall be controlled at frequent intervals and when tanks
are loaded simultaneously, the incoming cargo in each tank shall be stopped off at different
levels to prevent simultaneous topping-offs.
As agreed with the loading terminal, the loading rate may be reduced to the agreed level for
the topping off of each single tank.
The level of completed tanks shall be frequently monitored to prevent any overflow through a
leaking valve.
As a tank nears completion large amounts of vapour are being produced by the boiling liquid
and the bubbles created will apparently increase the volume of liquid in the tank. For an
accurate measurement of the cargo level, the closing of the vapour line from the tank will
reduce the bubbling effect and allow for a more accurate reading of the liquid level.
Tank pressures and temperature shall be monitored frequently and recorded at least every
hour throughout the loading.
04.9 LOADING, LOGGING
The Cargo log book (Port log) is in use in order to capture detailed information on all
important events during the port stay.
The information logged shall be seen as insurance against future claims. The information as
logged shall be sufficient to re-construct the entire operation.
Besides the pre-defined data, the following information shall be logged in the Cargo log book
(Port log):
On ships fitted with an online loading computer system, an hourly print out of the loading
condition is acceptable as a record in place of an entry in the Cargo Operation Log Book.:
• Cargo levels;
• Quantities;
• Pressures; and
• Temperatures etc.,
On completion of the operation, the computer prints shall be retained on board to enable
reference to the operation at a later date,
On vessels not fitted with an online loading computer, a flow report shall be maintained on
an hourly basis.
04.10 LOADING, COMPLETION
On completion of loading, vessel’s lines shall be drained to the vessel’s tanks or the
contents returned to shore.
When the loading lines are drained to a tank, the topping off level of the last loaded tank
shall allow adequate volume for draining of the lines.
The lines may be blown by injecting nitrogen into the loading arm. Compressed air shall
under no circumstance be used for this purpose.
When blowing the loading lines to shore, the vessel’s compressors may be used.
Prior to disconnecting the hose/hard arm, the vessel manifold (and shore) valve shall be
closed.
04.11 LOADING, USE OF ANTIFREEZE
Ice and hydrates may form on pumps shafts, valves etc. If this should arise, antifreeze
additives may only be used if this will not:
• Cause damage to any part of the cargo plant, e.g. the insulation around a
submerged cargo pump.
If practicable during the cool-down process, valves shall be operated frequently and pump
shafts turned manually to ensure they are free.
The approval of the shipper or charterer shall be received in writing before any antifreeze
additive is used.
Samples may be taken from both liquid and vapour phase and can potentially be drawn from
the cargo pump, bottom, middle and top sample points.
• Vessel’s moorings shall be carefully monitored to ensure that the vessels movement
are well within the working envelope of the arm;
• All transfer operations shall be stopped when drift or range alarms are sounded;
• The arms shall be free to move with the motion of the vessel; and
• The hose handling crane shall NOT be used for any purpose, unless agreed with
shore personnel and stated on the Ship Shore Safety Checklist.
The following is only applicable when the propeller shaft cannot be disengaged from the
main engine:
• The main engine shall NOT be turned with starting air while the loading arm is
connected; and
• The main engine shall NOT be started.
05 SPILLAGE
05.1 SPILLAGE, EMERGENCY PREPAREDNESS
Reference: Chapter No. 4.7, “Release of Cargo Vapours” in the Emergency and Salvage
Manual
06 LOADED PASSAGE
06.1 LOADED PASSAGE, CARGO MONITORING
06.1.1 Loaded passage, incondensibles
Incondensibles may still be present in the system as indicated by temperature and pressure
rise in the compressor and condenser. If venting is unavoidable, reference is made to
Chapter No. 05.3.
Reference: Chapter No. 1.3, “Liquefied Gas, Potential Hazards, Venting” in this Manual
06.1.2 Loaded passage, heavy weather
While operating the reliquefaction plant in heavy weather liquid cargo may be drawn into the
vapour return line and to the compressor’s suction.
However, some cargoes may be carried safely within the range specified for a particular
system if the sloshing forces are permissible; guidance shall be sought from the Company.
Any filling restrictions imposed on a vessel shall be clearly displayed in the Cargo Control
Room (CCR).
This may occur in calm weather when the cargo is not disturbed by the vessel’s motion.
As convective movements of the liquid are very slow, the upper levels of the cargo will be
cooled continuously, while the lower levels will not. This may result in the temperature rising
well above the required temperature for discharging.
The temperature difference between the upper and lower level of the liquid cargo shall be
kept to the minimum and the cargo circulation inside the tank can be optimised by returning
the condensate through both the top spray line and the tank filling line.
By maintaining the lowest temperature gradient in the cargo tank, the overall efficiency of the
reliquefaction plant will be enhanced.
These functions shall be met by reliquefying the cargo boil off and returning it to the tank
while monitoring the reliquefaction plant and cargo tank levels, temperatures and pressures.
Written instructions for cargo conditioning at sea shall be issued by the Chief Officer and
details of the operation recorded.
The reliquefaction plant shall be operated in accordance with the operating manual.
The same concept of verification can be applied to the Freon or Propylene coolant cascade
reliquefaction system.
Any deficiency in the system shall be recorded as findings in the plotting obtained.
The causes behind these findings shall be identified and rectified.
07 DISCHARGING
07.1 DISCHARGING, GENERAL
The discharging operation shall not commence until all pre-operational procedures and
checks together with the commencement of operations checks have been completed.
The Ship Shore Safety checklist shall be completed in close cooperation with shore
personnel. Refer to Chapter No. 4.3
The discharging operation shall be carried out in accordance with the approved cargo
operations plan. Any deviation from such plan shall be recorded and the Master shall be
informed.
Regarding aborting the cargo operation due to safety concerns and in connection with
emergencies, reference is made to Chapter No. 4.3
Cargo pumps are normally started with the discharge valve shut or nearly shut to reduce the
starting load on the motor and also to reduce the possibility of a pressure surge developing
at the start of discharge.
The normal method for discharging is by using the deepwell cargo pumps. To increase the
discharging rate in case the flow rate is restricted by excessive back pressure, the booster
pumps may also be used in series with the main cargo pumps.
All pumps shall be operated efficiently and in accordance with the manufacturer’s operating
instructions. OOW’s shall be familiar with the operating capabilities of the pumps onboard.
The optimisation of the cargo pumps performance during discharging is subject to the
understanding of their operation (pump performance curves) as plotted against the shore
back pressure curve. This is of particular importance when two or more pumps are run in
parallel.
In situations when the discharging rate has to be restricted, it is normally more efficient to
run e.g. two pumps on full capacity rather than three on reduced capacity. In addition,
throttling in of cargo pumps tends to transfer heat to the cargo and thus reducing the pump
discharging rate.
Throttling the delivery valve will transfer friction heat to cargo with consequent increase of
flash vapours.
Discharge rate shall not be reduced by circulating the cargo through the filling line as this will
increase the cargo temperature.
The correct operating procedure for the cargo pumps shall be available in the Cargo Control
Room (CCR).
07.3 DISCHARGING, USING THE BOOSTER PUMPS
The main cargo pumps shall be running, lines checked for leaks etc., and confirmation that
cargo is being transferred correctly from the vessel to shore shall be ensured before any
booster pump is started. The following shall be observed:
Liquefied hydrocarbon gases can dissolve in lubricating oil and this contamination may result
in inadequate lubrication of pump seals, compressors, etc. The solvent action of liquefied
gases on grease can cause degreasing of mechanical parts with the same loss in lubrication
of valves, etc.
In addition to its low viscosity, liquefied gas also has relatively poor cooling properties to
carry heat away from a shaft bearing. Any excessive heat will result in a relatively rapid rise
in temperature (specific heat of propane is about half that of water) thus the liquid will
vaporise when its vapour pressure exceeds the product pressure in the bearing.
Bearings in the intermediate pipes and wear rings of the deepwell pumps will be lubricated
by the liquid pumped.
The vapour will expel liquid from the bearing and result in bearing failure due to overheating,
therefore frequent checks of the pumps bearings are to be done during operations as per
vessels specific operations manuals.
The pressure in the cargo tanks shall be maintained positive throughout the discharging. If
the discharging rate is high, the pressure may drop if the boil off from the cargo is insufficient
to maintain the pressure. In such cases vapour shall be returned to tank either from
the shore via a vapour return line or by utilising the onboard vaporiser.
07.5 DISCHARGING, SEGREGATION OF CARGOS
When different grades are being carried, they may only be discharged simultaneously when
the pipeline system for each grade are completely segregated to avoid any possibility of
cross contamination or possible chemical reactions between grades. As a minimum
requirement, line blanks shall be used. Preferably any spool pieces shall be removed and
lines fully blanked.
Any instructions issued by the shipper with regard to segregation shall be complied with.
If it is necessary to use the same cargo pipelines to discharge grades consecutively, the line
shall be fully drained on completion of discharge of the first grade. If there is any possibility
of contamination or chemical reaction between grades, all common lines used during the
transfer shall be purged free of the previous grade’s vapour. A terminal representative or
independent cargo surveyor shall be requested to verify the purging process and provide
written authority to discharge the next grade.
07.6 DISCHARGING, COMPLETION OF
As a tank nears completion of discharge, particular attention shall be paid to avoid cavitation
in the pump. Normally the booster pump (if in use) shall be stopped as the line pressure
begins to drop and controlling the discharge by throttling the pump delivery valve. The
throttling-in must commence before the pump begins to lose suction. The discharging
pressure shall be maintained at the minimum recommended by the pump manufacturer. On
vessels with automatic stripping systems, a competent person shall be stationed at the pump
controls.
Except for vessels on consecutive voyages when a heel of cargo may be permitted to
remain onboard, cargo shall be stripped from the tanks to the extent possible. Additional
stripping after the cargo pump has been stopped may be possible by pressurising the tank
sufficiently to force out any remaining liquid.
When the pressurisation method is not successful, remaining liquid in a tank shall be
vapourised by introducing heated vapour from the compressors to the bottom of the tank or
use made of puddle heating system, if fitted.
The cargo strippings shall be collected in one tank, if available, before being discharged by a
pump, if possible, or alternatively discharged directly ashore after all other pumps have been
stopped. The system to be used for stripping shall be identified in the cargo plan.
The effectiveness of stripping shall be checked by monitoring the bottom tank temperature
probe and by taking bottom samples.
When it is known that change of grade operations shall be carried out during the ballast
passage, cargo vapours shall also be delivered ashore using the cargo compressors, until
the required minimum pressure is reached (generally 0.5 bar).
The carriage of any cargo heel in the tanks shall be authorised by the cargo shipper.
At no time shall an operating pump be allowed to run dry as the cargo normally provides the
lubrication and cooling for the bearings, seals and glands etc.
On completion of discharge all cargo lines shall be drained, and blown back with nitrogen if
necessary. Blowing with compressed air shall under no circumstance be done.
The vessel’s manifold valves and shore manifold valves shall be shut before disconnecting.
The correct closing of the manifold valves shall independently be checked by two persons.
Prior to disconnecting, the connection space shall be proven free of liquid and then
depressurised.
07.7 DISCHARGING, BALLASTING AND DEBALLASTING
During the loading and discharging operations it will probably be necessary to ballast or
deballast the vessel. The ballasting / deballasting operation shall be included in the cargo
operation plan.
During any ballasting or deballasting operations, the reduction in the vessel’s stability due to
free surface effect in slack ballast and cargo tanks shall be considered. The number of slack
tanks shall be kept to a minimum.
The loss of stability due to free surface effect shall be taken into account during the planning
of any cargo operation. In the cargo tanks, the magnitude of the free surface effect may
depend upon the shape of the tank and the level of cargo.
When the vessel is to proceed on a ballast voyage, or a voyage in a partly loaded condition,
the amount of ballast taken onboard shall be sufficient to ensure that the draught of the
vessel, particularly forward, is sufficient for the expected weather conditions during the
passage.
If the vessel is fitted with an approved computer system for stability calculations, the system
shall be subject to a 3-monthly test, comparing the outcome of a computer calculation to a
During cargo operations, the vessel shall not be exposed to any excessive list or trim and
shall remain in fully operational condition should an emergency evacuation of the berth be
required. This includes maintaining the rudder and propeller and any thruster tunnels at the
required levels of immersion to enable satisfactory operation.
The draft forward shall never be less than that required for a satisfactory operation of
emergency fire pump (if located forward) unless an alternative suction is arranged.
07.9 DISCHARGING, PRECAUTIONS WHEN ARMS ARE
CONNECTED
Reference: Chapter No. 4.13, “Loading, Monitoring loading Arms”
Manoeuvring and When mooring two vessels for STS transfer operations, the
mooring following shall be taken into account: weather conditions,
sea state, current, berthing principles, fenders, mooring
equipment and preparations, maneuvers under different
circumstances and nautical aspects.
Reference is made to the ship to ship transfer guide for liquefied gas.
Reference: Chapter No. 5.5.3, “PPE, Requirements” in the Health and Safety Manual
09 WORKING PERMITS
Reference: Chapter No. 5.3, “Work permit System” in the Health and Safety Manual
The oxygen analyser of the inert gas generator shall be calibrated by the vessel’s staff:
Prior to every use of the Inert Gas generator by means of nitrogen and ambient air.
Records of calibration of the oxygen analyser shall be made in the Official Integrated
Logbook.
In addition, all portable gas detection equipment shall be calibrated ashore annually by an
authorized company.
Irrespective of the type of equipment or its intended service, the following general
precautions shall be taken:
All personnel required to use gas detection equipment shall understand the operation
principles used by the detector. The manufacturer’s instruction handbook shall be
available for each unit;
Calibration checks shall only be carried out by competent personnel.
The composition of the calibration gas shall be known.
When oxygen detectors are calibrated for 21% oxygen it is essential that this is carried
out in clear air conditions;
Sufficient supplies of a required calibration and span gases shall be carried on board.
All sample lines shall be maintained in a clean and unobstructed condition such that a
leak tight connection can be made to the instruments;
The correct sampling point, upper / lower for the fixed gas detection equipment shall be
correctly set in respect of the cargo being carried;
If fixed gas detection equipment is installed in spaces used by personnel, the ventilation
systems shall be operational;
When using portable equipment care shall be taken to ensure that an adequate number
of samples are taken from different points verifying that the entire area is represented in
the readings taken;
Only equipment certified for use in gas dangerous zones shall be used;
Where fixed gas detection readouts are on the bridge or in the control room etc. care
shall be taken that the exhaust from the detection equipment is lead to atmosphere and
operating correctly;
Pumps, filters, flame screens, and other components of any gas detection system shall
be well maintained at all times to ensure the accuracy of all readings taken;
Any local and remote readouts shall be regularly checked and compared for accuracy;
and
Full calibration test and inspection records are to be maintained for each piece of
equipment.
When there is reason to believe that an instrument is not accurate and maintenance
onboard fail to rectify the fault, the unit shall be returned to the manufacturer’s or an
authorized repair company.
In the case of fixed gas detection equipment, the manufacturer’s representative shall be
requested to attend the ship.
Portable electrical equipment not certified safe shall not be permitted in the cargo areas, or
in any other areas where cargo vapours may be present.
Prior to undertaking maintenance on any electrical equipment the following precautions shall
be observed:
All work on electrical equipment is subject to a work permit as outlined in the Health and
Safety Manual;
Only certified test equipment shall be used in areas where flammable vapours are likely
to be present and the validity of the certification shall be verified before any testing is
undertaken;
High voltage test equipment - “megger testers” - shall only be used on circuits for which it
is designed and shall never be used on intrinsically safe/low voltage circuits which may
be damaged by its use;
If internal condensation is observed within some equipment, it shall be isolated and
dried;
All cable penetrations shall be fitted with proper seals and all securing arrangements
shall be fitted correctly; and
Design clearances of certified flameproof type enclosures shall be maintained at all
times.
The Chief Engineer shall ensure that all cargo area electrical repairs and maintenance shall
only be undertaken by appropriately certified personnel.
Oil or grease filled seals shall be maintained at the correct level. Seal faces shall be
regularly inspected and renewed immediately if a defect is observed.
The positive pressure motor room and negatively ventilated compressor room is considered
a secondary safety feature in addition to the gastight seals.
Deficiencies found on any critical equipment shall be reported immediately to the Company
Alarms shall be tested on a monthly basis. Full inspection, test and maintenance records
shall be maintained.
Air, hydraulic and other motive power systems shall be maintained in a clean, dry and
uncontaminated condition with any operating levels maintained correctly.
Filters shall be maintained clean and fluid systems shall only be replenished using approved
fluids compatible with cargo, gasket and sleeve materials as recommended by system
manufacturers.
015.2 MONITORING AND ALARMS SYSTEMS, INSTRUMENTATION
Instrumentation is generally regarded to be separate from but vital to the monitoring and
alarm systems and as such is deemed to be the provider of information to personnel, control
and alarm circuits. Process control is not possible without adequate, regularly calibrated and
accurate instrumentation.
Systems susceptible to interference from outside sources, e.g. portable radios, computers,
etc. shall be identified and procedures implemented to eliminate any interference to the
systems.
The tank level alarm “set point” may be affected by the density of the cargo, dielectric
constants, Doppler effect etc. If necessary therefore, adjustments shall be made according
to the manufacturer’s instructions and relative to the cargo carried.
Automatic shut down systems are normally designed to shut the tank loading valves if the
liquid level rises above the pre-set point and there is a danger of the tank being overfilled.
Care shall be taken to ensure that the activation point is accurately set and if possible the
operation of the device is regularly tested. The system shall be tested following any in tank
maintenance.
The precise timing and rate of closure of the cargo valves shall be known, reliable and
reproducible in order that shore personnel may be advised of the closing times and in liaison
with the vessel’s Officers, agree an acceptable cargo transfer rates.
The system shall be able to close down within 30 seconds from activation reduce possible
pressure surge; the last 20% of valve closure shall take at least 6 seconds.
Following any maintenance to the ESD system and prior to each cargo transfer operation,
the system shall be tested.
When a vessel is fitted with an ESD extension pennant, this shall be provided to the shore
during every cargo transfer operation.
On vessels where onboard and shore emergency shutdown system may be directly linked,
the system shall be in place and tested prior to commencement of any cargo transfer
operation.
Fusible elements are provided on board gas carriers which are connected to the vessels
ESD.
Any planned maintenance to the vessels safety relieve valves shall be done ashore by a
qualified company.
All valves require different forms of maintenance and operation but the following general
precautions apply to all types:
• Inlet and outlet pipeline systems shall be kept free of any obstruction of liquid build
up which may affect the operation, or alter the effective set point of the valve.
Particular attention shall be paid to the accumulation of water in vent headers etc.,
which may freeze and cause blockage. Water can easily be attracted into headers,
long lead pipelines etc. and its accumulation can easily go undetected. Vacuum
conditions in pressure relief valve outlets shall not develop as any vapour released
will condense causing a significant pressure drop to the extent that water may be
drawn into the system from outside;
• Where multiple setting pressure relief valves are installed, changes in setting shall
only be made by a responsible officer under the supervision of the Master. Any
changes shall be logged with signs posted at the pressure relief valve and in the
Cargo Control Room, stating the set of pressure. Where pressure relief valves have
“in port” and “sea” settings the vessel shall not proceed to sea without the valves
being set to their “sea” setting;
• Some pressure relief valves are provided with a means of manual operation to open
and close the valve. Manual operation shall only be undertaken in the event of an
emergency. Routine manual operation is not permitted as a valve may seize in the
open position with no means of resealing. Under automatic operation the valve is
designed for full bore rapid depressurisation and any liquid within the two phase flow
will flash off well downstream of the valve components. In the case of manual
operation the flow may be such that flash off occurs at the valve resulting in
instantaneous freezing;
• Prior to any maintenance work on pressure relief valves tanks shall either be in a gas
free condition or the valve isolated from its relieving system when design permits.
The use of isolation or interlocking mechanisms shall be used on the written authority
of the Master after consultation with the Classification Society and Chief
Superintendent of the Company;
• Outlet piping shall not impose any stress on the pressure relief valve and shall not be
disconnected at any time the tank is in service. During reconnection new pipe joints
shall be used;
• All materials used as spare gear or for other purposes shall be fully compatible with
all cargoes the vessel is certified to carry;
• When overhauling a pressure relief valve the manufacturer’s instructions shall be
complied with and the work shall only be carried out by competent personnel. Only
manufacturer approved spares shall be used;
• Pressure relief valve operation shall be regularly checked for setting, blow down
characteristics and tightness; and
• All maintenance, inspections and tests shall be recorded.
017.1.1 Cargo vent and pressure relief system, pressure relief device, spring
loaded
In addition to the general precautions described above the following points shall be
observed:
Care shall be taken in the overhauling of these precision valves. Only competent
personnel are to carry out this task.
Small bore pipes, passages, orifices and sensing connections shall be regularly checked
for obstructions.
All setting devices shall be securely locked in position to prevent alteration by vibration,
shock or tampering.
• Under no circumstances shall the inert gas system be left permanently connected to
the cargo system and only when inerting is required shall spool pieces, spectacle
blanks etc. be positioned to permit inert gas into the cargo system;
• The system shall be in good working order prior to start up and all safety devices
positively checked for correct operation and all instrumentation shall be functional.
• Scrubber water supply shall be initiated prior to burner ignition;
• Discharge from the inert gas system shall be vented to atmosphere until such time
that the quality of the inert gas produced meets the requirements of the cargo
operation;
• The generator shall be adjusted to produce optimum inert gas supply with minimum
contaminant effluent;
• The inert gas quality shall be monitored continuously. All recording devices shall be
operational. Inert gas data records are to be maintained; and
• A regular check and test of the inert gas non-return valves shall be included in the
vessels maintenance system.
018.3 INERT GAS SYSTEM, PSA SYSTEMS
A PSA unit comprises of a compressor, air dryer, and absorption unit. The unit can produce
both a flow of dry air and Nitrogen with set oxygen content.
All rooms enabled with firefighting systems are supplied with CO2, provided from a separate
source (bottles). In general the following rooms are protected in case of fire with inert gas:
• Machinery space
• Switchboard room
• Cargo compressor room Electrical room
• Emergency generator room
When the inert gas plant is not working. Operations and chartering department are contacted
to ensure no cargo grade changes are planned or operations decide to contact a shore
terminal to supply purging service, the technical department (superintendent) will contact
ship and manufacturer to organize a repair of the inert gas plant system.
All equipment, expansion bellows, pipeline loops, compressible couplings etc. must work
according to design in order to minimise the over-stressing of pipelines and the associated
equipment and thereby prevent damage to the system.
• Support weight;
• Provide correct alignment;
• Constrain expansion and contraction within defined limits without imposing any
additional stress;
• Prevent, or at least direct, transverse movement; and
• Provide anchor points in way of the manifolds and any other points where surge
pressures or sudden change of flow direction are likely to occur.
• All components shall be regularly checked for corrosion and replaced as necessary
using only material suitable for the intended use;
• Supports and anchors shall be correctly maintained with securing devices locked off;
• Where relative movement has been designed into the system, all moving surfaces
shall be regularly cleaned and lubricated;
• If insulating load bearing chocks are fitted only the correct type of material shall be
used; and
• Chocks shall be regularly inspected.
Cargo and vapour piping shall be kept free to move inside its supporting collars.
Piping supports are not necessarily designed to withstand the hydraulic pressure testing of
cargo systems and in the event that this is necessary additional supporting structure or
components may be required.
019.3 DECK EQUIPMENT, CARGO PIPING
All individual piping systems shall be identified by colour coding. i.e. liquid, vapour,
condensate return, inert gas etc.
Uncontrolled when printed or saved outside STAR IPS
Cargo Handling, Liquefied Gas
Pipeline inspection shall include the periodic removal of insulation to check for corrosion.
With the exception of stainless steel lines, all lines shall be checked for thickness on a
cyclical basis by ultrasonics.
Pipelines shall be included in the planned maintenance schedules. During maintenance work
on pipelines a “permit to work” system shall be used. Inspection and maintenance shall
include supporting chocks and structure. Inspections shall be made under both ambient and
refrigerated conditions.
During cargo operations precautions shall be taken, particularly at the manifolds to prevent
the ingress of moisture or contaminants or other particulate matter which may cause
damage to the pipework, valves or other associated equipment.
Every 4 (four) years and after every repair to the hose it shall be tested ashore, witnessed by
the Class. The test report shall be available onboard.
Information on the testing of cargo hoses can be obtained from the ISGOTT.
Excluding the operational aspects of valve setting etc. the following maintenance and safety
precautions shall be observed:
• Portable handles shall be provided and maintained for actuated cargo valves to be
opened and shut manually.
• Control valves shall be checked frequently for correct operation over their entire
range, particularly the closing and closed position. All valve indicators shall be
correctly set or calibrated and easily seen from the operating position;
• Any leakage from joints, flanges, glands etc. shall be rectified immediately;
• All valves shall be regularly maintained. Materials used in the maintenance shall be
compatible with all types of cargo and either equal or exceed original design
specification;
• Any pressure relief mechanisms provided for valves shall be maintained and set
correctly;
• Non-return valves shall be checked for correct fitting;
• All seals shall be maintained in good condition; damaged seals shall be replaced;
• If excess flow valves require to be replaced, the replacement valve must be of similar
flow specification; and
• All valve instrumentation and associated equipment shall be functioning correctly.
Cargo tank filling valves shall be tested at an interval not exceeding one week.
01 INTRODUCTION
The manual contains the additional information and requirements for handling Liquefied
Natural Gas (LNG) in relation to the manual covering Liquefied Gases.
02 CARGO SPECIFICS
02.1 PHYSICAL AND CHEMICAL PROPERTIES
Liquefied natural gas (LNG) is a hydrocarbon mixture, mainly consisting of methane with
small quantities of ethane, propane, butane and nitrogen.
Air No reaction
588.3KJ/Kg -100ºC
HIGH AND LOW Pressures above or below the design range can damage the system,
PRESSURE and vessel’s staff shall be fully aware of any pressure limitation for
EFFECTS each part of cargo system; pressures shall always be kept between
the specified maximum and minimum.
Pressure surge A pressure surge is generated in a pipeline system when there is any
change in the rate of flow of liquid in the line. This can occur during
cargo transfer as a result of the closure of an ESD valve. The surge
can be dangerous if the change of flow rate is too rapid. If the total
pressure generated in the pipeline exceeds the strength of any part of
the pipeline system upstream of the valve which is closed there may
be a rupture leading to an extensive spillage. Thus care shall be
exercised when opening and closing of valves and starting of pumps.
Cargo tank pressure Cargo tank pressure shall normally be maintained above atmospheric
pressure to prevent the ingress of air and the possible formation of
flammable mixtures. Positive pressure shall be maintained if the tank
contains any cargo vapour or inert gas.
A vessel specific drawing is available onboard indicating the calculated gas-zone. If a gas-
cloud occurs all efforts shall be made to keep vapours away from the accommodation.
Vessel specific procedures regarding gassing up, including equipment operating and
maintenance instructions shall be strictly complied with.
Once the cargo system and tanks are fully inerted, the following conditions shall be met
(specified in the voyage instructions):
To comply with these requirements, it will be necessary to displace the inert gas in the
system and to replace it with the vapours of the cargo to be loaded. It is a general
requirement in the liquefied gas trades for the chemical industry to reduce the oxygen level
in the cargo system to 0.2% -0.1% by volume. It will be therefore a matter of cost efficiency
to decide if the oxygen level will be reached during the nitrogen inerting operation or during
purging with cargo vapours.
When venting to atmosphere is permitted at sea, the operations shall be stopped if:
• Flammable or toxic vapours are detected on deck and/or around the accommodation;
and
• It becomes apparent that the vapours being emitted are adversely affecting other
persons and/or installations in the vicinity.
Venting to atmosphere shall not be initiated or carried out in still air conditions (relative wind
velocity < 5 m/s).
Cool down will bring the cargo tank to a temperature that will not cause excessive boil-off
(and thus pressures) during loading or unacceptable stresses in the support structures. It is
therefore of utmost importance that cool down is carried out with great care and that the
following aspects are kept in mind:
• Allowable cooling down gradient shall remain within the specific limits;
• The maximum temperature difference (vessel specific) between the top and bottom
of the tank shall be maintained;
• The rate of vapour generated shall be within the capacity of the shore return line;
• Deepwell pump shafts shall be turned by hand at least once per hour during cool
down;
• There may be a delay in time between the introduction of the liquid into the tank, and
the rapid rise in pressure, this delay may be between 5 and 10 minutes. If during that
period further cargo liquid has been introduced a condition of uncontrolled venting
through the tank safety valves may arise; and
• The tank pressure shall be monitored throughout the cool down process and not be
permitted to approach the maximum operating limit.
The cool down shall continue until liquid begins to form in the cargo tanks. Monitoring the
bottom temperature sensor will indicate liquid formation. When the tanks are at operating
temperature all associated pipe work, which is not yet cooled down, shall be cooled by
circulating initially cooled vapour and later liquid.
LNG is during transportation not cooled, and the cargo temperature will rise. This has to be
taken in account when the filling limit will be determined. Cargo tanks transporting LNG shall
be filled according par 15.1.1 and par 15.1.2 of the IGC Code.
Reference: Chapter No. 08.2, “Loading, Tank Filling Limits” in the Cargo Handling Liquefied
Gas Manual
Reference: Chapter No. 011.3, “Discharging, Using the Booster Pumps” in the Cargo
Handling Liquefied Gas Manual
− Commercial agreements;
− The type and size of the vessel;
− The duration of the ballast voyage;
− The next loading terminal requirements; and
− The next cargo grade.
The composite hose is generally preferred because it’s light, flexible and has a very high
burst pressure. The weak spot of the hose is the transition area between the flexible hose
and the end fitting with the flange. During transfer the weak spot of the hose is located above
the drip tray of the manifold.
The hoses shall hang freely in a loop between the hulls, and allowing for large relative
motions due to draft change, rolling and pitching of the two vessels.
03.8.1.2 Ship to ship transfer, equipment and components, ‘Y’ spool piece
The connection of a standard LNG carrier manifold is 16”. When using multiple 8” hoses,
both vessels shall be equipped with an ‘Y’ spool piece with one 16” flange on one side, and
two 8” flanges on the other side.
The saddles give better support than a sling attached to the deck crane, and are easier to
position when multiple hoses are used.
A study by Bureau Veritas showed that the significant wave height shall be lower than 2.5m,
with a wave period lower than 8 sec. The roll motion amplitude of the vessel shall be limited
to +/- 2°. A transfer operation shall only be started with a sufficient weather window with
wave conditions meeting the above limits.
• ESD system;
• Experience of the truck crew; and
• Bonding between truck and vessel.
If no specific operation manual for vessel to truck transfer is available, the relevant parts of
the STS transfer guide shall be used.
When arriving at the terminal, the vessel has to be moored by the crew. Loading hoses as
well as vapour return hoses shall be supplied by the vessel.
When the terminal has identified its own cargo handling procedure, this shall be followed.
In the absence of such a procedure, the general loading procedures described below may
be used:
Other points to be noted: Not all terminals have vapour return systems;
03.12.2.1 Cargo handling procedures, ESD system, LNG carriers, linked system
Linked ESD
The primary concept of a linked ESD system is that the party receiving liquefied gas, i.e. the
vessel in the loading port and the shore in the discharge port, can shut down the transfer
process in a safe and controlled manner. The LNG industry has already recognised the
benefits of this system, and SIGTTO recommends that any carrier of liquefied gas is
modified to link its ESD system to shore. Although the Ship-Shore Link (SSL) system is
primarily used for ESD, it also supports telecommunications and data transfer.
Currently there are a number of SSL systems in use, amongst them are:
Terminals are usually equipped with one and in some cases two of the mentioned systems.
Usually, the terminal specifies the choice of system and the vessel is obliged to ensure it can
offer a compatible counterpart on board.
Some terminals require that the vessel provides the umbilical cable, with 37-way Pyle
National plugs fitted at both ends, or in case of earth bonding cable, 4-way Pyle national
plugs need to be fitted.
When there is no SSL system available on shore, and the vessel is fitted with an ESD
extension pennant, this pennant shall be provided to the terminal during every cargo transfer
operation.
More information about linked systems can be found in the vessel’s specific SSL manual.
Fuel gas production from BOG is suitable for higher gas demand because cargo
compressors cannot be turned down to zero flow. Since the BOG rate is higher than the
minimum flow of the compressors, the tank pressure by BOG combustion can only be
reduced at higher power consumption. There are two ways in which the BOG can be used
as fuel.
• Cooling down the gas flow in order to avoid excessive compressor discharge
temperatures; and
• Adding more gas and thus fuel to the system when more fuel gas is required.
After the LNG injection, the gas is led through the suction separator where any remaining
liquid is separated from the gas before entering the cargo compressor. After leaving the
compressor, the gas is led through the cargo condensers thus cooling the fuel gas to the
required temperature. The gas flow to the compressors is controlled by the pressure in the
fuel gas buffer vessel.
Reference: Chapter No. 06.2, “Maintenance Cargo Equipment, Cargo Pumps, General” in
the Cargo Handling Liquefied Gas Manual
Testing and calibration of the gas detection unit shall be carried as per manufacturer’s
instructions.
05 DECK EQUIPMENT
05.1 DECK EQUIPMENT, EXPANSION AND CONTRACTION
FITTINGS
Reference: Chapter No. 024.1, “Deck Equipment, Expansion and Contraction Fittings” in the
Cargo Handling Liquefied Gas Manual
06 COMPRESSORS
Reference: Chapter No. 06.3, “Maintenance Cargo Equipment, Compressors” in the Cargo
Handling Liquefied Gas Manual
BRIDGE MANUAL
01 VISION
Vessels operated by the Company shall provide safe, reliable, and efficient marine
transportation to its customers. The safety of the crew, vessel, cargo and environment shall
never be compromised during any phases of navigation. All vessel personnel shall comply
with all applicable rules and regulations and Master shall, through random verification,
ensure that all Officers of the Watch (OOW’s) are in compliance.
The Master shall train the Bridge Team in effective Bridge Team Management and ensure
that:
• The bridge is adequately manned at all times and during all circumstances to avoid
stress and fatigue;
• Tasks are clearly assigned to avoid misunderstandings;
• Communications are clear and to the point;
• Duty personnel are able to adequately respond to changing circumstances and
contingencies; and
• Standing Orders, Night Orders and the Passage Plan are complied with in full.
02 PUBLICATIONS
Reference: Chapter No. 01.4.4, “Company, management system, statutory and regulatory
requirements and 01.4.5 Company, management system, industry standards” in the Main
Quality Manual.
04 STANDING ORDERS
04.1 STANDING ORDERS, COMPANY’S
The Company Standing Orders shall be known to all seafarers with navigational duties and
shall be strictly complied with at all times. The Standing Orders shall be kept at a
conspicuous place on the bridge.
The key elements of the Masters standing orders shall include but not be limited to:
• Any other information deemed necessary to enable the OOW to maintain safe cargo
operations.
Before relieving the watch, the OOW shall read and confirm by signature that the instructions
in the bridge order Book are understood.
05.2 OBJECTIVES
The primary goal of BTM is the elimination of “one person errors.” All members of the BT
shall keep themselves aware of all vessel operations. Pilots are considered part of the
Bridge Team and play a critical role supporting and advising the Team.
The vessel’s Bridge Team are expected to achieve these goals by the effective utilisation of:
When the Master is present on the bridge, the Master has not taken over the watch from the
OOW until clearly stated to have done so. A note shall be made in the logbook when the
Master has taken over the con.
A seafarer’s working hours shall not exceed the periods as laid down in the Flag
Administration regulations and STCW, except in exceptional circumstances, such as
emergency situations or drills.
Under certain circumstances it may become necessary for the Master to take a rest period
from duties on the bridge. This may occur for example during extended periods of restricted
visibility or when navigating near or in ice. Whenever possible such rest period shall be pre
planned to ensure that the Master is present on the bridge for the most hazardous parts of
the passage or the vessel shall be anchored.
When the Master is required to take a rest period, the Chief Officer shall take over the con.
Reference: Chapter No.04.10.8, “Compliance with Rest Periods” in the HR Fleet Manual
05.5 LANGUAGE
Communications within the BT need to be understood. Communication between multilingual
BT members and particular with ratings shall be either in a language which is common or in
English.
The Company language is English and shall be noted as such in the logbook.
When a Pilot is on board, the same applies. When the Pilot is communicating to external
parties, the Master shall request that the Pilot always communicates in English or a
language that can be understood on the bridge. Alternatively, the Pilot shall be requested to
explain the communications to the BT so that that everyone is aware of the Pilot’s intention
at all times.
At no time shall the bridge be left unmanned without a qualified OOW when the vessel is:
• Underway;
• Drifting,
• At anchor; or
• Moored at buoys.
Factors to be taken into account when composing the bridge watch shall include:
• Fatigue;
• Weather conditions and visibility;
• Experience and familiarity;
• Traffic density;
• Navigating in or near traffic separation schemes;
• Proximity of navigational hazards which may make it necessary for the
• officer in charge of the watch to carry out additional navigational duties;
• Use and operational condition of navigational aids;
• Whether there are radio duties to be performed
• Unmanned machinery space (UMS) alarms, controls and indicators
• provided on the bridge, procedures for their use and limitations; and
• Any unusual demands on the navigational watch that may arise as a result
• of special operational circumstances.
A total of three bridge watch conditions have been defined dealing with the various situations
for which the following watch structures will apply.
Daytime Nighttime
There shall be an established and continuously available means of communications for the
OOW to summon such assistance at all times.
Irrespective of watch type, at any time the bridge “Watch alarm” shall be switched on (If
fitted) from Commenced Sea Passage (CSP) to End of Sea Passage (ESP).
Masters & Company Standing Orders and instructions on calling the Master as available in
the bridge order book, clearly state under which circumstances a sole look-out shall be
discontinued.
Prior to any Officer taking the role of sole look out, it must be ensured:
• The OOW has had sufficient rest prior to commencing the watch;
• In the judgment of the OOW, the anticipated workload is well within his capability to
maintain a proper lookout and remain in full control of the prevailing circumstances;
• Back-up assistance to the OOW has been clearly designated;
• The OOW knows who will provide the back-up assistance, in what circumstances
back-up shall be called and how to call it quickly;
• Designated back-up personnel are aware of response times, any limitations on their
movements, and are able to hear alarms or communication calls from the bridge;
• All essential equipment and alarms on the bridge are fully functional; and
• The bridge “Watch alarm” shall be switched on (If fitted) from Commenced Sea
Passage (CSP) to End of Sea Passage (ESP).
All OOW’s shall further be completely familiar with the "Manoeuvring Characteristics" placard
on the bridge and shall endeavour to familiarise themselves with the handling characteristics
of the vessel for all conditions of operation.
A number of parameters will greatly affect the maneuvering characteristics of the vessels:
• Chills;
• Difficulty in thinking;
• Pale complexion;
• Dull or bloodshot eyes
• Slow reactions;
• Inattention;
• Procedural violations or skipping procedures; and
• Muscle aches.
The inability to deal with distractions and being able to prioritise is often an indication that
situational awareness is breaking down. Distractions can be caused by stress, excessive
work load, fatigue, emergency conditions, and all too often inattention to detail. Assigning
tasks correctly is one way of not allowing stress fatigue and distractions to disrupt the
effectiveness of the BT.
When the conning Officer requires a course to be steered by compass, the direction in which
he wants the wheel turned shall be stated followed by each numeral being said separately
(course in three digits).
conjunction with the Master / Pilot Exchange Card, a copy of the Passage Plan shall be
made available to the Pilot and discussed at an appropriate time.
06 PASSAGE PLAN
06.1 GENERAL
Passage Plans shall always be prepared berth-to-berth and shall be kept onboard for one
year. The Passage Plan shall be prepared by the Second Officer. It is encouraged to involve
junior officers or apprentices as much as possible in the planning. The Master shall verify
important parts of the plan and give final approval before the plan is implemented.
There are four distinct stages in the planning and execution of a sea passage:
• Appraisal;
• Planning;
• Execution; and
• Monitoring.
An appraisal of information available shall be made before detailed plans can be drawn up
and a plan shall be in existence before tactics for its execution can be decided upon. Once
the plan and the manner in which it shall be executed have been decided, monitoring shall
be carried out to ensure that the plan is followed.
In certain cases there may be two distinct routes available; one may be shorter, but have a
higher level of risk or going through ice compared to taking a longer route around. The
Master shall review both routes and use his professional judgment to select the best route.
The Master may consider the risk too great for certain parts of the passage only and the
voyage may have to be adjusted to take account of this. In such cases the Master will have
to evaluate what additional mitigation measures that shall be activated during local parts of
the passage. Such measures could be:
06.3 APPRAISAL
This is the process of gathering together all information relevant to the contemplated
passage. It will of course be concerned with navigational information shown on charts and in
publications such as:
• Sailing directions;
• Lists of lights;
• Current and tidal atlases and tide tables;
• Appropriate scale, accurate and up-to-date charts for the intended voyage;
• Tide tables;
• Notice to Mariners;
• Publications detailing traffic separation and other routing schemes; and
• Lists of radio aids to navigation.
Reference shall also be made to climatic data and other appropriate meteorological
information which may have a bearing upon the availability for use of navigational aids in the
area under consideration such as, for example, those areas subject to periods of reduced
visibility.
In addition to the obvious requirement for charts to cover the areas through which the vessel
will proceed, these shall be checked to secure that they are corrected up to date in respect
of both permanent and temporary Notice to Mariners and existing radio navigational
warnings.
The information necessary to make an appraisal of the intended passage will include details
of:
06.4 PLANNING
Having made the fullest possible appraisal using all the available information on board
relating to the intended passage, the Second Officer shall prepare the detailed plan of the
passage. The passage plan consists of:
The intended passage shall be plotted on the appropriate charts. The following shall be
clearly marked on the largest scale charts applicable:
Where appropriate, due regard shall be paid to the need for advance warning to be given on
one chart of the existence of a navigational hazard on transfer to the next. The planned track
shall be plotted to clear hazards at a safe distance as circumstances allow. A longer
distance shall always be accepted in preference to a shorter more hazardous route. The
possibility of main engine or steering gear breakdown at a critical moment shall not be
overlooked.
The key elements of the Passage Plan shall include but not be limited to:
• Safe speed having due regard to the manoeuvring characteristic of the vessel and
due allowance for change of draught due to squat and heel effect when turning;
• Speed alterations necessary to achieve desired ETA’s en route, of where there may
be limitations on night passage, tidal restrictions;
• Course alteration points with wheel-over lines (WOL) taking into account the vessels
turning circle at the planned speed and any effect of tidal streams and currents. (if
available Rate of Turn information at the WOL shall be included);
• Minimum clearance required under the keel in critical areas (having allowed for
height of tide);
• Points where accuracy of position fixing is critical, and the primary and secondary
methods by which such positions must be obtained for maximum reliability;
• Contingency plans for alternative action to place the vessel in deep water or proceed
to an anchorage in the event of any emergency necessitating abandonment of the
plan; and
• Point of no return lines.
As charts supplied to vessels are the same for everyone regardless if used on board a VLCC
at 25 metres draught or on a coaster sailing at 3 metres draught, it’s imperative that the chart
is made suitable for the specific condition of the vessel on which the chart is being used.
This shall be done by marking the ‘lining danger lines’ often referred to as marking out the no
go areas. These are valuable safety limits to any plan, be it for coastal or ocean passage.
Lines shall be drawn on the chart to highlight where the vessel cannot go.
Proper allowance shall be made for maximum draft and predicted tidal height and any other
limiting conditions.
• It forces consideration of the factors affecting under keel clearance which is always
the high risk element;
• It forces a concentrated study of the chart, rather than a just glance; and
• It immediately highlights to anyone who looks at the chart, the often large areas that
shall be avoided.
Full details of the Plan shall be entered in the standard form supplied to all vessels and shall
be approved by the Master and fully understood by all deck officers. The form shall be
signed and dated.
It is unlikely that every detail of a passage will have been anticipated, particularly in pilotage
waters which may be unfamiliar to the Master or other Deck Officers. Much of what initially
have been planned may have to be changed after embarking the Pilot. This shall in no way
distract from the real value of the plan which is to;
• Mark out in advance where the vessel shall not navigate; and
• Serve as an early warning that the vessel may head for a potential dangerous area.
The plan must be flexible and may be amended by the Master at any time in the interest of
safety and efficiency. The Master and Officers must never remain committed to a pre-
planned course of action, if the prevailing circumstances render a departure from the plan
necessary for the safety of the vessel.
The following elements shall be considered in drafting the Port Passage Plan:
• Note where tugs are normally met. Also, check where tugs can be available in an
emergency.
06.4.1.1 Squat
The squat effect is the hydrodynamic phenomenon by which a vessel moving quickly
through shallow water creates an area of lowered pressure under its bottom that causes the
vessel to "squat" lower in the water than would otherwise be expected. This is due to a
reduction in buoyancy caused by a downward hydrodynamic force created by flow-induced
pressures. It is caused by similar forces as lift on and aircraft wing, except that the low
pressure area is beneath the hull. Squat can lead to unexpected groundings and handling
difficulties.
In this context shallow water is defined as the under keel clearance to the sea bed being less
than 50 % of the vessel’s draft.
When proceeding through shallow water the speed shall be reduced to the minimum
required for good steering in order to minimize the effect of squat.
• Squat is directly related with the vessel speed squared (Squat α (Vessel Speed)2);
• For any given speed, the squat increases with a decrease in depth under keel;
• The factors of speed and depth under keel have a greater effect on squat than the
size of the vessel; and
• In restricted channels where the flow of water around the vessel is restricted by the
proximity of banks the squat will be increased.
Under normal circumstances the UKC shall not be less than 1 meter. Local environmental
and seasonal conditions may in certain ports have an influence on the UKC requirements.
Should it become obvious during the passage planning that the UKC limits in one or more
locations cannot be complied with, a risk assessment prepared by the vessel and approved
by the master to be send to the SHEQ department for their review.
In case review of the risk assessment reveals that the identified risks are properly
addressed, the master will receive a confirmation in writing and the fleet director will be
promptly informed accordingly.
Although the master should never proceed without the written confirmation, the decision to
proceed is always at the discretion of the master.
If deciding to proceed, the Master shall inform the office the reasons for doing so.
Especially during navigation in shallow waters, rivers and canals, the vessel’s speed shall be
reduced taking into account the effect of squat. The vessel's speed shall be maintained so
that the effect of squat will not reduce the UKC below the minimum requirements mentioned
above.
Under keel clearance can be affected by several factors and allowances shall include, but
not necessarily be limited to;
Once the available under keel clearance has been calculated taking into account all the
applicable factors, including those above, it can then be determined whether any speed
reduction will be required to counter the effects of squat.
Reference: Chapter No. 010.12.10, “Charts and publications, ECDIS, UKC calculations” in
this Manual
The Closest Point of Approach (CPA) shall where possible be a minimum of 0.5 nautical
miles. This shall be included in the Master’s orders and may be increased at Master’s
discretion.
• Restricted visibility;
• Effects disturbing the radar;
• Buoys which may have shifted; and
• Breakdown of major components and systems.
06.4.1.5 Bunkers
The vessel shall have the reserve quantity of fuel as given in Chapter No. 011.1.3 “Fuel oil,
reserve quantity” in the Engine Room Manual.
Reference: Chapter No. 010.1.3, “Fuel oil, reserve quantity” in the Engine Room Manual
Only the latest editions of charts and navigational publications, which are available on board,
shall be used. Appropriate correction records for chart and publication shall be maintained.
06.5 EXECUTION
Having finalized the Passage Plan, and as soon as the time of departure is known and the
estimated time of arrival can be determined with reasonable accuracy, the tactics to be used
in the execution of the plan shall be decided.
The Master shall consider whether any particular circumstances, such as the forecast of a
restricted visibility in an area where position fixing by visual means at a critical point is an
essential feature of the Passage Plan introduces an unacceptable hazard to the safe
conduct of the passage, and thus whether that section of the passage should be attempted
under the conditions prevailing, or are likely to prevail. The Master shall also consider at
which specific points of the passage additional deck or engine room personnel will be
required.
06.6 MONITORING
The close and continuous monitoring of the vessel’s progress along the pre-planned track is
essential for the safe conduct of the passage. If the OWW is ever in any doubt as to the
position of the vessel or the manner in which the passage is proceeding, the Master shall
immediately be called and, if necessary, take whatever action necessary for the safety of the
vessel.
Advantage shall be taken of all the navigational equipment with which the vessel is fitted for
position monitoring, bearing in mind the following:
On every occasion when the vessel’s position is fixed and marked on the chart in use, the
estimated position at a convenient interval of time in advance shall be projected and plotted.
Radar can be used to advantage in monitoring the position of the vessel by the use of
parallel indexing techniques.
GPS
Radar
Sight Bearing
Celestial body
Sun
Dead Reckoning
DR
DR
The last position plotted on a chart before changing to the next chart shall be transferred to
the new chart in order to double check if position fixing has been done correctly and that the
passage plan is implemented properly to the new chart.
The frequency of position fixing shall be such that the vessel cannot run into danger during
the interval between two position fixes. Therefore, below mentioned calculation shall be used
to determine the position fixing interval in the passage plan.
The above calculation shall be made for each danger which the vessel will pass during the
voyage. Dangers can be, but are not limited to, fixed objects such as drilling rigs, shallow
waters, sandbanks and coast lines.
Parallel indexing on fixed objects shall be used if the calculated maximum position fixing
interval is less than 10 minutes. Parallel indexing on a floating object, such as a buoy, may
only be done after the position of the floating object has been verified.
Example
A vessel is sailing with a speed of 14 knots and the shortest distance to the coast line is 7
nautical miles. The maximum position fixing interval in this case is 15 minutes:
The change of the position fixing frequency shall be marked in the chart.
PF=30
min.
7 NM.
PF=30 PF=15
min. min.
On charts where the survey source data is very old, accuracy may be poor in certain areas:
under these circumstances in particular the OOW should not rely totally on position-fixing
using electronics systems and should, where possible, increase the use of visual and radar
navigational techniques to maintain safe distances off the land.
Parallel indexing is a simple and effective way of continuously monitoring the vessel’s
progress along its intended track.
The major advantage of parallel indexing is that it can be operated by day and night, in any
weather conditions including restricted visibility, providing a known radar conspicuous
navigation mark or feature is available. It can be applied to either a stabilized relative motion
display or a ground - stabilized true motion display.
Parallel indexing is an aid to safe navigation and does not supersede the requirement for
position fixing on the chart at regular intervals using all methods available to the navigator.
Parallel index lines drawn on a reflection plotter are applicable to one range scale only. In
addition to all other precautions necessary for the safe use of the information presented by
radar, particular care shall therefore be taken when changing range scales. When using
equipment which may generate parallel index lines electronically care shall be taken to
establish if the index line setting retains its position on the screen when the range scale is
changed, or if the line retains its range setting regardless of the range in use.
07 NAVIGATION
07.1 MONITORING NAVIGATIONAL ACTIVITIES
07.2 RESPONSIBILITIES
Only authorized personnel shall be present on the bridge, and no distractions of any kind
shall be permitted. Safe navigation of the vessels has the highest priority in the
management of the Company’s vessels.
The Master and the OOW are responsible for the safe and prudent navigation of the vessel,
and shall ensure that all courses are well clear of headlands and obstructions to navigation.
Foresight and careful planning contribute to a successful voyage. As in all matters of bridge
management, the Master's and OOW’s understanding and application of priorities are critical
to the safe navigation of the vessel.
All vessel personnel shall at all times comply with all applicable local, national and
international rules and regulations, in addition to the procedures referred to in the
Company’s management system.
The international and local Regulations for the Prevention of Collisions at Sea (IMO
COLREGS shall always be complied with, but Company policies and procedures shall take
precedence where they are exceeding the requirements of the above mentioned regulations.
07.4 FAMILIARITY
The Master shall ensure that all deck officers reporting aboard any of the Company’s vessels
are familiar with the Nautical Institute’s “Bridge Team Management Guide” and the ICS’s
“Bridge Procedures Guide”. In addition, all deck officers shall review this Bridge Manual and
any Company circulars or special instructions related to the safe navigation.
Reference: Checklist, “Internal audit checklist” STAR IPS / Documents / Other documents /
Forms / Inspection Preparation / Internal audit.
Reference: Chapter No. 04.10.3.5 “Alcohol & Drugs procedures, Testing” in the HR manual.
The OOW shall know how to contact the Master at all times. If a direct contact fails, the PA
system shall be used.
It shall be clearly stated and logged whenever the Master relieves the OOW of the control,
and when he returns the control to the OOW.
Reference; ICS Bridge Procedures Guide, Section No. 2.7, “Passage Planning and Ships’
Routeing”
The steering mode shall be changed over from automatic to manual steering:
The OOW shall be familiar with the changing over from one steering mode to another. The
following shall be observed:
• The changeover procedures shall be posted close to the helm for easy reference;
• Change of steering mode or operation of the steering mode control shall only be
carried out by the OOW or the Master or when ordered by them;
• Whenever the vessel is operating in the automatic steering mode or when the
steering mode is being changed, the OOW shall always be alert to the possibility of
unexpected system failures; and
• Change of steering mode must be recorded in the logbook.
Urgent warnings of dangers to navigation are issued as Radio Navigation Warnings; those of
permanent nature may eventually be the subject of a chart correction. This information shall
be obtained by the OOW and/or the Master, using the appropriate equipment on the bridge.
Details of the radio stations issuing these warnings are contained in Radio Navigation Aids,
Publication 117.
The primary method of plotting shall be the efficient use of the automatic radar plotting aids
("ARPA"). All radar information shall be independently verified. For vessels equipped with
two independent ARPA'S, data obtained from one shall be verified against the other. While
the vessel is underway, the radars shall never be switched off completely.
Reference: ICS Bridge Procedures Guide, Section No. 3.3.3, “Navigation with a Pilot
Onboard”
The pilot ladder shall be rigged by an experienced sailor who also shall monitor the
embarkation or disembarkation of the Pilot.
During embarkation and disembarkation of the pilot an officer will be ready with means of
communication at the embarkation station and will guide the pilot to and from the bridge.
The pilot ladder shall at all times meet current IMO requirements.
Reference: ICS Bridge Procedures Guide, Section No. 3.3.3.2, “Pilot embarkation /
disembarkation”
The pilot-master agreement should be signed by the master and pilot(s) and retained on
board for 1 year.
The Pilot Card shall be completed by the OOW and given to the Pilot upon boarding the
vessel.
After reviewing local navigational and weather conditions, the Master shall discuss the
vessels manoeuvring characteristics and loading condition with the Pilot or Mooring Master
immediately upon boarding. Manoeuvring Characteristic diagrams shall be conspicuously
posted in the wheelhouse for easy viewing by all vessel handlers.
The Master’s objective shall be to ensure that the plan is safe, and that the expertise of the
Pilot or Mooring Master is fully supported by the Bridge Team.
Reference: Checklist, “Pilot master agreement” STAR IPS / Documents / Other documents /
Forms / Navigation and bridge organisation / Bridge checklists.
Should the Pilot or Mooring Master fail to act on the Master's or OOW's directions when the
safety of the vessel is judged to be in jeopardy, the Master or OOW shall countermand the
Pilot's or Mooring Master's instructions, and take appropriate corrective action required to
protect the safety of the vessel. Full details of any such actions shall be entered in the Deck
Logbook and the Company shall be advised promptly.
The Master shall take affirmative action to obtain a suitable replacement Pilot or Mooring
Master if any doubt exists regarding the competence of the existing Pilot or Mooring Master.
If it is not practicable to obtain a replacement, the Master shall not proceed with the passage
prior to authorisation from the Company.
07.15.6 Self-pilotage
In case the Master gets a request for self pilotage via charterers, agents or owners, the
Company shall be informed
Any self pilotage request not assessed as low risk shall be refused. In such cases a local
pilot shall be requested. In exceptional cases where additional mitigation measures are
possible, self pilotage may be discussed with the Company.
• The visibility;
• The vessel and its manoeuvring characteristics;
• The tidal and current conditions;
• Bridge Team availability and experience;
• Traffic density of the area;
• UKC along the track;
• Manoeuvring space; and
• Language used by the VTS & surrounding traffic.
Each risk assessment shall be filed onboard together with the voyage related documents for
a period of at least one year.
• Experience in rank;
• Knowledge of the vessel and equipment;
• Training in regards to bridge team management and ship handling; and
• Knowledge of the area.
Under all circumstances of self pilotage, appropriate watch levels shall be set and
maintained.
Masters are encouraged to train Chief Officers as their replacement by giving them the
opportunity to manoeuvre the vessel under pilotage bringing the vessel at anchor and
alongside under Master’s supervision.
Any misuse of such funds will lead to disciplinary action by the Company.
Prior to heavy weather, the Master shall ensure that all seafarers have been warned to
expect such conditions. In addition the following shall be carried out:
At the moment the reduced visibility as defined by the Master has been has reached, the
OOW shall:
Nothing in the preceding sections or any other section shall prohibit the Master from taking
any steps consistent with good seamanship.
Deck Logbook entries shall be made in English, except if another language is required by
the Flag Administration. The working language shall be noted in the logbook:
• Deck Logbook entries shall include standard meteorological data which shall be
carefully assessed;
• All entries made in the Deck Logbook, Bridge Bell Book, or on the Course Recorder
shall be made in ink;
• If an error is made in a Deck Logbook, Bridge Bell Book or Course Recorder entry,
corrections shall always be made by drawing a single line through the error and
writing above or below the incorrect entry. The correction shall be initialized by the
officer making the correction; and
• No entries shall be erased from any of the above mentioned records.
The Deck Logbook, when completely filled out, shall remain on board indefinitely, stored in a
safe location.
The officer keeping the Bridge Bell Book shall sign it at the end of each watch or bridge
assignment.
The Bridge Bell Book shall also be used to record any event associated with the vessel’s
movement from the time the pilot embarks, or the vessel is commencing its approach to the
berth or anchorage. The name of the Pilot or Mooring Master, as well as the name of the tug
boat(s) assisting during docking or anchoring shall also be recorded, in addition to the Pilot’s
or Mooring Master’s boarding and departure time, and the time when the tugboat(s) are
being made fast and let go. The same events shall be recorded from the time the Pilot or
Mooring Master embarks for departure, until he disembark, and the sea passage commence.
Brief details of any maintenance work carried out shall also be entered with reference made
to the main Radar Maintenance File.
• During the watch, simultaneous checks between the gyro and magnetic compasses
shall be made at least hourly; records should indicate which gyro is used in case two
or more gyro’s are installed;
• Frequent checks shall be made between the master gyro and all gyro repeaters,
including the course recorder. Significant discrepancies shall be investigated and
corrected if possible, and recorded in the Deck Logbook; and
• A current deviation table shall be posted on the bridge.
08 BRIDGE RESPONSIBILITIES
08.1 GENERAL
The safety of the crew, the vessel, its cargo and the environment depend upon the Officer of
Watch (OOW).
The OOW is responsible to the Master for the safe navigation of the vessel and the OOW
shall consult the Master if there is any doubt as to the meaning:
• Orders;
• Procedures;
• Interpretation of traffic situations; and
• Communications with third parties.
Every OOW shall be assessed for navigational performance and skills at least once per
term.
The details and procedures of this can be found in the Company’s HR Fleet Manual
Relieving the watch shall only be carried out in accordance with the appropriate checklist
and shall be noted in the logbook.
The OOW shall ensure that all the required entries in the Deck Log Book and any other
record books have been made and signed as and where required before leaving the bridge.
The relieved OOW or a designated rating shall make a safety inspection of the vessel’s
accommodation areas after the night time watch changes and report back to the OOW.
When an alteration of course or speed is made for any other abnormal reason, the Master
shall be informed.
Every encounter at sea shall be assessed by the OOW in terms of the “International
Regulations for Preventing Collisions at Sea” and action taken accordingly.
Due to the nature of the cargoes carried onboard, a high level of awareness will be required
to ensure that an adequate safety zone around the vessel is maintained at all times.
Any deficiencies found shall be reported to the Master. The results of the checks shall be
recorded in the Deck Log or the Bell Book. Serious deficiencies shall immediately be
reported to the Company, and further steps discussed.
References: Bridge Checklist No. 8, “Preparation for Sea” and No. 9, “Preparation for Arrival
Port”
Any deficiencies found shall be reported to the Master. The results of the checks shall be
recorded in the Deck Log or the Bell Book. Serious deficiencies shall immediately be
reported to the Company, and further steps discussed.
08.8 ANCHOR
08.8.1 Anchor, General
During periods at anchor regular inspections of the forecastle shall be made including a
check on the application of the brake and position of the lockingbar.
The anchor lights and shape shall be displayed in accordance with the requirements of the
Collision Regulations.
A circle of the swinging area shall be drawn round the anchor position, taking into account
the amount of cable used and the vessel’s length. This swinging circle shall be well clear of
any obstructions or other potential hazards such as any other vessels. If not, the anchorage
position of the vessel shall be changed.
If restricted visibility occurs during the period at anchor, the appropriate sound signals shall
be made. When an automatic system is used for generating the sound signals a check shall
be made on the audible range of the signal both fore and aft. If there are any problems with
the audibility or timing of the automatic signals, the appropriate signals shall be made
manually. If necessary the OOW shall also make use of the additional sound signal by the
whistle to give warning of the vessel’s position to an approaching vessel.
• Whilst at anchor, an anchor watch shall be maintained on the bridge. The activity and
position of other vessels in the vicinity shall be closely monitored. The OOW shall
take immediate steps to warn other vessels if they are seen to approach the vessel’s
minimum safety zone;
• At the time of letting the anchor go, the vessel’s position shall be fixed and the
heading noted. The position of the anchor itself shall be fixed and plotted on the
chart;
• During the period at anchor, the vessel’s position must be frequently checked. The
maximum time between fixing the position shall not exceed 30 minutes;
• By changes in direction of tidal current, a careful watch shall be maintained from the
bridge, and if necessary on the forecastle, to detect any signs of dragging. The
interval of position checking shall in such cases be reduced;
• The Master shall leave clear instructions regarding the fixing of the vessel’s position.
Full use shall be made of the radar and any other aids which can assist in monitoring
the position on a continuous basis; and
• When the vessel swings to a change of tide, the time shall be entered in the Deck
Log Book.
The Master shall establish appropriate levels of engine readiness to ensure the safety of the
vessel according to the prevailing or expected weather conditions, type of anchorage etc.
The state of readiness shall be recorded in the Master’s order book and shall be
communicated in writing to the Chief Engineer.
In the event that the Master temporarily leaves the vessel during a period at anchor, clear
written instructions shall be given to the Chief Officer, dealing with the required response to
unforeseen circumstances. The Master shall in such cases leave his GSM contact number
by the OOW.
Reference: Chapter No. 014, “Anchoring” in the Mooring and Anchoring Manual
Mariners should be aware that windlasses are typically designed to lift a maximum weight of
an anchor and three free-hanging shackles of chain.
Waterdepth can require that an anchor must be walked-out by means of the windlass motor
The combined weight and the speed during free fall can lead to overloading of the chain and
windlass brake when suddenly stopped.
it is important that the vessel’s speed over the ground is less than the walking-out speed,
which is typically 9 metres/min, equivalent to less than 0.3knot. Higher speeds over the
ground may cause the motor to render.
08.9 ECDIS
When ECDIS is used as a supplement or as substitute to the paper charts, the system shall
be checked every watch while at sea and prior to departure and arrival. The bridge checklist
No. 12 shall be used as an aide memoire.
Any deficiencies found shall be reported to the Master. The results of the checks shall be
recorded in the Deck Logbook. Serious deficiencies shall immediately be reported to the
Company, and further steps discussed.
The sensitivity of a vessel to a potential dangerous situation will depend upon a number of
factors such as:
• Hull geometry;
• Vessel size;
• Vessel loading condition; and
• Vessel speed.
Waves shall be observed regularly. In particular, the wave period TW shall be measured by
means of a stop watch as the time span between the generation of a foam patch by a
breaking wave and its reappearance after passing the wave trough. The wave length λ is
determined either by visual observation in comparison with the vessel length or by reading
the mean distance between successive wave crests on the radar images of waves.
The wave period and the wave length λ are related as follows:
The period of encounter TE could be either measured as the period of pitching by using
stopwatch or calculated by the formula:
α = angle between keel direction and wave direction (α = 0° means head sea)
The diagram in figure 1 may as well be used for the determination of the period of encounter.
a)
The stability varies with an encounter period TE that is about equal to the roll period TR of the
vessel (encounter ratio 1:1). The stability attains a minimum once during each roll period.
This situation is characterized by asymmetric rolling, i.e. the amplitude with the wave crest
amidships is much greater than the amplitude to the other side. Due to the tendency of
retarded up-righting from the large amplitude, the roll period TR may adapt to the encounter
period to a certain extent, so that this kind of parametric rolling may occur with a wide
bandwidth of encounter periods. In quartering seas a transition to harmonic resonance may
become noticeable.
b)
The stability varies with an encounter period TE that is approximately equal to half the roll
period TR of the vessel (encounter ratio 1:0.5). The stability attains a minimum twice during
each roll period. In following or quartering seas, where the encounter period becomes larger
than the wave period, this may only occur
Other than in following or quartering seas, where the variation of stability is solely effected by
the waves passing along the vessel, the frequently heavy heaving and/or pitching in head or
bow seas may contribute to the magnitude of the stability variation, in particular due to the
periodical immersion and emersion of the flared stern frames and bow flare of modern
vessels. This may lead to severe parametric roll motions even with small wave induced
stability variations.
The vessel’s pitching and heaving periods usually equals the encounter period with the
waves. How much the pitching motion contributes to the parametric roll motion depends on
the timing (coupling) between the pitching and rolling motion.
The dangerous zone indicated in Figure No.3 corresponds to such conditions for which the
encounter wave period (TE) is nearly equal to double (i.e., about 1.8-3.0 times) of the wave
period (TW) (according to Figure No.1).
The Master shall prevent a synchronous rolling motion which will occur when the encounter
wave period TE is nearly equal to the natural rolling period of ship TR.
For avoiding parametric rolling in following, quartering, head, bow or beam seas the course
and speed of the vessel should be selected in a way to avoid conditions for which the
encounter period is close to the vessel roll period (TE ≈ TR) or the encounter period is close
to one half of the vessel roll period ( TE ≈ 0.5⋅TR ).
The period of encounter TE may be determined from Figure No.1 by entering with the
vessel’s speed in knots, the encounter angle α and the wave period TW
09 NAVIGATIONAL EQUIPMENT
09.1 GENERAL
All OOW’s shall be completely familiar with the correct operation of all navigation equipment
and in particular be aware of the limitations of such equipment. When in use, navigation
equipment shall be frequently checked by the OOW to ensure that it is operating correctly.
The Master shall ensure that regular maintenance of all navigation equipment is carried out
accordance to the manufacturer’s instructions. The maintenance of the navigational
equipment shall be the responsibility of the Navigational Officer. The operational status of
the equipment shall be recorded in connection with the change of Master or Navigation
Officer using the Navigation Equipment Status Handover form.
Reference: Form “Navigation Equipment Status Handover” STAR IPS / Documents / Other
documents / Forms / Navigation and bridge organisation / Bridge checklists.
Reference: Chapter No. 01.11.5, “Critical Equipment” in the Maintenance, Dry dock and
Repair Manual.
09.3 RADAR
The OOW shall use the radar at all times with special attention during restricted visibility and
while in congested water having due regard to its limitations. The OOW shall select an
appropriate range scale, observe the display carefully and plot effectively. The range scales
in use must be changed at sufficiently frequent intervals so that echoes are detected as early
as possible. It must be borne in mind that smaller poor echoes may escape detection.
The radar controls shall always be adjusted to provide the optimum picture to ensure
whenever possible that echoes are not obscured by rain or sea clutter. Any blind or shadow
sectors shall be noted on a blind/shadow sector diagram which shall be displayed near to
the radar set.
Radar shall always be used in clear weather to compliment visual observation to assist in the
assessment of collision risk and this allows early action to be taken to maintain the required
clearing distances.
The Master and OOW’s shall make full use of clear weather situations to practice radar
plotting and discuss interpretation of the radar picture. Such training shall be recorded in the
Deck Log Book.
09.4 ARPA
In addition to the general advice given about the use of radar, users of ARPA equipment
should also ensure the following:
• Where test programs are installed, these shall be used to check the validity of ARPA
data;
• The performance of the radar associated with the ARPA is at its optimum; and
• The heading and speed inputs to the ARPA are correct.
Serious errors of output data can arise if the heading or speed input data to the ARPA is
incorrect. There are possible hazards associated with the use of speed input from a Doppler
log operating in a bottom track mode, or a speed input generated with the ARPA itself using
fixed point reference, particularly in areas where there are significant currents or tidal
streams. Therefore “speed through water” should be used for input to the radar. If the speed
through the water log is not operational, the speed input from the GPS to be taken.
The fact that ARPA equipment may be operating with an audible alarm to indicate when a
target enters a guard zone or is within certain parameters set by the operator does not
relieve the OOW from the requirement to keep a look-out by all available means. Such
warning devices, when the ARPA is operating in auto acquisition mode, shall be used with
particular caution, especially in the vicinity of small radar inconspicuous targets.
The steering systems shall be tested in accordance with the Company checklist.
Testing of the Emergency Steering must be carried out at intervals not exceeding three
months. In port, the steering gear shall be tested in within 12 hours before departure.
All tests of the steering systems shall be recorded in the Deck Log Book.
When the automatic steering has been in use for prolonged periods, the manual steering
system shall be tested as follows:
The manual steering over-ride alter course control incorporated in the auto-pilot console
should be operated every watch;
The wheel (or equivalent) steering should be engaged at least once every day and the ship
steered by hand;
A roster system should be employed for the testing of the wheel steering so that each rating
of the watch may take a turn at this task and that they steer for a sufficient period for them to
maintain their familiarity with the practice.
The manual steering shall be tested prior to the ship entering an area where navigation
requires special caution.
In areas where navigation requires special caution, the vessel shall operate with two steering
gear power units in operation. Except in emergency situations, manual steering will not be
carried out by the OOW or the Master.
When on automatic steering the OOW shall allow for the possibility of a failure in automatic
the system. To help warn of such failure the off course alarm on the steering control and the
“Magnetic off Course Alarm” (if fitted) shall always be in operation.
The procedure for changing to emergency steering shall be posted on the bridge in a
conspicuous place.
When operating by automatic pilot, the OOW shall ensure that the controls are set to
achieve the best course consistent with the prevailing conditions. Extended use of the rudder
will have an adverse effect on the vessel’s fuel consumption.
09.6 COMPASSES
09.6.1 Magnetic compass
Whenever an adjustment of the magnetic compass is required, it shall be carried out by an
authorized company. Should an authorized company not be available and the Master
considers the compass is in urgent need of adjustment, a person holding a Deck Officer
Class 1 Certificate or Flag Administration equivalent may make the adjustment. Thereafter
the services of an authorized company shall be requested as soon as practicable.
• Whenever the vessel undergoes structural repairs or alterations that are liable to
affect the vessel’s permanent or induced magnetism;
• When any addition or alteration, which may have an effect on compass performance,
is made to electrical or magnetic equipment in the vicinity of the compass;
• When the compass Error Book calculated deviations do not agree with the deviation
card curve;
• When the compass is found to be unreliable;
• When the vessel has been subjected to electrical charges, such as during a lightning
strike or electric welding has be performed onboard; and
• After the vessel has been laid up or has been idle. Considerable deviations may
result even after a relatively short period of idleness.
An update of the deviation card shall be made by vessels staff at least annually.
Examination of the deviation column of the compass Error Book may indicate the need for
retesting, adjustment or repair of the compass. When repairs are required, they should only
be carried out by the manufacturer or other competent person who can issue a required
certificate.
The Master shall ensure that persons who may work within the vicinity of the compass do
not carry articles or materials which may affect the compass. The use of radios and tape
recorders in the vicinity of the compass is prohibited.
The procedure for changing the heading input to the steering autopilot and various
navigation aids, from the gyro compass to the transmitting magnetic compass, shall be
clearly displayed at the change-over switch.
The Master shall ensure that all OOW’s are familiar with the change-over procedure. The
changing of the input shall be tested at least once per week, in clear visibility and with no
conflicting traffic or other hazards in the vicinity.
Where the compass is fitted with latitude and speed correction controls, these shall be
adjusted by the Navigation Officer. However, where significant changes of speed occur, the
OOW shall make the necessary adjustment to the speed control if not done automatically.
A check shall be made before departure and during the daily checks of the navigational
equipment ensuring that the master gyro and all repeaters are synchronized and that the
alarm is working. Frequent checks shall be made between the magnetic and gyro
compasses. The error of the gyro compass shall be established at least once per watch and
following any major changes of course or speed. Details of the error should be entered in the
compass Observation Book.
In certain makes of gyro compass a latitude and speed correction facility may not be
available. In such cases a correction card is provided by the manufacturer. Where the vessel
is fitted with that particular type of compass, the correction card must be posted in a
prominent position on the bridge.
The procedure to be followed in the event of a loss of electrical power to the gyro compass
shall be posted on the bridge and also at the location of the master gyro controls.
The restart procedure for the gyro compass shall be available on the bridge. When restarting
the compass care shall be exercised to ensure that the compass has fully settled before it is
used for navigation purposes or as input to various navigation aids.
Care shall be taken to ensure that the system is corrected in order to remove any error .
Re-correction may be required following any large alteration in course. As with the standard
compass care shall be taken to ensure that the compass is not affected by any external
sources.
Caution shall be exercised in interpreting the readouts when they may be adversely affected
by the action of thrusters, or the wash from tugs. Where the output from a Doppler log may
be used as the speed input to a true motion or ARPA radar care shall be taken to establish
whether the Doppler is operating on bottom or water track.
The OOW shall ensure that the echo sounder is switched on in ample time before
approaching an area where soundings shall be done and that the zero mark is correctly set.
The sounder shall be operated on all ranges and scales regularly until a sounding is
obtained. Care shall be taken to avoid possible confusion between the units of measure
used on the chart and by the echo sounder.
Whenever the echo sounder recorder is in operation, a notation shall be made in the Bell
book to significant parts of the voyage such as altering course, passing prominent marks or
important depth contours. This shall be in addition to a timing line being applied at frequent
intervals. When a timing line is applied to the recorder the actual date and time shall be
noted alongside it together with the scale setting.
Positions obtained from an electronic position fixing aid shall be checked and verified by a
position fix from a different and independent system whenever possible.
Although it is not normally possible for ship’s staff to carry out repairs on the equipment,
regular inspections shall be made of the aerial and lead in, together with connections at the
rear of the equipment. On equipment which has a battery back-up to maintain the memory in
the event of a power loss, the replacement of the batteries shall be included in the vessel’s
planned maintenance system.
Where routing and other data may be entered into the memory of some position fixing
equipment, a hard copy of the data should always be retained. This serves two purposes:
• Data information is at hand in the event that the data is lost from memory through
fault or operator error,
• Data entered can be checked for validity.
Switching off AIS may also affect the security of the vessel and the terminal. If in any doubt
the Master shall contact the Port Authorities prior to switching off the system. This will be
most relevant at elevated security levels (2 and 3).
The times when the AIS is switched off and on shall be recorded and maintained in the
Security Records under port specific security measures.
The Master has to ensure that the Port Authorities are informed if required.
• Draught;
• Hazardous cargo details;
• Crew onboard;
• Destination and ETA; and
• The correct navigational status.
• IMO number;
• Call sign and name;
• Length and beam;
• Type of vessel; and
• Location of position-fixing antenna on the vessel (aft of bow and port or starboard of
centreline).
• GPS;
• Compass; and
• Rate of turn indicator (if fitted).
The OOW shall also periodically check dynamic information including: positions given
according to WGS 84; speed over the ground; and sensor information (log, gyro, position
equipment etc).
The LRIT system shall be operable at all times. If the system for any reason will have to be
turned off, the Flag Administration shall be informed prior to such action.
The LRIT system is approved by the Flag Administration. This approval remains valid until
the vessel changes;
• Flag;
• Owner; and/or
• Equipment utilized for transmission of LRIT data is replaced.
When the LRIT is switched off due to technical reasons it is the masters responsibility to
inform the flag state.
Liberian flagged ships have to report to [email protected] that the system will be switched
off or not working correctly and have to request dispensation at [email protected].
When the system is up and running again this must be reported to the same addressees as
mentioned above.
The company does not maintain sleeping chart folio’s, all charts should be kept corrected to
date on board.
010.2 CHARTCORRECTIONS
Reference: BA Publication NP294
In the event that some weekly notices may be delayed in arriving onboard from the usual
supplier, then the Master shall make efforts to obtain the latest copies from a local agent.
Notices to Mariners weekly editions shall be retained onboard for a period of at least two
years for reference purposes.
The Navigating Officer shall bring to the attention of the Master any notice which
substantially alters the way in which the vessel shall be navigated or alters the advice given
in the Sailing Directions.
The supplements themselves shall be kept intact and should be consulted when using the
Sailing Direction to which it refers.
When a new supplement is produced it will contain information from earlier supplements.
Only the most recent supplements shall be available onboard.
Sailing Directions when supplied from a Chart Agent, are not annotated for either Notices to
Mariners or supplements, but when a supplement has been issued, a copy of it shall be
supplied with the book to which it refers.
A summary of the Notices affecting Sailing Directions only is published monthly in the
Notices to Mariners and also in the Annual Summary.
All charts shall be fully up to date and all T&P notices shall be made in pencil on all charts to
be used for the current voyage. After correcting affected voyage charts for applicable T & P
corrections, the correction number shall be entered in pencil at the location of correction as
well as on the bottom of chart. Ships operating with ECDIS as primary means of navigation
won’t have to maintain T&P notices on their backup paper track charts.
The Navigation Warning file shall be corrected accordingly. These long range warnings are
also broadcast by Coast Radio Stations and on receipt shall be filed in conjunction with the
list of previous warnings published in the Notices to Mariners. When the reprint in the
Notices to Mariners of each warning is received, then the radio copy may be deleted and
reference made to the reprint copy.
All long range warnings in force on the 1st January each year are published in Notices to
Mariners Weekly Edition No. 1. On receipt of this notice, the file of notices for the previous
year may be destroyed with the summary list being used to commence a new file for the
current year.
When any Navigation Warning is received which is relevant to the safe navigation of the
vessel, details shall be entered on the chart to be used, giving details of the hazard and also
the number reference of the warning and the date of receipt of the warning. This allows
reference to be made to the actual warning and also indicates the possible present accuracy
of the warning. In addition when any Navigation Warning is entered on a chart, the number
of the chart shall be noted next to the warning in the Navigation Warning File. When a
Navigation Warning is subsequently cancelled all details should be deleted from the charts.
Care shall be taken to ensure that only corrections for the edition held are pasted in. When a
new edition has been issued, then the corrections shall be retained and where applicable a
notation made in the edition held onboard. Editions of Light Lists, including new editions, are
not corrected by chart agents prior to delivery, hence the importance of retaining all
corrections pertaining to that edition, prior to it being received onboard.
If electronic the system shall be updated with the weekly ADP update CD.
Care shall be taken to ensure that only corrections for the edition held are pasted in. When a
new edition has been issued, then the corrections shall be retained and where applicable a
notation made in the edition held onboard. Editions of Lists of Radio Signals, including new
editions, are not corrected by chart agents prior to delivery, hence the importance of
retaining all corrections pertaining to that edition, prior to it being received onboard.
If Volume 6 is electronic the system shall be updated with the weekly ADP update CD.
All charts and nautical publications listed in this section shall be corrected, added or
removed from the Chart Catalogue as well. The Chart Catalogue shall be kept up-to-date.
Any new charts or publications required shall be entered into a book kept specifically for the
purpose and placed on order if the vessel does not hold an automatic update service from a
Chart Agent Company. When the new publication is received, the book shall be marked
accordingly.
The vessel’s chart and publication index shall also be kept up-to-date from the information
given in the weekly Notices to Mariners.
Every six months, normally in January and July a Cumulative List of Notices to Mariners is
published. This gives details of latest edition and the number of each correction affecting the
chart. This list shall be maintained as a chart correction log, and kept up-to-date from the
information in Sections I and II of the weekly Notices to Mariners if other forms of a chart
correction log are not maintained.
Every three months a list is published in the weekly edition of the Notices to Mariners giving
details of the latest editions of various Admiralty publications. Those normally included are
Sailing Directions, Light Lists, Lists of Radio Signals, Tide Tables and Tidal Stream Atlases.
Published monthly in the weekly editions of the Notices to Mariners are lists of the current
Temporary and Preliminary Notices in force together with details of corrections affecting the
Sailing Directions.
On receipt of these various lists the Navigation Officer shall ensure that all Charts,
Publications and other information held are of the latest edition and up to date. Where items
are found to be out of date, this shall be reported to the Master and steps taken to obtain the
new editions without delay.
A formal review should be carried out by the Navigation Officer, on at least an annual basis,
of all Charts and Publications held. Details of this review should be entered in the Deck Log
Book.
010.11 BOOKS
Reference: Inventory list from Datema onboard.
010.12 ECDIS
010.12.1 ECDIS
All charts and/or navigational publications which are out of date or have been superseded by
new editions or large corrections shall be permanently removed and destroyed following
receipt of new copy. The Master’s shall randomly verify that this is done and duly noted in
the Chart Correction Records.
Navigational officers shall only use type approved and properly updated electronic chart
system for reference of navigation.
When ECDIS is installed as a substitute of the paper chart, a complete voyage plan as
described in Chapter No. 05 above shall be made in the ECDIS system, printed and kept as
hardcopy on the bridge.
The class approved technical installation file must be kept available for inspection.
Are official vector charts that have been issued by or on behalf of a national hydrographic
authority and conform to strict International Hydrographic Organization (IHO) specifications.
Are ENC’s in the manufacturer’s internal ECDIS format, resulting from the lossless
transformation of the entire ENC contents and its updates. It is this database that is
accessed by ECDIS for the display generation and other navigational functions, and is
equivalent to an up-to-date paper chart. The SENC may also contain information added by
the mariner and information from other sources
A Raster Navigation Chart is a raster chart that conforms to IHO specifications and is
produced by digitally scanning a paper chart image. The resulting digital file may then be
displayed in an electronic navigation system where the vessel’s position, generally derived
from electronic position fixing systems, can be shown. Since the displayed data is merely a
digital copy of the original paper chart, the image has no intelligence and other than visually,
cannot be interrogated.
It depends on the Flag Administration regulations if the vessel may sail paperless with only
ENC/SENC coverage or with an ENC/SENC & ARCS coverage. When the vessel is allowed
by Flag Administration to sail paperless with ARCS coverage, priority shall be given to
ENC/SENC. ARCS may only be used when no ENC or SENC is available.
010.12.5.1 NAVTEX
The vessels NAVTEX shall be connected to the ECDIS system in order to show all active
messages in the charts affected.
If NAVTEX messages do not appear in the charts, they shall be entered manually. In that
case the OOW’s shall maintain the filing system of NAVTEX as detailed in Chapter No.
010.6.2 “Charts and Publications, navigational warnings, coastal” in this Manual.
If the T & P notices do not appear in the electronic charts, they shall be entered manually. In
that case, the officers must maintain the filling system of T & P notices as detailed in Chapter
No. 010.5, “Charts and publications, T and P notices” in this Manual.
It shall be verified at the beginning of each watch and before departure that both types of
messages, NAVTEX and T & P, are visible in both ECDIS systems.
Master and OOW must be aware of the fact that T&P notices are up to date till the week the
last update CD is been available onboard. The time in between the issue date of last update
CD and today must be entered manually.
Using CD’s, DVD’s and USB flash drives introduces a high risk of virus infection to the
ECDIS system. The vessel shall therefore only use CD’s and DVD’s provided by the chart
supplier or the Company supplied USB flash.
All personal USB flash drives are strictly prohibited to be used in connection with the ECDIS
system.
The double check of the vessels position with a secondary means is of high importance,
especially when navigating with the electronic chart which obligate the OOW to prove that
verification took place.
The interval may not exceed 4 hours when at open sea, In case it is not possible to check
the performance this shall be reported in the logbook together with the reason.
Means of secondary fixing methods are to be reported per leg at the passage plan.
The performance of navigational equipment shall be checked as follows :
• Prior to sailing,
• Prior to entering restricted or hazardous waters; and
• At regular and frequent intervals throughout the passage
This double check needs to be recorded in the vessels ECDIS, official logbook or bell book
Therefore the ECDIS system will not give an accurate UKC and the system shall not be used
for this purpose.
The “BASE” and “STANDARD” layer mode may never be used during normal voyage.
Most of the information displayed insufficient for safe navigation. Both layers give too much
risk of grounding or other incidents.
Example:
The Safety contour is set at 10 meter and Safety depth is set at 8 meter. When sailing on
only the “Base” layer the 10 meter safety contour can be seen, but no other information is
available and one might assume that sailing with a draft of 6.5 meter over this patch is not a
problem. But after switching on “All” layers a shallow spot of 1.8 meters is shown which will
result in a grounding.
Taking into account the example given it is of the utmost importance to have the layers and
safety setting set correctly.
The Master shall ensure that all OOW’s are aware of the above and adhere to the Company
procedures and minimum safety settings.
When these settings are set correctly the system will notify the OOW by means of an alarm
when any danger is approaching.
Alarms and pre-warnings will only work when sailing on ENC charts. When sailing on ARCS
charts all alarms and pre-warnings will not be operational including the route check.
The settings may only be changed under supervision of the Master and shall be checked at
the beginning of each watch by the OOW.
The Master shall fill in the setting list as available in STAR IPS at the beginning of his
contract. This setting list is the leading document which shall be available at the chart table
of nearby the ECDIS and shall be signed by all OOW’s.
Settings shall never be changed into increasing intervals, smaller distances, smaller scales,
smaller depths, outside the given settings and at least items mentioned shall be switched
on/bulleted.
010.12.12.1 Charts and publications, ECDIS, safety and alarm settings, different
Decimal outcomes must be round up to whole numbers:
Safety contour: 1,5x vessel’s maximum draft but never less than 10 meters.
Safety depth: 1,5x vessel’s maximum draft but never less than 10 meters.
010.12.12.2 Charts and publications, ECDIS, safety and alarm settings, fixed
• GPS chart datum: WGS 84
• Chart priority: ENC
• Chart autoload: On
• Chart scale: On
• Points: Simplified
• Areas Symbolized
• End of Route (alarm): On
• Out of XTD (alarm): On
010.12.12.3 Charts and publications, ECDIS, safety and alarm settings, Master’s
requirements
The following settings can be decided by the Master:
instead include data fields with information about the reliability of “objects”. The object
“Category of Zone of Confidence (CATZOC) in an ENC gives an estimate of the reliability of
the source data. CATZOC allows a hydrographic authority to encode data against five
categories (ZOC A1, A2, B, C, D). with a sixth category (U) for data which has not been
assessed. The categorisation of hydrographic data is based on three factors (position
accuracy, depth accuracy, and sea floor coverage), as shown in the table below:
The Zone of Confidence must be checked during the voyage planning to make sure that the
vessel will sail the safest possible route.
The lenses and glasses of all lights shall be maintained in a clean condition.
Particular care shall be exercised to ensure that navigation and signal lights are not
obscured or their visible range reduced by the presence of other lighting onboard.
• All halyards used for hoisting signal shapes or flags shall be maintained in good
condition. Particular attention shall be paid to the block fixing arrangement on the
yard-arm or mast;
• A responsible officer shall be appointed by the Master to look after all flags. The
vessel shall carry an adequate supply of ensigns, house flags, courtesy ensigns and
at least one complete set of code flags together with spares of the code flags in
regular use;
• All flags shall be maintained in good condition. Damaged flags shall be renewed; and
• The presentation of flags shall be in accordance with established flag etiquette:
The battery shall be properly maintained and shall be kept fully charged.
Where Morse signal lamps are fitted on the mast, these shall be tested at regular intervals.
Checks shall also be carried out on signal lamps which may be incorporated with the
operation of the vessel’s whistle.
01 INTRODUCTION
This manual shall be used together with the relevant manuals and in particular the
following:
The Chief Engineer and all Engineering Officers shall be familiar with the layout and
operation of the engine room and its equipment and shall be thoroughly familiar with the
content and application of the Standing Orders.
Both Company and the Chief Engineer’s Standing Orders shall be signed by all
Engineering Officers prior to the first sea watch signifying that the orders have been read
and are understood.
03 RESPONSIBILITIES
03.1 CHIEF ENGINEER
The Chief Engineer is head of the Engine Department, and is responsible for the
operation and maintenance of the main engine, cargo handling gas plant, auxiliary
engines and all other machinery, pumps and associated equipment onboard. The Chief
Engineer is also responsible for the maintenance of all compartments in the engine room,
for the administration of the Engine Department and shall be familiar with the entire SMS.
The Chief Engineer shall be a member of the:
The Chief Engineer shall ensure that all engineering watch officers (EWO) are capable of
conducting the engineering watch, and that their duties during the watch are clearly
defined. This shall include, but not be limited to:
The Chief Engineer shall plan, monitor and evaluate engine room activities as efficiently
as possible by facilitating the following:
The Chief Engineer shall be aware of the serious effects of shipboard fires and pollution of
the marine environment originating in the engine room, and shall ensure that all
engineering personnel take all possible precautions to prevent such occurrences.
Reference: Chief Engineer’s job description in the Human Resources (HR) marine
“Appendix 1 Roles of ship personnel”
The Chief Engineer shall carry out an assessment of all major components and systems
in the engine department, and determine whether specific checklists and/or procedures
are required for the safe and efficient operation of such components and systems beyond
user manuals supplied by the manufacturers.
• Comply with the Company safety regulations at all times (Health & Safety Manual);
• Comply with the Management of Change procedures (Main Quality Manual
Chapter No.14);
• Coordinate all the daily maintenance and repair activities in the engine
department;
• Be responsible for the proper operation of safety monitoring and alarm systems;
and
• Carry out a full round of the engine room in the morning and before leaving the
engine room in the evening, alternatively designate the EWO to carry out the
round.
Reference: Second Engineer’s job description in the Human Resources (HR) marine
“Appendix 1 Roles of ship personnel”
Reference: Third Engineer’s job description in the Human Resources (HR) marine
“Appendix 1 Roles of ship personnel”
The Electrical Engineer shall be involved in the inspection, preventive maintenance and
the testing of the electrical systems and shall be in charge of de-energizing such systems
in connection with maintenance and repair.
Reference: Electrical Engineer’s job description in the Human Resources (HR) marine
“Appendix 1 Roles of ship personnel”
03.5 GAS ENGINEER
The Gas Engineer will liaise with the Chief Officer as required by the Chief Engineer with
regard to the operational and routine maintenance requirements of the cargo system,
compressors, heat exchangers and other re-liquefaction plant instrumentation and
equipment.
The Chief Engineer is end responsible for all repair and maintenance activities onboard
and the Gas Engineer shall immediate report any defects or shortcomings to the Chief
Engineer.
The Gas Engineer shall conduct the assigned duties in a manner that ensures the safety
of the vessel, its personnel, cargo and machinery. The Gas Engineer shall be familiar with
the relevant parts of the SMS, and take active part in the safety improvement efforts and
in particular:
Reference: Engineering rating’s job description in the Human Resources (HR) marine
“Appendix 1 Roles of ship personnel”
The engineering rating shall assist in watch keeping duties when required, and shall follow
written or verbal orders issued by the EWO during such duties.
Reference: Engineering rating’s job description in the Human Resources (HR) marine
“Appendix 1 Roles of ship personnel”
04 WATCHKEEPING PROCEDURES
04.1 INTRODUCTION
The Chief Engineer shall in consultation with the Master ensure that watch-keeping
arrangements are adequate to safeguard the vessel, its crew and the environment.
When deciding the composition of the watch the Chief Engineer shall consider the
following:
The EWO shall continue to be responsible for machinery operations, despite the presence
of the Chief Engineer in the engine room, until specifically informed that the Chief
Engineer has assumed watch keeping responsibility. This must be mutually understood,
and recorded in the Engine Room Logbook.
All members of the engineering watch shall be familiar with their assigned watch keeping
duties, and particularly be familiar with:
• Report and record any machinery defects or malfunctions and/or other machinery
systems anomalies to the Chief Engineer;
• During periods of unmanned condition, be immediately available to attend the
machinery spaces;
• Promptly execute all maneuvering orders from the bridge. Changes in direction or
speed of the main propulsion engine shall be recorded;
• Pay attention to ongoing maintenance and support of all machinery, including, but
not limited to; mechanical, electrical, electronic, hydraulic and pneumatic systems,
their control and associated safety equipment, all accommodation service systems
equipment; and
• Record consumption of spare parts and other consumables.
The Chief Engineer shall ensure that the EWO is informed about all preventive
maintenance, damage control, or repair operations to be carried out during the
engineering watch. For any activities requiring work permits, the Chief Engineer shall be
involved. The EWO shall further:
• During stand by condition of the main engine ensure that all auxiliary machinery
and equipment which may be used during maneuvering is available for immediate
use, and that sufficient electric and hydraulic power is available;
• Concentrate all efforts on the supervision of the main engine and auxiliary
machinery equipment needed for maneuvering of the vessel, and shall not
participate in any other activities during this period;
• Ensure that the required rounds of engine room spaces and steering gear flat are
carried out in order to;
Ensure that all machinery and equipment is operating within normal
parameters;
Make any required adjustments; and
Check for any abnormal situations, failure or defects or any other situations
which requires immediate attention;
• The following items shall be checked during rounds of the steering gear flat:
Level in the hydraulic oil expansion tank;
Operating parameters including pressures, amperage, temperatures, etc.;
Lubrication points;
Oil leaks from rams, valves, joints, etc.; and
Any other abnormal conditions.
• Direct any other member of the engineering watch to immediately inform the EWO
of any potentially hazardous conditions;
• Give clear instructions to avoid misunderstandings;
• Supervise all engineering watch personnel and notify the Chief Engineer if any
abnormalities are observed;
• Ensure that adequate air or steam is available for the operation of the vessel’s
sound signal equipment;
• Take immediate corrective action to contain and minimize the effects of damage
resulting from equipment breakdown, fire, flooding, rupture, collision, or other
potentially hazardous situations;
• Ensure that all activities related to the main propulsion engine and auxiliary
machinery which have occurred during his watch have been appropriately
recorded; and
• Test and return to service, any repaired machinery or equipment.
The EWO shall call the Chief Engineer immediately in the following circumstances:-
When engine damage or malfunctions occur that might endanger the safe
operation of the vessel;
When malfunctions occur which may cause damage to propulsion, and auxiliary
machinery or monitoring and governing systems;
In stand-by or emergency situations; and
The EWO shall not hesitate to take positive and immediate action to ensure the
safety of the vessel, machinery, crew and the environment.
The relieving EWO shall ensure that all engine room staff are capable of performing their
duties.
The relieving EWO shall not take over the watch until the engine room logbook has been
examined and confirmed in accordance with own observations.
Prior to taking over the watch, the relieving EWO shall be informed of the following:-
• Standing Orders and special instructions from the Chief Engineer regarding the
operation of the vessel’s systems and machinery;
• Nature and status of all work being performed on machinery and systems,
personnel involved and potential hazards;
• Level and where applicable, the condition of water or residues in bilges, ballast
tanks, slop tanks, reserve tanks, fresh water tanks, sewage tanks and special
requirements for use or disposal of their contents;
• Condition and level of fuel in the bunker, settling, daily service tanks and other fuel
storage facilities;
• Special requirements relating to sanitary system disposal;
• Condition and mode of operation of the various main and auxiliary systems;
• Condition of monitoring and control console equipment, and which equipment is
being operated manually;
• The condition and mode of operation of automatic boiler controls such as flame
safeguard, limit control, combustion control, fuel supply control systems, and other
equipment related to the operation of the boiler;
• Potentially adverse conditions resulting from bad weather, ice, contaminated or
shallow water;
• Special modes of operation dictated by equipment failure or adverse conditions;
• Reports of engine room ratings relating to their assigned duties;
• Availability of firefighting equipment and appliances.
• Closed valves which are normally open; and
• Status of alarms and if any alarm is bridged.
• Area of navigation;
• Condition of main and auxiliary machinery;
• Condition of monitoring and alarm systems; and
• Ongoing activities on deck and/or in the engine room.
At the beginning of each UMS period, the OOW shall be informed about:
The dead-man alarm system shall be activated and the attending person shall report to
the OOW when leaving the engine room.
After a sea passage the main engine shall be tested in ahead and astern mode in
unrestricted waters prior to maneuvering.
• Be aware of the OOW’s needs relating to the cargo handling equipment and the
additional requirements of any ballast operation;
• Take all possible measures to prevent damage to the vessel, its cargo and
persons on board;
• Ensure that all events affecting the operation of the vessel’s machinery are
recorded; and
• Prepare the machinery systems for the stand by condition when instructed to do
so.
When the vessel is at anchor in an open anchorage or any other virtually “at sea”
condition, the Chief Engineer shall ensure that:
• A minimum of two (2) EWO’s shall be onboard when the vessel is at anchor or in
port, one of them shall either be the Chief or the Second Engineer;
• An efficient engineering watch shall be maintained;
• Periodic inspection is made of all operating and stand-by machinery;
• Main and auxiliary machinery is maintained in a state of readiness in accordance
with orders from the bridge;
• Applicable pollution prevention regulations are complied with; and
• All damage control and fire fighting systems are in a state of readiness.
Reference: Chapter No. 1.9.6, “Maintenance Machinery, Critical Equipment and Systems”
the Maintenance, Dry Docking and Repairs Manual
Main engine performance shall be monitored and reported to the Superintendent using the
appropriate forms. Monitoring the performance, temperatures and pressures gives
indication of the condition of fuel injection equipment, head valves and the scavenging
process.
07 STEERING GEAR
07.1 INTRODUCTION
The stowage of spare gear and stores in the steering flat is prohibited unless provisions
are made for the safe securing and stowage of such items:
When permission to turn the rudder is granted, the EWO shall observe each steering unit
from the local steering station prior to transferring control to the bridge.
The OOW responsible for testing the steering gear shall test each steering unit on hand
and non-follow up control. The rudder shall be turned from hard port to hard starboard
alternately until the OOW is satisfied with the steering gear operation.
• Steering flat to be inspected for unusual conditions such as leaks, fractures, and
loose connections;
• The steering gear hydraulic expansion tank and emergency storage tank are full;
and
• All internal vessel communications systems, including bridge to engine room and
steering gear compartment.
Details of these tests are to be recorded in the deck and engine log books.
All inspections of the steering gear system shall include the inspection of the hydraulic
system to ensure it is free of leakage.
A block diagram showing the change over procedures for remote steering control systems
shall be permanently displayed on the bridge and in the steering gear compartment.
• Minimum number of engines to be used at all times unless the vessel is in stand-
by mode or navigating in congested or confined waters; and
• Stand-by engines shall be regularly checked to ensure readiness to start.
Reference: Chapter No. 01. 12 and 01.13 in the Maintenance, Dry Docking and Repair
Manual
Reference: Chapter No. 09.10, “Health and Welfare, Fuel Oils” of the Health and Safety
Manual
• The separator gravity discs shall be suitable for the specific gravity of the fuel at
separation temperature;
• Test periodically water content before and after the separator to check its water
removal effectiveness;
• Filter units shall be maintained in effective condition;
• Bunker tanks shall be regularly drained of water in particular after bunkering and
after bunker transfer on board; and
• Fuel oil daily service tank shall be checked for water content regularly.
• Voyage duration;
• Expected weather conditions;
• Speed instructions;
• Current consumption rate;
• Requirements for reserve fuel; and
• Any operations in the Emission Controlled areas.
Where short coastal passages are undertaken, the above minimum reserve may be
reduced at the Master’s discretion after consultation with the Company and/or Charterer.
• Change of Master;
• Change of Chief Engineer; and
• At least once per month.
Soundings shall preferably be taken when the vessel is on even keel and still in the water
and the results shall be forwarded to the Company’s Operation Department.
No transfer of fuel oil shall be carried out unless specifically authorized by the Chief
Engineer to do so. The Chief Engineer shall be informed about:
• Transfer quantities;
• Tanks to and from;
• Soundings results from the receiving tank;
• Intended starting time;
• Completion time; and
• Results of soundings from involved tanks, upon completion of transfer
By internal transfer of fuel the same precautions as for bunkering shall be followed. In
addition the following shall be carried out:
Depending upon the viscosity and flash point of the fuel oil, tank temperature may be
raised above the 60°C to secure the proper working of the fuel oil plant. However, under
no circumstances shall the difference between the tank temperature and the flash point of
the oil in question be less than 14°C.
Prior to entering the SECA area zone, the fuel oil system shall be switched over to low
sulfur fuel, a calculation is to be made in advance by the chief engineer to determine the
required changeover time to make sure that on entering the SECA area the vessel is
running on low sulfur fuel oil.
A change over calculation sheet is available from the company standard forms
In case it is required to drain any of the fuel tanks in order to change over to a different
grade tank heating is to be switched off.
A ship specific procedure for changing over to a different grade of fuel is to be prepared
by the chief engineer and posted in the engine control room
The following information shall be entered in both the Engine Oil Record Book or Engine
Room Logbook:
• Date, time and position of the vessel when the transfer to low sulfur fuel oil was
completed;
• Date, time and position of the vessel when the transfer to a higher sulfur fuel oil
was completed; and
• The quantity of bunkers onboard with low and higher sulfur content when entering
and departing the SECA.
To protect the injection equipment against rapid temperature changes; the changeover
from residual to distillate must be carried out slowly in order to allow the temperature of
the fuel pumps to decrease from up to 150°C in residual fuel operation to a maximum
50°C (MGO) - 60°C (MDO) in distillate fuel operation. This is essential in order to avoid
pump seizure due to the low viscosity of the diesel fuel and thermal shock.
Engine manufactures indicate that the temperature should not change by more than
2°C/min resulting in a change over time of about 50 minutes. This needs to be factored
into voyage planning to ensure that the engine department is not rushed to meet a
change-over requirement before entering regulated waters.
There is risk that with prolonged operation on distillate fuel oil the maximum admissible
fuel temperature may by exceeded due to the system heating the fuel and the hot fuel
being re-circulated into the mixing tank. An elevated distillate/residual mix may result in
the distillate vaporizing and "gassing-up" the booster pumps causing the engine to stop. In
this instance the shut-off valves in the return pipe may have to be switched so that the
distillate fuel oil is returned to the service tank instead of the mixing tank. To avoid
possible incompatibility issues, returning distillate to the residual fuel service tank shall be
kept to a minimum.
The Chief Engineer shall keep the consumption of lubricating oil under close observation.
For the main and auxiliary engines, the consumption shall be plotted to discover abnormal
increasing trends at an early stage.
Component 3 6 Yearly
monthl Monthly
y
Thermal oil system X
Stern-tube oil X
System oil Controllable Pitch X
Propeller
Gear box X
Steering Gear X
Main Engine sump oil Auxiliary X
engines
Cargo equipment X
All samples should be drawn when the oil is in circulation so as to be representative of the
bulk of the oil in the system.
If no reply has been received within one (1) month (interval may be shortened in cases of
deteriorating samples), the Superintendent shall be contacted.
Oil samples from the bow thruster shall be drawn after consultation with the
Superintendent.
If water is found in the oil, the source shall immediately be located and the defect rectified.
Extensive centrifuging shall be undertaken to remove the water and if necessary the
engine should be drained of the original oil, cleaned out, and a fresh charge of oil added.
012 BUNKERING
012.1 PREPARATION BEFORE BUNKERING
When the total amount of fuel oil to be bunkered is known, the Chief Engineer shall
discuss with the Master the best possible bunkering plan in order to obtain the optimum
trim/stability.
In order to avoid disputes after bunkering operations, the Chief Engineer shall ensure that
all tanks on own vessel and on the bunker barge are sounded and recorded.
The Chief Engineer shall ensure that the means of communications between the bunker
station and fuel tank distribution valve position is fully operational with start/stop signals
fully understood.
The Chief Engineer shall, before commencement of the bunkering operation, personally
verify that fuel tanks’:
• Level alarms are operational (if possible;
• Air vent heads are in good order;
• Save-all plugs for the tanks are in place;
• Deck scuppers are securely in place; and
• SMPEP/SOPEP equipment is ready for immediate use.
It is the responsibility of the Chief Officer to ensure that deck scuppers are plugged before
bunkering commences.
Bunker fuel oil, which does not meet the regulatory requirements to sulfur content, shall
not be loaded, and the Company shall be informed, identifying the bunker fuel oil supply
company, with the date and port of the intended delivery. The Company shall in turn
inform the Flag Administration.
All bunker fuel oil delivery notes shall be filed onboard for a minimum period of 3 (three)
years.
Reference: Bunkering Checklist and Chapter No. 015, ˝Environment˝ in the Main Quality
Manual
The Chief Engineer shall extract proper volume of samples representing the qualities of
the fuel oil delivered. The sampling method shall be continuous drip sampling on the
receiving vessel’s inlet manifold.
For bunkering of low sulfur product, the supplier shall only take the Marpol VI sample at
the receiving vessel' manifold. Each sample bottle shall have the sample label completed
and signed by the Chief Engineer and the supplier’s representative. The samples shall be
sealed and contain at least 1000ml sample.
If the fuel oil supplier refuses to sign the samples extracted, the Chief Engineer shall
inform the Operation Department immediately.
Three (3), and for low sulfur products four (4) bottles of sample shall be extracted from the
bunkering line collected by the above mentioned continuous dripping, and distributed as
follows:
The fuel samples shall be stored as stated in Chapter 017.4.15 in this Manual.
From the day of bunkering, the sample shall be retained onboard until all fuel is consumed
with a minimum period of 12 months.
A BDN shall be delivered for every barge delivery and for every grade and be kept
onboard for a minimum period of 3 years.
012.6 SAMPLE RECORDS TO BE MADE
In addition to the records specified in Chapter No 010.1.8 in connection with transit though
SECA’s, the following records shall also be made:
“Quantity disputed. Vessel states quantity to be ........ MT. Signed for receipt only.”
The Company’s Operation Department shall be informed immediately and will decide
further action.
The Master shall record fuel (ROB) before and after the bunkering and inform the
Company’s Operation Department.
012.8 SEGREGATION
Fuel oil shall not be mixed for the following reasons:
In for any reason the bunker situation onboard does not allow segregation of the new
bunker, the Superintendent and the Operational Department shall be informed.
Reference: Chapter No. 05.3, “Work Permit System” of the Health and Safety Manual
013.2 SWITCHBOARDS
Main and emergency switchboards shall be kept free from obstruction ensuring easy
access without danger to the staff. Spare components and other consumables shall not
be stored behind the switchboards. The non-conducting mats or gratings in front of and
behind the switchboards shall be maintained in a safe condition.
When switchboards are tagged and locked, ONLY the person mentioned on the tags has
permission to remove them.
In connection with repair and maintenance on the sewage plant, reference is made to
Chapter No. 09.10,”Hydrogen Sulfide” in the Health and Safety Manual
Proper housekeeping and removal and safe containment and disposal of oil contaminated
rags and other flammable material will greatly improve the first impression and enhance
the fire prevention efforts in the engine room.
017.4.4 Bilges
Accumulation of water and other liquids in the bilges shall be minimized, and leaks from
pipes and pumps shall be repaired as soon as practically possible. The Chief Engineer
shall ensure that all engineering personnel strive to limit the amount of bilge water that is
in need of separation and eventually be discharged overboard or pumped to shore
facilities.
• Bilges shall be maintained clean and dry to prevent risk of fire. In port, bilges shall
be pumped to a bilge holding tank, an approved slop tank or to a shore reception
facility if available;
• At sea, the method of bilge disposal shall be either pumping to a bilge holding
tank, an approved slop tank or by using of the 15 ppm Oily Water Separator
(OWS) to discharge overboard;
• The OWS is identified as environmental critical equipment, and shall only be
operated by the Chief Engineer or in his absence the 2nd. Engineer;
• The OWS shall be used in strict accordance with the MARPOL Annex I
Regulations and shall be maintained in good operating condition at all times;
• Prior to operating the OWS the EWO, if authorized, shall confirm with the OOW
pumping bilges overboard is permissible in accordance with local, national and
international regulations;
• When the monitoring, control and separating system is inoperative or when
directed by the Chief Engineer, bilge water shall be discharged to an approved
slop tank or holding tank on board, or to a shore reception facility; and
• After each use, the overboard valve from the OWS shall be sealed in the closed
position and the seal number recorded in the Engine Room Logbook.
• The crankcase shall never be entered unless the turning gear is engaged;
• Personnel entering the crank case shall wear appropriate PPE;
• No loose equipment shall be carried while inside the crank case; and
• Never enter the crankcase unless it has been secured with turning gear engaged for at
least ten (10) minutes.
As noted in Chapter 05.3.14.2, “Enclosed space, definition“ in the Health and Safety
Manual, the crankcase is considered an enclosed space and an Entry Permit is required.
017.6 PRECAUTIONS
Reference: Chapter No. 05, “Preventive Activities” in the Health and Safety Manual
017.7 ASBESTOS
Reference: Chapter No. 4.9, “Asbestos” in the Health and Safety Manual
Spark arrestors are integrated in the engines silencer and are declared to be maintenance
free.
The scope of this manual is to provide safe and healthy potable water to all personnel
onboard.
The management of Company is committed to ensure that the quality of the potable water
meets international standards required for use onboard.
Should there be any doubt regarding the quality of the bunkered or produced water, the
bunkering or production of water shall be stopped until the problems are identified and
rectified.
021 CHANGES
The Chief Engineer shall ensure that all temporary and permanent changes are subject to
the Management of Change procedures. Such changes can be, but are not limited to:
Reference: Chapter No. 014, “Management of Change” in the Main Quality Manual
01 VISION
The management of Anthony Veder Rederijzaken B.V. is committed to safe mooring
operations by ensuring that:
02 PUBLICATIONS
Apart from this manual also the following publications shall be used during mooring
operations:
03 MOORING PROCEDURE
04 FAMILIARIZATION
All personnel who are to be involved in any mooring operation shall receive suitable training
prior to attending their first mooring operation onboard.
People under the age of 21, inexperienced, non-familiarized or persons suffering from
fatigue shall never be allowed to operate mooring equipment unless carefully and personally
supervised by a well trained and experienced person.
Any variation of the predicted conditions shall be recorded by the OOW and seafarers on
duty, and the mooring system used may have to be re-evaluated to maintain secure mooring
at all times.
06 MOORING PLANS
Each vessel shall maintain a file containing records of the mooring plans used at all berths
previously visited.
Such plans shall indicate the moorings to be used on board and the bollards etc. to be
utilised on the jetty or shore. The plan shall also indicate:
• Any leading marks which are suitable for positioning the vessel;
• The best position for the gangway; and
• Any difficulties experienced during mooring or unmooring.
These plans can be of considerable benefit when the vessel returns to a berth enabling
persons onboard who are unfamiliar with the berth to get an immediate insight to the
requirements and the best way of carrying out the operation.
The Master may delegate responsibility for drawing up the plans to a capable Officer.
07 MOORING ARRANGEMENTS
Each vessel shall have available plans of the forward and aft mooring stations showing the
various lines which may be utilised for mooring. The arrangement shall show the primary
lead from any winch or drum end and any secondary leads for the vessel with both port and
starboard side to a berth.
A copy of the mooring arrangement shall be available on the bridge and also be posted in a
suitable location onboard enabling the mooring party to study the arrangement. A vessel’s
specific mooring arrangement shall be inserted in section A of the binder “Mooring and
Mooring Equipment”
08 DEPLOYMENT OF MOORINGS
The Master shall ensure that mooring operations (including interaction with tugboats) are
carried out in a safe and efficient manner, and that the following areas are addressed:
The manning at each mooring station will be at the Master’s discretion depending upon local
circumstances and environmental conditions.
Any incident occurred or near miss observed shall be discussed on board after the operation
by means of a safety meeting and reported to the Company.
09 RISK ASSESSMENTS
Risk assessments are available for all standard mooring operations. If the mooring operation
is taking place under severe environmental conditions, or a new mooring arrangement has to
be used, specific risk assessment covering the actual situation shall be carried out.
Mooring shall only be attempted when the results of the risk assessments show low risks. In
other situations the Company shall be contacted.
At no time when the winches are in operation shall the controls be left unattended, locked or
tied back in an operating position. The operation at each mooring station shall be
coordinated by the person in charge (PIC). The PIC shall be correctly positioned clear of any
danger areas while maintaining visual contact with the winch controller and over side
activities.
The winch brake is a static device intended for holding a mooring line taut and is not to be
used as a means for controlling a line being slacked down. When a line has to be slacked
down, the winch shall be put in gear, the brake released and the line walked back under
power.
When a rope is being worked on a drum end, in addition to the person tending the line, a
second person shall be available to clear away and stow the line as it is hove in, as well as
being available to apply a stopper prior turning up on the bitts. Lines shall not be left on a
drum end without being backed up on bitts or otherwise secured.
For operations in dark periods, the mooring stations shall be well illuminated.
Below is an illustration of snap-back zones for a simple and a more complex mooring
system.
Pedestal
Point of restraint Point of restraint Roller
SNAP-BACK ZONE
SNAP-BACK ZONE
011 MAINTENANCE
011.1 MARKING OF MOORING EQUIPMENT
Each mooring fitting, including bitts, bollards, chocks, pedestal rollers, closed chocks
universal roller leads and mooring winches shall be clearly marked with its SWL by weld
bead outline.
When the brake test is performed and the brake is, if necessary, adjusted, a winch brake test
report form shall be completed and sent to the Company. A copy of this report shall be kept
in section B of the binder “Mooring and Mooring equipment”.
The rope report can be found in the company standard forms and a winch brake test report
in Star IPS. The winch brake test shall be performed as follows:
• The support plate provided shall be mounted to the drum, taking the direction of
rotation into account. Attention shall be given to the fact that the support plate must
make an angle of 90° to the jack. This is necessary to ensure a correct reading of the
pressure gauge;
Line pull
The PMS shall include a description of the maintenance procedures for all parts of the
vessel’s mooring equipment. An inventory of the vessels spare parts for the anchor
windlasses and the mooring winches, as well as an inventory of all mooring wires, ropes and
shackles shall be maintained and monitored to ensure that the minimum level of spare parts
is maintained
This allows for easy identification for each element of the mooring equipment when cross
referenced with the inventory lists of this equipment.
The service life of the mooring equipment will vary based on the vessels’ trading area and
number of port calls and visual inspection of the equipment.
• Surface abrasion beyond the normal woolly appearance that is caused by normal
wear and tear;
• Internal abrasion, which may give rise to powered fibre and a reduction in rope
strength;
• Damage caused by heat which will give a glazed appearance where the fibres have
melted together;
• Inconsistency in the rope diameter; increases and reductions;
• Local heavy decolourization;
• Local areas of stiffness along the rope, which may indicate shock loads; and
• Excessive dirt or grit embedded in the rope
For more information and criteria for removal of fibre mooring ropes from service onboard,
reference is made to OCIMF Mooring Equipment Guidelines, Appendix D, “Guidelines for
Inspection and Removal from Service of Fibre Ropes”
• Fish hooks; broken yarns are not only very dangerous for the persons handling the
wire, but they also affect the strength of the wire;
• Wear between the strands. The opening up of the wire shall be done with extreme
caution, not to hitch or overstress the strands;
• When a splice is wrapped in plastic or fibres, always check underneath this wrapping
for rust formation. In addition, the ferrules shall be carefully inspected;
• External damage signs e.g. excessive wear; and
• Hitches or open strands.
For more information and criteria for removal of wire ropes from service onboard, reference
is made to OCIMF Mooring Equipment Guidelines, Appendix C, “Guidelines for Handling,
Inspection and Removal from Service of Wire Mooring Lines”
Like steel wires HMFM are not very elastic, so pendants must be used to absorb shock
loads. This type of rope is very sensitive for damage due to chafing. Therefore, rollers and
fairleads must be as smooth as possible and the rollers must turn easily.
For more information about such ropes, reference is made to OCIMF Mooring Equipment
Guidelines, Section 6.4, “High Modulus Fibre Mooring lines”
For many years, advice on the correct reeling of lines on winch drums has been based on
the fixed end of the brake band being in tension. This guidance has been promulgated in
publications such as ‘Mooring Equipment Guidelines’ and ‘Effective Mooring’ and assumes a
brake band arrangement similar to that shown below.
In the above diagram, the line under tension pulls against the fixed end of the brake band,
thereby forcing the free end of the band toward the fixed end and causing the two halves of
the band to be clamped or closed together around the winch drum. This is the ‘standard’
arrangement upon which previous guidance has been based.
Recently, a number of winch manufacturers have designed winches that have brake band
arrangements that result in the fixed end on the band being under compression, rather than
tension, when operating with lines correctly reeled. These arrangements are often
associated with designs that incorporate hydraulically spring applied brakes, an example of
which is shown below:
In the above example, the force exerted by the mooring line when properly reeled results in
a reaction force being applied to the deck structure. This force is in an opposite direction to
that in the ‘standard’ brake arrangements referenced above. However, it is important to note
that in both cases the effect of the line tensioning is similar resulting that the two halves of
the band are being clamped or closed together. This is further illustrated in the following
arrangement:
In the above example, with the line correctly reeled, the resulting force acts to compress the
fixed end of the brake band against the deck plating. However, as in all the previous
arrangements, the two halves of the brake band are being clamped or closed together by the
line’s tension.
Because of design changes by winch manufacturers, previous guidance used to assess the
correct reeling direction of mooring lines on winch drums, namely that the fixed end of the
brake band being in tension, is not valid in all cases.
Each arrangement shall be assessed on a case-by-case basis. With lines correctly reeled,
tension on the line shall be in a direction that causes the free end of the band to be forced
towards the fixed end, thereby forcing the two halves of the band to close together.
014 ANCHORING
014.1 BRIEFING PRIOR TO ANCHORING
Prior to anchoring, the Master shall prepare an anchoring plan and inform the anchoring
party about the anchoring procedure including the following:
A more detailed briefing shall take place if for both the forward anchors or the stern anchor
shall be used.
General safety procedures shall also be discussed including the wearing of safety equipment
and the individual tasks of persons in the anchor party.
The primary and secondary means of communication between the forecastle and the bridge
shall be established.
• Suitable clothing;
• Safety shoes;
• Gloves;
• Safety helm with goggles; and
• At night each member of the party shall also carry a suitable torch.
The anchor party shall prepare the forecastle area. The primary and secondary means of
communicating with the bridge shall be tested. Further the following shall be observed:
The bridge shall be informed when the anchor is ready and a check has been made over the
side to ensure no conflicting traffic. Letting go of the anchor from its parking position shall
only be done in an emergency.
The anchor shall not be lowered into the water while the vessel is still making considerable
headway in order to avoid damage to the hull. When the amount of cable required by the
Master has been walked back, the brake shall be applied, the windlass taken out of gear and
the bridge informed. When anchoring in deep water the anchor shall be walked back under
power until at or nearly at the seabed.
All persons in the anchor party must wear goggles to protect their eyes from rust particles,
dried mud and small stones which may be thrown off the cable as it runs out. The windlass
brake operator shall protect himself as the cable runs. No person shall stand immediately
forward of the windlass.
On the “let go” order from the Master, the brake shall be released and the cable allowed to
run. It will be snubbed on the brake when an amount about twice the depth of water has run
out. The bridge shall be given regular reports on the amount of cable out and its relative
direction to the bow. The cable will be continued to be slacked down as the weight comes
on, until the required amount of cable is in the water.
In strict legal terms the anchoring signals shall only be applied when the vessel has
completed the anchoring operation. At night the deck lights shall also be switched on.
The movement of the vessel in relation to the anchor position and cable shall be carefully
observed to ensure that the anchor is not dragging.
When securing the anchor, the brake shall be fully applied and the guillotine or bow stopper
put into position properly located between links in order to reduce stress on the windlass.
Prior to the anchor party standing down, the application of the brake and position of the
stopper and / or guillotine shall be confirmed.
If the Master decides to veer more anchor chain, this shall be done with utmost care;
preferably veering the chain under windlass power rather than controlling it on the brake.
The cable shall not be slacked back in large amounts as this may result in the excessive
weight coming on the cable with the possibility of damage.
If the Master decides that the second anchor shall be dropped, this operation shall be
carefully coordinated between the bridge and forecastle to ensure the anchor is dropped in
the correct position relative to the first anchor.
Personnel shall be advised of the added danger when handling anchors during periods of
heavy weather.
• Primary and secondary communication means with the bridge and forecastle shall be
tested;
• Power supply to the windlass shall be started and checked; and
• The cable washers shall be switched on.
During the heaving operation, regular reports shall be made to the bridge regarding the
remaining amount of cable out, its relative direction to the bow and the weight on the cable.
If the weight becomes excessive, starting the engine may be required. On a windlass fitted
with a second gearing this shall only be used when the engine cannot be used effectively to
reduce the weight or when additional power is required for breaking the anchor out from the
seabed.
Should there be a problem of incorrect stowage in the locker, this can best be resolved by
slacking out the cable and then heaving it back in again. Personnel shall normally not
attempt to enter the chain locker to rearrange the cable, unless stowing by hand is
necessary due to the specific vessel arrangement. The following shall be carried out:
• During the heaving operation, the cable shall be inspected to ensure that the cable
markings, links and joining shackles are in good condition;
• The anchor signal shall be terminated when the anchor breaks out of the seabed;
• When approaching the surface, the anchor shall be checked for any foreign matters
e.g. power cables. In such cases, port authorities shall be informed prior to taking
any action; and
• When the anchor is fully home in the hawse pipe, the brake shall be applied.
If stowing the cable by hand is necessary, a watchman with radio communication with the
OOW shall be placed at the entrance hatch to the chain locker
• Anchors are fully home in the hawse pipes and hard against the hull;
• Windlass shall be left out of gear and its power isolated;
• All covers shall be fitted to the hawse and spurling pipes; and
• Cable locker doors/hatches shall be securely closed.
Drawing is for illustration of the marking of the links and is not claiming to be correct
regarding chain details.
• Except for any shackle which may be installed close to the anchor, each joining
shackle in a cable’s length shall be painted red. The lugless joining shackle marking
the inboard end of the first shackle length shall have one link on either side painted
white. These links shall also be permanently marked by wire or a steel band around
the center stud;
• The marking will continue at the joining shackle marking the inboard end of the
second shackle length with the two links on either side of the joining shackle being
painted white. The second link on either side of the joining shackle shall be marked
with wire or steel band in the same manner as the first shackle was marked;
• This marking system shall continue with the number of links being painted white
increasing by one until all the shackle lengths have been painted and the relevant
links wired or banded;
• The last joining shackle before the bitter end all the links due to be painted shall be
marked in red to indicate to the windlass operator the last shackle is being paid out;
• In the case of a cable which has fitted a lugged type of joining shackle, then only the
studded links on either side of the end links shall be painted and wired. The open end
links on either side of the lugged shackle shall not be counted; and
• The links of cable joining onto the anchor shall also be painted white as this aids
sighting the anchor when still in the water. The cable will be painted as far as the first
link visible on top of the gypsy when viewed from the bridge. This painted link
provides a good indication if the cable starts to walk back when the vessel is at sea.
The anchor cable marking shall be maintained in good condition at all times.
Vessels fitted with shackle meters shall still have the anchor cable marked. The accuracy of
the shackle meters shall be checked during anchor operations.
If a buildup of sediment is observed in the chain locker, attempts shall be made to clean the
locker before the draining system becomes blocked. Personnel shall not enter and clean the
locker with cable in the locker. Chain lockers shall always be cleaned during dry-dockings
when both anchor cables are ranged in the dock.
The arrangement for draining the chain locker shall be maintained in good working order and
be frequently tested.
The chain locker doors or hatches shall be maintained in a good and watertight condition.
The doors/hatches shall be fully secured while at sea.
014.9 DRYDOCK
During dry dock periods, the anchor chain cables will normally have to be ranged and
inspected to meet Classification Society requirements. The following shall be carried out:
• Both anchor cables and the stern anchor cable, if fitted, shall be fully ranged in the
dry dock with the bitter ends being disconnected;
• The chain cables shall be cleaned;
• All links shall be examined and tap tested to determine if any cracks are present;
• All joining shackles shall be carefully examined and if necessary the lead pellets
covering the spile pin replaced;
• Consideration shall be given to moving the first shackle length to the inboard end to
extend the life of the cable;
• The anchors shall be carefully examined for signs of damage or wear at the head
hinge pin and shank connection shackle and swivel; and
• The complete length of the cable shall be properly marked as described in Chapter
No. 013.7 above. The marking of the cable and the securing of the bitter end shall be
inspected by a Senior Officer before the cable is re-stowed onboard.
01 MAINTENANCE
01.1 MAINTENANCE, GENERAL
The Company vessels shall be maintained in such a way that they at all times:
Reference: Chapter No. 5, “Preventive Activities: in the Health and Safety Manual
The Superintendent shall ensure that defects reported from the vessels are recorded and
dealt with as soon as possible.
Maintenance of the deck and cargo handling equipment and systems that require
technical knowhow shall be coordinated with the Chief Officer.
The daily maintenance activities are coordinated by the Chief engineer, or when ships
size require by the second engineer for the engine room and, where carried, the Gas
Engineer for the cargo handling system.
The Second Engineer shall assist the Safety Officer where required with the maintenance
of the lifesaving and fire fighting equipment.
The Navigational Officer is responsible for the maintenance of the navigational equipment.
The scheduled dates in the inspection plan may be considered tentative, as changes to
trades and trading patterns may necessitate revisions on a continuous basis. The extent
of the inspections in connection with dry dockings and reclassification shall be more
comprehensive than the annual inspections.
References:
• Company Internal Audit Checklist
• Company Major Inspection Checklist
• Company Major Inspection Record
All visiting Company personnel shall prepare a visit report reflecting their impression of
Officers and the vessel.
The Superintendent shall be responsible for these inspections, but may delegate part of
the program to colleagues in the office.
The Superintendent shall also assess the effectiveness of any training carried out onboard
since the previous visit.
All defects shall immediately be recorded in the Defect Reporting System and where
repairs are postponed awaiting spares, an intended repair date shall be entered into the
system.
The Master shall coordinate all renewal of certificates and servicing with the
Superintendent.
Any CoC when given shall be carried out as soon as possible provided the required
materials or spare parts are available onboard.
The Superintendent shall ensure that an CoC is not becoming overdue. Where delivery of
spares is enabling the vessel to meet the deadline, the Superintendent shall contact the
Classification Society and request a postponement.
This list shall be kept up-to-date by the Superintendent and entered in a standard
specification form with the normal standard shipyard services included. This will enable
the vessel to be docked on short notice with as many items as possible covered by
contracted prices.
• Overdue items are not acceptable except in extraordinary circumstances and only
after the Superintendent have confirmed to the vessel in writing;
• All maintenance shall be carried out in full compliance with the manufacturers’
manuals and associated documentation including service letters; and
• Changes to any equipment or system, temporary and permanent, including any
changes to the test or maintenance intervals shall be subject to the Company’s
Management of Change Procedures.
A record of overdue items and outstanding repairs can be prepared via the PMS, this
information shall be included in the KPI’s.
Reference: Main Quality Manual Chapter No. 014, “Management of Change” and Form,
“Overdue maintenance and TMSA reports”
• All movements of CFK’s and HCFK’s to and from the vessel shall be recorded as
shall all maintenance and repair work involving Freon;
• CFK’s and HCFK’s shall only be disposed to an authorized company ashore; and
• New installation of equipment containing HFCK’s is still permitted until 2020, while
new installations containing CFK’s are prohibited.
The Chief Engineer shall ensure that the Classification Society’s rules for such CMS
surveys are strictly adhered to. If in doubt, the Superintendent shall be contacted.
All jobs that will be overdue within the upcoming week shall be carried out before they
become overdue. The purpose of the procedure detailed below is to ensure that an
effective control process is in place to deal with the increased risk to personnel,
environment and ship which may result from the failure, disarming, or deactivation of,
critical alarm, critical control and shutdown systems.
The following systems resulted in a High Risk ranking and are defined as Critical.
Critical Alarms
1. Fire alarms
2. Fixed gas detection systems alarms
3. Steering gear alarms
4. Inert gas system alarms
5. Main engine shutdown alarms
6. Cargo pump protection alarms
7. Engineers alarm
8. Diesel engines over speed alarm
9. Cargo tank pressure and level alarms
10. UMS alarms
11. BWA alarm
1. Select vessels main technical account on the left side of the screen
2. select <critical> in the criticality column on the right side of the screen followed by
an <enter>
3. press button <look in subfolders> in order to see all items onboard which are
defined as critical equipment.
1 3 2
Change of settings on the critical equipment and systems shall be approved by the
Superintendent and shall be subject to the Company’s Management of Change
procedures.
Reference: Chapter No. 014, “Management of Change” in the Main Quality Manual
Repeated failure or damage to critical equipment and systems shall initiate a discussion
regarding required changes to
• Operational parameters;
• Maintenance intervals;
• Testing intervals and procedure; and
• Performance monitoring methods.
The rest of monitoring and alarm system for the cargo system shall be tested monthly.
Monitoring and alarm system for the following critical equipment shall be tested quarterly:
It is the Company’s policy to have all automation and instrumentation (for cargo system,
main and auxiliary engines), relief valves, explosion meters, gas detectors and oxygen
analysers serviced, overhauled and calibrated at each docking. Portable equipment is
done annually.
Calibration records shall be kept in the certificate binder and / or dry-docking report
The inspections shall be carried out by the Safety Officer and the specific checklist
”Monthly Inspection and Maintenance of the Lifesaving and Fire Fighting Equipment” shall
be used.
Any deficiencies shall be recorded in the deficiency reporting system and be reported to
the Master immediately.
Reference: Chapter No. 05, “Preventive Activities” in the Health and Safety Manual
In connection with the monthly inspection of the deck area, equipment including piping
systems and their foundations shall be inspected for signs of corrosion. Any serious
corrosion attacks (attacks which are not simply repaired by chipping and re-painting) shall
be reported immediately to the Company and recorded in the defect reporting system.
All equipment shall be maintained as per the PMS and manufacturer’s instructions.
Regarding safety of anchoring and mooring operations and carrying out brake tests of the
winches, reference is made to the Mooring and Anchoring Manual.
At monthly intervals, the Engine Dept. shall, in conjunction with the Chief Officer, carry out
the following checks:
• Lubricating oil level in enclosed units;
• Lubrication and grease points are clear;
• Forward and reverse operation;
• Brake drum and lining are free of oil, grease and paint;
• Brake control linkage is free to operate within the wear limits; and
• Smooth operation of the clutch unit.
The Chief Engineer in conjunction with the Chief Officer shall carry out an extended
annual survey and test all lifting equipment.
Lifting equipment shall be inspected and tested before use. The test shall include the
testing of the limit switch operation.
Reference: Chapter No. 05, “Preventive Activities” in the Health and Safety Manual and
the Lifting and Lifting Equipment Manual
• Inspection date;
• Result of the inspection;
• Any repairs or renewals carried out;
• Person carrying out the inspection;
• Date of next inspection; and
• Date of next renewal of the wires.
The maintenance of the gangway and accommodation ladders shall be included in the
vessel’s PMS.
In addition to the visual examination, the gangway shall be subject to an load test using
the following load every 5 years;
• Design load; or
• The maximum operational load if this is less than the design load and marked on
the gangway; or
• The load nominated by the Company for older gangways where the above loads
are not known.
Accommodation ladder
• Deck fittings;
• Steps;
• Platforms;
• Supporting points such as pivots and rollers;
• Stanchions, rigid handrails, hand ropes and turntables; and
• Davit structure, wire and sheaves.
• Brake mechanism including the brake pads and hand brake (if fitted);
• Remote control system; and
• Power supply source (motor).
In addition to the visual examination, the gangway shall be subject to a load test using the
maximum operational load every 5 years.
After the examination required above, the winch shall be operationally tested with the
maximum operational load of the accommodation ladder.
The wires and sheaves shall be inspected monthly and the result recorded in the deck log
book.
The wires shall be renewed when required and with maximum frequency of 5 years,
For removal of wires from service, reference is made to the Mooring and Anchoring
Manual
Reference: Chapter No. 011.3, “Assessment, Mooring Wires” in the Mooring and
Anchoring Manual
Reference: Chapter No. 05, “Preventive Activities” in the Health and Safety Manual and
Chapters Nos. 022, “Inert Gas System” and 023, “Deck Equipment” in the Cargo Handling
Liquefied Gas Manual
Reference: Chapter No. 05, “Preventive Activities” in the Health and Safety Manual and
Chapter No. 09, “Navigational Equipment” in the Bridge Manual
The report shall indicate if parts of a tank could not be inspected due to presence of water
or mud. In larger tanks where no staging is used, thus not allowing for close-up inspection,
in case not within hands reach, a statement like; ‘the inspection was carried from the
bottom of the tank’ (cargo tanks) or ‘from the horizontal stringers’ (side ballast tanks) shall
be included in the report.
Any defects found shall be indicated on the drawings and photos taken if possible.
Cameras may only be used after authorization by the Master and after a Work Permit has
been issued.
Reference: Chapter No. 05.3.10, “Work Permit, use of Camera” in the Safety and Health
Manual
Identify where found and describe the amount as % of entire structural element. Also state
the maximum depth and give the original plate thickness. Pitting corrosion may typically
be found on stainless steel and coated tanks with local breakdown of the coating system.
Fuel and other oil tanks First after 10 years Thereafter every 5 years
Light rusting over 20% of each area on the “Tank Inspection Summary
Form”
Reference: Chapter Nos. 09.8, “ Fuel Oils” and 09.10, “Hydrogen Sulfide” in the Health &
Safety Manual
Hygienic precautions shall be taken when inspecting such tanks as outlined in the
reference below
The Superintendent shall evaluate if the damage or defects require immediate inspection
by the Class or if it can safely be postponed until the next scheduled visit be the Class
onboard.
The inspection of these compartments shall be carried out annually and shall include:
• The main structural condition including doors;
• Electrical systems (general condition);
• Structural condition of ladders, walkways and platforms.
Several methods can be distinguished for pressure test systems shall be divided into:
All testing for piping and equipment subject to authority approval as identified in "test
packages" shall be in accordance with the selected design code and additional
requirements of this specification.
In case requirements of this specification are in contradiction with the requirements of the
selected design code, the requirements of the selected design code shall be governing.
For piping and equipment subject to final inspection by Class, the Classification Society
representative shall be invited through contractor’s or Anthony Veder to witness the
testing.
01.20.2 Maintenance, Pressure testing, General requirements
• Prior to testing, contractor must have inspected the piping system or / and
equipment for completeness and conformity to drawings and specifications.
• Test packages for systems are to be released by executing party (AV
crew/subcontractor) prior to start of pressure flushing and testing.
• All welds shall be free of insulation to enable visual inspection of all welds.
Painting of welds is acceptable as long as painting is applied according paint
specification.
• Welds of piping spools, which have been pressure tested separately and have
been painted afterwards, may remain painted during field pressure testing after
erection.
• For stainless-steel piping, the duration of the flushing, hydrotesting and draining
sequence shall be kept as short as possible, in order to reduce the possibility of
chloride attack.
• Testing against a closed valve is not permitted, unless specifically approved by
owner and under the condition that the test pressure is not higher than the
maximum allowable pressure at ambient temperature of subject valve as indicated
in the specification of the valve.
01.20.3 Maintenance, Pressure testing, Safety and environmental control
Before starting any pressure test operation, adequate measures for safety and
environmental control shall be established. All applicable Class Rules, local regulations
and recommendations from owner and contractor, shall be complied with.
1.20.3.1.1 General
• Pressure testing shall be executed under supervision of an experienced crew
member / contractor and / or Class Surveyor.
• The testing area shall be marked with signs indicating risk boundaries.
• Test pressure shall not be applied until the piping system and / or equipment and
its contents are at approximately the same temperature. Pressure test shall not be
conducted when the metal temperature and/or test liquid is below 6°C.
• After completion of the pressure test, the pressure shall be released so as not to
endanger personnel or damage equipment.
• Actions, which may cause damage to piping or equipment under pressure, are
prohibited.
• Test pressure shall be released immediately if piping or equipment shows changes
in form or size, which are not considered normal.
a) Increase to half the intended test pressure with a maximum of twenty-five (25)
bars.
b) Increase with one (1) quarter of the intended test pressure with a maximum of
twenty-five (25) bars.
c) Repeat step "b" until the intended test pressure has been reached.
• Care shall be taken that as little water as possible is spilled over the area to
protect equipment, instrumentation or insulation.
• Blind flanges, blanks, caps or plugs with adequate pressure rating shall be
installed to isolate piping and systems and equipment as indicated on the test
diagrams.
• All temporarily installed items (blanks, gaskets, spools, strainers, etc.), shall be
adequately marked using paint or tags for easy traceability.
• Items not to be subjected to the pressure test shall be removed.
• Items to be removed or blanked off prior to testing shall include, but shall not be
limited to:
Equipment not included in the test system.
Relief valves and rupture discs.
Orifice plates, flow nozzles or other similar restrictions.
Venturi type flow meters (flanged).
Internals of equipment (trays, demisters, level instrument floats, float cages,
etc.), if included in the test system.
Flanged control valves (for welded-in type control valve internals shall be
removed).
Flanged check valves unless internals are removed (for butt-weld check
valves internals shall be removed).
All in-line instruments (unless otherwise approved by contractor).
Any items not designed to withstand the test pressure (e.g. pressure
gauges).
Internals of strainers and filters.
• Instrument piping shall be tested together with the piping system up to the piping
block valve nearest to the instrument.
• Piping designed for vapor or gas shall (when necessary) be provided with
additional temporary supports, as indicated on isometrics, to support the additional
weight of the test liquid.
• All open valves in the test system, which have a back seat (gate and globe valves)
shall be fully opened until the stem seat contacts the back seat and then the hand
wheel shall be turned twice in the direction of closing to assure that gland packing
is subjected to full line test pressure.
• For pneumatic testing or service testing with air, screwed and flanged joints shall
be prepared for soap testing by taping with masking tape and punching a 3 mm
diameter hole through the tape. When electronic leak testing will be applied, taping
with masking tape will not be required.
• All systems shall be properly vented (at the high points) while filling.
• Test pressure shall be applied by means of a suitable test pump or other pressure
source. This pump shall be positively isolated from the system except when being
used to pressurize the system.
• At least two (2) pressure gauges per test system shall be installed. One (1) at the
test pump discharge and one (1) at or near the highest point of the test system.
For large systems, more pressure gauges shall be installed at suitable locations, in
coordination with contractor.
• The test pump shall be constantly attended during the test by an authorized
person.
Before the pump is left unattended, it shall be positively disconnected from
the system, while the pressure gauge remains connected to the test
system.
• The test pressure shall be as indicated in the test index as provided by contractor.
• Retesting of a system (when required) shall be performed at the same pressure as
originally specified for the test.
• The outside surface of the test system shall be dry and free from grease and dirt
before and during testing. Testing during rain periods is therefore, in principle, not
allowed. However, owner will advise on individual tests.
• The test pressure shall be maintained for at least 10 minutes prior to start of
inspection and long enough to enable a visible inspection of the complete test
system by the inspection team.
• Atmospheric lines to be "full of liquid" tested shall be filled with water for at least
24 hours before visible inspection of the complete test system by the inspection
team.
Water level in the test system shall be checked and marked at the start of
the test and rechecked after twenty-four (24) hours during visible inspection
of the system.
• In case hydro testing through equipment is required, owner or / and contractor will
provide special instructions (e.g. maximum differential pressures on shell and tube
side of heat exchangers) where applicable.
• A service test shall be performed with the line/ equipment in service i.e. with the
service medium and at service pressure.
• A visual inspection, and/or (in case of air lines) soap leakage tests shall be carried
out.
• For systems being pneumatically tested, a preliminary check of the test system
shall be made at a pressure not exceeding 1.7 barg (25 psig) or pressure
proposed by contractor after owner approval.
• A visual inspection, and soap leakage tests shall be carried out.
• Care shall be taken to avoid a temperature drop which could cause failure of metal
and thermoplastics due to embrittlement. The metal temperature during testing
shall not be below the minimum allowable temperature indicated in the "test
package".
Reference: Chapter No. 015, “Environmental Management” in the Main Quality Manual
Suppliers that that risk to be removed from the List of Accepted Suppliers by the annual
evaluation shall be informed in writing.
By a substantial increase in the trade with any supplier, the Purchasing Department shall
initiate discussion regarding (higher) discounts. Such discussions are documented.
Maintenance, Dry-docking and Repairs manual
For deliveries with a value <€ 500 and which are regularly purchased from the same
supplier, the Purchase Department shall quarterly and randomly compare prices from
other suppliers.
Nonconforming, goods not ordered, or packages which cannot be identified shall, if at all
possible, be returned immediately. Goods without positive identification shall not be stored
onboard the vessels (ISPS Code).
Maintenance, Dry-docking and Repairs manual
All nonconformities in the supplies are reported to the technical superintendent at the end
of each month.
03 REPAIRS IN SERVICE
03.1 REPAIRS IN SERVICE, PROCEDURE
Maintenance, Dry-docking and Repairs manual
All repair work shall be carried out in compliance with the instructions in the Health and
Safety Manual.
Whenever contractors are used onboard, the instructions in the HR Fleet Manual shall be
observed.
The following temporary repairs shall always be authorized by the Superintendent (unless
there is an emergency onboard):
04 SURVEYS
04.1 SURVEYS, BY COMPANY
In addition to the surveys of machinery and structural items as outlined in Chapter No. 01 of
this Manual, reference is also made to Health and Safety Manual.
Reference: Chapter No. 05.7, “Safety Inspections” and 09.1.1, “Health and Welfare
Inspections” in the Health and Safety Manual
1. Upon opening of Survey Window: Servicing of all Safety & Fire-fighting Equipment as
required for the Annual Survey, a.o. Servicing of Survival Craft launching devices,
liferafts, fixed and portable fire-fighting equipment, etc. shall be organized and carried
out. The vessel is to be instructed to review their records of inspections.
2. One(1) month BEFORE Certificate Anniversary Date: A review shall be made in
order to ascertain that all required servicing / inspections are satisfactorily completed.
In case this is affirmative, Class shall be invited and surveys are to be scheduled just
before or around the Certificate Anniversary Date.
3. The Window of 3 months AFTER the Certificate Anniversary Date shall ONLY be
used in case the vessel is trading in an area with limited Class Surveyors availability
or completing any Conditions of Class.
4. In all cases: Class & Statutory Annual Surveys shall be fully completed within one(1)
month after the Certificate Anniversary Date.
Maintenance, Dry-docking and Repairs manual
The Intermediate Survey shall be commenced at the time of the 2nd Annual Surveys and
shall be ultimately completed upon completion of the Intermediate Bottom Survey.
5. In all cases, a Risk Assessment shall be carried out for all Thickness Measurements
and Thickness Measurements within the Gas Zone shall only be carried out using an
intrinsically safe device. In General, the procedures for a camera permit shall be
followed.
04.3.4 SPECIAL SURVEY
The Special Survey shall be completed within 5 years after the date of build or after the
crediting date of the previous Special Survey. If the Special Survey is completed within 3
months prior to the 5 year due date, then it will be credited to agree with the effective due
date. E.g.: The Special Survey is due in December 2012. The Special Survey is completed
in October 2012, then the next due date of the Special Survey will be December 2017. The
Special Survey may be commenced at the 4th Annual Surveys and to be continued with a
view of completion by the due date. This means that the Special Survey could actually be
commenced at the beginning of the window of the 4th Annual Surveys. This means
effectively that there is 15 months available to complete the Special Survey! However, if the
Special Survey is commenced prematurely (i.e. prior to the 4th Annual Surveys), then it is to
be completed within 12 months.
Ultrasonic Thickness Measurements required for the Special Survey shall be carried out
during the time of the 4th Annual Surveys, as per above. The Special Survey is to be
completed at the time of the completion of the Bottom Survey required for Special Survey, as
far as practical.
completion of the Surveys and/or upon disembarking of the Class Surveyor, a (preliminary)
Survey Report shall be left on board and be immediately forwarded to the TS for his
immediate review.
05 SCHEDULED REPORTING
05.1 TECHNICAL DEPARTMENT REQUIREMENTS
05.1.1 Administration Workbook
The Technical department administration consists of the following worksheets:
The main difference being that the listed items answer to the following criteria:
• Unscheduled job (e.g. leaking seal, broken hose provisionally repaired, etc);
• Scheduled, yet overdue job, but spares still on order (listing such items shall also
serve as extra reminder);
• Problem is recurrent and advice of shore organizations has been sought. This may
explain the lack of spares (damaged parts, stand-by equipment now in service);
• Any important problem for which the office has been contacted but for which an
immediate solution is not yet available (e.g. damage involving “hot” work but vessel
not gas free); and
• Repair and maintenance that could not be executed due to prolonged adverse
weather conditions or very busy sailing schedule (but in itself does not compromise
reliability and safety of components and systems). Such cases shall be proven by
Logbook entries.
Items that should not appear on this list are maintenance and (minor) repair jobs that are
done in conformance with the Periodical Maintenance System and are on schedule.
Should any comment from the Company be deemed necessary same is to be included on an
attachment with clear cross reference on both the form and attachment.
Every month the list shall be comprehensive i.e. all previously reported and not satisfactorily
addressed items shall be included. The list shall be computerized.
Reference: Chapter No. 011.1.2, ˝Lubrication oil, sampling˝ in the Engine Manual
Maintenance, Dry-docking and Repairs manual
05.1.4 Requisitions
Requisitions should be made in STAR IPS. For parts not registered in STAR IPS a manual
form must be used. This form can be found in: STAR IPS / Forms / Requisition form.
In case requisitions are postponed or cancelled by the Technical Department (TD), TD shall
return the requisition form to the vessel stating the reason for cancellation or postponement.
Maintenance, Dry-docking and Repairs manual
06 DRYDOCKINGS
06.1 DOCKINGS, GENERAL
Maintenance, Dry-docking and Repairs manual
The Superintendent shall include in the specification revision of vessel’s drawing where
there are changes or modifications to systems and components.
06.2.2 Dockings, planning and preparations, company
The Superintendent shall ensure that the list of items from the vessel in all respects is
complete enabling the yards to make a firm quotation.
06.3 DOCKINGS
06.3.1 Dockings, safety onboard
During the yard period the master remains responsible for all aspects of safety onboard.
Total project safety is the combined responsibility of the Master, Safety Officer and the yard
project manager or if relevant, the yard safety representative.
Seafarers shall report any unsafe acts and condition to the Master or the Safety Officer who
have the responsibility to stop any activity which in their professional judgment is not
considered to be safe. Such actions shall be reported to the yard immediately.
The Master shall provide support to the Superintendent keeping abreast of the inspections
and repairs carried out to the vessel.
06.3.2 Dockings, safety regulations
The Superintendent shall make sure that the yard’s safety regulations are received prior to
arriving at the yard and are made know to all seafarers. Where the Company safety
Maintenance, Dry-docking and Repairs manual
regulations are the stricter of the two, these regulations shall be enforced for all work carried
out by the Company and the sub contractors invited by the Company.
Risk assessments may be required to account for the changes to original systems and
situations.
Provided that the safety measures of the shipyard are considered to suffice and complied
with, the use of the shipyard tank entry procedures may be followed and company permits
for tank entries may not be required.
Prior to the shipyard repairs, the shipyards permit system is to be reviewed by the
superintendent and a risk assessment is to be made in order to verify whether the yards
permit system suffices and / or any additional measures are required.
Measures are to be agreed with both the ship’s staff, the superintendent and the shipyard.
• Superintendent;
• Master;
• Safety Officer;
• Chief Engineer; and
• Second Engineer.
06.3.11 Dockings, changes to the contract
All additions to the contracted work shall be evaluated based on;
The Superintendent shall not accept additions before the above items have been clarified by
the Yard.
Maintenance, Dry-docking and Repairs manual
In connections with potential contract additions, the authority as per the Superintendent’s job
description shall not be exceeded.
Unplanned changes that are effected during the repair period shall. if at all possible, be
evaluated prior to commencement of the work.
Such changes may also be subject to approval by the Classification Society and/or the Flag
Administration.
• Copy of Management of Change activities carried out prior to and during the dry
docking period;
• Short summary of modifications carried out;
• All deviations from the contract, technically and financially;
• Performance of Company’s invited subcontractors;
• Performance of the Yard;
• Performance of Officers;
• Performance of ratings;
• Safety and security incidents;
• “Lesson Learnt”; and
• “Best Practices”.
Maintenance, Dry-docking and Repairs manual
• A final inspection of the underwater area also to ensure that there is no foreign
material attached to any part of the vessel;
• Docking plugs in tanks are in place and secured;
• Sacrificial anodes are free from all paint and grease;
• Propellor free to move
• Rudder can move freely
• Grids for thrusters tunnels are firmly secured; and
• Grids are in place and secured on all sea chests.
06.3.16 Dockings, after filling the dock
The Master shall ensure that all tanks and compartments that have been opened are
inspected as soon as the water engulfs the vessel. Any leakage shall immediately be
reported to the Superintendent.
The Superintendent shall ensure that all work carried out by the yard is inspected and tested
Where required, the Superintendent may delegate some inspection and testing work to a
Senior Officer.
The Superintendent shall further verify that all contracted work is carried out as required
including:
• Prices are in accordance with the contract also for additional items;
• Deleted items are not included in the invoice; and
• Possibilities for discounts are discussed;
01 VISION
This manual is written to provide the Master and crew a guideline on how to:
02 LIFTING EQUIPMENT
02.1 LIFTING EQUIPMENT, DEFINITION
Lifting appliances include any mechanical device designed to lift a load, such as:
• Cargo hose handling cranes, derricks, hoists and gantries;
• Accommodation ladders and associated cranes and hoists;
• Store cranes and hoist;
• Chain blocks, hand winches and similar mechanical devices; and
• Passenger lifts and hoists.
Lifting accessories are equipment designed to be directly or indirectly used to connect a load
to a lifting appliance such as:
• Wire slings;
• Steel chains;
• Fibre slings;
• Hooks and fittings;
• Swivels;
• Shackles; and
• Eyebolts.
Note: Some equipment is marked with the Work Load Limit (WLL) instead of SWL. This WLL
is equal to the SWL and was originated to replace the SWL. Fibre slings are often marked
with the WLL.
reasonably practicable. In such cases, however, the Safe Working Load shall be readily
ascertainable by the user.
The marking shall be durable, for example by incision or stamping. Any marking attached to
the equipment by the maker should remain in place. Removal of labeling will result in a loss
of certification.
Runners of cranes or derricks are not labeled but shall be recorded in the Lifting Equipment
Register with clear description on their location.
02.3.3 Lifting equipment, identification, gangways and accommodation ladders
Gangways and accommodation ladders on vessel delivered on or after 1 January 2010 and
new gangways and accommodation ladders delivered after this date, shall be marked at
each end with a plate showing the restrictions in use, such as;
Reference: Chapter No. 8.2, “Maintenance, Gangways and Accommodation Ladders in this
Manual
03 PUBLICATIONS
Reference is made to the following publications which are available on board:
• International Safety Guide for Oil Tankers and Terminals (ISGOTT); and
• Personal Injury Prevention (a guide to good practice) (P & I Club North of England)
04 ENVIRONMENTAL CONDITIONS
The use of lifting appliances onboard vessels can be greatly influenced by environmental
conditions over which the vessel has little or no control.
All persons involved shall be aware of the conditions that negatively can influence a lifting
operation such as:
Such and other potential hazards shall be identified in the Risk Assessment and the required
safety measures shall be implemented. Only when risks are assessed to be low shall the
lifting operation be executed.
05 TRAINING
05.1 TRAINING, GENERAL
Lifting appliances and cranes in particular, have caused numerous human injuries and
damage to property onboard vessels due to noncompliance with manufacturer’s instructions
with regard to operation and maintenance.
All personnel who shall be involved in any lifting operation shall receive suitable training prior
to attending their first lifting operation onboard. No seafarer shall attempt to operate any
lifting appliance without the required training and authorization. The training shall as a
minimum cover the following:
The training shall be documented using the ‘Crane Handling Training Records. in the Crane
Certificates Binder.
All seafarers shall be adequately trained to be able to assist with lifting operations while
being aware of the potential hazards involved.
• Midship crane;
• Store crane (aft);
• Life raft crane;
• MOB crane;
• Lifeboat crane / Lifeboat davit;
• Engine Room gantry crane; and
• Accommodation ladder and appendages.
The training shall be crane specific for all cranes because every crane has its own
operations, characteristics and Safe Working Load.
Training shall be provided by Officer or another person who have experience in operating
the cranes.
An overview of the standard hand signals can be found in the vessel’s Lifting Equipment
Certificate Binder and poster at the main corridor.
06 MAINTENANCE
06.1 MAINTENANCE, GENERAL
All lifting appliances and accessories shall be included in the Planned Maintenance System
(PMS). The PMS shall strictly follow the manufacturer’s instructions. Maintenance shall only
be carried out by a competent person with knowledge about the equipment, its operation and
potential defects.
All lifting appliances and accessories shall be visually examined before use.
The maximum inclination from the horizontal shall not exceed the figures below unless the
gangway or accommodation is designed and marked with a greater angle of inclination:
• Gangways, 30º; and
• Accommodation ladders, 55º.
For actual inspection and maintenance, refer to the Maintenance, Dry docking and Repairs
Manual
The wires on all cranes and hoists (included of the accommodation ladder) and loose wire
ropes and slings shall be carefully checked for defects.
The annual inspection and function testing may be carried out by the Chief Officer or the
Chief Engineer provided they have experience with the equipment and are capable of
evaluating the conditions of all parts.
Reference: Chapter No 011, “Assessment of Mooring Ropes and Wires” in the Mooring and
Anchoring Manual
Also included in the records shall be any repairs or modifications carried out.
07 LIFTING OPERATIONS
07.1 LIFTING OPERATIONS, LIFTING PERSONNEL
Lifting of personnel using the vessel crane(s) shall only be considered in an emergency
situation.
07.3.3 Lifting operations, preparations, heavy loads, preparing the operational area
Prior to the lift the pickup and landing area shall be inspected to ensure that:
• There are no obstacles that can interfere with the lift;
• There is no equipment in the vicinity that can be damaged by e.g. a swinging load;
• There are no hazardous liquids in the vicinity of the lift;
• There are no snow, ice or slippery surfaces;
• Only the required personnel are present; and
• The lift and landing area are marked to keep unauthorized persons away from a
potential hazardous area.
• How to attach the load and what type of equipment shall be used for this purpose;
• Are steering lines required and if yes, how many and held by who;
• The type of communication to be used;
• If a signaling man shall be used only this person shall communicate with the
operator;
• Hand signals to be used are agreed and known by both parties (see Lifting
Equipment Certificates Binder Chapter 2);
• The results from the risk assessment including any environmental restrictions and the
PPE to be used; and
• Experiences from a similar lift in the past.
• No person shall under any circumstances stand, sit or walk under a hanging load;
• No unauthorized persons shall be allowed in the lifting area;
• All authorized persons shall stand well clear of the load and in such a way that they
cannot be caught between a swinging load and a fixed object;
• Never attempt to push or hold back a heavy load with excessive strength;
• Wearing required PPE, such as:
Helmet;
Safety shoes;
Gloves; and
Safety goggles when dust or small particles may be released.
• Ensure the load is properly secured before commencing the lift;
• Lift the load only a short distance from the pickup place and check if securely
balanced; and
• Ensure that the hoisting line is not wrapped around the load.
• Under no circumstances shall the signalman be involved in any other activity during
the lifting operations;
• The signalman shall position himself in such a way as to have clear eye contact with
the operator and the lifting area (unless portable radios are used for communication);
• The signalman or operator shall abort the lift if other persons are interfering with the
signaling to the operator; and
• The signalman shall ensure to stand clear of the lifting zone.
08 MANUAL LIFTING
Reference; Chapter No. 04.3, “Lifting and Carrying” in the Health and Safety Manual
09 APPENDICES
The following appendixes can be found in the Lifting Equipment Certificate Binder:
• Appendix 1 Lifting arrangements(s)
• Appendix 2 Standard hand signals
• Appendix 3 Records and certificates
• Appendix 4 Records of crane handling training
01 VISION
The accident, incident and near miss investigation system is designed to:
• Establish exactly what happened, when, where and with what consequences;
• Evaluate the direct, surface and root causes; and
• Identify any risk reducing measures required to avoid recurrence.
A systematic search for causes, an effective corrective action process and active
participation by the Senior Management are steps initiated to achieve the Company’s main
objective in the safety, health, environment and quality activities:
• No accidents;
• No damage to property;
• No spills; and
• No inconvenience to customers.
02 DEFINITIONS
02.1 INCIDENT
Any uncontrolled or unplanned event and therefore an umbrella term covering accidents and
near misses.
02.2 ACCIDENT
03 NOTIFICATIONS/REPORTING REQUIREMENTS
Reference: Chapter No.2.3, “Emergency Preparedness, Reporting Requirements” ” in the
Emergency and Salvage Manual”
Certain relatively simple examples how to stop or limit certain leakages have been included
in the Emergency and Salvage Manual.
Reference: Chapter No. 020, “Containing Hull Leakages” in the Emergency and Salvage
Manual
05 INVESTIGATIONS
05.1 GENERAL
Persons that have been directly involved in the event shall not be part of the investigation
team. Investigations shall be unbiased and directed towards identifying the root causes in
order to be able to take effective corrective action(s). The objectives of every investigation
shall be to determine:
• What happened?
• Why did it happen? and
• What can be done to avoid recurrence?
05.2 PROCESS
The investigation process is described by the flowchart on the following page.
LOW: First aid, onboard contained oil spills, hull scratches, dents not affected by class
conditions and no conflict of interest by the master.
MEDIUM: Oil spills overboard less than 0,2m³, Collision, any incident alongside a
terminal and Work related Medical evacuations or hospital treatments.
HIGH: Fatalities, Fire, Collision with external investigation parties involved, Oil spills
overboard more than 0,2m³.
Above are only guidelines, the fleet director can decide to deviate from above and classify
an incident to another impact level 5.3.3 and 5.3.4.
Master/Chief
Engineer
Head
Department
The above is a guideline and the minimum composition of the investigation team. Depending
upon the actual event, the team leader has the authority to add members to the team.
Any person being directly involved in an event shall not be part of the investigation team.
For all high risk events, the Managing Director shall appoint the investigation team.
05.3.5 Analysis
All accident, incident and major near misses shall be sent to the Company’s SHEQ
Department for a formal analysis and update of the statistics. The following shall be
evaluated;
Information that may be helpful during an investigation is given in Chapter No. 07.
05.4.2 Formal
The formal investigation carried out by the investigation team may use the documentation
obtained by the initial investigations, but shall not be biased by its conclusion and shall
ensure to explore other likely scenarios and chain of events.
05.4.3 Exceptional
By very severe accidents involving multiple fatalities and or major damage to property and/or
the environment, an external investigation may be initiated by a Contracting Government
either where the vessel is located or whose flag the vessel is flying. Regardless of such
investigations, the Company will carry out its own investigation whenever possible.
• Gather information;
Secure the scene;
Collect the facts
• Analyse the facts;
Develop the sequence of the event;
Identify the causes;
• Implement solutions
Give recommendations;
Prepare the accident investigation report.
• Determine the situation on the scene immediately prior after to the event;
Harmful sources of energy at or in the vicinity of the scene;
Who was present and their exact location;
What were they supposed to do;
What did they actually do;
Other activities near the accident scene;
What portable equipment was involved;
What fixed equipment was involved;
Local condition; light, ventilation;
Weather conditions and sea state;
• Describe the situation on the scene after the event and in particular what had
changed;
What harmful energy was involved in the event;
Who was injured;
Their exact location;
What was damaged;
Extent of damage;
What equipment had shifted position;
• Hear any witnesses;
• Take photos (if possible) and/or make sketches;
05.5.3.1 General
Based on all the information collected including the witness interviews, determine the exact
sequence of how the event developed. Most accident are not caused by a single cause but a
chain of interrelated casual factors. Thus identify;
• Direct causes;
• Contributing cause(s); and
• Root causes.
Investigators shall maintain objectivity throughout the investigation and never jump to
conclusions. A seemingly obvious cause that is determined early on may not be so
obvious when all circumstances have been evaluated. The purpose of the investigation
shall be to discover any minor and major factors which may have led to or contributed to
the accident, and not to assign individual blame.
Unsafe behaviour and conditions, the contributing causes, are symptoms of “hidden” design
or implementation mistakes in the system. Refer to the matrix below.
Those associated with the design of the Those associated with the implementation of
system the system
Looking for root causes is asking why something happened and continue to ask why until
one arrives at the most fundamental element in the system that failed.
The root causes are the most basic causes that allowed the surface causes to exist. The
root causes existed before the surface causes.
If root causes are not identified and the underlying problem solved, the risk for a recurrence
is high. Therefore the investigation process shall be systematic and be carefully reviewed by
the Management Review for thoroughness and consistency.
Using the Cause and Effect diagram shown above, asking “why” on each of the casual
factors identified until the most basic cause have been found that allowed the surface
cause(s) to exist.
05.5.4.1 General
When the root causes have been identified, the weaknesses in the system, whether these
concern its design or the implementation, can be corrected.
When writing the report, the investigators shall clearly identify what evidence is based on
facts, partial facts, eyewitness accounts, or the investigator’s own assumptions in the
investigation report.
Corrective actions or improvements shall always carry an ultimate date and the name of
the person being responsible for the implementation.
Lesson learned from investigations shall be distributed throughout the Company and
when appropriate, shared with customers.
05.5.4.2 Responsibilities
Corrective actions following minor accidents without fatalities or hospitalisation of personnel
or property damage may be approved and implemented by the activity responsible person.
All major accidents investigations shall be dealt with by the Company’s senior management.
05.7 TRAINING
The Company shall train a team of investigators in the office using an accredited training
facility. This team may then be used to train at least two persons onboard every vessel in the
fleet. All such training shall be documented. Gaining practical experience by forming part of
an actual investigation team is promoted and should be documented in the seafarers
appraisal form.
The summaries of these KPI’s shall be reviewed by the senior management in the
management reviews:
In cases where one particular vessel or a group of vessels is/are performing substantially
better than others, the potential causes for the difference shall be investigated. In this
respect, the following may be of interest:
In order to evaluate changes to the management procedures and routines, the following may
be of importance;
• Identify best practices that can be used within one group and/or fleet wide; and
• Comparing results from internal audits/inspections with those from external
audits/inspections.
In connection with the analysis the influence of the following factors shall also be tried to be
evaluated:
• Nationality of Officers;
• Officers’ sailing period;
• Aggregated experience;
• Vessel’s equipment;
• Vessel’s age;
• Vessel’s trading area;
• Number of crew onboard;
• Vessel’s Superintendent; and
• Number of visits onboard by SHEQ and Technical Departments.
KPIs are plotted as trends and statistically compared. Negative trends shall be evaluated
and discussed with all parties involved, and corrective actions shall be carried out.
Any negative trend detected in an office department or on a vessel shall be subject to
special attention during the first subsequent scheduled audit.
The Company’s preventive activities as described in the Health and Safety Manual Chapter
No. 5 is designed to remove the unsafe acts and condition and maintaining the vessels in
the green area of the flowchart shown on the following page.
07 INVESTIGATIONS
07.1 INVESTIGATIONS, INTERVIEWING WITNESSES
The interviewing of witnesses shall, if at all possible, take place shortly after the near
miss, incident or accident has happened. If there is serious injury to personnel, pollution
of the environment or major damage to property, witnesses are likely to be mentally
affected by the situation. Great care shall be exercised when interviewing such
witnesses. As a general guidance, the following shall be observed,
DO NOT
• Blame;
• Interrupt;
• Intimidate;
• Ask leading questions;
• Argue with;
• Use a recorder without consent;
• Make lengthy notes while the witness is talking; or
• Show personal emotions.
BUT DO
• Calm the witness down, if necessary;
• Explain clearly that the reason for the questions are to determine the cause of the
incident/accident, and NOT TO PLACE BLAME;
• Listen to the witness;
• Make sure that they understand questions;
• Record their exact words; and
• Make short notes; and
• Ask the witness to confirm that your interpretation of the story you have heard is
correct.
The interviewer shall ask open-ended questions that cannot be answered by a simple
“Yes” or “No” response. The questions will naturally depend on the circumstances, but
the following are some examples of questions that always shall be asked;
• “Where were you when the incident/accident happened?”
• “How close to the scene were you at the time?”
• “What were you doing at the time?”
• “What did you see and hear?”
• “What were the environmental conditions like (weather, light, noise, etc.)?” and
• “What were the involved seafarers doing at the time of the incident/accident?”
The most important in any investigation is not to jump to conclusions that may be seen
obvious at any stage in the investigation. The investigator shall be systematic in identifying
the chronological chain of events that caused the accident based on available physical
evidence and witness statements.
The investigation will have to establish the four (4) main ingredients of an accident:
The absence of any of the above would have avoid the accident.
In the following pages some of the simpler investigation techniques are presented.
Searching on Incident or Accident Investigation will produce a lot of useful information.
There are many articles and books available also on the internet. One very good book
available at internet for free downloading is written by Professor C.W Johnson in 2003:
US Department of Energy has also prepared some excellent publications which are available
on the net, see also Chapter No. 8.3.3 7.2.3 below.
For each contributing factor, ask ‘why’ until the basic or root cause(s) have been identified.
Event as it was Accident free, ideal State the difference Evaluate the effect of
carried out situation the difference(s)
• A person;
• A cargo;
• A piece of equipment;
• Third party property; and
• The environment.
Barriers, which also can be designed into a piece of equipment or system, are designed to
avoid that a hazard is hitting a target.
• Barriers that were in place and how each of them performed during the event;
• Barriers that were in place, but was not used;
• Barriers that were not in place, but were required; and
• Additional or reinforced barriers that would prevent a similar event in the future.
The physical barriers are all the safety devices and arrangements (including built-in) and
personal protective equipment that are in use.
List all barriers in How did the barrier Why did the barrier Evaluate the effect
place perform fail
Reference:
J.R.Buys and J.L. Clark 1995 “Events and Causal Factors Analysis” US Dept. of Energy Ref.
DOE 76-45/14 SSDC-14
For the purpose of 3CA, a significant episode is one that markedly increases the risk of
unwanted events that might follow. 3CA can be used to analyse these episodes and
structure inquiries into the reasons underlying them.
This method is very systematic and when done correctly gives a very good overview of an
accident or event. A schematic sequence of the analysis is shown below:
The most resent manual is the 3CA Manual B from 1997. This and 3CA Manual A can be
downloaded from the website mentioned below.
3 Attend to any personal injuries and If in port: Call the agent and the local P &
minimize damage to property and I Club representative
environment
5 Get an overview of the event and Take overview and close-up photos.
start to collect evidence Where size is important include a ruler or
a standard sized object as reference.
9 Identify direct, surface and root Do not jump to conclusion early on in the
causes investigation
13 Evaluate the effectiveness of the This evaluation shall be done 3-6 months
corrective actions after the implementation.
01 VISION
The Company’s vessels shall be manned by competent seafarers that are in possession
of all the certificates and licenses required by the Flag Administration and who are familiar
with international maritime regulations, ISO 9001:2008, and TMSA Guidelines.
Appraisals and promotions shall be based on individual’s professional skills and not be
biased by personal relationships.
Apart from the required statutory training, the crew shall receive systematic training to
increase their management system knowledge and shall, in addition to the skills required
by their position, receive detailed knowledge about the following:
02 HR ORGANISATION
02.1 ORGANISATIONAL CHART
02.2 COMMUNICATION
02.2.1 Communication between offices
All communication between the offices shall be in English. The Branch office shall copy
the Rotterdam office on all communication with:
• The vessels;
• The Company’s agents; and
• AV Travel.
The Manager HR (Marine) shall supply the MT with the following regular reports:
• Anthony Veder Rederijzaken B.V. ,time zone is UTC +1 (daylight saving time UTC
+2); and
• Brach Office Jakarta, time zone is UTC +7 (no daylight saving time).
Daylight saving time is in effect from the last Sunday in March and ending on the last
Sunday in October.
02.7 AUDITS
Both offices shall as a minimum be audited at least annually.
• Manning agents used for recruitment and placement service located in a country
which has ratified MLC, operate in conformity with a standardized system of
licensing or certification issued by the competent authority in that country.
• In those cases where a manning agent is used in a country that has not ratified
MLC, Anthony Veder must verify compliance by means of an audit.
• Ensure that the Manning Agents have a list of Company requirements to
competence, experience and language skills;
• Check randomly that all these requirements are met;
• Carry out an annual review of the crew selection and recruitment as carried out by
the Manning Agent;
• Ensure that there is an effective procedure in place to verify the validity of
certificates and documents;
• Ensure that Master and Chief Engineer are invited to the office and approved by
senior Company management before first employment; and
• Carry out as a minimum a thorough annual audit.
The Annual Review of the crew selection and recruitment by the Manning Agent as
mentioned above shall be done with input from the following departments:
• SHEQ;
• Technical; and
• Operation.
The HR marine shall in cooperation with the SHEQ Department ensure that corrective
action is initiated and implemented. In cases of major nonconformities, the effectiveness
of the corrective action shall be confirmed by a (partial) audit.
• Employment by the Company shall not be traded for money or any other personal
services; and
• Company black list of seafarers not welcomed back to the Company shall not be
shared with any 3rd. party.
03 SHIPBOARD ORGANISATION
Chief Chief
Cook
Officer Engineer
Second Second
Bosun Fitter
Officer Engineer
Third Third
AB Oiler
Officer Engineer
Junior Junior
Apprentice OS Wiper
Officer Engineer
Gas
Apprentice Steward Electrician
Engineer
Apprentice
NOTE: This is a general set-up which may vary across the fleet
Other Officers who are delegating tasks to other officers or ratings shall also verify that the
delegated tasks are carried out as required.
Such random verifications are assumed to be more frequent when tasks are delegated to
new personnel.
Such verifications shall also be used to identify the need for additional training of individual
seafarers or groups.
Reference: Appendix 1
If, in the professional judgment of the Master, a conflict between safety and security
requirements applicable to the vessel arises during operation, the Master shall effect those
requirements in a manner where safety concerns override security concerns.
When the Chief Engineer or Chief Officer submits own opinion in writing, the Master shall be
provided with an original and one copy. The Master shall acknowledge the receipt of the
original by endorsing the copy, and return the copy to the Chief Officer or Chief Engineer.
In the case of such a dispute, the Master shall inform the Company accordingly.
Record keeping:
• A list of action points shall be maintained by all personnel attending the meeting,
• A note shall be made in the logbook stating the time the SMT was held and the
persons attending
As minutes of the meetings are not forwarded to the office, the relevant department in the
office shall be contacted In case any action from the office is expected.
• Certificate of Competence;
• STCW training;
• Vaccinations;
• Passport;
• Visa;
• Seaman’s book; and
• Medical examination.
All costs involved in the application of a visa are for the account of Anthony Veder
In case the masters verification shows that the on signer does not hold the required
documents to formally take over the responsibilities of the off signer, the master is to
postpone sign off until he is satisfied that all documents of the on signer are in order.
Upon review of the documentation the Master shall advise the following:
• HR (Marine) Department;
Before joining a vessel the crewing officer shall verify the following:
• Passports are valid for a minimum period of 7 months plus contract durations upon
sign on; and
• All other personal documents shall be valid for the contract period plus 6 weeks.
• A digital copy of the new Muster lists shall be sent to crewing department by e-mail
within 24 hours of the change; and
• the original, signed Muster list shall be numbered (XXXX/yyyy/no.; e.g.
CMIL/2012/01) and kept on board for at least 3 years, A signed copy to be send to
the office by mail.
• A digital copy of the new Muster lists shall be send to crewing department by e-mail
within 24 hours of the change; and
• the original, signed Muster list shall be numbered (XXXX/yyyy/no.; e.g.
CMIL/2012/01) and kept on board for at least 3 years, A signed copy to be send to
the office by mail.
• Any equipment;
• Crew;
• Cargo;
• Communication with Company; and
• Charterers.
In addition, the recordings mentioned in Chapter No. 1.1.3.2 below shall be made.
• Chief Officer;
• Chief Engineer;
• 2nd. Engineer (or 1st Engineer where relevant).
The handover form from the Chief Engineer shall be forwarded together with his “The letter
of Confirmation”.
An entry in the official deck log shall be made recording the appointment of the new Chief
Officer in accordance with Flag Administration’s Legislation.
The Officer to be relieved shall ensure that the relieving Officer in all respects is fully capable
of taking over the responsibility for the position.
03.3.15 Manning
number of qualified persons as mentioned on the Safe Manning Certificate and is detailed as
per below instructions:
A minimum of:
50% of the senior officers must be onboard at all times
50% of the remaining officers must be onboard at all times
50% of the ratings must be onboard at all times
The following combinations are not allowed to leave the vessel at the same time:
The master has to discuss the situation with the Technical Department or the SHEQ
department in those cases in which the master wishes to maintain a minimum manning level
which is less than set by the company. This will be assessed in a case by case manner.
Master (Ship Security Officer) shall not leave the vessel unless there is a replacement SSO
onboard and only if operations in the port are not influenced by his absence.
• Certificate of competence;
• Contract of Employment;
• Passport & Seaman Book;
• Medical examination;
• Additional training certificates.
• Vaccinations;
o Yellow Fever
o Typhoid
o Hepatitis A and B
o Cholera (unless specifically trading North West Europe)
Due to the limited availability of Typhoid vaccinations, these will only be made available by
the medical authorities to those seafarers whom are scheduled to sail for over 14 days in an
area that is designated as a high risk area for typhoid fever.
In case the Master detects any deviations from the above requirements this shall be
recorded as nonconformity and be reported via e-mail to the SHEQ Department with a copy
to the Manager HR (Marine).
• Certificate of Competence;
• Contract of Employment;
• Passport & Seaman’s Book;
• Medical examination & Vaccinations;
• Additional training certificates as applicable; and
• (Ship management, Radar navigator, ARPA, Basic Safety, Proficiency in survival
craft, Medical care, Gas Course, Tanker Familiarisation, BTM, Watch Keeper,
GMDSS, Ship Security Officer In house training etc.)
Upon joining the vessel the seafarer shall be in possession of the following:
• Hardened nose
• Anti static
• Energy absorbent
• Water resistant
• Anti skid profile
• Impenetrable inner sole
• Oil resistant
A certificate binder is available from HR (Marine) Department and the Manning Agency.
03.3.15.5 Pregnancy
When female seafarers are pregnant the ILO and the Flag state regulations come into force.
According the Dutch flag state, a female seafarer is not allowed to sail the first 13 weeks of
her pregnancy and as from her 28th week of pregnancy. The company however will not
allow pregnant female seafarers to sail on board of its fleet and will endeavour to arrange
alternative duties a shore. The female seafarer is encouraged to indicate pregnancy
immediately to enable the company to take appropriate actions. When a female seafarer has
not indicated she is pregnant while on board or is not aware of this, the company is
indemnified from any consequences.
The Master shall ensure that seafarers do not exceed the total of their credit as specified by
the Company.
• Remit the debit balance automatically with the next monthly allowance;
• Remit the amount to a nominated person;
• Cash the amount of the debit balance on board; or
• Leave the amount in the Company's custody until further notice.
The wages sheet contains information such as basic wages, wages on leave, overtime
compensation, additional payments, cumulative particulars, subtractions for social security,
wage tax, retirement fund, advances and monthly allowance, total leave days, etc.
Final calculation of an employee's wages by signing off shall be executed by the Company.
• Each seafarer will receive a monthly allotment of 65% of the wages including overtime
into the bank account with payment date on the first working day after the 20th of each
month;
• Each seafarer has to take into account payment may be received in the account up to a
week after the payment date depending on bank transfer times;
• Each seafarer will receive the home allotment pro rate to the days spent on board in the
month of sign on;
• Each seafarer will have the right to ask for an on board cash advance of no more than
25% of wages with a max of 500 US$ or Euro as applicable to the contract, pro rata for
month of sign off and sign on;
• Each seafarer will have the right to ask for payment of the balance;
• Each seafarer will, upon signing off, receive the balance of the wages over the period on
board, which will be transferred to the account with the next monthly allotment;
• Each seafarer will receive the leave payments at home in full amount minus any
negative balance if applicable. With payment date at the 20th of each month;
• At the end of the leave period the seafarer’s final balance will be calculated and
forwarded to the account of the seafarer;
• Each seafarer may appoint a maximum of 3 bank accounts for forwarding wages;
• Each seafarer will receive 30 US$ or Euro as applicable to the contract to cover bank
charges independent on the amount of bank accounts designated by the seafarer with
all bank charges on these account being for the account of the seafarer;
• Each month the seafarer will receive a wage slip via the personal Company e-mail
account; and
• Each seafarer must inform the Company on the bank details by means of the
appropriate banking details form. This form must be typed, not hand filled to avoid
reading errors and handed over to crewing department before signing on.
Example;
A seafarer receiving total monthly wages on board of $1000, signing on 15th of January,
signing off 15th of May will receive as per below:
January:
Allotment; 65% of pro rate wages = 65% x $1000 x 15/30 = $ 325 to bank account
Cash; 25 % of pro rate wages = $ 125 in hands
Balance; Pro rata wages – allotment– cash = $50
February:
Allotment; 65% of wages = $ 650 to bank account
March:
Allotment; 65% of wages = $ 650 to bank account
Cash; 25 % of wages = $ 250 in hands
Balance; balance last month + wages – allotment – cash = $250
April;
Allotment; 65% of wages = $ 650 to bank account
Cash; 25 % of wages = $ 250 in hands
Balance; balance last month + wages – allotment – cash = $350
May:
Cash; 25 % of pro rata wages = $ 125 in hands
Balance; balance last month + pro rata wages – cash = $725
1000
800
600 Wages
Allotment
400
Cash
200 Balance
0
Sign on
Feb
March
April
Sign off
15 May
15 Jan
An officer receiving total monthly wages on board of $1000 and $500 on leave for 50% of the
contract duration, signing on 15th of January, signing off 15th of May will receive as per
below:
As for the non Dutch ratings for the months January through May with the following extras:
May
Leave pay (16-31 May) = $250
June:
Leave pay = $500
July
Leave pay 1-15 July = $250
1000
800
600
Wages
400 Allotment
200 Leave
Cash
0 Balance
Sign on 15 Jan
Feb
March
April
June
July
The maximum allowed overtime per individual of 140 hours per month shall not be exceeded
without the written approval of the Manager HR (Marine).
For observation of the Rest Periods required by ILO, reference is made to Chapter No.
04.10.8, “Compliance with Rest Periods” in this manual.
03.3.17 Declarations
• The Declaration form is available from HR (Marine) and the Manning Agency; and
• All declarations shall be supported by original vouchers and shall be in accordance
with valid rules and regulations and collective labour agreements.
In case a seafarer signing off would require cash advance to pay for his travelling expenses,
the Master shall include the advance in the “Deductions of Wages” list.
In order to apply for a loan the seafarer shall comply with the following circumstances;
• The seafarer must have a positive endorsement via the regular appraisal system for
re-employment; and
• The seafarer must be scheduled for a Company vessel.
• To assist the seafarer to board the vessel (in which case the loan shall be deducted
from first wages after joining;
• To assist the seafarer in a study; and
• To assist the seafarer in a medical or family emergency.
Any loan shall be transferred to the seafarer via the wage department to ensure proper
payback. The loan shall only be paid out if the right bank form is attached to the loan
request.
Upon death, disability or sickness the funds on loan to the seafarer will be claimed with the
seafarer or his next of kin as applicable.
Study contracts shall only be given on an individual basis after authorization by the
Company’s Management Team.
If authorized by the Company’s Management Team, the Company is prepared to pay for the
studies and offer the seafarer a study contract which gives the seafarer the obligation to sail
with the Company for a period of 3 years after termination of the studies.
• The seafarer must have a positive endorsement via the regular appraisal system for re-
employment; and
• The seafarer must be scheduled for a Company vessel in direct continuation of his
study.
First time joiners, therefore, shall not be considered for a study agreement.
• Cost of the study up to max $2000 to be paid directly to the school by the Company;
• Cost for daily expenses up to a maximum of $250 per month to be made available to the
seafarer for the duration of the study up to a maximum period of 6 months; and
• Miscellaneous school expenses to a maximum amount $250 to be made available to the
seafarer.
In case of death or permanent disability, the Company will not claim funds made available to
the seafarer under a study agreement with the seafarer or their next of kin.
03.3.20 Medical
• STCW 95;
• Flag Administration Requirements; and
• National “Occupational Health and Safety Requirements.
Details of the National “Occupational Health and Safety Requirements” can be obtained from
the Manning Agent or HR (Marine).
In order to respect the privacy of seafarer and supernumeraries a dedicated and protected e-
mail address shall be used by the Master for reporting sickness or injuries;
[email protected]
Medical records are to be kept confidential in order to respect the privacy of the involved
seafarer or supernumeraries. Medical records shall either be kept in the master’s safe or in a
closed locker in the vessel’s hospital.
• By having unprotected sex- sex without a condom- with someone who has HIV. The
virus can be in an infected person’s blood, semen, or vaginal secretions and can
enter your body through tiny cuts or sores in your skin, or in the lining of your vagina,
penis, rectum, or mouth;
• By sharing a needle and syringe to inject drugs or sharing drug equipment used to
prepare drugs for injection with someone who has HIV; and
• From a blood transfusion or blood clotting factor that you got before 1985.
• Don’t share needles and syringes used to inject drugs, steroids, vitamins, or for
tattooing or body piercing. Also, don’t share equipment ("works") used to prepare
drugs to be injected. Many people have been infected with HIV, hepatitis, and other
germs this way. Germs from an infected person can stay in a needle and then be
injected directly into the next person who uses the needle.
• For persons whose sexual behaviours place them at risk for STDs, correct and
consistent use of the male latex condom can reduce the risk of STD transmission.
However, no protective method is 100 present effective, and condom use cannot
guarantee absolute protection against any STD. The more sex partners you have,
the greater your chances are of getting HIV or other diseases passed through sex.
• Condoms used with a lubricant are less likely to break. However, condoms with the
spermicide nonoxynol-9 are not recommended for STD/HIV prevention. Condoms
must be used correctly and consistently to be effective and protective. Incorrect use
can lead to condom slippage or breakage, thus diminishing the protective effect.
Inconsistent use, e.g., failure to use condoms with every act of intercourse, can result
in STD transmission because transmission can occur with a single act of intercourse.
• Don’t share razors or toothbrushes because of they may have the blood of another
person on them.
Seafarer sick or
injured
No Inform Company
Nature of sickness
Work related?
or injury and
personal details
Yes
Prepare an initial
accident report
and forward to the
Company
No
Time lost
No further action
(LTI)?
Yes
Inform Company
patient details and
possible duration
of inability to work
No
Doctor or
hospitalization
required?
Yes
Inform Company
about doctor/
hospital details
Inform Company
when returned to
work
• Audio hardware;
• Computer game hardware;
• DVD, Video, CD, Audio Cassettes;
• Computer games;
• Books; and
• Body Health/Exercise equipment.
The “Entertainment Fund” shall be used for the benefit of the entire crew. The following
applies:
• The Manager HR (Marine) shall advise the vessels regarding the annual budget for
the Entertainment Fund;
• Every quarter the Master is authorized to withdraw a 25% of the annual
Entertainment Fund budget from the vessel’s cash-locker:
• The Master shall keep records of the expenses made;
• Beginning of every quarter (Jan 1st, April 1st, July 1st and October 1st) the Master
shall make a note on the cash statement;
• At the end of the quarter the Master shall report to the Company’s Financial
Administration the status of the Entertainment funds;
• At the end of the year the total record including original invoices shall be sent to the
Company’s Financial Administration; and
• The Entertainment Fund may in one or more quarters limit expenses thus allowing for
a bigger spending in the future. In such cases, the relieving Master shall discuss the
intentions with the new Master and the Company.
The entertainment fund is currently set at Euro 800 per year per vessel
• 40 Euro/50 US$ pro rate for the period in the month acted as mentor depending on
contract currency of the mentor.
The master is to inform AV wages at the end of the month on each officer which acted as
mentor for what period for AV Wages to arrange proper payout to the mentors account.
03.3.23 Visitors
• Matches and lighters brought onboard by visitors shall not be carried outside the
accommodation;
• Mobile phones shall be switched off before proceeding over the deck; and
• Cameras shall only be used where and if authorized by the Master.
The Head of Department hosting visitors shall make sure that they are accompanied to the
muster station in case of an emergency.
03.3.24 Supernumeraries
03.3.24.1 General
Supernumeraries are Company, Company related or contracted personnel not belonging to
the normal vessel complement having been authorized by the Company and/or Master to
sail with the vessel for a specified period of time. The following has to be observed:
All supernumeraries shall be in possession of a valid Seaman’s book and be added to the
crew list.
They will be staying onboard at their own risk and account and shall in no way interfere with
the seafarer’s normal duties, any operations or activities onboard.
Should unplanned circumstances requiring extra personnel to ride the vessel and thus
leading to a conflict with the permissible number of persons onboard, the partner/relative will
have to leave the vessel even if this is earlier and in a different port than originally planned.
The Master shall specify all expenses incurred on their behalf at the end of each calendar
month/period on the Canteen Statement/Provision List and deduct the total expenses from
the seafarer's wages. The total amount shall be entered in the Wage Deduction List.
They shall be assigned to a Muster station and take part in drills which may be carried out
during their stay onboard.
The Company shall ensure that a LI is arranged by a contractor before attending a Company
vessel. The LI shall be issued using the contractor’s letterhead.
The Company shall also inform the contractor about the Company’s Drug & Alcohol policy
and that individuals may be liable to a search upon boarding the vessel.
• Company safety regulations are complied with at all times including the Risk
Assessment and Work Permit systems; and
• Procedures in the SSP regarding work in Restricted Areas are followed.
Master shall issue a summary of the representation expenses at the end of the calendar
month/period stating all expenses incurred for food, drinks and other expenses and also
specify the consumption in the monthly administration.
• General Information;
• Activities Agent;
• Canteen statement;
• Cash Statement;
• Crew Specification Cash Canteen;
• Representation Expenses;
• Deduction from Wages (Euros); and
• Deduction from Wages (US$).
The forms can be found at boordadm.xls and are believed to be self explanatory.
If the charges are for account of third parties e.g. operators, charterers, seafarers etc. they
shall be recovered and collected by the Company from the parties involved.
This number shall be shown clearly on the envelope and notification of dispatch sent to the
Company by e-mail. An acknowledgement of receipt of the mail shall be forwarded to the
vessel.
The numbering shall be reset to 100 at the beginning of each year. Masters shall continue
from the last number issued by their predecessor.
The DPA shall respond to the Master’s Review within 4 weeks after receipt.
Reference: Appendix 1
This budget will include and be based upon a writer review on the following subjects:
04.5 PLANNING
04.5.1 Planning process
The specific manning requirements shall be verified and updated where required at least
annually or immediately in connection with:
Seafarers under the age of 18 shall not be allowed to carry out any work during the night*;
Seafarers between 16 and 17 years of age shall be limited to 8 working hours in any 24
hour period.
Further, seafarers between 16 and 17 years of age shall not manually lift or carry any
loads > 10 kgs.
*Night: a period of at least nine consecutive hours, including the interval from midnight to
0500hrs.
The maximum age for ratings has been set at 60, however, the required capabilities of a
rating will be assessed from the age of 55 regardless of the medical examination. The
assessment will be done by the Manager HR (Marine) in close cooperation with the
Master, Chief Officer and Chief Engineer.
The Liberian Flag Administration has specific rules, in addition to STCW ’95, for ratings
which can be found in StarIPS.
Prior to taking up responsibility in rank the following gastanker experience (actual sailing
time) must be obtained;
• For Masters, Chief Engineers, Chief Officer and 2nd Engineer 3 months in the last
5 years
In addition, the officers in question shall fit into the customers’ matrix requirements.
Exemption from the above shall only be considered after a risk assessment has been
carried out and approved by the Manager HR (Marine) and the Fleet Director.
When a vessel is manned with both a Second and Third Navigation Officer, the
aggregated experience in rank as Officer of the Watch (OOW) shall be minimum two
years.
Aggregated experience may differ from charterer to charterer and shall be taken into
account when a vessel is scheduled and manned for a new charterer.
• Vessel’s most senior four (4) officers are familiarized in the Company’s office for at
least two days; and
• A Company SHEQ officer joins the vessel for an agreed period for familiarization
and start up of the management system.
The familiarisation shall be carried out using a checklist, which shall be signed by head of
each department visited.
This matrix contains, amongst others, information regarding the experience of the Master
or officer based on the following criteria:
The oil majors are using the experience information in the officers’ matrix as part of their
risk assessment to determine the suitability of the vessel for the intended voyage.
The Company aims to arrange scheduled relief in a cost effective manner for which the
following guidelines shall apply:
Although the Company shall strive towards relief at the end on the contractual period, a
deviation of +/- two (2) weeks shall be considered as an accepted window for the relief.
Both offices shall allow for the possibility of ad-hoc reliefs when evaluating the available
pool of seafarers.
04.5.3.6 Successions
The planning for future manning demands shall be based on:
• In connection with the medical examination, a drug and alcohol test will be carried
out;
• During the annual medical examination, all seafarers from Asia shall undergo a
dental check;
• All seafarers shall follow the instructions from and the regulations governing the
medical examination;
• If a seafarer is declared unfit for duty, temporary or permanent, this shall be
reported to the Crewing Officer as soon as possible. A subsequent re-examination
shall be carried out by the doctor who declared the seafarer unfit for duty; and
• Only medical centres approved by the Flag Administration shall be used.
EU Seafarer Medical Certificate Two years <18 years of age: One year
Cholera vaccination Six months
Typhoid vaccination Three years
Yellow fever Ten years
Hepatitis A Ten years
Hepatitis B Fifteen years
http://www.pelaut.go.id
The Crewing Officer shall ensure that the certificate is completed as required:
If there are any irregularities, or differences with the Company’s requirements, the
Crewing Officer shall inform the Manager HR (Marine). No seafarer shall be employed on
any of the Company’s vessels with incomplete or incorrect certificates or any of the other
required documents.
• Qualifications;
• Past experience;
• Age restrictions;
• Requirements for aggravated experience;
• English language; and
• ISM and management system knowledge.
The more senior the position is, the more emphasis shall be placed on leadership talent,
language skills and personal experience from operating with a management system linked
to the OCIMF “Tanker Management and Self Assessment” (TMSA) system.
Any extension of the Branch Office’s pool beyond the normal replacements shall be
approved by the Manager HR (Marine).
Apart from the job related qualifications, the selection process shall also consider/include
the following:
• Attitude in general;
• Background (verification of identity, any previous involvement with political or
criminal activities, any previous visa refusals to any countries);
• Common sense;
• Crew Evaluation System (CES) assessment;
• English skills (test);
• Judgement; and
• Leadership capabilities (bosun and officers).
The interview shall be performed in such a way that the candidate’s English skills are
tested. Question shall be formulated in such a way that simple no and yes answers are
not possible. The Company’s requirements to English skills for officers are increasing with
seniority.
• Master;
• Chief Engineer;
• Chief Officer;
• Second Engineer; and
• Second officer.
Seafarers shall be given an opportunity to examine and seek advice on the agreement,
including any collective bargaining agreement that forms part of it, before signing, as well
as other facilities as necessary to ensure that they have freely entered into an agreement
with sufficient understanding of their rights and responsibilities and must therefore receipt
a copy of both the employment contract and CBA, at least 2 days prior to traveling to the
vessel.
The contract must be made up in 3 fold and a signed original must be made available to;
• The seafarer
• The master
• The ships Manager
All CBA’s shall be made available on board in STAR IPS as available to each seafarer
No seafarer shall remain onboard under one contract for longer than one year.
Ratings are required to be member of a union. The fee for membership shall be
compensated by the Company.
Each on board employment will be recorded in the seafarers seaman’s book, without any
statement as to the quality of the seafarer’s work or his wages.
In case the seafarer or ship owner needs to terminate the employment contract early, the
minimum notice as per applicable CBA must be followed, it should however never be
shorter than 7 calendar days.
In those cases where the seafarer terminates his contract without notice due to valid
compassionate or other urgent reasons, he may do so without penalty
Basic knowledge of Basic knowledge of: Basic knowledge of: Basic knowledge of:
gas tanker
operations • ISM Code; • Environmental • ISPS Code;
• NC and near miss protection; • Duties as
Ability to speak and reporting; • Garbage gangway guard;
understand English • Identification of management; • Restricted areas;
unsafe acts and • Individual • Reporting
Capability of
situations; responsibility; suspicious
understanding
• Responsibilities of • Saving energy; persons, boats
emergency and job
Safety Officer; • Avoiding spills; and goods;
related instructions
• Responsibilities of • Cleaning decks;
(e.g. as helmsman)
in English
DPA; • Separating
• Individual seafarer’s garbage,
Medically fit for the responsibility; including
position in question • Personal hygiene; personal;
• General safety
regulations.
• Fire prevention;
• Enclosed spaces;
• Work permits;
• Use of PPE;
Trained as Safety
Officer (SO) (Chief
Officer)
Manage vessel as
one unit (Masters)
Organise the
engine department
(Chief Engineers)
Detailed knowledge
about engine room
operations and
maintenance
Trained in energy
conservation (Chief
Engineer)
Trained in accident
investigations
Trained as Ship
Security Officer
(SSO) (Master)
• Attracting candidates;
• Screening candidates; and
• Final selection.
The final selection, which for certain officers includes an approval from the Manager HR
(Marine) and for Master and Chief Engineer, and final interview by senior Company
Management, shall be documented by the Recruitment Record for the position in question
and the Record Senior Officer’s Visit to Company Head Office respectively.
Reference: Recruitment Records and Record Senior Officer’s Visit to Company Head
Office
Minimum level;
Caution level;
• An officer or crewmember whom is above the minimum level but is below the
caution level must repeat the test prior to his next assignment to assess progress.
• An Officer or crewmember whom is meeting the Caution level must repeat the test
at least annually
Expected;
• An officer whom meets the expected level does not need to do a new test until he
is promoted to a rank for which a higher result is expected.
This training shall be given by the Master during the first week onboard.
The “Familiarization Checklist” shall be completed by all newly joined crewmembers within
one (1) week after joining the vessel.
The “Familiarization Checklist for Newly Joined crewmembers” shall be completed by all
newly joined crewmembers within one (1) month after joining the vessel.
Bridge familiarization checklist must be completed prior taking over the watch as
navigational officer.
• Quality;
• Quantity;
• Price; and
• Flexibility.
Any request for external training shall be sent to the Manager HR (Marine).
Required training may include both onboard and shore based training, and consists of
both theoretical and practical training. Whenever specific training has been carried out
onboard, the Ship Management Team shall evaluate the effectiveness of the training
done, and include this in the team’s meeting record.
• Proficient in the use of all navigation and bridge equipment on the vessel;
• Proficient in radar operations and plotting;
• Proficient in sound working knowledge of the International Regulations for
Preventing Collisions at Sea 1972 (as amended);
• Thoroughly familiar with all steering systems fitted on the vessel;
• Thoroughly familiar with the duties to be performed according to the watch
conditions set forth in Bridge Manual; and
• Familiar with the Ship Security Alarm System, SSAS (see SSP).
This training is more comprehensive than the familiarization mentioned in Chapter No.
4.6.2, “Onboard Familiarization”.
The Master is further encouraged to delegate conning authority to the Chief Officer in
more complex sailing situations while the Master is present on the bridge to supervise the
handling of the vessel.
When possible, vessel handling exercises shall be conducted in open sea with all Watch
Keeping Officers present on the bridge and participating in the maneuvers. Such
exercises shall be at the discretion of the Master, but could for instance include the
“Williamson Turn”. Such exercises, when circumstances allow, could be expanded to
include approaches and stops on floating markers placed overboard at the beginning of
the exercise.
During such exercises the vessel’s turning circle and stopping distances shall be
compared with the diagram of maneuvering characteristics on the bridge. The data
shown on the diagram will be varied as necessary to reflect the vessel’s actual handling
characteristics, in light and loaded condition in deep and shallow water. The Master shall
ensure that any changes to the maneuvering data are made known to all Watch Keeping
Officers.
The Master is also encouraged to practice maneuvering from the engine room on a
regular basis.
All vessel handling & maneuvering exercises will be recorded in the Deck Logbook.
This training shall in particular include, but not be limited to, the activities as mentioned in
Chapter No. 4, “Preventive Activities” of the Health & Safety Manual, and with special
emphasis on:
• Hazard identification;
• Risk assessment;
• Work permits;
• Fire prevention;
• Use of PPE;
• Forbidden items in gas dangerous areas;
• Near miss and nonconformity reporting.
In addition all Officers must be familiar with all standing orders covering their department
and position.
Reference:
The Master shall also ensure that that all seafarers involved with the cargo handling
operation are trained in these procedures and are aware of the hazards involved with the
particular cargos carried at any time.
An Officer being relieved shall allow time, before leaving the vessel, and as a minimum in
compliance with the procedures as mentioned in Chapter No.03.3.11, “Minimum
Handover Periods” in this manual, to inform his relieving officer of his duties,
responsibilities and in particular, any unusual aspects of the assignment.
The Master shall, as part of the activities mentioned in Chapter No. 03.3.3,
“Accountabilities and responsibilities, verifications” ensure that the Heads of Departments
undertake the required training of all seafarers in their departments.
Anthony Veder will organize an Officer seminar bi-annually in the following locations
• Rotterdam
• Jakarta
• Riga (or alternatively Odessa)
* Chief Officer and Chief Engineer shall complete the appraisal in cooperation with the
Master.
All appraisal reports shall be reviewed by the Manager HR (Marine). Any inconsistencies
shall be discussed with the parties concerned.
• For Masters and Chief Engineers; Master’s and Chief Engineer’s Appraisal Record
• For all other seafarers: Appraisal Form; and
• Appraisal Form Guidelines.
General
Each appraisal is done in writing, using the standard AV appraisal form. Discussing the
appraisal between shore staff and the officer is not compulsory, it is however encouraged
to discuss any feedback directly with the Officer involved. It must be noted on the
appraisal form weather feedback was given or not.
When
Shore staff is to create an appraisal report under the following circumstances;
During dry-dockings top 4 officers
During take over of vessels into our management top 2 officers
During ship riding inspections: top 4 Officers
Intermediate assessment;
Each shore staff member is entitled to make an intermediate assessment, both positive
and negative of any crewmember.
When poor results are noted, an additional, mid year, assessment to monitor progress will
be initiated by the crewing department.
The master may initiate a navigational assessment at any time to assess competence as
the basis for a recommendation for promotion or intermediate appraisal
The Assessment shall be spread over time to ensure that all aspects of the navigational
activities are covered.
The Navigational Assessment shall be carried out by the Master who may use input from
other audits and inspections as part of the Assessment.
The Navigational Assessment shall contain at least, but not limited to the following items:
The assessment report shall be signed by the Master and be countersigned by the Officer.
Appraisal reports shall also contain individual seafarer’s requests for additional training or
education.
Seafarers shall be permitted to review their appraisal reports and to make comments on
the content. The reports shall not be changed based on such comments unless there are
statements in the report that are clearly based on misunderstandings or misinterpretations
of specific situations or events. The seafarer’s comments shall be filed together with the
report.
The appraisal shall be drawn up in duplicate, the original sent to HR (Marine) and a copy
be provided to the appraised who should always countersign the appraisal form,
regardless the outcome of the appraisal.
Should an individual seafarer receive two widely different appraisal reports, the Crewing
Officer or Manager HR (Marine) as applicable shall follow up with both appraisers to try to
clarify the reasons behind the differences.
All seafarers returning to the fleet shall be checked against the appraisal files by the
Crewing Officer or Manager HR (Marine) as applicable to ensure that a seafarer with a
documented negative report does not return to a different vessel in the Company.
• By signing off;
• For new seafarers at the end of the trial period (3 months); and
• When positive or negative endorsement are to be given.
Promotion from own ranks is preferred shall be explored first before any attempts are
made to recruit from outside the Company.
The Manager HR (Marine) may under certain circumstances deviate from the promotion
criteria mentioned in the following chapters, but only after:
• A risk assessment has determined that the risk in doing so is low; and
• Approval by the Fleet Director.
In addition to the positive recommendations and required individual skills, the officer
considered for promotion shall be in possession of all the required certificates for the new
rank.
A newly promoted Chief Officer or 2nd Engineer shall only sail the first trip in the new rank
on a vessel where the Officer has previously served or on a sister vessel.
Promotions shall be carried out using the standard checklist and in combination with an
average score of the last two appraisals of 8 or higher.
In addition, the candidate is to be encouraged to participate in on the job training for the
next rank. This training needs to be tailored by his senior officer, acting as mentor to
include when applicable;
• Leaderships skills
• Technical skills
• Administrative duties
• Cargo duties
• Engine room duties
Or 6 months if Or 6 months if
experienced Gas experienced
Engineer Gas Engineer
onboard onboard
Second 2
Officer
Third Officer
Or 6 months if Or 6 months if
experienced Gas experienced
Engineer Gas Engineer
onboard onboard
Third
Engineer
A potential junior officer shall have completed the apprentice period with at least two
positive recommendations from different apprising officers.
A newly promoted Master or Chief Engineer shall only sail the first trip in the new rank on
a vessel where the Officer has previously served or on a sister vessel.
Promotions shall be carried out using the standard checklist and in combination with an
average score of the last two appraisals of 8 or higher.
All promotions to Master or Chief Engineer shall be confirmed by the Company’s senior
management and only after a personal visit to the Company’s head office.
Or 6 months if Or 6 months if
experienced Gas experienced Gas
Engineer Engineer
onboard onboard
Or 6 months if Or 6 months if
experienced Gas experienced Gas
Engineer Engineer
onboard onboard
04.10.2.1 On board
The period from crossing the gangway to board the vessel up to passing the gangway to
leave the ship
04.10.2.8 Employees
Persons under contract by the company. This can either be directly or indirectly via
manning agents.
The possession or consumption of banned drugs strictly prohibited whilst one is working
and / or 24 hours prior starting to work for Anthony Veder.
appraisal of the crewmember or office employee reporting the abuse and shall be kept
private and confidential.
When the master is found to be under influence of drugs and alcohol; the Chief Officer
shall:
• Temporarily relieve the Master of all his duties;
• Temporarily take command of the vessel; and
• Enter the details of the incident in the Deck Logbook
Test results shall be sent by the subcontractor to the Manager HR Marine and kept strictly
confidential. The test results will be kept in the seafarer’s personal file. It is the
responsibility of the Manager HR Marine to act on any positive outcome of external drugs
and alcohol test results.
• The testing shall be carried out within two (2) hours after the accident or as soon
as it is assessed that the on board situation allows time to safely carry out an
alcohol test;
• Individuals that have been directly or indirectly involved in the accident shall not
consume any alcohol for the following eight (8) hours; and
• Alcohol tests taken after a marine casualty shall be only taken by means of urine
sampling; the on board available test kit is to be used to collect the samples.
The following cases are defined by the US Coast Guard as being a Marine Casualty:
Anthony Veder may also require an alcohol test after incidents not meeting the US Coast
Guard requirements if deemed necessary.
4.10.3.5.6 Alcohol & drugs testing, Testing when in doubt of alcohol use
When use of alcohol is suspected, the master will initiate an alcohol test by means of the
ships breathalyzer.
4.10.3.5.7 Alcohol & drugs testing, Work instructions for on board testing
Below mentioned shall be observed during on board alcohol tests:
• Testing shall be carried out by the Master and the test shall be witnessed by at
least two crewmembers. The person to be tested may call own witnesses;
• The Master shall print a copy of the crew list and let all seafarers sign the list after
the test has been carried out;
• A copy of the signed crew list shall be forwarded the Company by e-mail, attention
Manager HR Marine;
• The copy of the crew list onboard shall be destroyed and the e-mail used to send it
shall be permanently deleted in the e-mail system in order to protect one’s privacy;
• The test date shall be recorded in the log-book;
• When the Master is required to be tested this shall be carried out by the Chief
Officer with the Chief Engineer as witness;
• When an alcohol test gives a positive result; a second test needs to be carried out
30 minutes after the initial test. The involved crewmember shall be kept under
supervision of two crewmembers during this period and he is not allowed to
consume any food or drinks;
• The Blood Alcohol Content (BAC) limits for a seafarer upon boarding a vessel shall
not exceed 40 mg per 100 ml blood; the BAC limit for a seafarer on duty shall not
exceed 0 mg per 100 ml blood;
• If the second test result is also in excess of the BAC, this shall constitute a
disciplinary offence and the seafarer shall remain suspended from duty.
• If the second test result is also in excess of the BAC, the involved crewmember is
required to handover a urine sample to the master (or in case it concerns the
master, to the Chief Officer and Chief Engineer) for analysis ashore.
• Urine samples shall be taken maximum two (2) hours after the second test and
shall be safely stored onboard until the next port as instructed in the D&A sample
kit.
• Any positive alcohol test with a result in access of the Company’s allowed blood
alcohol levels shall be reported to the Company immediately, attention Manager
HR Marine. The Master (if not the offender) and the Manager HR Marine shall
jointly decide the disciplinary action.
Any cost or costs of damage associated with excessive consumption of drugs or alcohol,
including costs for signing off and replacement, not limited to loss of hire in case the
vessel rejected for a voyage, will be re-claimed from the seafarer concerned.
The personal effects of seafarer failing to join prior to sailing shall be inventoried, packed,
tagged and temporarily held in the custody of the Chief Officer.
Unless proven that the seafarer unwillingly failed to join the vessel, an immediate
dismissal will follow.
The rest periods of crewmembers shall be in accordance with the provisions of STCW
2010.
All seafarers, the Master included, of 18 years of age and older shall have at least 10
hours rest in any 24 hour period, to be calculated from the start of the rest period. The rest
period may be divided in not more than two periods of which one shall contain a continued
period of rest of at least 6 hours. In this case the 24 hour period shall be calculated from
the beginning of the longest rest period enjoyed. Hours made for meetings, drills and
rounds and attending to alarms are to be logged as working hours.
The time between two consecutive periods of rest shall never exceed 14 hours. A
minimum of 77 hours of rest shall be enjoyed in every 7 day period. Seafarers of 16 and
17 years (young seafarer) of age shall be limited to a working time of 8 hours in any 24
hour period.
The minimum hours of rest for these young seafarers shall be at least 12 hours in any 24
hour period of which at least 9 hours shall be consecutive and shall cover at least the
period between 00.00 hours and 05.00 hours. If the young seafarer due to watch keeping
arrangements is actually running watches during those hours, the working time may be
extended to a 12 hour period. If it is necessary for training purpose the young seafarer
may be allowed to work between 00.00 hours and 05.00 hours. The maximum hours of
working for young seafarer shall never exceed 40 hours in 7 days.
It is advised to record the hours of work and rest on a daily basis; however the last record
may never be older than seven calendar days.
Two watch schedules with 6 hours on and 6 hours off will, in most cases, lead to fatigue.
This is caused by the fact that the average sleep will not be more than 4.5 to 5 hours. This
will lead to insufficient uninterrupted sleep and poor quality of sleep due to the fact that the
rest will be taken during daylight hours.
In those cases where the crew is running on a two watch schedule during port stay or at
sea (due to absence of seafarers the Master is encouraged to let his crew work on a 7 on
7 off 5 on 5 off schedule which starts at 22:00hr.
The Master shall take rest periods for participants into account when planning onboard
training and drills.
When resting personnel is disturbed during their rest period (e.g. UMS), see Master shall,
if possible, consider compensating for the time interrupted.
The watch schedules for sea and port services with the maximum working hours and
minimum rest periods included shall be posted at a conspicuous place in the
accommodation available to seafarers and officials.
The master has the right to suspend shipboard working schedules to perform any hours of
work necessary for the immediate safety of the ship, persons on board or cargo or for the
purpose of giving assistance to other ships or persons in distress at sea.
Records of rest hours are to be signed by the seafarer and ships master. Copies must be
kept on board for 12 months, with a copy to the Office and seafarer.
• Assault;
• Wilful damage to vessel or property on board;
• Theft, possession of stolen property, possession of offensive weapons, unlawful
possession, use or distribution of drugs;
• Failing to pass a alcohol test;
• Behaviour endangering the safety of the vessel, human life or the environment;
• Persistent or wilful failure to perform duty;
• Acts impeding the progress of the voyage;
• Intimidation;
• Behaviour which seriously influence the social well-being of any person on board,
• Causing or permitting unauthorized person to stay onboard the vessel; and
• Sexual harassment.
• Verbal warning;
• First written warning;
• Final written warning; and
• Dismissal following previous verbal- and written warning; and
• Immediate dismissal where appropriate.
All warnings shall be entered in the Logbook and a copy of the relevant page of the
Logbook shall be sent to the Manager HR (Marine) with a copy to the Manning Agency if
applicable.
The Head of Department shall in addition to the written warnings keep records of what
happened, when it happened, under which circumstances and identify possible witnesses.
All written warnings shall be signed by the Head of Department, the offender and
countersigned by two Officers.
The final written warning shall include a statement that dismissal will follow if the situation
is not improved as explained in previous warnings.
Settlements of outstanding payments and holidays shall be done in compliance with the
Flag Administration regulations and the Collective Bargaining Agreements.
Reference:
Travel expenses made in connection with a visit to the Company’s offices are
reimbursable on presentation of a detailed account.
Reference:
05 MLC
05.1 AVRZ DMLC PART II COMPLIANCE DOCUMENT
No seafarer below 18 years of age will be employed, or engaged or work as a ships Cook
Seafarers under the age of 18 shall not be allowed to carry out any work during the night
Except;
Night is defined as a period of at least nine (9) hours starting no later than 0000 SMT
(midnight) and ending no earlier than 0500 (5:00 a.m.)
Further, seafarers below 18 years of age shall not do any other work that may jeopardize
their health such as;
In addition, all seafarers forming part of the navigation watch shall hold a colour vision
certificate completed by a (duly qualified) physician/ medical practitioner
licensed/certificated in the place of examination, and/or who is appointed by the
Competent Authority at the place of examination for the issuance of seafarer’s medical
certification, and such standard medical form is issued within the past six years of signing
the shipping articles
In urgent cases a seafarer may be permitted to work without a valid medical certificate for
a period of not more than three (3) months until the next port
of call where the seafarer can obtain a medical certificate, provided that the seafarer
concerned is in possession of an expired medical certificate of recent date but not to
exceed ninety (90) days from the date of expiry of the said medical certificate that is in the
seafarer’s possession.
The medical certificate must be provided in the English Language in addition to any other
language versions.
The following costs are for owners account and will not be billed to the seafarer;
Before the Master shall sail from any port, there shall be in force Shipping Articles
(sometimes referred to as Articles) with every seaman on board his vessel, except with
persons who are apprenticed to, or servants of, himself or the vessel's owner, who are not
deemed to be seafarers.
The Shipping Articles shall be written or printed and shall be subscribed by every seaman
shipping on the vessel and shall state the period of engagement or voyage or voyages
and the term or terms for which each seaman shall be shipped, and the rate of pay for
each, and such other items as may be required by Regulation. The Master is also required
to sign the Articles of Agreement.
Singapore Flag;
Before the Master shall sail from any port, there shall be in force Shipping Articles
(sometimes referred to as Articles) with every seaman on board his vessel, except with
persons who are apprenticed to, or servants of, himself or the vessel's owner, who are not
deemed to be seafarers.
The Shipping Articles shall be written or printed and shall be subscribed by every seaman
shipping on the vessel and shall state the period of engagement or voyage or voyages
and the term or terms for which each seaman shall be shipped, and the rate of pay for
each, and such other items as may be required by Regulation. The Master is also required
to sign the Articles of Agreement.
Dutch Flag;
Before the Master shall sail from any port, he shall prepare a crew list, that lists all
seaman on board.
The master will log the seafarers sign on and off in the seafarers seaman’s book including
contract and voyage particulars.
The seafarers is given the opportunity to review and seek advice on the agreement,
including any collective bargaining agreement (CBA) that forms part of the employment
agreement, before signing, to ensure that they have freely entered into the agreement
with a sufficient understanding of their rights and responsibilities. The seafarer will receive
an English copy of the contract and CBA at least 2 days prior to departure from his home
country.
In case the seafarer or shipowner needs to terminate the employment contract early, this
must be done in writing and the minimum notice as per applicable CBA must be followed,
it should however never be shorter than 7 calendar days.
In those cases where the seafarer terminates his contract without notice due to valid
compassionate or other urgent reasons, this must be done in writing and he may do so
without penalty
Each person employed on board shall be in the possession of a seaman’s book in which
all services at sea shall be entered and certified by the Master without any statement as to
the quality of the seafarer’s work or his wages.
The contract must be made up in 3 fold and a signed original must be made available to;
• The seafarer
• The master
• The ships Manager
In those cases where a manning agent is used in a country that has not ratified MLC,
Anthony Veder will verify compliance by means of an audit.
All costs involved in the recruitment and placement are free of charge to the seafarer and
are for the account of the manager
The rest periods of crewmembers shall be in accordance with the provisions of STCW
2010 as a minimum, in which managers will not allow the use of exceptions.
All seafarers, the Master included, of 18 years of age and older shall have at least 10
hours rest in any 24 hour period, to be calculated from the start of the rest period. The rest
period may be divided in not more than two periods of which one shall contain a continued
period of rest of at least 6 hours. In this case the 24 hour period shall be calculated from
the beginning of the longest rest period enjoyed. Hours made for meetings, drills and
rounds and attending to alarms are to be logged as working hours.
The time between two consecutive periods of rest shall never exceed 14 hours. A
minimum of 77 hours of rest shall be enjoyed in every 7 day period.
Seafarers of 16 and 17 years (young seafarer) of age shall be limited to a working time of
8 hours in any 24 hour period. The minimum hours of rest for these young seafarers shall
be at least 12 hours in any 24 hour period of which at least 9 hours shall be consecutive
and shall cover at least the period between 00.00 hours and 05.00 hours. If the young
seafarer due to watch keeping arrangements is actually running watches during those
hours, the working time may be extended to a 12 hour period. If it is necessary for training
purpose the young seafarer may be allowed to work between 00.00 hours and 05.00
hours. The maximum hours of working for young seafarer shall never exceed 40 hours in
7 days.
The Master shall take rest periods for participants into account when planning onboard
training and drills.
When resting personnel is disturbed during their rest period (e.g. UMS), see Master shall,
if possible, consider compensating for the time interrupted.
The watch schedules for sea and port services with the maximum working hours and
minimum rest periods included shall be posted at a conspicuous place in the
accommodation available to seafarers and officials.
It is advised to record the hours of work and rest on a daily basis; however the last record
may never be older than seven calendar days. Rest hours compliance is monitored at the
Office.
Records of rest hours are to be signed by the seafarer and ships master. Copies must be
kept on board for 12 months, with a copy to the Office and seafarer.
The master has the right to suspend shipboard working schedules to perform any hours of
work necessary for the immediate safety of the ship, persons on board or cargo or for the
purpose of giving assistance to other ships or persons in distress at sea.
In case rest hours have been violated, the crewmembers must be granted sufficient time
to compensate and ensure they are sufficiently rested for their duties
Coffee brakes shall not count as rest hours but will be granted after a period of not more
than 6 working hours.
The watch schedules for sea and port services with the maximum working hours and
minimum rest periods included shall be posted at a conspicuous place in the
accommodation available to seafarers and officials.
The specific manning requirement shall be defined for the vessel. This is done by
Manager HR (Marine) in cooperation with the ships Master, Technical and SHEQ
departments and may vary for summer and winter seasons. When setting the
requirements, the following shall be considered:
When the master anticipates that non compliance to rest hour regulations is to be
expected or is experienced, he is to verify if he can prevent fatigue by organizational
changes on board. If he is not able to prevent fatigue with the vessels current complement
he is to inform the HR Marine department and suggest an alternative manning level for the
vessel which is to be considered for implementation by the management team.
05.1.8.1 Accommodation, New build (date of keel lay after August 20th 2013)
Design, construction and equipment as per DMLC I, 3.1 proven by means of
accommodation certificate based on MLC
05.1.8.2 Accommodation, Existing ships (date of keel lay before August 20th
2013)
Design, construction and equipment as per DMLC I, 3.1 proven by means of
accommodation certificate based on ILO 92/133 or the appropriate seaman degree.
• Smoking room
• Sports facilities
• Internet
• TV & DVD
It is the masters responsibility to ensure that the vessels carries sufficient food and
freshwater for the intended voyage, taking into account the number of seafarers on board
and their religious requirements and cultural practices.
Reference is made to the vessels planned maintenance system which defines masters
inspection frequency food, provisions, stores, potable water and cleanliness of the galley
and stores.
As owners operate a zero alcohol policy, no alcoholic beverages, wines or spirit are
available and allowed on board.
Potable water procedures are available in Engine Room manual chapter 020
The vessel is provided with an Occupational health and safety risk inventory and
evaluation document, which will be assessed by an Occupational Health and Safety
Expert.
Crewmembers under the age of 18 years must be familiarized with the occupational
health and safety risks such as;
Periodical review of occupational Health and Safety policy as per MQM 02.1.1, based on
masters input via masters review.
A company Physician is appointed to monitor company quality health and safety records
and provide support and advise to the company.
Medicines, medical equipment and facilities are available on board for the number of
seafarers on board, properly kept up to date, clean and tidy. Any shortages must be
replenished at first opportunity. An annual inspection by the Master is scheduled within the
ships planned maintenance system.
Prompt medical treatment ashore at managers cost are available to each seafarer signed
on, including repatriation, dentist care and medical care.
Health education is provided and promoted on board as per health and welfare policy in
Main Quality Manual 02.1.5.
At least one crewmember will have a medical care certificate. The medical first aid guide
is available on board.
Radio medical advise is provided via the Dutch Coast Guard as per information available
on board.
The procedures seeks to resolve complaints at the lowest level possible. However, in all
cases, seafarers shall have the right to complain directly to the Master. If the complaint is
to the prejudice of the Master, then the seafarer may complain directly to the shipowner or
to the Flag Administration, or to appropriate external authorities.
A copy of the complaint together with the action and decision taken on it will be provided
to the seafarer concerned.
Where a complaint cannot be resolved on board or with the shipowner, a seafarer may
lodge a complaint with a flag state Inspector or the authorized RO inspector, as
applicable. Complaints to the Administration may be lodged through a dedicated email
address, telephone number and a link on the Administration’s website.
If the Master is unable to resolve the matter, the seafarer shall have ten (10) days to bring
it through the Master to the shipowner, or where appropriate, directly to the shipowner.
However, if the complaint may be to the prejudice of the master, the seafarer may
complain directly to the shipowner.
The shipowner and the seafarer concerned shall have a period of twenty (20) days there
from to bring about a conciliation.
If after twenty (20) days, the matter has not been conciliated, then either party shall have
a further twenty (20) days to bring the matter for mediation to the responsible flag
appointed official.
If the complaint cannot be resolved through mediation or conciliation, then either party
shall have up to thirty (30) days to serve a notice of demand for arbitration in accordance
with flag specific requirements of which the results of which shall be duly reported to the
Administration.
Wages are paid in the currency as specified in the seafarers contract and are transferred
directly into the seafarer’s account as per HR 3.3.16.1.2.
FAMILIARIZATION
The Head of department is the responsible person for familiarization of new personnel
upon joining the ship with the vessel’s emergency procedures and muster stations. The
Head of department may delegate these tasks to members of the vessel’s Safety &
Quality Committee but will remain responsible for their implementation. Procedures for the
familiarization of crew can be found in section “Training and qualification of officers and
crew” of this manual.
Deck officers will place the safe navigation of the ship above all other priorities while on
watch and comply with the Company’s Safe Navigation Policy. They have the authority to
act in order to avoid immediate danger.
New deck officers upon joining the ship will read the Company and Masters Standing
Orders and seek clarification of any uncertainties prior to signing the Standing Orders.
NAVIGATION INFORMATION
Deck Officers will keep themselves posted on the latest navigation information as
published in the Notices to Mariners and similar, as well as the navigational and weather
warnings received.
By filling out the Voyage Plan and Navigation Checklist all Deck Officers will become fully
acquainted with their duties and responsibilities.
FREEDOM TO ACT
When on duty Deck Officers are allowed to make use of the bridge equipment and
facilities, including the use of engines, to ensure the safety of navigation.
STANDING ORDERS
New deck officers upon joining the ship will read the Company and Masters Standing
Orders on “Cargo Transfer operations” and seek clarification of any uncertainties prior to
signing the Standing Orders.
MEDICAL OFFICER
The Chief Officer will act as the ship’s Medical Officer. As such he will be responsible to
the Master for:
Inventory and requisitioning of all medical items necessary to keep the medical chest
supplied as specified by international, flag state and Company requirements.
Keeping of the medical log book
Training of the other officers in the use of the resuscitator.
The 2/O is responsible for the following: cargo handling, ballasting and tank cleaning
duties performed under the direction of the Chief Officer.
Navigating Officer duties as set forth in the Bridge Organization Manual.
preparing the Voyage Plan for the next voyage as soon as possible after being
informed by the Master of the next destination.
Updating all Nautical Charts and Publications and for keeping an up-to-date filing
system of all charts and publications amended and to be amended.
Keeping records of the operations, recording faults and recording all maintenance and
repairs to all navigation equipment and instrumentation.
Proper performance and conduct as a watch stander and navigator.
Deck Maintenance on cargo handling and ballast system equipment.
Inspection, maintenance and record keeping of Live-saving and Fire-fighting
equipment.
Any unsatisfactory conditions will be brought to the Master’s attention. As the Third Officer
is next in authority to the Second Officer, he will be expected to be familiar with and able
to perform the Second Officer’s duties as may be required. Under the Chief Officer’s
supervision and training, the Third Officer will be expected to be able to load, and
discharge cargo. He will be fully familiar with the operation of the ship’s cargo systems &
pumps. When duties involve deck maintenance or the handling of cargo or ballast, the
Third Officer is responsible to the Master through the Chief Officer.
Cargo handling, ballast operations and tank cleaning duties performed at the direction
of the Chief Officer.
Proper performance and conduct as a watch-keeper.
Any task from the second officer as delegated by the master
In case the vessel is not manned with a steward, his duties may be transferred to the deck
ratings by the master.
01.1.5 BOSUN
The Bosun will supervise the deck ratings in their maintenance work, preparations for
departure and arrival, preparations for cargo operations, anchoring etc.
On a daily basis the Chief Officer and Bosun will communicate on planning and progress
of the deck maintenance
Basic Tasks:
• Plans the daily work schedule and give task to the deck crew basis the
maintenance schedule as indicated by the Chief Officer.
• Ensure that safety procedures are being followed and permits are used where
required during work done by himself and the ratings.
• Promote safety and use of PPE among the ratings.
• Regular check up of the vessel and maintain areas of the ship; cleaning and
painting; that are not maintained by the engineering department.
01.1.6
01.1.7 CHIEF COOK
The Chief Cook is responsible for the following
01.1.8 STEWARD
Any ship manned with a crew of 21 persons will be manned with a steward as 22nd
person. Temporary service engineers or passengers will not be taken into account.
When a vessel is not carrying a steward these duties will be delegated to the deck ratings
by the master.
LOGBOOKS
• E/R logbook
• Oil Record Book
• Potable water Record book
• Sewage Record book
These record / logbooks are the responsibility of the Chief Engineer, however, he may
delegate these tasks to other officers.
The Chief Engineer will always be the responsible person for above mentioned records.
01.2.1 C/E
The Chief Engineer is responsible to the Master and Owners for the safe, efficient and
cost effective operation of all mechanical and electrical equipment on board ship.
As the chief technical officer on board he is responsible for the following items.
01.2.2 2/E
The Second Engineer is directly responsible to the Chief Engineer as his assistant in the
safe and efficient operation and maintenance of the cargo system, Engine Room and deck
machinery. The second engineer will carry out such watch keeping duties as are required
by the Chief Engineer. In the event of the incapacity or absence of the Chief Engineer, the
Second Engineer holding the required Certification, should be capable of assuming the
responsibilities of the Chief Engineer.
01.2.3 3/E
The third engineer will carry out such watch keeping duties as are required by the Chief
Engineer. In addition to these watch keeping duties he will carry out maintenance of the
ship’s machinery, equipment or structure, as directed by the Chief Engineer or Second
Engineer.
The Electro Technical Officer is together with the Chief Engineer responsible for educating
the Engineering Officers on board in the operation, maintenance and repairs of the
equipment under the responsibility of the Electro Technical Officer.
An Electro Technical Officer is placed on board when required by the ships minimum safe
manning certificate. In addition an Electro Technical Officer may be placed on board on
the suggestion of a ship’s Master, Chief Engineer and superintendent as approved by the
Fleet Director.
Certification
Every Electro Technical Officer serving on a seagoing ship of 750 kW or more shall hold
an appropriate certificate and an endorsement issued by flag state basis STCW approved
education, sea service and reaching the minimum age of 18.
The gas engineer resigns under the Chief Engineer to whom he is directly responsible.
However, maintenance to and malfunctions of cargo equipment is to be discussed with
both the Chief Engineer as the Chief Officer.
In addition, a gas engineer assists in the operation of the cargo equipment of a gas carrier
for which he is responsible to the Chief Officer.
The gas engineer, together with the Chief Officer and Chief Engineer are responsible for
educating the deck and engine officers on board in the operation, maintenance and
repairs of the equipment under the responsibility of the gas engineer.
A gas engineer is placed on board when required by the ships minimum safe manning
certificate. In addition a gas engineer may be placed on board on the suggestion of a
ships chief engineer, master and superintendent as approved by the fleet director.
Certification
Every gas engineer serving on a seagoing ship of 750kW or more shall hold an
appropriate certificate and when applicable an endorsement for refrigerant engineering
issued by flag state basis STCW approved education, sea service and reaching the
minimum age of 18.
01.2.7 Fitter
A fitter will be placed on board for a predefined period of time basis a request of a ships
Master and Chief Engineer together with the ships superintendent. Authorization for
manning a vessel with a fitter is made by the fleet director taking into account vessels age,
state and special projects as initiated by the technical department.
A fitter will not be automatically replaced at the end of his contract, re-evaluation by the
fleet director is required.
• All steel work; welding, cutting, grinding and turning as indicated by the Chief
Engineer
• Keeping welding, cutting, grinding and turning equipment used in proper condition
and reporting any mall function to the Chief Engineer
HACCP MANUAL
Issue date “14-05-2012” version 2
01 VISION
A Hazard Analysis and Critical Control Points (HACCP) management system has been
developed for this Carbon Dioxide ship to ensure the right quality of liquid CO2 delivered
to terminals which are suppliers to the food and beverage industry. The purpose is to
secure the product quality related to food safety, by avoiding chemical, physical and
microbiological contamination of CO2 which shall be used as raw material or come in
direct contact with food or beverage products.
The purpose of the management system is to identify and establish corrective actions for
control of critical control points for the food safety hazards for loading, ships transport
maintenance of cargo equipment and unloading of CO2. The starting point of the
management system is set at the coupling for the ship on the jetty of the production unit.
The end point was set to the coupling for the ship on the jetty at the discharge terminal.
The HACCP manual does only apply to the cargo compartment and containment system
of the vessel which is indicated on the general arrangement in appendix 1.
02 PROCES
The assessment is based on information achieved at normal situation conditions in a
closed system. Abnormal situation and conditions at the ship should be considered as a
non-conformance and has to be taken care of according to this system.
• The procedures for loading the carbon dioxide can vary at different locations.
• Sampling is performed at the charterer’s discretion
• For transportation the normal gas tanker procedures are applicable.
• The procedures for discharging the carbon dioxide can vary at different locations.
HACCP Manual
03 PRODUCT
03.1 PRODUCT, DESCRIPTION
CO2 with normal chemical name carbon dioxide, C.A.S. No. 124-38-9, is a colourless gas
under normal conditions with a slight pungent odour. Commercial carbon dioxide is
shipped and handled as a liquid in pressurized cylinders or bulk storage systems
designed for its particular use. It is also compressed to solid blocks of "dry ice", in
specially designed insulated containers.
CO2 is listed as a food additive with number E-290 (INS No 290, EEC No E290).
It is also listed with an identification number UN 2187 for deep cooled liquid CO2
Reference is made to the safety data sheet of CO2 on board.
The specifications of the carbondioxide are not in our hands as the vessel is part of the
transport chain of the product and has no part in the production process. The actual
specifications of the product can be found on the analysis report of the carbon dioxide
which is received during, or shortly after, the loading operation.
04 PROCEDURES
Appendix 5 of the HACCP binder contains work instructions which are issued by
terminals. The chief officer is responsible to keep this appendix up-to-date. The
instructions in this part of the manual are only the instructions which are HACCP related.
The vessel is provided with a large toolbox which is properly marked as “HACCP only”
and to be used for storage of tools and equipment. Three (3) small blue coloured
toolboxes which are to be used for the transport of tools and equipment when
contamination of the carbon dioxide system is at risk. Examples for situations like this:
(dis)connecting the cargo hose and repairs on the cargo system which can come in direct
contact with the carbon dioxide.
For common use, the washbasin at the main deck corridor must be equipped with a paper
towel system, i.e. a tork-rol.
When the operation at hand involves possible contamination of the cargo system the
following instructions apply:
Tools used for connecting the hoses have to be HACCP dedicated. These tools have to
be marked as HACCP tools and if not in use, stored in the dedicated HACCP box.
HACCP dedicated tools and cleaning material may only be used for HACCP purpose.
The marking of tools consists out of blue painting with white letters “HACCP”
When entering the tank is necessary; the procedure for “tank inspection, chapter 06” of
this manual must be followed.
04.1 LOADING
Loading carbon dioxide is not different than other liquefied gas cargo’s at Anthony Veder
Rederijzaken B.V. Therefore only the HACCP related items and procedures are
mentioned in this manual. Procedures and work instructions in general can be found in the
manual “LPG Cargo Handling Cargo Handling manual, Liquefied Gas”.
HACCP Manual
Terminal specific loading procedures can be found in appendix 1 of the HACCP binder
when applicable. At all times, the “ship-shore safety checklist” is to be used. When not
provided by the shore or not conform the ISGOTT standard the crew must use the
company version.
• When connecting the hose all connections must be checked for contamination.
• The procedures for commencing loading may vary at different berths.
• Loading is done according the normal gas tanker procedures.
• The procedures to stop loading may vary at different berths.
• Samples are drawn for analysis. The decision whether to draw samples or not is at
the charterer’s discretion.
• After disconnecting the hose the blanks are to be placed on both the vessels and
the shore manifold. The blanks must be fully bolted. The hose must be stored in
the hose box.
Reference: Ship-shore safety checklist, STAR IPS / Other documents / Forms / Cargo
handling
Proper purging with CO2 is necessary to prevent contamination from hoses or pipelines.
Existing procedure for pressurising and discharging have to be followed to prevent
chemical, physical and biological contamination.
When one of the blanks, on the shore manifold, is not placed properly, the master must be
warned immediately. The master has to contact the vessels operator immediately.
04.2 SAMPLING
Drawing samples for analysis is the only way to determine whether the cargo is according
the specifications as they are described in the analysis report. The decision to declare the
cargo off-spec is made by the cargo owner or receiver, basis analysis of the cargo.
Sampling is performed only on request of the cargo owner / charterer and done only by
external companies.
• Before opening the sample point, it has to be checked for contamination and
cleaned if necessary.
• Prior to connecting the hose the sample point must be purged. This is to clear any
non-visible contaminants from the sample point.
• Work instructions for drawing the samples are made by the laboratory which
analyses the sample and are not under our supervision. The samples are drawn
by external companies and are done under supervision of crew of our vessel.
Proper personal protection equipment is to be used during sampling.
• After sampling the sample points must be blinded immediately.
04.3 TRANSPORT
Transport of the carbon dioxide is equal to the transportation of liquefied gas in general.
Therefore this will not be specified in this manual. Cargo handling in general is described
in the “LPG Cargo Handling Cargo Handling manual, Liquefied Gas”.
04.4 DISCHARGING
Discharging carbon dioxide is not different than other liquefied gas cargo’s at Anthony
Veder Rederijzaken B.V. Therefore only the HACCP related items and procedures are
mentioned in this manual. Procedures and work instructions in general can be found in the
“LPG Cargo Handling Cargo Handling manual, Liquefied Gas”.
The hose handling and (dis)connecting is equal to the instructions as mentioned in section
Chapter 4.1 Loading of this manual.
Reference: Ship-shore safety checklist, STAR IPS / Other documents / Forms / Cargo
handling
HACCP Manual
04.4.1 Deepwellpump
The cargo tank is equipped with a deepwellpump. This is a multiple-stage centrifugal
pump which is used to discharge the carbon dioxide. The pressure in the tank is, under
normal conditions, approximately 16 times the atmospheric pressure. In order to seal off
the pump shaft a pack-box is placed. This pack-box contains 2 mechanical seals and an
oil collecting chamber.
05 RECALL
A recall procedure is not really applicable for this manual, due to the fact that the carbon
dioxide is the charterers property. The carbon dioxide is only transported by a vessel
managed by Anthony Veder Rederijzaken B.V. and therefore “recall” must be understood
as “reporting procedure”
The product is sold to a high standard of purity and is released based on analysis of final
product against specification agreed with customers. Typical content of CO2 is 99,99%
v/v. Traces of other substances, agreed upon with customers, are given a maximum
value. If these contents exceed the agreed maximum value’s a decision must be made by
the cargo owner on how to proceed.
All HACPP related abnormalities which occur during the operational time of the vessel are
to be reported. Abnormalities include i.e. the suspicion that oil or any other substance has
penetrated the cargo tank or the cargo system in general. Reporting should be done
according the following sequence:
06 TANK INSPECTIONS
Prior to entering the tank for a visual inspection or maintenance, checks are to be
performed to ensure the safety of personnel. Procedures regarding this matter can be
found in the manual “LPG Cargo Handling Cargo Handling manual, Liquefied Gas” The
check-list regarding “entering enclosed spaces” must be completed.
This includes:
A warning plate is provided which must be placed near the tank entrance which states
these requirements.
HACCP Manual
In order to comply with these rules a HACCP tank entry box is provided and contains a
minimum of
The HACCP tank entry box must be checked prior entry of the tank. At least every 6
month’s the box must be checked on the content and missing items must be ordered.
If one of these requirements cannot be met during a tank inspection a “statement for tank
cleanliness” must be issued prior to closing the tank.
07 MAINTENANCE
All maintenance is performed according the vessels Planned Maintenance System (PMS).
This system provides a maintenance interval for all items onboard.
The data which determines the interval can be i.e. running hours or time between
maintenance. The manufacturer determines on what criteria and interval maintenance
should be performed.
08 VISITORS
Every person which comes onboard has to report to the officer on duty. This person will
be accompanied by the watchman on his trip to the officer on duty. Reference is made to
the Ship Security Plan.
HACCP Manual
09 HAZARD ANALYSIS
The notion “hazard analysis” consists of two elements, namely the identification of
potential hazards and the execution of a “HACCP analysis”. During the “HACCP analysis”
the involved risk is assessed which may cause an adverse health effect when the food is
prepared and consumed according to its intended use.
"risk", in relation to the exposure of the carbon dioxide to a substance hazardous to the
purit y, means the likelihood that the potential for contamination of the carbon dioxide
will be attained under the conditions of use and exposure and also the extent of that
contamination.
The term Critical Control Point will be used if an identified hazard has a “severe
consequence” AND a “high likelihood”.
No Critical Control Points are found nor defined according to these analysis
HACCP Manual
2.3 Equipment
2.3.1 2.3.1.1 Equipment and re-usable containers coming into contact
General with food shall be designed and constructed to ensure that, where
OK
necessary, they can be adequately cleaned, disinfected and
maintained to avoid the contamination of food.
2.3.1.2 Equipment and containers shall be made of materials with
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no toxic effect in intended use.
2.3.1.3 Where necessary, equipment is durable and movable or
capable of being disassembled to allow for maintenance, cleaning,
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disinfection, monitoring and, for example, to facilitate inspection for
pests.
2.3.2 Food 2.3.2.1 In addition to the general requirements in paragraph 2.3.1,
control and equipment used to cook, heat treat, cool, store or freeze food shall
N/A monitoring be designed to achieve the required food temperatures as rapidly
equipment as necessary in the interests of food safety and suitability, and to
be effectively maintained.
2.3.2.2 Such equipment shall also be designed to allow
temperatures to be monitored and controlled. Where necessary,
N/A such equipment shall have effective means of controlling and
monitoring humidity, air-flow and any other condition likely to have
a detrimental effect on the safety or suitability of food.
2.3.3 2.3.3.1 Containers for waste, by-products, and inedible or
N/A
Containers dangerous substances shall be identifiable, suitably constructed
for waste and where appropriate made of impervious material.
and inedible 2.3.3.2 Containers used to hold dangerous substances shall be
N/A substances identified and, where appropriate, shall be lockable to prevent
malicious or accidental contamination of food.
2.4 Facilities
2.4.1 Water 2.4.1.1 An adequate supply of potable water with appropriate
supply facilities for its storage, distribution and temperature control, shall
N/A be available whenever necessary. Potable water shall, as a
minimum, meet the specifications published in the WHO
Guidelines for Drinking Water Quality.
2.4.1.2 Separate non-potable water systems (e.g. fire control,
N/A steam production, refrigeration) shall be identified and shall not
connect with, or allow reflux into, potable water systems.
2.4.2 2.4.2.1 Drainage and waste disposal systems shall be available,
Drainage designed, constructed and maintained in such a way as to avoid
N/A
and waste contamination of food products and potable water supply.
disposal
2.4.3 2.4.3.1 Adequate facilities, suitable designated, are provided for
N/A Cleaning cleaning food utensils and equipment. If necessary these facilities
shall have an adequate supply of hot and cold potable water.
2.4.4 2.4.4.1 Adequate means of hygienically washing and drying hands,
OK Personnel including wash basins and a supply of cold and hot (suitable
hygiene temperature) water are provided.
OK facilities 2.4.4.2 Lavatories of appropriate hygienic design are provided.
OK and toilets 2.4.4.3 Adequate changing facilities for personnel are provided.
2.4.4.4 The afore-mentioned facilities are suitable located and
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designated.
HACCP Manual
3.8.3 3.8.3.1 Recalled products shall be held under supervision until they
Destroy or are destroyed, used for purposes other than human consumption,
N/A
reprocess determined to be safe for human consumption, or reprocessed in a
manner to ensure their safety.
010.6 TRANSPORTATION
6.1 6.1.1 Food shall be adequately protected during transport to assure
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General food safety.
6.2 6.2.1 Where necessary, conveyances and bulk containers shall be
Requireme designed and constructed so that they: -do not contaminate foods or
nts packaging; -can be effectively cleaned and, where necessary,
disinfected; -permit effective separation of different foods or foods
from non-food items where necessary during transport; -provide
OK effective protection from contamination, including dust and fumes; -
can effectively maintain the temperature, humidity, atmosphere and
other conditions necessary to protect food from harmful or
undesirable microbial growth and deterioration likely to render it
unsuitable for consumption; -allow any necessary temperature,
humidity and other conditions to be checked.
HACCP Manual
6.3 Use 6.3.1 Conveyances and containers for transporting food shall be kept
OK
and in an appropriate state of cleanliness, repair and condition.
maintenan 6.3.2 Where the same conveyance or container is used for
N/A ce transporting different foods or non-foods, effective cleaning and,
where necessary, disinfection shall take place between loads.
6.3.3 Where appropriate, particularly in bulk transport, containers
OK and conveyances shall be designated and marked for food use only
and be used only for that purpose.
7.4 7.4.1 Health education programs shall cover general food hygiene.
Consumer Such programs shall enable consumers to understand the
education importance of any product information, follow any instructions
N/A
accompanying products and make informed choices. In particular,
consumers shall be informed of the relationship between
time/temperature control and food-borne illness.
010.8 TRAINING
8.1 8.1.1 All personnel shall be aware of their role and responsibility in
N/A Awareness protecting food from contamination or deterioration.
and
8.1.2 Food handlers shall have the necessary knowledge and skills
responsibili
to enable them to handle food hygienically. Those who handle strong
N/A ties
cleaning chemicals or other potentially hazardous chemicals shall be
instructed in safe handling techniques.
8.2 8.2.1 Factors to take into account in assessing the level of training
Training required include: -the nature of the food, in particular its ability to
programs sustain growth of pathogenic or spoilage micro-organisms; -the
manner in which the food is handled and packed, including the
N/A
probability of contamination; -the extent and nature of processing or
further preparation before final consumption; -the conditions under
which the food will be stored; -the expected length of time before
consumption.
HACCP Manual
011 VERIFICATIONS
011.1 INTERNAL AUDITS
All vessel managed by Anthony Veder Rederijzaken B.V. are audited twice a year. One
audit takes place during a port-stay, the second audit will be performed during several
day’s including at least one loading operation (or part of it), a sea passage and a
discharging operation (or part of it).
Several topics regarding HACCP are incorporated in this audit system. As showed below,
HACCP Y N N/A
Manual onboard
Handling procedures / routines present
Is work carried out according these procedures
Training record
Is this record available and completed after each session
Is there a yearly interval
HACCP sign
Is this sign placed near tank entrance when entering a tank
Is a HACCP box onboard containing a minimum of
• Seven white paper coveralls
• Seven pair of overshoes
• Seven pair of work gloves
• Seven hairnets
• One dustpan and brush
• One broom
• HACCP tools
• HACCP sign
Is common use washbasin provided with disposable towels
Oil tank level monitoring system
Is there a monitoring system for the oil tank level (Pack-box)
and is this followed-up?
Sampling points
Are they blinded and clean
Client requirements
Are client requirements being followed and is this recorded in
the ships log.
Hoses
Are the hoses stored in a designated container while not in
use
Handling of non-conformance
Does the non-conformance system include a HACCP section
Is the master / ch.off familiar with the recall procedure
Is the master familiar with the management review
Are risks still minimized according the risk assessment
HACCP Manual
Prior this MT meeting the management review is discussed with the managers of Anthony
Veder Rederijzaken B.V. and the Fleet Director.
Besides the management review, which is actually a company review, the master of the
vessel also makes a Masters Review. This review is made every 8 month’s. The masters
review will contain at least the following topics:
011.3 TEAMS
011.3.1 HACCP team
The HACCP team is a group of people who develop, implement and maintain a HACCP
system and consists of the following people:
Throughout a contract of the seafarer he must receive proper training and instructions in
regards to the HACCP requirements. Personnel hygiene, cargo related matters and
cleanliness of the ship must have a high priority during this training sessions.
If a master visit the office prior boarding the vessel, he will receive the familiarisation
during his visit at the SHEQ department. This should also be recorded in the HACCP
binder Appendix 9. As the standard familiarisation contain all relevant information an
additional familiarisation is not required.
APPENDIX 6 PRP
This section contains a hardcopy of the Pre-requisite Program
WINTER MANUAL
01 VISION
Ice navigation calls for special knowledge and precautions even on ice-strengthened
vessels. Ice damage to vessels can lead to oil spills, human injuries and in the worst case
scenario; loss of vessel and cargo.
• Safe vessel operations in cold climates and ice covered waters; and
• Adequate information to the crew regarding working in cold climates.
The manual contains information regarding sea ice, winter preparations, ice accretion and
ice navigation.
It is the Policy of the Company to navigate its ships in the safest manner possible and to
give priority to safe navigation before speed and economic considerations.
02 DEFINITION
With cold climates is meant an area with an atmosphere with sub-zero temperatures, the
possibility of icingand the possibility of navigation in ice covered waters.
• Bothnian Bay;
• Bothnian Sea;
• Archipelago Sea;
• Åland Sea;
• Gulf of Finland;
• Northern Baltic Proper;
• Western Gotland Basin;
• Eastern Gotland Basin;
• Gulf of Riga;
• Gdansk Basin;
• Bornholm Basin;
• Arkona Basin;
• Kattegat;
• Belt Sea; and
• The Sound.
The Baltic States consists of Denmark, Estonia, Finland, Germany, Latvia, Lithuania,
Poland and Sweden.
When ice is present in ports located in southern Norway, the German continent and The
Netherlands, the same precautions as in the Baltic Sea shall be taken.
Used Ice terms are defined by the WMO, World Meteorological Organisation are listed in
Chapter No. 020.
Winter manual
03 ICE INFORMATION
03.1 FREEZING POINT OF SEAWATER
Seawater does not freeze in the same way as fresh water. This is due to the presence of
dissolved salts in seawater, also known as salinityThis affects the ice formation in two
ways:
The freezing point of seawater depends on the salinityof the seawater, as shown in Figure
1.1 and Table 3.1 below. Water with a salinity of 0 ppt has a freezing point of 0°C, while
water with a salinity of 35 ppt freezes at -1,9°C.
The freezing point of the seawater in the northern Baltic is about -0,55°C and has a
maximum densityat 2°C. This means that the seawater in the northern Baltic is more
likely to freeze in winter than, for instance, the seawater along the coast of Norway.
Freezing
0°C -0,55°C -1.09°C -1.64°C -1.91°C
point
Ocean
Fresh water
water
• Large amount of fresh melting water entering the sea after each winter period will
decrease the overall salinity;
• In areas with higher ambient temperatures, the seawater will evaporate, leaving
the salt behind increasing the overall salinity. This is also happening in the Baltic
Sea, but on a much smaller scale. Thus, the overall salinity will stay low; and
• The Baltic Sea is a bay with a narrow connection to the ocean. Due to the limited
exchange of ocean water between the Baltic and the North Sea, the Baltic Sea
stays almost fresh.
In the northern Baltic the salinity is much less, about 4 ppt. The salinity increases towards
the straits of Oresund and Great Belt connecting the Baltic to the North Sea.
The influence of temperature is a bit more complicated. The main value is the temperature
of maximum density. Fresh water, with a salinity of 0 ppt, has its’ maximum density at 4°C.
Seawater, whilst with a salinity of 35 ppt, has its’ maximum density at -3,5°C.
Winter manual
Concluding, seawater gets denser when lowering the temperature, until the maximum
density is reached (see figure 1.1). It can be seen that in water with salinity less than 24,7
ppt the maximum density is reached before the freezing temperature and where the
salinity is greater than 24,7 ppt the freezing point is reached before the density attains it
theoretical maximum value.
With seawater, the temperature at which the maximum density occurs is lower. There will
be a longer time of convection, until the water column is cooled down enough. In seawater
with salinity lower than 24,7 ppt the convection continues until the seawater starts to
freeze. This is the reason why it takes a long time before the sea freezes. The whole
water column has to be cooled down to the freezing temperature, before ice can begin to
form.
The water depth has also a big influence on the freezing rate of sea water. Shallow waters
will freeze faster than deep waters. In shallow waters is less water, which has to be cooled
down by convection.
Winter manual
• Air temperature
• Water temperature;
• Salinity; and
• Water depth.
The ice edge at the upwind side of an ice field may also develop to a jammed brash
barrier. This is a strip or narrow belt of new, young or brash ice formed at the edge of
either drift or fast ice or at the shore. It is heavily compacted mostly due to wind action and
may extend 2 to 20 m below the surface but does not normally have appreciable
topography. Jammed brash barrier may disperse with changing winds but can consolidate
to form a strip of unusually thick ice in comparison with the surrounding drift ice.
Winter manual
maximum thickness is attained when the accretion of ice in the winter balances the loss
due to melting in the summer.
In the Baltic Sea is only first year ice. All the ice, which is formed during the winter period,
melts during the summer.
03.7.1 Deformation
Due to the movement of fields and floes,
and by influence of wind and waves, the
ice is also deforming. It may form, for
example hummocks. This is a pressure
process by which ice is forged into
hummocks.
04 ICE BEHAVIOUR
04.1 MOVEMENT OF ICE
Drift ice moves under the influence of wind and current, fast ice stays immobile. The total
movement of drift ice is the resultant of the wind drift and current component.
04.2 WIND
The wind stress on drift ice causes the floes to move in an approximately downwind
direction. Coriolis force causes the floes to deviate to the right of the surface wind
directions in the northern hemisphere, so that their directions of movement due to wind
drift can be considered parallel to the isobars.
The rate of movement varies with the wind speed, the concentration of drift ice and the
extent of ridging. In very open ice there is much more freedom to move with the wind than
in close ice, where the free space is very limited.
In the occasion of land wind, drift ice will move away from the land and form a shore lead.
The wind drift can make an ice edge diffused or compact.
04.3 CURRENT
Since ice is immersed in the sea, it will move at the full current rate except in narrow
channels.
The ice meteorologist receives detailed reports on ice type and ice thickness, partly from
observers along the coast (i.e. pilots), partly from the icebreakers in service which are
sailing around the clock in ice-infested waters. Aerial reconnaissance from icebreaker-
based helicopters is also carried out.
Satellite images, mainly from the US weather satellites are used when available to present
the large-scale ice conditions (up to 1000x1000 meters), provided clear skies.
More detailed ice information (up to 20x20 meters) can be obtained from a specific
satellite based instrument called Synthetic Aperture Radar (SAR). SAR-sensors are
available for instance on the European ENVISAT.
All this information is put together in various formats: ice reports, ice charts and the Baltic
Sea Ice Code.
Finally, the result of the daily ice mapping procedure forms a part of a data base, from
which climate statistics or other useful information on the sea ice surrounding.
Most ice information sources are available by weather fax, Navtex and VHF. The required
frequencies and transmission times can be found in the ALRS.
05 ICE REPORT
An ice report informs the OOW about the current ice situation. It is a written report with
detailed information about ice types, ice thickness and ice movement.
2008-03-24
BAY OF BOTHNIA:
THE QUARK:
SEA OF BOTHNIA:
New ice has formed in sheltered bays and harbours along the
Swedish coast southwards to Gävle.
GULF OF FINLAND:
SMHI Ice Service E-mail [email protected] Phone +46 (0) 11 495 85 33 Fax +46 (0) 11 495 80 53
Figure 5.1
Winter manual
06 ICE CHARTS
The most common way to indicate the ice situation is by using an ice chart. The different
types of charts are ice charts with symbols and
coloured ice charts.
As can be seen in Figure 6.3, the new ice (pink) is easily spotted
On the charts in Figures 5.1 and 6.1 you can see several sites with ridged or hummocked
ice, which is hard to navigate and must be avoided. You can also see some spots with
rafted ice and several fractures.
Most of the ice is very close or consolidated ice, with a thickness, which varies between
10 and 45 cm.
Thicker ice can be found at the shore. This is mostly fast ice, with thicknesses up to 70
cm.
The traffic restrictions issued by various institutes are also displayed in the ice charts.
The icebreakers positions can also be found in the ice charts. They are indicated by their
names in the squares.
Winter manual
Ct Total concentration
Ca Cb Cc Partial concentration
S0 Sa Sb Sc Sd Stage of
development
Fa Fb Fc Fd Form of ice
Second thickest/oldest
Third thickest/oldest
Additional groups
Thickest/oldest
thickest/oldest
Trace of
The following paragraphs will describe the specific details of information within the egg. A
few examples of the egg code with explanation can be found at the end of this paragraph.
Winter manual
3 4 3 3
Example 2
8
4 1
Example 3
6
X
Winter manual
Example 4
5
06.2 CONCENTRATION
The total ice concentration (Ct) in the area is reported in tenths, describing the water
covered with ice as a fraction of the whole area.
The partial conditions of thickest (Ca), second thickest (Cb) and third thickest (Cc) ice are
also expressed in tenths. The sum of Ca, Cb and Cc equals Ct.
Less than 1/10 concentration will not be reported within the oval, except to describe open
water. If there is only one type of ice is present, the partial conditions will not be indicated.
See example 3.
Winter manual
See Table 6.1 for the explanation of the coding for stages of development.
0 cm 0
Young ice 10 to 30 cm 3
Grey ice 10 to 15 cm 4
Old ice 7•
Second-year ice 8•
Multi-year ice 9•
Undetermined of unknown X
Note: when an ice type has a dot every other value to the left of it is also considered
to have a dot
See Table 6.6 for the explanation of the coding for stages of development. The width
refers to the maximum horizontal extent.
Pancake ice 0
Ice cake 2 to 20 m 2
Vast floe 2 to 10 km 6
Fast ice 8
Iceberg 9
0 Ice free
8 Fast ice
9 Lead in very close or compact pack ice or along the fast ice edge
/ Unable to report
4 Vast or giant ice floes, more than 2000 m across or level ice
5 Rafted ice
9 Rotten ice
0 Navigation unobstructed
Icebreaker assistance can only be given to vessels suitable for navigation in ice and of
5
special size
Icebreaker assistance can only be given to vessels of special ice class and of special
6
size
/ Unknown
SMHI IceService E-mail [email protected] Phone +46 (0) 11 495 85 33 Fax +46 (0) 11 495 80 53
Example 1
At this side, there is a lead in either very close or compact new ice or dark nilas, or along
the fast ice edge. The ice occurs in big ice floes, and is only navigable for vessels of a
certain ice class or size, with icebreaker assistance,
Example 2
In this area, there is fast thin first-year ice of the first stage (30-50 cm thick). This occurs in
vast of giant floes or level ice, and is only navigable for vessels of a certain ice class or
size, with icebreaker assistance.
Example 3
At this site an open pack ice concentration of new ice or dark nilas present. This occurs in
pancake, cake or brash size. The navigation is unobstructed.
Example 4
A very close grey ice pack concentration, in vast or giant floes or level ice. Navigation
proceeds in the lead or a broken ice channel without the assistance of an icebreaker.
Winter manual
07 ICING
07.1 ICE ACCUMULATION
07.1.1 General
Serious ice build-up adversely affects several areas of a vessel’s operation and safety
such as: stability, strength, equipment, securing and closing arrangements.
Ice build-up will not only occur in the Baltic Sea, but in any area with similar environmental
conditions.
The rise in KG value will reduce the range of dynamic stability, whilst the transverse
movement of the centre of gravity to windward of the hull’s centreline, will produce a
windward heeling moment.
This latter effect will not necessarily be immediately apparent, as it will tend to be opposed
by the wind heeling moment that will almost certainly be present under serious icing
conditions. Nevertheless, when altering course, the wind heeling moment will change, and
the icing moment will give the vessel list. In addition, with the wind coming in from the
other side, it may even increase the icing list.
• Ambient temperature;
• Amount of sea spray;
• Amount of green water;
• Presence of frozen fog or rain;
and
• Presence of snowfall.
07.2.1.5 Snow
Snowfall, Figure 7.3, will also not significantly contribute to ice build-up. Dry snow will
easily be blown away by the wind, and can be removed relatively quickly. If snowfall takes
place during sea spray icing, the rate of ice build-up will increase.
• Wind speed;
• Air temperature;
• Water temperature;
• Freezing temperature of water;
• Wind direction, relative to the vessel;
• Swell and wave characteristics:
• wave size;
• wave length; and
• Wave propagation direction.
The first three are the most important to consider when determining the potential for sea
spray icing. These three factors are used to indicate the rate of ice accretion in the
diagrams in Figure 7.4. Vessel icing can occur when the following environmental factors
are present:
• High wind speed, usually above 18 kts or 9 m/s but sometimes lower;
• Low air temperature, below the freezing (-1.7oC); and
• Low water temperature, usually below 7oC.
The freezing temperature of the seawater is nearly constant in one sea area. It depends
on the salinity of the seawater, as explained in chapter 3.2.. The North Sea is more saline
than the Gulf of Finland, which means that icing in the North Sea will occur at a lower air
temperature than in the Gulf of Finland.
• Speed;
• Heading (with respect to wind, waves and swell);
• Length;
• Freeboard;
• Handling; and
• Cold soaking.
In general, for the same environmental conditions there will be more sea spray reaching
the vessel’s deck, superstructure etc. when the vessel is travelling faster, into the wind
and waves, and for smaller vessels and vessels with less freeboard. Experience shows
that the most ice accretion can be expected with incoming waves at an angle of 30° to 60°
with the vessel’s heading.
With the vessels cold soaking is meant the amount of cold that the vessel conducts. If, for
example, the forecastle is heated and has a room temperature above freezing, the ice,
which accumulates on the forecastle deck, will melt and flush away. The extent to which
this happens is the vessel’s cold soaking.
Figure 7.4 shows four diagrams for estimating the ice accretion on vessels with low speed
as a function of the wind force and air and water temperatures. The vessel characteristics,
except a low speed, are not included in this indication. The different grades of icing have
the icing rates as shown in Table 7.1.
None 0 cm/h
Heavy 2 to 4 cm/h
0 0
None None
-2 -2
Low
-4 -4
Low
Air temperature [°C]
-8 -8
Moderate
-10 -10
Heavy
-12 -12
Heavy
-14 -14 EXTREME
-16 -16
-2 0 2 4 6 8 -2 0 2 4 6 8
Water temperature [°C] Water temperature [°C]
0 0
None None
-2 -2
Low
Low
Moderate
-4 -4
Moderate
Air temperature [°C]
-6 -6 Heavy
-8 Heavy -8
-10 -10
-14 -14
-16 -16
-2 0 2 4 6 8 -2 0 2 4 6 8
Water temperature [°C] Water temperature [°C]
When turning through the waves with a heading parallel to the waves, it can be very
dangerous for a vessel that has been destabilized by ice build-up.
• Wooden sledgehammers;
• Steel-bladed ice scrapers;
• Straight bottom shovels;
• Spades;
• Picks;
• Brooms; and
• Snow shovels.
07.4.2 Icing removal, special attention
When removing the icing one must keep in mind this is to protect the vessel from damage.
If accumulated ice is removed in a very aggressive way, this in itself may lead to damage.
Special care shall be taken when removing accumulated ice on cargo equipment. The
quick removal the following equipment shall be prioritized:
• Air vents;
• Mooring winches; and
• PV valves.
Winter manual
This means that if, according to meteorological information, the chance of icing is present
an icing stability plan must be made prior to departure, in which is shown that even if the
vessel is covered by accumulated ice, it still meats the stability requirements.
With the help of the diagrams shown in Figure 7.4, a potential ice thickness can be
estimated. The ice build-up on the bow and windward side will probably be more than on
the trunk deck and leeward side.
In this chapter, two examples of icing stability cases are made. In these examples only the
vertical component of the accumulated ice is calculated. In the stability program used on
board the transverse and horizontal component can also be used, in order to predict trim
and heel.
In the first example, the diagrams in Figure 7.4 are used to predict the accumulated ice
thickness. The ice thickness will be the same all over the vessel. In the second example,
the ice thickness is estimated on different parts of the vessel. The bow will most probably
contain more ice than the accommodation.
In both examples the ice mass is calculated with the following formula:
Mass = A . t . ρ
In which A is the ice-covered surface in square meters, t is the ice thickness in meters and
ρ is the density of ice in kg/m3. The density of sea ice is around 0,8 to 0,9 mt/m3. In the
calculations 1.0 mt/m3 is used in order to build in a safety margin.
Winter manual
Example
VMOM
Item Mass [mt] VCG [m]
[m*mt]
Light ship 3848 8,016 30848
Deadweight 5250 5,541 29092
TOTAL SHIP 9098 6,588 59940
VMOM
Ice covered surface [m2] VCG [m] 3
[m ]
Horizontal surface:
Forecastle deck 216 12,000 2592,00
Main deck frames 144 - 90 594 12,000 7128,00
Main deck frames 90 - 34 594 12,000 7128,00
Quarterdeck 440 12,000 5280,00
Vertical surface:
Bow 240 10,675 2562,00
Hull 553 10,000 5530,00
Deckhouse aft 268 10,000 2680,00
Deckhouse fwd 85 10,000 850,00
TOTAL ICE 2990 11,288 33750,00
VMOM
Ice Thickness Mass [mt] VCG [m]
[m*mt]
0,06 179,4 11,288 2025,0
VMOM
Item Mass [mt] VCG [m]
[m*mt]
Light ship 3848 8,016 30848
Deadweight 5250 5,541 29092
Ice 179 11,288 2025
TOTAL SHIP 9278 6,679 61965
Example 2
Ice
Thicknes
Ice covered surface [m2] s Mass VCG VMOM
HORIZONTAL
Forecastle deck 216 0,04 8,64 12,000 103,68
Main deck frames 144 - 90 594 0,03 17,82 12,000 213,84
Main deck frames 90 - 34 594 0,01 5,94 12,000 71,28
Quarterdeck 440 0,00 0,00 12,000 0,00
VERTICAL
Bow 240 0,03 7,2 10,675 76,86
Hull 553 0,02 11,06 10,000 110,60
Deckhouse aft 268 0,01 2,68 10,000 26,80
Deckhouse fwd 85 0,01 0,85 10,000 8,50
TOTAL ICE 2990 54,19 11,285 611,56
The way around a potential difficult ice area, whose limits are known, is often the fastest
and safest way to the destination.
Before entering the ice, the Master must be sure that the vessel is ready for operation in
ice. A Master’s checklist for operation in ice is included in the work instructions. See
Chapter 08.15.1.
If there is an alternative route around the ice, even if it is longer, it is safer to take this way
rather than going through a large amount of ice. Any expected fuel savings by take a
shorter route will be offset by the high power requirement. In addition, there is also a
bigger risk of damages, which will eventually cost more than the fuel savings.
In an area with small ice coverage, there will probably be no icebreakers around.
Therefore, in such fields it is wiser to go around a big ice floe than through it.
• The state of the hull, machinery and equipment, and the quantity of bunkers and
stores left. A passage through the ice may take a longer time than expected;
• The draft and the amount of water above the propeller blade tips, rudder and bulb;
• The route recommended by the authorities or icebreakers;
• Post extra lookouts on the bridge depending on the visibility;
• There must be sufficient light to complete the transit of the ice field or the vessel
must be equipped with sufficient high powered and reliable searchlights;
• Reduce the vessels’ speed to a minimum in order to reduce the force of impact;
and
• The engine room must be informed about the situation and what may be required
from them and what can be expected: manoeuvring speed, peak loads on the
engine, cooling water problem and damages to propeller or rudder.
The ice must be entered at a right angle to the ice edge of pack ice to avoid glancing
blows. The point of entering the ice must be chosen carefully, preferably in an area of
lower ice concentration. The speed, at the moment of entering, should be as low as
possible, in order to reduce the force of impact.
The actual force of impact is difficult to calculate because there are too many variables. A
simple guideline is the following:
Fimpact =
∆ ship × v ship 2
In which Fimpact is the Force of impact [N], Δvessel is the vessel’s displacement [kg] and
vvessel is the vessel’s speed [m/s]. This means that the vessel’s speed is the defining
variable. The following table shows the speed versus force ratio.
Force of impact
Speed in knots Speed in m/s
in N
0,3
1 0,51
1,1
2 1,03
2,4
3 1,54
2,06 4,2
4
2,57 6,6
5
5,14 26,5
10
7,72 59,5
15
10,29 105,9
20
Table 8.2 - Speed versus force ratio
As can be seen the force of impact will be much higher at high speeds. At a speed of 15
knots, the force of impact is almost 106 times as high as it was at a speed of 2 knots.
Winter manual
The other variable, the vessels weight, will have the result that a large vessel moving at
high speed will cause more damage to the hull and inner structure when hitting hard ice
instead of a smaller vessel at the same speed.
The power output ahead when in the ice must never be more than the maximum power
output astern. For instance, when the maximum power output astern is 60% MCR, that
should be the engine setting when proceeding through the ice. If the vessel becomes
beset, going astern may free the vessel.
If the visibility decreases, the speed shall be reduced. If the visibility is so bad that the
safe continuation of the voyage cannot be guaranteed, the vessel shall be stopped. When
the vessel is stopped, the propeller shall be kept turning at low revolutions to prevent ice
from building up around the stern.
In addition, when proceeding in an ice field, the force of impact rule stated in Chapter No.
8.4 above is still applicable.
The exact location of the ice strengthened ice belt can be found in the Ice Passport which
is available on the Bridge.
If it is not possible to turn in an open water area, the Master shall decide what turning
maneuver to be used. If it concerns a small alteration in course, it will be better to maintain
progress in the ice with the helm over.
Winter manual
When the vessel is making very little progress, the effect of the drag of the rudder being
turned will probably stop the vessel completely.
When a bigger course alteration must be made, or when the vessel’s progress is
marginal, the star maneuver must be made. This maneuver is similar to turning the vessel
short round, thus in ice by backing and filling with the engine and rudder. The rudder
should only be used when moving forward. When backing the rudder must be in
amidships position to avoid damage.
When proceeding in ice covered waters the propeller and the rudder shall be below the
waterline if possible.
The vessel shall move at dead slow astern speed, and the rudder shall be amidships. In
the amidships position the rudder is protected by an ice horn or ice claw. In 8.3 a drawing
of this protection is shown.
If ice starts to build up under the stern, a small burst of power ahead shall be used to clear
away the ice. Using this technique of backing up to the ice can be very effective, by a
careful watch shall be kept on the distance between the stern and the ice edge. If a good
view on the stem is not possible from the bridge, a lookout with a radio shall be posted on
the stern.
08.7 TRACKS
It is common and possible to follow a vessel in its track. Proceeding through ice will be
less difficult, because the ice is already crushed. This does not account for older tracks,
which are frozen again. When the brash ice freezes fast again, the ice will be thicker and
harder.
When following another vessel in its track, inform this vessel about the intentions.
When the vessel is stopped, the rudder shall be put amidships and the engine shall be
running dead slow ahead, to avoid ice build up at the stern.
Before starting to move in ice, the engine shall be used ahead in order to wash the
vessels stern clear of ice. After that, the rudder can be tested and used.
Winter manual
If anchoring in open ice is unavoidable, the vessel shall always be ready to heave up
anchor and shift to a safer location when the ice starts moving. Thus, the anchor chain
shall be kept as short as possible and the anchor watch shall be instructed to continuously
look for drift ice. If the ice is continuously moving, use the rudder and engine and maintain
position instead of anchoring.
08.11 ADHESION
When proceeding through young ice in cold climates, ice and snow may adhere to the
vessel’s hull, and will slow down or even stop the vessel. In order to avoid adhesion the
rudder can be put from side to side, to create a slalom movement. Another thing, which
can be done, is to stop the vessel and run the engine ahead and astern.
• A vessel shall use radar and proceed with reduced speed in order to avoid strokes
against ice floes;
• The Master/ Chief Officer shall be careful when they use the radar. Smooth ice
could appear on the screen as open water and open water with small floes as an
ice field;
• Radar shows the ice situation at a distance of 2-3 miles around the vessel;
• The absence of echoes on the radar screen does not mean there is not any
dangerous ice close to the vessel;
• The accuracy of the radar for evaluation of ice concentrations is around 10 to 20%;
and
• During the night time good searchlights must be used.
Winter manual
• Smooth floes may appear as open water. Open water with brash ice may appear
as ice from undetermined type;
• An ice field or concentrated drift ice would normally be detected in all sea
conditions at a range of about 3 NM;
• A lead though ice will not show unless it is at least 0,25 NM wide;
• Prominent points of a coastline, such as headlands and inlets are regularly
employed in position fixing. One should be aware that headland might extend
further in the sea by drift ice, than is indicated in the chart;
• Areas of open water and smooth floes appear very similar, but in an ice field, the
edge of a smooth flow is prominent, while the edge of open water is not;
• Ridges show clearly, but the shadows behind ridges are liable to be mistaken for
leads or closed tracks;
• In general, the 3cm X- band radar will perform the best in ice-covered waters; and
• The performance of radars is not affected by cold climates. The real problem
concerns the interpretations of the radar screen for the purpose of position fixing
and ice detection.
08.14 USE OF ICE SEARCHLIGHT
The ice light is a very powerful xenon search light, equipped with xenon short arc lamp
and high quality glass parabolic mirror. The lamp together with these mirrors will produce
a highly focused long-range light beam, owing to their optical behaviour, and this beam
projected on the target generates a high level of luminance. For instance on ice and snow.
Water, which has a great level of light absorbance, will turn black when projected by the
beam. That is why it is such a useful tool in ice navigation.
Winter manual
Be aware when working on the ice light, that a xenon lamp is highly pressurised, even
when in a cold state. Before working with or in the proximity of the lamp, put on protective
clothing and face protection.
The engine room should not be left unattended in restricted or ice-covered waters.
The propeller and rudder must be maintained below the ice level at all times. If
necessary additional ballast should be taken.
All possible information about the ice situation and weather forecasts shall be collected
and reviewed.
Vessel shall enter the ice with slow speed or with a stopped engine and at right angles
to the ice edge.
Winter manual
When the bow touches the ice, the vessel can gradually increase speed.
When in the ice, keep main engine power under the astern MCR percentage.
Ice is an obstacle and excessive speed can lead to damage of the vessel.
The force of impact depends upon the vessel’s displacement and speed.
The engine must be ready to go full astern and stop the vessel at any time.
The engine may be required to give full power immediately in order to keep the vessel
moving.
The main rule for transit in ice is: BE CAREFUL AND KEEP MOVING.
In order to avoid damage a vessel must not proceed close to ice floes. There could be
underwater rams.
Narrow passages between the ice floes must be passed by direct course and a vessel
can change her course just after vessel’s aft passes of narrow places.
If an ice lead requires a turn, the vessel’s bow should be kept close to the inner side of
the ice lead.
The Master/Chief Officer should avoid any strokes against the ice by the vessel’s
stern.
The use of the rudder in hard-over position can reduce the vessel’s speed and as a
result a vessel can be stopped.
The vessel must not force ice between junctions of the ice fields. The vessel could get
nipped.
The Master/Chief Officer has to check the ice drift ahead of the vessel, it should be
remembered some ice floes could be connected under the water.
If a vessel is proceeding from one patch of ice-free water into another one and is
forced to force ice, the Master/Chief Officer should try to find an easy way even if the
route would be longer.
The Master/Chief Officer should be careful when the vessel is proceeding by patches
of ice-free waters. The speed will rise because off less ice resistance.
Since the course of the vessel changes constantly, the frequency of observations
should be increased even if the vessel proceeds under icebreaker assistance.
Ballast Condition
Loaded Condition
Water above
over the
propeller
As can be seen above, in ballast condition the risk of damaging propeller and
rudder is bigger than in loaded condition
Wind
Ice Floe
Recommended track
Big Floe
Medium Floe
Intended track
ICE
Direct track
Not recommended
The Master of the vessel is responsible for the safety of navigation and safety of the
vessel, also when the vessel proceeds under icebreaker assistance.
09.2 PRIORITIZATION
The different ice breaking services have their own opinion about prioritization.
Nevertheless, one thing they all have in common, vessels in distress are assisted first.
09.3 TOWING
09.3.1 General
In difficult ice-conditions, such as hard ice-
pressure or passage through heavy ice-
ridges, towing might be the only way to
ensure a safe and effective voyage with
icebreaker assistance. This is decided by
the Master of the icebreaker. The towed
vessel can be towed in different ways: in
the notch, at a small distance of the notch
or further away. This depends on the
vessel’s size, the form of the nose, the form
of the towing notch, the external situation
and the steering capability of the tow. Figure 8.1 - Double tow
Towing of fully operative vessels by icebreakers is not always free of charge; this differs
for each country which offers ice breaking assistance.
If the above two requirements cannot be reached, towing in the icebreaker's notch is not
safe, and therefore it will not be performed. The Master of the icebreaker may, in such a
situation, refuse towing of the vessel until assistance is possible without notch towing.
Figure 8.4 - Notch towing, distance between bulb and ice breaker
During towing operation, the towed vessel shall be steered manually, and the main engine
must be ready for maneuvering. When proceeding straight ahead the vessel shall be kept
in line with the icebreaker's masts, as can shown below.
The hull of the towed vessel is always acting as an active rudder of the icebreaker, see
Figure 8.11 and the icebreaker may ask for assistance from the vessel’s rudder.
Winter manual
The towed vessels propulsion machinery shall only be used according to instructions
given from the icebreaker. If the vessel cannot keep the engine output as high as required
or it is affected by rudder problems, the icebreakers shall be notified immediately.
In heavier ice, ships can usually be broken out by the icebreaker turning through 180°,
going back to the beset ship and passing close aboard her leeward side.
In heavier ice, the icebreaker will turn 180° and go back to the beset ship. There the
icebreaker will pass close the leeward side of the beset ship. At the stern, the icebreaker
will turn again 180°, and returns along either, her leeward side to thin out the ice or her
windward side to relieve pressure on that side, at the same time ordering the ship to follow
her.
The Master of the vessel is responsible for the safety of navigation and safety of the
vessel when the vessel proceeds under icebreaker assistance.
The speed of the convoy mostly depends upon the work of the icebreaker and the
vessel(s).
In case that the Master has any doubts about safe speed and/or distance they must
inform the Master of the icebreaker and come to a common decision.
If the vessel is beset and waiting for an icebreaker she should run her engine by dead
slow ahead.
An icebreaker can refuse to assist a ship if any of her equipment, required for the ice
navigation is inoperable, or the strength of the hull and engine power is not sufficient
for safe passage through existing ice.
Any damage to the vessel that may influence safe navigation must be reported to an
icebreaker immediately.
Distance between vessels must be maintained at all times. If own speed decreases
the next vessel in convoy must be warned immediately.
In the event a vessel becomes ice-bound and cannot move, she must advise the
convoy about it immediately.
In the event of an icebreaker or the next vessel ahead becoming ice-bound, the
Master/Chief Officer should run the engine full astern and/or put the rudder hard-over
from side to side in order to avoid hitting the icebreaker or the vessel ahead. They
should ask the stopped icebreaker/vessel to run her engine full ahead. They must
advise the convoy about their action by VHF immediately.
At all times a vessel must be ready to attach a towing hawser. The crew must be ready
to release it instantly.
09.5.2 Towage
The engine of the towed vessel may only be used according to the icebreaker’s
orders.
Sometimes an icebreaker tows a vessel on a short stay. In this case, the towed vessel
is hauled close-up into an indentation at the icebreakers stern.
If a vessel is being towed on a short stay the helmsman should try to keep the
icebreaker masts in line
In heavier ice, vessels can usually be broken out by the icebreaker turning through 180°,
going back to the beset vessel and passing close aboard her leeward side.
Winter manual
In heavier ice, the icebreaker will turn 180° and go back to the beset vessel.
There the icebreaker will pass close the leeward side of the beset vessel. At the stern, the
icebreaker will turn again 180°, and returns along either, her leeward side to thin out the
ice or her windward side to relieve pressure on that side, at the same time ordering the
vessel to follow her.
If an icebreaker is steering along a vessel from stern to bow in order to make a vessel free
the Master/Chief Officer of the assisted vessel should:
• As soon as an icebreaker is close to the vessel run the engine by slow ahead;
• When the icebreaker stern is opposite of amidships of the vessel run the engine
full ahead according to the order of the icebreaker;
• When the icebreaker stern would be close to the vessel’s stem the bow could
move towards the icebreakers stern and could lean-on an icebreaker. To avoid
such situations a vessel should put her rudder to the opposite side; and
• As soon as the icebreaker’s stern passes by the vessels bow, a vessel should put
her rudder to the icebreaker’s direction and follow her.
If the icebreaker is steering on an opposite course in order to make a vessel free, the
engine must be running full ahead.
Winter manual
A
2.
1.
Escorted Vessel A A
Ice Breaker B
B B
3.
2.
2.
A
A
1.
1. Escorted
Vessel A
B Correct Track
Ice Breaker B
A
3.
2.
Procedure in curves 1
1.
Escorted Vessel A
B
Ice Breaker B
Beset
2.
A
Procedure in curves 2
1.
Escorted Vessel A
Ice Breaker B B
3.
A
Beset
2.
Procedure in curves 3
1.
Escorted Vessel A
Vessels with ice class IA or IA Super are intended for year round operation in the Baltic
Sea area. This means that the administration do not set traffic restrictions for these ice
classes. However, size restrictions may apply for ice class IA.
In general, the following restrictions come in force. Traffic restrictions enter into force five
days after their date of issue, except for relaxations, which enter into force immediately.
The maximum restriction has been IA 4,000 dwt. In difficult ice conditions the restrictions
have usually been supplemented by an additional restriction on cargo per port: Vessels
must have a load of at least 2,000 tonnes of cargo to be loaded or unloaded or both.
In the Archipelago Sea, the first restrictions have been given somewhat later than in the
Sea of Bothnia although the restrictions are about the same. In normal winters, the
tightest restrictions have been IA, IB–2,000 dwt and IC, II-3,000 dwt.
010.5 EXEMPTIONS
In certain cases an exemption of restriction can be achieved. The rules for such an
exemption vary with each foreign maritime administration.
010.6 INFORMATION
Information about traffic restrictions can be obtained by ice reports and ice charts.
Winter manual
Item Description
Line 2 Propeller curve, fouled hull and heavy weather – heavy running
Propeller curve, clean hull and calm weather - light running, for
Line 6
propeller layout
Continuous operation without limitations is allowed only within the area limited by lines 4,
5, 7 and 3 of the propulsion diagram.
The area between lines 4, 5, 7 and 8 is available for overload running for limited periods
only (1 hour per 12 hours).The area outside the line 8 and 3 is prohibited.
The propeller curve, line 6, is the line of operation in calm weather, loaded on the summer
mark and with a clean hull. When proceeding through ice, line 6 shifts to line 2. It can be
seen that with the same power output, the revolutions will be less.
Winter manual
Power [%]
110
A=M
100
5
90
80
8
70
1 3
4
6
60
2
50
60 70 80 90 100 110
Revolutions [%]
In the situation shown in Figure 8.13 the ice resistance has been increased, which can be
cause by thicker or harder ice. The new propeller curve is line 6. At 100% MCR the
revolutions have dropped to 95%, and the working point M is beyond line 5. Operation
between the lines 4, 5, 6 and 8 is possible, but only for a short period. The only thing what
can be done to avoid engine damage is to reduce the power output to, for instance to
90%. Then the point M is in the safe area again.
If the ice resistance increases more and more, and the telegraph still demands 100% of
the main engine power output, the working point will shift beyond line 8, which may be
disastrous for the main engine and shall be avoided.
Winter manual
Reference: Chapter No. 9, “Ice Class” below and the “Ice Passport”
Winter manual
The development of the Rules started early in the 1930’s. The rules have been amended
several times during the past years. Most of the members of the IACS have adopted the
Rules and incorporated them in their own regulations on the classification of vessels. This
includes Bureau Veritas and Germanischer Lloyd.
• Ice Class IA Super; vessels with such structure, engine output and other properties
that they are normally capable of navigating in difficult ice conditions without the
assistance of icebreakers. Level ice thickness up to 1,0 m;
• Ice Class IA; vessels with such structure, engine output and other properties that
they are capable of navigating in difficult ice conditions, with the assistance of
icebreakers when necessary. Level ice thickness up to 0,8 m;
• Ice Class IB; vessels with such structure, engine output and other properties that
they are capable of navigating in moderate ice conditions, with the assistance of
icebreakers when necessary. Level ice thickness up to 0,6 m;
• Ice Class IC; vessels with such structure, engine output and other properties that
they are capable of navigating in light ice 0,4 m;
• Ice Class II; vessels that have a steel hull and that are structurally fit for navigation
in the open sea and that, despite not being strengthened for navigation in ice, are
capable of navigating in very light ice conditions with their own propulsion; and
• Ice Class III; vessels that do not belong to the ice classes referred to above.
These classes are, as said, adopted by various classification Societies. An approximate
correspondence between different ice classes from different classification societies can be
found in Table 9.1.
Winter manual
Classification
Ice Classes
Society
Finnish-Swedish
IA Super IA IB IC Category II
Ice Class Rules
Germanischer
E4 E3 E2 E1 E
Lloyd
Det Norske
ICE-1A ICE-1A ICE-1B ICE-1C ICE-C
Veritas
Russian
Maritime
Register of UL L1 L2 L3 L4
Vesselping
(Rules 1995)
Russian
Maritime
Register of LU5 LU4 LU3 LU2 LU1
Vesselping
(Rules 1999)
American
Bureau of IAA IA IB IC D0
Vesselping
CASPPR, 1972 A B C D E
China
Classification Ice Class B1 Ice Class B1 Ice Class B2 Ice Class B3 Ice Class B
Society
Korean Register
ISS IS1 IS2 IS3 IS4
of Vesselping
Lloyds Register
1AS 1A 1B 1C 1D Ice Class
of Vesselping
Nippon Kaiji
IA Super IA IB IC ID
Kyokai
Registero
IAS IA IB IC ID
Italiano Navale
IACS Polar
PC6 PC7 - - -
Rules
Table 9.1 - Approximate correspondence between ice classes from different Classification Societies
Winter manual
The design requirement for the engine power output of an ice classed vessel have been
developed for navigation in brash ice channels in archipelago areas at a minimum speed
of five knots
The ice forces, which are acting on a vessel when beset in moving or compressive ice,
are not taken into account. It is assumed that ice breaker assistance is available within the
time such situation can develop.
The upper ice waterline (UIWL) shall be the highest waterline at which the vessel is
intended to operate in ice. Up to this waterline, the vessel is strengthened for operation is
ice. The lower ice waterline (LIWL) shall be the lowest waterline at which the vessel is
intended to operate in ice.
Winter manual
UIWL
LIWL
The ice strengthened region, or ice belt, on the vessel is divided into a forward, amidships
and aft region, each with its’ own plate thickness. The vessels with an IA Super Ice Class
are also fitted with a fore foot and an upper forward region. Figure 9.4 shows the ice belt
with the different regions.
The ice belt extends above the UIWL and below the LIWL as stated in Table 9.2.
IA 0,5 0,6
IB 0,4 0,5
IC 0,4 0,5
A vessel specific drawing with the location of the ice belt can be found in the appendixes.
Winter manual
The icebreaker informs other vessels in the convoy who has to keep the distance. Mostly
the icebreaker is keeping the distance to the first vessel, and the other vessels in the
convoy on each other. Normally the distance in the convoy between two vessels is about
0,3 Nm. In heavy ice conditions, the distance can be 0,1 Nm down to several meters.
Even if the icebreaker keeps the distance to your vessel, keep in mind that even such a
strong vessel can get stuck. Therefore, keep a sharp lookout on the distance, to prevent
hitting the icebreaker in the case of an emergency.
When having a place in the convoy, keep in contact with the vessels in front and behind. If
the vessel threatens to get stuck, the vessel behind shall be informed.
• The Master of the vessel is responsible for the safety of navigation and safety of
the vessel when the vessel proceeds under icebreaker assistance;
• During ice navigation Watch Type B conditions are to be established;
• The speed of the convoy mostly depends upon the work of the icebreaker and the
vessel(s);
• In case that the Master has any doubts about safe speed and/or distance they
must inform the Master of the icebreaker and come to a common decision;
• If the vessel is beset and waiting for an icebreaker she should run her engine by
dead slow ahead;
• An icebreaker can refuse to assist a vessel if any her equipment, required for the
ice navigation is inoperable, or the strength of the hull and engine power is not
sufficient for safe passage through existing ice;
• Any damage to the vessel that may influence safe navigation must be reported to
an icebreaker immediately;
• All instructions from the icebreaker should be followed;
• Distance between vessels must be maintained at all times. If own speed
decreases the next vessel in convoy must be warned immediately;
• In the event a vessel becomes ice-bound and cannot move, she must advise the
convoy about it immediately; and
• In the event of an icebreaker or the next vessel ahead becoming ice-bound, the
Master/Chief Officer should run the engine full astern and/or put the rudder hard-
over from side to side in order to avoid hitting the icebreaker or the vessel ahead.
They should ask the stopped icebreaker/vessel to run her engine full ahead. They
must advise the convoy about their action by VHF immediately.
At all times a vessel shall be ready to attach a towing hawser. The crew shall be ready to
release it instantly.
Winter manual
012.3 SHELTERING
Dock
Shore
Shelter
Area
Shelter
Area
012.4 BERTHING
Dock
Wash
Recommended procedure:
1. Put a good spring out on the shore from forward, preferably a double
spring.
2. Use the rudder (starboard in this case) and engine (ahead) to swing the
stern in and out and away from the dock.
3. Keep the engine running ahead and give trust to portside with the bow
thruster, until the wash from the bow thruster sweeps away all the loose ice,
then make fast.
Recommended procedure:
The most notable phases are the freezing of the Bothnian bay occurring (on the average
of mid January), the freezing of the Gulf of Finland (on average in the end of January) and
the freezing of the Bothnian Sea (on average in mid-February).
The nature of the winter will be described with the terms mild, average or severe. This can
only be judged in the months January and February. The Winter Navigation Department,
Part of the Finnish Maritime Administration (FMA), informs all parties about the winter
conditions and strives to advice on necessary precautions.
• In mild winters, the Bothnian bay is covered with ice, as are the approaches to
ports in the Bothnian sea. The whole sea area east of Porvoo in the Gulf of Finland
is also covered with ice. Lake Mälaren is covered with ice as well;
• In average winters, all sea areas along the Finnish coast are ice-covered. The
southern ice edge runs north of latitude 59 N. In addition, the coast along Estonia,
Latvia and Lithuania and Lake Vänern are ice covered; and
• In severe winters, the Baltic Sea is covered with ice for several weeks.
• A map with the above information illustrated can be found on the next page. The
following two pages shows a map with the average date of freezing and the
average date of break-up of ice.
Other climatologic information concerning the Baltic Sea can be found in the admiralty
sailing directions and the BIMCO ice handbook.
Winter manual
The Baltic Sea has also been assigned as a special area, concerning MARPOL.
In ice covered waters there are several other possibilities for the oil to go, as shown in
Figure 12.2. This makes it harder to clean the ice covered sea from oil. Many oil-cleaning
methods do not work, or are less effective when used in ice-covered waters of cold
climates. For instance, there are several dispersants, which not work properly in cold
climates. With the future of oil production in arctic areas in mind, several institutes are
expanding their knowledge of oil cleaning in cold climates, and developing new cleaning
methods.
Winter manual
When proceeding through cold climates or ice covered waters one must be aware of this,
and take extra care in preventing spills to happen.
Winter manual
When following a lead, one must be aware that when the wind directions changes, the
lead can close, and the vessel will be stuck in the ice. Thus, meteorological information
shall be combined with ice information services.
Winter manual
This can be achieved by having a meeting before entering the Baltic area. Newly joined
crew in the Baltic area shall be informed about the problems working in cold climates
during the safety familiarisation.
016.2 CLOTHING
DO DON’T
Wear clothes loosely in many layers Wear one tight winter suit
A hat must cover the head and the ears Leave the ears unprotected
Clothing must be suitable for the job to Wear mittens for when precise jobs are
be executed to be executed.
Wear a wind and water resistant outer Wear a wind a water penetrating outer
layer layer
Wear proper shoes with warm socks Wear damaged shoes with thin socks
As far as possible, try to keep your Take no action to keep your clothes dry
clothes dry
Remove and dry wet clothing Keep working with wet clothing on
016.3 WORKING
DO DON’T
Start working with dry clothes, also Start working with wet clothes.
after a resting period.
Work backwards to the wind, or seek
shelter when high wind speeds are Work with your face to the wind
experienced
Work together in extreme cold Word alone in extreme cold conditions
conditions
Use vibrating tools only for a short time Work all day long with vibrating tools.
Keep to the work – rest schedule Ignore the work – rest schedule
Check your face and extremities for Continue working without checking for
signs of cold injuries sings of cold injuries
Continue working without checking
Check the face and extremities of your your colleagues for sings of cold
colleagues for signs of cold injuries injuries
Go directly inside when signs of cold Continue working when discovering
injuries are discovered sign of cold injuries
016.4 RESTING
DO DON’T
016.5 MANAGEMENT
DO DON’T
All personnel shall be instructed in the Send people to work un-informed about
hazards of working in cold climates potential hazards
Demand resting of people with cold Send people with cold injuries back to
injuries work
One must also be aware that operating in cold climates can readily lead to fatigue. This
will be influenced by:
• Low temperatures;
• Noise; and
• Short daylight periods.
Winter manual
016.6.1.1 General
Clothing Clo
Underwear with short sleeves, vest, pants, overall, socks, shoes. 1,10
Underwear with short sleeves, vest, pants, heavy-lined coat overall, socks,
2,00
shoes, hat and mittens
The higher the IREQ, the stronger the cold load. In Figure 14.3 the required IREQ needed
to keep in thermal heat balance is shown. At this condition, the wind force is 0 bft. Keep in
mind that the ambient temperature will be affected by the wind chill factor.
Winter manual
Standing
6
Sitting Resting
5
Standing
Sitting
4 Resting
Standing
IREQ [Clo]
Sitting
3 Standing
Walking Resting
2 Standing Sitting
Resting
Very heavy work Standing
1 Sitting
Standing
0
-40 -30 -20 -10 0 10 20
Wind Chill expressed in temperature-like units is called WCET, wind chill equivalent
temperature. The index likens the way your skin feels to the temperature on a calm day.
For example, if the outside temperature is -10°C and the wind chill is -20, it means that
your face will feel as cold as it would on a calm day when the temperature is -20°C.
Table 14.2 shows a wind chill calculation chart in WCET, with a frostbite risk guide. The
wind speed is measured at a height of 10 meters.
Winter manual
Wind speed
3 15 2 -4 -11 -17 -23 -29 -35 -41 -48 -54 -60 -66
20 1 -5 -12 -18 -24 -30 -37 -43 -49 -56 -62 -68
4
25 1 -6 -12 -19 -25 -32 -38 -44 -51 -57 -64 -70
30 0 -6 -13 -20 -26 -33 -39 -46 -52 -59 -65 -72
5
35 0 -7 -14 -20 -27 -33 -40 -47 -53 -60 -66 -73
40 -1 -7 -14 -21 -27 -34 -41 -48 -54 -61 -68 -74
6
45 -1 -8 -15 -21 -28 -35 -42 -48 -55 -62 -69 -75
50 -1 -8 -15 -22 -29 -35 -42 -49 -56 -63 -69 -76
7 55 -2 -8 -15 -22 -29 -36 -43 -50 -57 -63 -70 -77
60 -2 -9 -16 -23 -30 -36 -43 -50 -57 -64 -71 -78
65 -2 -9 -16 -23 -30 -37 -44 -51 -58 -65 -72 -79
8
70 -2 -9 -16 -23 -30 -37 -44 -51 -58 -65 -72 -80
75 -3 -10 -17 -24 -31 -38 -45 -52 -59 -66 -73 -80
9
80 -3 -10 -17 -24 -31 -38 -45 -52 -60 -67 -74 -81
Frostbite guide
This shows that with a wind speed of Beaufort 2, and an ambient temperature of -20°C,
the wind chill temperature equivalent is about -27, with a low risk of frostbite, if properly
clothed. However, if the wind force increases to 3 Beaufort, the risk of frostbite is already
increasing.
The next table shows the wind chill hazards and actions to be taken when working in such
an environment.
Keep active
-28 to - Increasing risk: Check face and extremities Dress in layer of warm
39 (fingers, toes ears and nose) clothing, with an outer layer
Exposed skin can for numbness or whiteness that is wind resistant.
freeze in 10 to 30
minutes Risk of hypothermia if outside Cover exposed skin: Wear a
for long periods without hat, mittens and a scarf, neck
adequate protection tube or face mask.
Keep active
-40 to - High risk Check face and extremities Dress in layer of warm
47 (fingers, toes ears and nose) clothing, with an outer layer
Exposed skin can for numbness or whiteness that is wind resistant.
freeze in 5 to 10
minutes*. Risk of hypothermia if outside Cover exposed skin: Wear a
for long periods without hat, mittens and a scarf, neck
adequate protection tube or face mask.
Keep active
Winter manual
-48 to - High risk: Check face and extremities Be careful. Dress very warmly
54 frequently for numbness or in layer of clothing, with an
Exposed skin can whiteness (frostbite) outer layer that is wind
freeze in 2 to 5 resistant.
minutes*. Serious risk of hypothermia if
outside for long periods Cover exposed skin: Wear a
hat, mittens and a scarf, neck
tube or face mask.
Keep active
* In sustained winds over 50 km/h, frostbite can occur faster than indicated.
In the case of wet gloves, socks and clothing, the cold-water conduction can quickly be
reduced by replacing the wet clothing by dry clothing. Heat loss through the extremities
must be compensated by wearing more clothes or increasing the activities to prevent heat
loss.
100
90
80
70
Contact time [s]
Stone
60
Aluminium
50
40
Steel
30
20
10
0
-40 -35 -30 -25 -20 -15 -10 -5 0
The thresholds for numbness are depending on the surface temperature and the time of
contact. This is shown in Figure 14.6. For example, nylon with a surface temperature of -
25°C, the skin becomes numb after 50 seconds.
100
90
Nylon
80
Wood
70
Contact time [s]
60 Aluminium
Stone
50 Stone
40
30
Steel Steel
20
Aluminium
10
Aluminium
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5
Surface temperature [°C]
The threshold for pain is depending again on the surface temperature and the contact
time, as shown in Figure 14.7. For example nylon with a surface temperature of -10°C,
you feel pain after 6 seconds of contact.
50
Wood
Wood
40
Nylon
Contact time [s]
30 Nylon
Stone Wood
20
Steel Nylon
Wood
Aluminium
10 Nylon Stone
Wood
Nylon Stone
Wood
Wood Wood Nylon Stone Steel
Wood Steel
Aluminium
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5
100
90
80
70
Contact time [s]
Stone
60
Aluminium
50
40
Steel
30
20
10
0
-40 -35 -30 -25 -20 -15 -10 -5 0
The thresholds for numbness are depending on the surface temperature and the time of
contact. This is shown in Figure 14.6. For example, nylon with a surface temperature of -
25°C, the skin becomes numb after 50 seconds.
100
90
Nylon
80
Wood
70
Contact time [s]
60 Aluminium
Stone
50 Stone
40
30
Steel Steel
20
Aluminium
10
Aluminium
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5
Surface temperature [°C]
The threshold for pain is depending again on the surface temperature and the contact
time, as shown in Figure 14.7. For example nylon with a surface temperature of -10°C,
you feel pain after 6 seconds of contact.
Winter manual
50
Wood
Wood
40
Nylon
Contact time [s]
30 Nylon
Stone Wood
20
Steel Nylon
Wood
Aluminium
10 Nylon Stone
Wood
Nylon Stone
Wood
Wood Wood Nylon Stone Steel
Wood Steel
Aluminium
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5
016.10 ACCLIMATISATION
In the case of hands and feats getting regularly exposed to cold water, there can be some
changes to the blood circulation. The CIVD will start earlier and will be more powerful.
However, the effects of this are very limited.
One can get used to working in cold climates, but not acclimatize to it.
016.11.1.1 General
There are a number of things that will work preventive while in the cold. There are
precautions on four different levels. If the first level is not possible, the next one must be
taken to prevent injuries.
Precautions on the first level take away the cause of the problems, in this case the cold
climates. This is not applicable in this case.
The second option is to shield a working space from the cold temperatures and snow.
If it is not possible to shelter during work, or the risk of cold injuries is still in place, the
crew must be provided with proper PPE.
A last action to be taken is to make a work- rest scheme with sufficient resting periods.
A good example is the removing of icing. This is hard labour in a cold and wet
atmosphere. It is almost certain that people executing this work will become wet by the ice
and sweating.
Body heat loss can be reduced by wearing clothes loosely and in layers and by keeping
hands, feet, and head well covered. This is preferable instead of one heavy suit, as the air
trapped between the layers provides a greater insulation and consequently, a reduction in
loss of body heat. Because water draws heat away from the body so easily, staying dry is
important. A wind and water resistant outer layer is also crucial.
If clothing gets wet in any way, or if hoar frost, which is almost invisible, settles on it, it
shall be dried as soon as possible.
Perspiration shall be avoided since it soaks into the clothing and ruins insulation qualities,
as will any form of moisture. In addition, here, the clothing should be dried as soon as
possible.
The amount of clothing can be defined with the IREQ, as shown in Figure 14.3.
016.11.2 Hypothermia
016.11.2.1 General
Under normal circumstances when wearing adequate protective clothing hypothermia is
unlikely to occur to a healthy individual. However, in extreme conditions when exhaustion
occurs, or when the isolative properties of clothing are impaired though tearing or wetting
from sweat of water, or when the body is immobilised because of injury, hypothermia is
quite likely to occur.
The loss of body heat is the cause of hypothermia. The rate of body heat loss depends
on:
016.11.2.2 Characteristics
• Feeling cold over a prolonged period of time can cause a drop in body temperature
(below the normal 37°C);
• Shivering, confusion and loss of muscular control can occur; and
• Can progress to a life-threatening condition where shivering stops, the person
loses consciousness, and cardiac arrest may occur.
016.11.2.3 Prevention
• Dress in layer of warm clothing, with an outer layer that is wind resistant;
• Cover exposed skin: Wear a hat, mittens and a scarf, neck tube or face mask; and
• Keep active.
016.11.2.4 Treatment
• Get medical attention immediately;
• Lay the person down and avoid rough handling, particularly if the person is
unconscious;
• Get the person indoors;
• Gently remove wet clothing; and
• Warm the person gradually, using any available source of heat.
016.11.3.1 General
It is important to realize that it is possible to survive a stay in cold water. Body heat loss is
a gradual process, and research shows that in calm water at 5°C a normally dressed
person has a 50% chance of surviving three hours. Simple self-help techniques can
extend this time, particularly if the person is wearing a lifejacket and protective clothing,
such as an immersion suit.
In Table 14.4 you can find expected survival times in cold water without protective
clothing.
016.11.3.2 Checklist
The following are some ideas to increase the survival chances in cold water.
PREPARATIONS IN ADVANCE
• Try to get used to working in cold climates;
• Keep fit;
• Emergency rescue training;
• Knowledge of cold water survival; and
• Have a plan.
• Be sure that all your clothing, life jacket and lifebelt are secured correctly. In cold
water you will lose full use of your fingers immediately. Check each other.
SHIP ABANDONMENT
• Avoid entering the water at any time;
• If entering the water cannot be avoided, enter the water as late as possible and as
slowly (step by step) as possible to prevent cold shock;
• Automatic life vests should be manually activated before you enter the water and
after you leave the interior of your ship;
• Do not jump into the water (danger of cold shock);
• If falling into the water, keep your elbows to your sides and cover your nose and
mouth with one hand, holding the wrist or elbow firmly with the other hand;
• Be prepared that the first contact with the cold water will stress your circulation,
breathing and nervous system; and
• Within a few minutes of minimum movement the pain of your skin will become
more tolerable.
IN THE WATER
• Float on your back with a minimum of leg movement;
• Stay calm. Float as still as possible, legs together, elbows close to your side, and
arms folded across the front of your lifejacket;
• Keep as much skin as possible out of the water;
• Huddling close to others will conserve body heat;
• Do not drink or inhale seawater; and
• Keep a positive attitude of mind. You will be the lucky one to be rescued! You can
survive a long time in cold water, even in deep hypothermia, even when
unconscious. Rescuers are searching for you! This positive attitude helps your
body to keep its core temperature.
016.11.4 Frostbite
016.11.4.1 General
Frostbite is the term given to the condition when tissue fluids freeze in localized areas of
the body. The hands face and feet are particularly exposed.
016.11.4.2 Cause
Frostbite is caused by exposure of bare skin to sub-zero temperatures, especially when
combined with air movement (wind chill). Lookouts in life rafts or survivors in open boats
are particularly prone to this injury, just as crewmember removing ice accretion.
Accordingly, consideration shall be given to the length of watch periods and watch
keepers should be supplied with any spare clothing.
Factors that contribute to frostbite include extreme cold, wet clothes, wind chill, and poor
blood circulation. This can be caused by tight clothing or boots, cramped positions,
fatigue, certain medications, smoking, alcohol use, or diseases that affect the blood
vessels, such as diabetes.
The extent of permanent injury, however, is determined not by how cold the skin and the
underlying tissues become but by how long they remain frozen.
Winter manual
016.11.4.3 Occurrence
Frostbite or cold burns are classified by degree of injury (first, second, third, or fourth), or
simply divided into two types, superficial (corresponding to first- or second-degree injury)
and deep (corresponding to third- or fourth-degree injury). Most frostbite injuries affect the
feet or hands.
The remaining 10% of cases typically involve the ears, nose, cheeks, or penis. Once
frostbite sets in, the affected part begins to feel cold and, usually, numb; this is followed by
a feeling of clumsiness. The skin turns white or yellowish.
Many patients experience severe pain in the affected part during rewarming treatment and
an intense throbbing pain that arises two or three days later and can last days or weeks.
As the skin begins to thaw during treatment, oedema (excess tissue fluid) often
accumulates and causes a swelling.
In second- and higher-degree frostbite, blisters appear. Third-degree burns produce deep,
blood-filled blisters and, during the second week, a hard black eschar (scab). Fourth-
degree frostbite penetrates below the skin to the muscles, tendons, nerves, and bones. In
severe cases of frostbite, the dead tissue can mummify and drop off. Infection is also a
possibility
016.11.4.4 Signs
The signs of frostbite are:
016.11.4.5 Treatment
• Frostbite can be serious, and can result in amputation. Get medical help;
• Do not rub or massage the area;
• Do not warm the area until you can ensure it will stay warm; and
• Warm the area gradually -- use body heat, or warm water (40 to 42oC), avoid direct
heat which can burn the skin.
For more information about the treatment of frostbite, reference is made to ‘Geneeskundig
Handboek voor de Scheepvaart’ and the ‘International Medical Guide for Vessels’.
016.11.4.6 Prevention
If bare skin has to be exposed to the elements, the periods of exposure should be kept to
a minimum and freezing winds particularly avoided. Moderate exercise and massage at
an early stage will help to prevent the onset of cold injury. Do not smoke; smoking
reduces the blood supply to the hands and feet.
Winter manual
016.11.5 Frostnip
016.11.5.1 General
Like frostbite, frostnip is associated with ice crystal formation in the tissues, but no tissue
destruction occurs and the crystals dissolve as soon as the skin is warmed. Frostnip
affects areas such as the earlobes, cheeks, nose, fingers, and toes. The skin turns pale
and one experiences numbness or tingling in the affected part until warming begins.
016.11.5.2 Treatment
• Do not rub or massage the area;
• Warm the area gradually. Use body heat (a warm hand), or warm water, avoid
direct heat, which can burn the skin;
• Once the affected area is warm, do not re-expose it to the cold; and
• For more information about the treatment of frostbite, reference is made to
‘Geneeskundig Handboek voor de Scheepvaart’ and the ‘International Medical
Guide for Vessels’.
016.11.5.3 Prevention
If bare skin has to be exposed to the elements, the periods of exposure shall be kept to a
minimum and freezing winds particularly avoided. Moderate exercise and massage at an
early stage will help to prevent the onset of cold injury. Do not smoke; smoking reduces
the blood supply to the hands and feet.
Winter manual
The following flowchart shows what can influence the capability to cool down the cargo. As
can be seen a longer trip and because of that a bunker shortage will make it impossible to
cool down.
Normal cooling down Longer trip then Cargoplant affected Normal cooling down
possible expected? by cold? possible
No No
Yes Yes
Yes Yes
Releasing pressure /
liquid by safety valves
Winter manual
The cargo plant related events in the flowchart are the result of broken equipment due to the
cold temperature. Therefore, the cargo equipment must be prepared and protected for the
cold weather.
In addition to the cargo plant possible problems may also be encountered in the machinery
spaces, bridge and on deck. However, even when ice strengthened, the hull and the
propulsion system are also vulnerable to damages.
A research report about incidents and accidents on vessels navigating in ice in the Baltic
Sea during the winter of 2002 and 2003 shows 98 reported incidents, of which 51% of the
vessels had Ice Class IA This winter was described as a normal winter. In Figure 15.1 the
results of this statistic research cab be seen. In the following table, the explanations of the
used abbreviations can be found.
Abbreviation Explanation
PR Propeller damage
RU Rudder damage
GR Grounding
CL Collision
EN Engine problems
HC Hull damage
APR Archipelago
EN
GR
3%
3%
IB
IC 8%
RU 9%
9%
II
PR 10%
35% None
5%
HC Ice Breaker IA
28% 9% 48%
CL
23% IA Super
12%
Compress
4%
>10.000
dwt
8% 10.000 - Ice channel
<2.000 dwt
20.000 dwt 13%
19%
11%
In ice IB assist
2.000 - 4.000
68% 14%
dwt
20% 4.000 - 10.000
dwt
42%
In 47% these incidents and accidents an IA ice class vessel was involved. This is because of
the traffic restriction set for the vessels with a lower ice class. If they are prohibited to
navigate in the ice-covered waters, they will not make any damage. There for, the IA ice
classed vessels take 47% of the damages for its account.
The most vulnerable part of the vessel seems to be the propeller, which accounts for 34% to
the total damage. 28% of the incidents and accidents have led to hull damages and 23% to
vessel collision in ice. The remaining 15% included groundings, rudder damages and engine
problems due to difficult ice conditions.
It can also be seen that the most accidents and incidents occurred in the Gulf of Finland,
which is probably a result of the dense traffic situation in this area.
Another thing which is not very surprising, is that most damages happened when in the ice,
by which is meant in depended operation in an ice field. Also can be seen that only 4% of
the damages is caused by compressing ice, which all led to hull damage. This matches the
assumption that extra strengthening for ice compression is not necessary, as there will
always be an ice breaker nearby for assist the vessel.
The following figures show some examples of damages caused by navigation in ice covered
waters.
Other observations on ice damages on ice-strengthened vessels indicate that most of the
hull damage occurs at an early stage of the winter season. These vessels are probably
operating at open sea at high speed when the ice coverage is less than 1/10. Damage on
the hull may occur when the vessel hits an ice floe at high speed.
In Figure 15.6 the damaged hull plates below the strengthened ice belt can clearly be seen.
In Figure 3.11 the internal damages in the same area are evident.
Figure 15.6 - Hull damage below the ice belt Figure 15.7 - Damages of inner structure
Damage on the propellers occurs mostly at a later stage in the winter season, when the ice
thickness is increased. Obviously, thicker ice block create the larger loads on propellers,
which result is higher damages. When in ballast condition with the propeller and rudder
above the water, it is impossible to proceed without making any damage. See Figure 3.9.
This must be avoided at any time.
Winter manual
The gas detection sampling points must be clear from ice and snow to ensure good
operation. Therefore, the sampling points must be checked regularly and cleaned if
necessary.
Winter manual
If the cargo plant will not be used, for example during a ballast trip, some precaution shall be
taken to prevent the seawater systems from freezing.
To prevent the sea cooling water lines to the cargo plant from freezing, these lines can be
drained, or a continuous flow can be maintained.
A continuous flow is the most simple, but this will contaminate the filters and coolers quickly,
especially in shallow waters. Nevertheless, the system is operable immediately, and there is
no chance of freezing. A continuous water flow is advised when the temperature drops very
vast, or very low.
Draining the lines may take some time, and some water, which stays behind in bends, may
freeze, but the cooler and filter will be less contaminated, and there is no pumping energy
wasted. Keep in mind that the drained water may freeze on deck. If possible, the water
should be drained directly overboard.
When refueling the appropriate diesel fuel, keep a sufficient ullage in the tank to allow the
diesel fuel to expand when the ambient temperature rises.
The cooling water should be mixed with antifreeze, and should sustain temperatures of at
least -35°C to avoid damage;
• Diesel engine should be provided with winter grade fuel and winter grade lubrication
oil;
• Add anti freeze (-35°C) to the diesel engine cooling water system;
• Compartment vent closed; and
• Keep fuel oil filters water free.
Winter manual
The pressure in the bottle is needed to release to CO2 gas into the confined space.
However, in low ambient temperatures, this pressure is much lower and the filling of the
space takes more time.
According to the Fire Safety Systems code (FSS), 85% of the total amount of carbon dioxide
must be released in the space within 2 minutes. With a low bottle pressure, this will take
more time than two minutes, and dangerous situations may arise.
There for the heating in the CO2 room must be switched on to keep the room temperature
above 16°C.
018.9.7 Prepare the vessel for ice conditions, emergency equipment, personal
life-saving appliances
• The lifesaving appliances, which include the survival craft; the rescue boat; launching
appliances and personal life saving appliances, shall be checked weekly to ensure
that they are ready for use;
• All engines in lifeboats and rescue boats shall be tested weekly, also in cold climates;
and
018.9.9.1 Stowage
According to SOLAS, the lifeboat and rescue boat must be in a state of continuous
readiness of operation and launching. This means that the lifeboat and the rescue boat
cannot be obstructed by ice accreditation or frost. If so, it shall be removed immediately. This
includes the rescue boat crane. Keep in mind that the risks as said for deck cranes also
accounts for the lifeboat crane.
018.9.9.2 Propulsion
According to the LSA, the engine of the lifeboat and the rescue boat must be started within
two minutes of commencing the start procedure. This means that in winter conditions, the
propulsion engine (inboard or outboard) is to be provided with appropriate winter grade fuel
and lubrication oil.
The cooling water, if applicable, should be mixed with antifreeze, and should sustain
temperatures of at least -35°C to avoid damage.
When refuelling the appropriate diesel fuel, keep a sufficient ullage in the tank to allow the
diesel fuel to expand. If the fuel oil tank was filled to its maximum in cold temperatures, it
may overflow in warmer temperatures.
018.9.9.3 Davits
The launching ramp for the Free Fall Lifeboat may not be obstructed by ice accumulation or
frost. If so, it must be removed.
The life rafts are inflated by CO2, of which the same accounts as for the fixed CO2 fire
extinguishing system. The raft inflating will take more time than during summer. Keep this in
mind.
• Reduce the flow of cold outside air into the engine-room spaces by closing down the
vent fans and throttling the dampers;
• With a diesel driven vessel, the closing of dampers and a reduction in the ventilation
will not create a higher than normal vacuum to build-up inside engine-room spaces.
Recirculation of the air in the engine-room should be avoided as this will result in a
higher content of aromatic hydrocarbon and noxious gases;
• Keep funnel flaps shut on unused boiler (beware of reverse cold draft);
• Activate seawater recirculation system. Redirect heated seawater from overboard
discharge lines to low sea suction box by keeping overboard discharge valve in near
closed position;
• Monitor suction and discharge pressures of seawater pumps and carry out steam
injection if any signs of ice formation are noticed in sea box. This is determined by
pressure/flow fluctuations. Steam injection hoses to be kept ready. Open steam to
sea boxes and overboard discharge valve, if required;
• Maintain hot well temperature for boiler;
• Monitor domestic freshwater pumps as continuous running is an indication of
ruptured piping;
• Change over to ballast seawater recirculation tank if fitted;
• Circulate freshwater continuously to eliminate any possibility of freezing;
• Keep stern tube cooling water tank slack (after peak);
• Keep all steam tracing lines active;
• Oily-water separator to be drained of all water if exposed;
• Oil tank heaters on (keep steam valve cracked open to prevent bursting of pipe).
• Heat-up diesel oil settling and service tank to 30° C.
• Clean diesel oil filters daily to prevent wax accumulation;
• Lube oil and heavy oil purifiers should be run continuous;
• Check ballast pumps, valves, ballast ducts regularly for freezing; and
• Keep an eye on the engine room temperature.
018.10.2 Steering gear compartment
• Space Heater on;
• If no space heater available, run hydraulic pumps continuously and use low
temperature oil;
• Oil tank heater on; and
• Compartment vent closed or use a shield. Beware of any dangerous gas
accumulations.
018.10.3 Bow thruster room
• Space heater on;
• Oil tank heater on; and
• Compartment vent closed or use a shield.
018.10.4 Hydraulic pump room
• Vessel’s hydraulic systems should be filled with fluid designed for cold weather
operation;
• Space heater on.
• Oil tank heater on;
• Compartment vent closed or use shield; and
• A light quantity of 70% isopropyl alcohol will remove moisture in hydraulic oil and
ease control mechanisms.
Winter manual
• Maintain essential seawater by using inlets situated as low and as far aft as possible,
near centerline;
• Use diversion arrangements to introduce warm cooling water to seawater inlets and
strainers;
• Provide means to manually clear sea inlets of ice blockage by introducing low
compressed air or steam;
• Allow ice and slush, introduced in the system, to float freely away from the pump
intakes without enduing stirring;
• Allow temporary or permanent use of ballast water for two purposes:
Back flushing of sea boxes; and
Cooling the engines as a short term solution unless a large quantity is
available and re-circulated.
018.15 ACCOMMODATION
018.15.1 General
The primary heating system shall be on when entering a cold climate area. This shall be
backed up by the individual cabin heaters (where fitted). This helps to insulate the
accommodation spaces from the cold and prevents freshwater pipes from freezing.
It is advisable to cover the portholes and window cavities with polyethylene or Perspex, to
provide an air buffer insulation (where not double glazed or heated). This is a good
contribution towards reducing ice formation on interior surfaces.
Ensure that all double doors to accommodation, doors to stores, passageways, and holds
are kept shut at all times. Keep the accommodation spaces in a state of light pressurisation.
The air can be recirculated, taking care of all of the above.
All steps, decks, walkways and passages into and around the accommodation shall be kept
clear of accumulated snow and ice by regular shovelling and salting. Coarse salt shall be
liberally dispensed on deck walkways, gangways and ladder steps to prevent slipping
accidents. A sufficient stock of de-icing slat shall be kept on board and readily available for
this purpose.
On the following pages there are also some examples of heating, moisturizing, and mixing.
Winter manual
018.15.3 Bridge
Precautions to be taken on the bridge are a good passage plan, with all the information
needed for the passage through ice and icing areas. More about this subject can be found in
the chapter about Ice Navigation.
Another important issue on the bridge is to keep the navigational equipment, which must be
used in ice in good condition. This includes the searchlights and radar scanners. The last
shall not be switched off to prevent freezing.
Any icing will detune and reduce range for directional antennas. This effect increases as
frequency increases. Therefore, the antennas shall be kept free from snow and icing.
The bridge windows shall be ice and moist free ensuring a good lookout.
Winter manual
019 MOORING
Coming alongside in an ice-covered harbour can be a difficult and long operation. The
vessel shall approach the berth as close to the jetty as possible in order to minimize the
amount of ice between the vessel and jetty. Then a maneuver shall be used to wash away
the ice, which is left. This can be found in the work instructions.
Another way to make mooring more easily is to ask the tugboats, if available, to break and
remove the ice among the berth.
Winter manual
020 DOCUMENTS
Documents which are available on board to ensure safety of operations in cold climates
include apart from this manual are:
A bridge order book is to be maintained on the bridge, the following forms are available from
“The Company Forms”
In the ALRS, vol. 6, one can find information regarding ice-breaking services.
Winter manual
021.2 INTERNET
• All Experts (2007). Geography: Salinity of Oceans. Consulted on 24 September
2008. http://en.allexperts.com/q/Geography-1729/Salinity-Oceans.htm
• Baltic Marine Environment Bibliography (undated). Consulted in November 2008.
• http://www.baltic.vtt.fi/
• Baltic Sea Area Clickable Map (undated). Consulted in September 2008.
http://www.baltic.vtt.fi/demo/baltmap.htm
• Baltic Sea Ice Services (undated). Consulted from September to November 2008.
http://bsis.eisdienst.de/index.shtml
• Baltice.org (undated). Consulted from September to November 2008.
http://veps.fma.fi/portal/page/portal/baltice
• Bowditch Online (1997). Chapter 34: Ice in the Sea. Consulted on 15 October 2008.
http://www.irbs.com/bowditch/pdf/chapt34.pdf
• Canadian Ice Service (undated). Consulted in September and October 2008.
• http://ice-glaces.ec.gc.ca/App/WsvPageDsp.cfm?ID=1&Lang=eng&Clear=true
• Det Norske Veritas Maritime (2008). Ship Operation in cold climates. Consulted on
15 October 2008
• http://www.dnv.com/binaries/Ship%20operation%20in%20cold%20climates_tcm4-
295010.pdf
• Environment Canada's Wind Chill Program (undated). Consulted in October en
November 2008. http://www.msc.ec.gc.ca/education/windchill/index_e.cfm
• FMA & SMA (2002). Finnish Swedish Ice Class Rules: The Structural Design and
Engine Output Required of Ships for Navigation in Ice. Consulted on 4 September
2008. http://www.sjofartsverket.se/pages/3265/b100_1.pdf
• FMA & SMA (2005). Guidelines for the Application of the Finnish Swedish Ice Class
Rules. Consulted on 4 September 2008.
• http://www.shipadm.org/pages/3265/Guidelines%20-
%2020%20December%202005.pdf
• FMA (2008). Rules for Winter Navigation. Consulted on 15 December 2008.
http://www.martechpolar.com/Publications/Rule%20for%20Winter%20Navigation%20
2003-2004%20Finland.pdf
• FMA Bulletin (2006). Amendments to the Finnish Swedish Ice Class Rules.
Consulted on 3 October 2008.
http://veps.fma.fi/portal/page/portal/fma_fi_en/informationservices/legislation/fma_bull
etin/EN_2006_12_19_NR12.pdf
• FMA Bulletin (2007). Finnish Ice Classes Equivalent to the Class Notations of
Recognized Classification Societies, and Documents and Information Required for
the Determination of the Ice Classes of Ships. Consulted on 6 October 2008.
http://veps.fma.fi/portal/page/portal/fma_fi_en/informationservices/legislation/fma_bull
etin/EN_2007_04_02_NR4.pdf
• Ice observations and their coding (2002) Consulted on 25 September 2008.
http://www.bsis.eisdienst.de/material/Ice_observations_and_their_coding.pdf
• Ice Terms Used in the Baltic (2002) Consulted in September 2008.
http://www.bsis.eisdienst.de/material/ice_terms_tab1a.pdf and
Winter manual
http://www.bsis.eisdienst.de/material/ice_terms_tab1.pdf
• IMO (December 2002). Guidelines for ships operating in arctic ice-covered waters.
Consulted on 15 October 2008.
• www.imo.org/includes/blastData.asp/doc_id=2734/1056-MEPC-Circ399.pdf
• IMO MSC (2006). Guide for cold water survival. Consulted on 15 October 2008.
http://www.imo.org/includes/blastDataOnly.asp/data_id%3D14712/1185.pdf
• IPY Ice Logistics Portal: Baltic Sea (undated). Consulted in September and October
2008. http://ipy-ice-
portal.com/common/displayProducts.jsp?res=hi®ion=Baltic%20Sea
• Kujala, Pentti (2006). Effect of winter on sea traffic safety in the Baltic Sea. Consulted
on 15 December 2008.
• http://www.gofmec.fi/yhteiset/Risk_Winter_pkujala.pdf
• MAN B&W Diesel A/S (2003). Engine Layout Diagram. Consulted on 29 December
2008. http://www.manbw.dk/EngineSelectionGuide/esg/documents%5C1983897-
3.0.pdf
• O’Connell, James J. & Petrella, Denise A. & Regan, Richard F. (2004). Accidental
Hypothermia & Frostbite: Cold-Related Conditions. Consulted in October 2008.
http://www.nhchc.org/Hypothermia.pdf
• Transports Canada (2005). Winter navigation on the River and Gulf of St. Lawrence:
Practical notebook for maritime engineers and deck officers. Consulted in October
2008. http://www.tc.gc.ca/Quebec/en/marineSafety/Winter.pdf
• United States Army Alaska's Northern Warfare Training Center (1997). Effects of
cold on military equipment. Consulted on 5 January 2009.
http://www.wainwright.army.mil/nwtc/Classes/Slides/Effects%20of%20Cold%20on%2
0Military%20Equipment.pp
• Water Encyclopedia (undated). Freezing of Sea water. Consulted on 15 September
2008. http://www.waterencyclopedia.com/Re-St/Sea-Water-Freezing-of.html
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021.3 DOCUMENTS
• Admiral Marakov State Maritime Academy (2005). Ice Book.
• Admiral Marakov State Maritime Academy (2006). Alternative Rudder Design.
• Admiral Marakov State Maritime Academy (2006). Ice Conditions in the gulf of
Finland.
• Admiral Marakov State Maritime Academy (2006). Ice Manoeuvring.
• .
• Admiral Marakov State Maritime Academy (2006). Ice Navigation.
• Admiral Marakov State Maritime Academy (2006). Types of Ice.
• Admiral Marakov State Maritime Academy (2006). Winter Navigation in the Eastern
Part of the Gulf Of Finland.
• Anthony Veder Rederijzaken (undated). Safety Management System.
• Det Norske Veritas Maritime (2006). Ship Operation in cold climates.
• DF Dickins Associates Ltd (March 2004). Advancing Oil Spill Response in Ice-
Covered Waters.
• FMA (2005). Act on the Ice Classes of Ships and Icebreaker Assistance.
• FMA (June 2004). GOFREP Masters' Guide.
• FMA (winter 2007-2008).The Finnish Icebreaking Service.
• Hänninen, Samuli, FMA & SMA (2004). Incidents and Accidents in Winter Navigation
in the Baltic Sea, Winter 2002-2003.
• IMO (2002). The International Safety Management Code, ISM code.
• Kuzmin, Vladimir E. (June 2006). Cold weather/icing precautions.
• Magelssen, Wilhelm. Det Norske Veritas (2004). Operation of Ships in Cold Climates
with Emphasis on Tankers and the New Requirements.
• Marine Advise Bulletin (October 2005). To: Tanker fleet, Cold weather precautions
for tanker systems.
• Marine Advise Bulletin (October 2005). To: Tanker fleet, Sailing in ice.
• Meteorological Service of Canada (2005). MANICE, Manual of standard procedures
for observing and reporting ice conditions.
• Scheepstra, G.H. (2006). Werken onder koude omstandigheden.
• SMA & SMHI (2007). Winter Navigation 2007 - 2008.
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Note: missing numbers indicates an ice term not used in the Baltic
Sea ice
Any form of ice found at sea which has originated from the freezing of water.
• Drift ice: Term used in a wide sense to include any area of ice, other than fast ice, no
matter what form it takes or how it is disposed. When concentrations are high, i.e.,
7/10 or more, the term pack ice is normally used. When concentrations are 6/10 or
less the term drift ice is normally used.
A general term for recently formed ice which includes frazil ice, grease ice, slush and shuga.
These types of ice are composed of ice crystals, which are only weakly frozen together (if at
all) and have a definite form only while they are afloat.
• Slush Snow which is saturated and mixed with water on land or ice surfaces or as a
viscous floating mass in water after a heavy snowfall.
• Shuga: An accumulation of spongy white ice lumps having a diameter of a few
centimetres across; they are formed from grease ice or slush and sometimes from
anchor ice rising to the surface.
Nilas
A thin elastic crust of ice, easily bending on waves and swell and under pressure growing in
a pattern of interlocking “fingers” (finger rafting). Nilas has a matte surface, is up to 10 cm in
thickness, and may be subdivided into dark nilas and light nilas.
Pancake Ice
Young Ice
Ice in the transition stage between nilas and first-year ice, 10-30 cm in thickness. May be
subdivided into grey ice and grey-white ice.
• Grey Ice: Young ice 10-15 cm thick, less elastic than nilas and breaks on well. It
usually rafts under pressure.
• Grey-White Ice: Young ice 15-30 cm thick. Under pressure it is more likely to ridge
than to raft.
First-year Ice
Sea ice of not more than one winter’s growth, developing from young ice; 30 cm or greater. It
may be subdivided into thin first-year ice – sometimes referred to as white ice –, medium
first-year ice, and thick first-year ice.
Ice which forms and remains fast along the coast. It may be attached to the shore, to an ice
wall, to an ice front, between shoals or grounded icebergs. Vertical fluctuations may be
observed during changes of sea level. It may be formed “in-situ” from water or by freezing of
floating ice of any age to shore and can extend a few metres or several hundred kilometres
from the coast. It may be more than one year old in which case it may be prefixed with the
appropriate age category (old, second year or multi-year). If higher than 2 m above sea
level, it is called an ice shelf.
• Young Coastal Ice: The initial stage of fast ice formation consisting of nilas or young
ice; its width varying from a few metres up to 100-200 m from the shoreline.
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Icefoot
A narrow fringe of ice attached to the coast, unmoved by tides and remaining after the fast
ice has moved away.
The ratio of an area of ice to the total area of water surface within some large geographic
locality. This locality may be global, hemispheric or prescribed by a specific oceanographic
entity such as Baffin Bay or the Barents Sea.
Concentration
The ratio expressed in tenths describing the area of the water surface covered by ice as a
fraction of the whole area. Total concentration includes all stages of development that are
present; partial concentration refers to the amount of a particular stage or of a particular form
of ice and represents only a part of the total.
• Compact Ice: Floating ice in which the concentration is 10/10 and no water is visible.
• Consolidated Ice: Floating ice in which the concentration is 10/10 and the floes are
frozen together.
• Very Close Pack/Drift: Floating ice in which the concentration is 9/10 to less than
10/10
• Close Pack/Drift: Floating ice in which the concentration is 7/10 to 8/10, composed of
floes mostly in contact with one another.
• Open Drift: Floating ice in which the concentration is 4/10 to 6/10, with many leads
and polynyas. Floes generally not in contact with one another.
• Very Open Drift: Ice in which the concentration is 1/10 to 3/10 and water dominates
over ice.
• Open Water: A large area of freely navigable water in which ice is present in
concentrations less than 1/10. No ice of land origin is present.
• Bergy Water: An area of freely navigable water in which ice of land origin is present.
Other ice types may be present, although the total concentration of all other ice is
less than 1/10.
• Ice Free: No ice present. If ice of any kind is present, this term shall not be used.
Winter manual
different physical characteristics where it floats to the surface. It may rapidly form
over wide areas of water.
• Floe: Any relatively flat piece of ice 20 m or more across. Floes are subdivided
according to horizontal extent as follows:
• Small Floe 20-100 m across.
• Medium Floe: 100-500 m across.
• Big Floe: 500-2,000 m across.
• Fast Floe: 2-10 km across.
• Giant Floe: Greater than 10 km across.
• Ice Cake: Any relatively flat piece of ice less than 20 m across.
• Floeberg A massive piece of ice composed of a hummock or a group of hummocks,
frozen together and separated from any surrounding ice. They may typically protrude
up to 5 m above water level.
• Floebit: a small Floeberg
• Brash Ice: Accumulation of floating ice made up of fragments not more than 2 m
across, the wreckage of other forms of ice.
022.6 ARRANGEMENT
• Ice Field: Area of floating ice, consisting of any size of floes and greater than 10 km
across.
• Large Ice Field: An ice field over 20 km across.
• Medium Ice Field An ice field 15-20 km across.
• Small Ice Field: An ice field 10-15 km across.
• Ice Patch: An area of ice less than 10 km across.
• Belt: A large feature of pack/drift ice arrangement longer than it is wide; from 1 km to
more than 100 km in width.
• Strip Long narrow area of pack/drift ice, about 1 km or less in width, usually
composed of small fragments detached from the main mass of ice, which run
together under the influence of wind, swell or current.
• Bight: Extensive crescent-shaped indentation in the ice edge formed by either wind
or current.
• Ice Jam An accumulation of broken river ice or sea ice not moving due to some
physical restriction and resisting to pressure.
• Ice Edge: The demarcation at any given time between open water and sea, lake or
river ice whether fast or drifting.
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• Compacted Ice Edge: Clear-cut ice edge compacted by wind or current, usually on
the windward side of an area of ice.
• Jammed brash barrier: A strip or narrow belt of new, young or brash ice formed at the
edge of either drift or fast ice or at the shore. It is heavily compacted mostly due to
wind action and may extend 2 to 20 m below the surface but does not normally have
appreciable topography. Jammed brash barrier may disperse with changing winds
but can consolidate to form a strip of unusually thick ice in comparison with the
surrounding drift ice.
• Diffuse Ice Edge: Poorly defined ice edge limiting an area of dispersed ice, usually on
the leeward side of an area of ice.
• Ice Limit: Climatological term referring to the extreme minimum or extreme maximum
extent of the ice edge in any given month or period based on observations over a
number of years. This term should be preceded by minimum or maximum.
• Mean Ice Edge: Average position of the ice edge in any given month or period based
on observations over a number of years. Other terms, which may be used, are mean
maximum ice edge and mean minimum ice edge.
• Fast Ice Edge: The demarcation at any given time between fast ice and open water.
• Ice Boundary: The demarcation at any given time between fast ice and floating ice or
between areas of ice of different concentrations, types and/or floe sizes.
• Fast Ice Boundary: The ice boundary at any given time between fast ice and the
pack/drift ice.
• Concentration Boundary: A line approximating the transition between two areas of
floating ice with different concentrations.
Ice fields or floes in an area that are subjected to a diverging motion, reducing ice
concentration and/or relieving stresses in the ice.
Compacting
Pieces of floating ice are said to be compacting when subjected to a converging motion,
which increases ice concentration and/or produces stresses, which may result in ice
deformation.
Shearing
An area of floating ice is subject to shear when the ice motion varies significantly in the
direction normal to the motion, subjecting the ice to rotational forces. These forces may
result in phenomena similar to a flaw.
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Pressure process whereby ice is permanently deformed and rupture occurs. This term is
most commonly used to describe breaking across very close ice, compact ice and
consolidated ice.
Hummocking
Pressure process by which ice is forced into hummocks. When the floes rotate in the
process it is termed screwing.
Ridging
Rafting
Pressure process whereby one piece of ice overrides another. Most common in new and
young ice.
• Finger Rafting: Type of rafting whereby interlocking thrusts are formed like “fingers”
alternately over and under the other. This is commonly found in nilas and in grey ice.
Any break or rupture through very close pack ice, compact ice, consolidated ice, fast ice or a
single floe resulting from deformation processes. Fractures may contain brash ice and/or be
covered with nilas and/or young ice. Their lengths may vary from a few metres to many
kilometres.
• Crack: Any fracture of fast ice, consolidated ice or a single floe which may have been
followed by separation ranging from a few centimetres to 1 m.
• Tide Crack: Crack at the line of junction between an immovable ice foot or ice wall
and fast ice, the latter subject to rise and fall of the tide.
• Flaw: A narrow separation zone between floating ice and fast ice, where the pieces
of ice are in a chaotic state. Flaws form when ice shears under the effect of a strong
wind or current along the fast ice boundary.
• Very Small Fracture 1 to 50 m wide.
• Small Fracture: 50 to 200 m wide.
• Medium Fracture: 200 to 500 m wide.
• Large Fracture: Greater than 500 m wide.
Fracture Zone
An area which has a great number of fractures. Fractures are subdivided as follows:
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Lead
• Shore Lead: A lead between ice and the shore or between ice and an ice front.
• Flaw Lead A passageway between ice and fast ice which is navigable by surface
vessels.
Polynya: Any non-linear shaped opening enclosed by ice. May contain brash ice and/or be
covered with new ice, nilas or young ice; submariners refer to these as skylights.
• Shore Polynya: A polynya between ice and the coast or between ice and an ice front.
• Flaw Polynya: A polynya between ice and fast ice.
Deformed Ice
A general term for ice which has been squeezed together and in places forced upwards and
downwards. Subdivisions are rafted ice, ridged ice and hummocked ice.
• Rafted Ice: Type of deformed ice formed by one piece of ice overriding another.
• Finger Rafted Ice: Type of rafted ice in which floes thrust “fingers” alternately over
and under the other, common in nilas.
• Ridge: A line or wall of broken ice forced up by pressure. It may be fresh or
weathered. The submerged volume of broken ice under a ridge, forced downwards
by pressure, is termed an ice keel.
• New Ridge: Ridge with sharp peaks and slope of sides usually 40 degrees or more.
Fragments are visible from the air at low altitude.
• Weathered Ridge: Ridge with peaks slightly rounded and slope of sides usually 30 to
40 degrees. Individual fragments are not discernible.
• Consolidated Ridge: A ridge in which the base has frozen together.
• Ridged Ice: Ice piled haphazardly one piece over another in the form of ridges or
walls. Usually found in first-year ice.
• Ridged Ice Zone: An area of many ridges with similar characteristics (rubble field).
• Hummock: A hillock of broken ice which has been forced upwards by pressure. May
be fresh
• or weathered. The submerged volume of broken ice under the hummock, forced
downwards
• by pressure, is termed a bummock.
• Hummocked Ice: Ice piled haphazardly one piece over another to form an uneven
surface. When weathered it has the appearance of smooth hillocks.
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Standing Floe
A separate floe standing vertically or inclined and enclosed by rather smooth ice.
Ram
An underwater ice projection from an ice wall, ice front, iceberg or floe. Its formation is
usually due to a more intensive melting and erosion of the un-submerged part.
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Bare Ice
Snow-Covered Ice
• Sastrugi: Sharp, irregular ridges formed on a snow surface by wind erosion and
deposition. On mobile floating ice the ridges are parallel to the direction of the
prevailing wind at the time they were formed.
• Snowdrift: An accumulation of wind-blown snow deposited in the lee of obstructions
or heaped by wind eddies. A crescent-shaped snowdrift, with ends pointing down-
wind, is called a snow barchan.
An accumulation of water on ice, mainly due to melting snow, but in the more advanced
stages also to the melting of ice.
Thaw Holes
Vertical holes in ice formed when surface puddles melt through to the underlying water.
Dried Ice
Ice surface from which water has disappeared after the formation of cracks and thaw holes.
During the period of drying the surface whitens.
Rotten Ice
Flooded Ice
Ice which has been flooded and is heavily loaded by water or water and wet snow.
Dark streaks on the underside of low clouds, indicating the presence of water features in the
vicinity of ice.
Ice Blink
Frost Smoke
Fog-like clouds formed by the contact of cold air with relatively warm water. These can
appear over openings in the ice or leeward of the ice edge and may persist while ice is
forming.
Ice-Bound
A harbour, inlet, etc., is said to be ice-bound when navigation by ships is prevented, on
account of ice, except possibly with the assistance of an icebreaker.
Difficult Area
A general qualitative expression to indicate that the relative severity of the ice conditions,
prevailing in an area, is such that navigation is difficult.
Easy Area
A general qualitative expression to indicate that ice conditions, prevailing in an area, are
such that navigation is not difficult.
Anthony Veder Rederijzaken B.V.
01. GLOSSARY
Within the STS transfer guide Liquefied Gases, the terms below have the following
meanings and Chapters:
At Sea The term “at sea” is used throughout this guide. It is intended to indicate
offshore waters or partially sheltered waters where transfers may be
undertaken between vessels underway or at anchor. It may be, however, that
an STS transfer operation at sea is to be conducted within the jurisdiction of a
local (port) authority or national government. In such cases reference has to
be made to local regulations and it may also be necessary to obtain local
approval.
Ballast The term “ballast” covers water ballast carried in ships’ tanks designated for
this purpose.
Barge Barges can be self-propelled, towed or pushed, and may be used to carry or
store liquid hydrocarbons, chemicals and liquefied gases in bulk.
Boord/Boord or Description used for STS operations conducted in European ports. Usually
Board to Board used to describe an STS operation involving one or more barges.
Closed Operations Ballasting, loading or discharging operations carried out without recourse to
opening ullage and sighting ports. In these cases ships will require the means
to enable closed monitoring of tank contents, either by a fixed gauging system
or by using portable equipment passed through a vapour lock.
Company The owner of the ship or any other organisation or person such as the
manager, or the bareboat charterer, who has assumed the responsibility for
operation of the ship from the owner of the ship and who on assuming such
responsibility has agreed to take over all the duties and responsibilities
imposed by the International Safety Management Code.
Constant Heading During manoeuvring and mooring, the ship that maintains course and speed
Ship to allow the manoeuvring ship to approach and moor is referred to as the
constant heading ship.
Deadweight Weight correlating to ship’s total lifting capacity. Includes all cargo, ballast,
fuel, water, stores but excludes the light ship weight. May be found for any
draught from ship’s tables.
Discharging Ship The ship containing cargo for transfer to the Receiving Ship, and which may
also be known as the ‘Ship To Be Lightened (STBL)’ or ‘Mother Ship’.
Displacement Ship’s total weight including all cargo, ballast, fuel, water, stores, and light
ship weight. May be found for any draught from ship’s tables.
Double Banked Also referred to as ‘double banking’, this describes an STS operation that is
STS Operation conducted while one ship (usually the larger of the two) is alongside a
berth, dolphins or moored to buoys within port limits.
Emergency Release Otherwise referred to as a ‘dry break’ coupling, the ERC consists of a
Coupling (ERC) coupling assembly utilising two valves whereby one valve is fitted upstream and
the other downstream of the main valve body. It is fitted between the manifold
presentation flanges and cargo transfer hoses on one of the ships conducting
an STS. It is designed to enable the ships to separate in an emergency without
the need to disconnect cargo hoses from the manifold presentation flanges. It
can be activated either from an ERS operating station or manually. When
activated, the ERC valve body is split into two separate sections and both the
upstream and downstream valves are closed to prevent or minimise loss of
cargo from the cargo hose and ship’s cargo lines.
Lightering Generic term for any Ship To Ship cargo transfer operation.
Operation
LPG Liquefied Petroleum Gas, which for the purposes of this guide is taken to
include butane, propane, ammonia and propylene.
Manoeuvring For the purpose of the guide, a ship is said to be manoeuvring when she is
Chapter 6 STS either:
• making her final approach to another ship for the purpose of mooring
alongside the other to perform an STS operation; or
• separating from another ship following an unmooring operation until both
ships are safely clear of each other.
Manoeuvring Ship During manoeuvring and mooring, the ship that approaches the Constant
Heading Ship for mooring operations is referred to as the manoeuvring ship.
Mooring Master The person responsible for bring the two vessels alongside each other.
For some operations, the Mooring Master may be the STS Superintendent
and may also have the role of Person in Overall Advisory Control but this will
not always be the case.
Person in Overall The person agreed to be in overall control of an STS operation. It may be
Advisory Control one of the Masters (generally the Master of the manoeuvring ship) or it may
(POAC) be an STS Superintendent.
Primary Fenders Primary fenders are large fenders capable of absorbing the impact energy of
berthing and wide enough to prevent contact between the ships should they
roll while alongside one another. These fenders are normally pneumatic and
pressurised to either 50 kPa or 80 kPa gauge pressure.
Receiving Ship The ship to which cargo is transferred from the Discharging Ship. The
Receiving Ship may also be known as the lightering ship, daughter vessel or
service ship.
Reverse Lightering An operation which involves discharge of one or more smaller ships into a
larger ship. In this scenario the Receiving Ship is actually the Mother Ship.
Primarily this term is used to describe an STS operation which is being
performed for the purpose of loading an exporting ship in deeper water at a
location where available loading berths do not have sufficient water alongside
to safely handle the ship at her laden departure draft.
Safe Working Load Safe Working Load or SWL is the operating limit to which lifting and
(SWL) mooring equipment is tested for day-to-day use. Equipment should never be
used beyond its SWL.
Secondary Fenders Secondary fenders are fenders used to prevent contact between the two ships,
should they be rolling or not parallel to each other. They are especially
effective when rigged towards the ends of a ship and are of most benefit during
mooring and unmooring operations. They are usually foam filled cylindrical
section fenders.
Ship-To-Ship (STS) An STS transfer operation is an operation where liquid or gaseous cargo is
Transfer Operation transferred between ships moored alongside each other.
Such operations may take place when one ship is at anchor or alongside or
when both are underway. In general, the expression includes the approach
manoeuvre, mooring, hose connecting, safe procedures for cargo transfer,
hose disconnecting, unmooring and departure manoeuvre. The operation may
also be referred to as ‘Transhipment’.
Standoff The horizontal distance maintained between the parallel body lengths of
both ships provided by the primary fenders when conducting an STS.
STS Operations A ship-specific plan containing procedures for the safe conduct of STS
Plan transfer operations.
STS A person who may be designated to assist a ship’s Master in the mooring
Superintendent and unmooring of the ships, and to co-ordinate and supervise the entire ship-to-
ship transfer operation. He may also be known as ‘Lightering Master’, ‘Mooring
Master’, ‘Lightering Co-ordinator’ or ‘Transfer Supervisor’.
STS Transfer Area A Transfer Area is an area within which an STS Transfer Operation
customarily takes place. Transfer Areas should be selected in safe sea areas.
In coastal areas they will be agreed with nearby coastal authorities and, as
appropriate, in accordance with specific port or national regulations. May also
be described as a Transhipment Area.
Transfer at Anchor The expression “transfer at anchor” describes an operation where a cargo
transfer is carried out between ships when they are moored alongside each
other and one of the ships is at anchor.
Transfer
Supervisor See ‘STS .
Transhipment Generic term for any Ship To Ship cargo transfer operation.
This procedures does not overrule any General Directions, Notice to Mariners or other instructions
that may be issued by The Local Authorities. Masters of vessels are to be guided by the latest
ICS/OCIMF STS Transfer Guide for liquefied gases, ISGOTT, Harbor Byelaws, Local Maritime
Authority Byelaws and General Directions for Navigation. If a STS Mooring Master attends the STS,
he will advise the Master both verbally and via checklists of any local requirements. The Local
Authorities can order the STS operation to stop at any time if it is believed that there is a risk of
pollution or if the weather is forecast to deteriorate to unsafe operational levels.
CONTROL OF OPERATIONS
The overall advisory control of an STS transfer in Territorial Waters lies with the STS Mooring Master.
It is not the intention to relieve the Master of either vessel of any of their duties, requirements or
responsibilities. A STS Mooring Master will be appointed to each STS operation. A qualified Master
employed by the company can also be appointed as STS Mooring master.
The STS Agency shall assess the quality of nominated vessels or STS transfers within Territorial
Waters, utilizing the best information available.
The STS Agency is responsible for the condition and maintenance of the STS equipment. The STS
Mooring Master will at their request relay condition reports of the equipment to the Operations
Manager of the STS Agency after every STS.
• The STS Mooring Master will be on board continually, monitoring the STS operation.
• During a STS transfer, in the event of an emergency situation, or in the event of deteriorating
weather, either the Master of the vessels involved or the STS Mooring Master, shall call the
Local Agent and order suitable tugs to standby to unmoor the vessels.
• The ship’s Local Agent shall normally co-ordinate the ships, and the Cargo Inspector normally
advises the amount of cargo to be transferred. The STS Mooring Master shall work closely
with the STS Team to ensure safe and timely transfers.
The principles of the ‘Bridge Management Team’ will be observed, with special emphasis on
teamwork and sharing of information. The STS Management Team consists of the Masters of the two
vessels, the pilot(s), the STS Mooring Master, the ship’s Agent and the Cargo Inspector.
The STS Agency and the STS Mooring Master are responsible for the safe transit and delivery of the
STS equipment to site.
The local Agent shall work closely with the STS Agency and keep the Local Maritime Authority
advised of the ETA’s of ships’ likely to be performing STS transfers.
The local Agent shall also send and receive Checklist (1), and relay the reply to the STS Agency.
Approval for an STS transfer will be given by the local Maritime Authority after careful assessment of
the vessels involved and consultation with the local Agent.
Local Maritime Authority issue written or give verbal approvals prior to any STS transfer. This
approval is to be filed by the STS Agency in the job file.
TRANSFER AREAS
STS transfers will take place within Territorial Waters in areas, or areas approved by the local
authorities or the Coastguard..
The operational parameters depend on the shelter afforded. The following are guidelines: -
Safety factors that will be taken into account by the STS Mooring Master are as follows: -
• The movement of the two ships (i.e. severe wind and sea conditions).
• The behaviour and integrity of the fenders. Vessel mooring failure. Failure of one or more
mooring lines between the vessels or between the ship and shore.
• Weather forecast. Due regard is to be paid to weather forecasts and early action taken to
suspend transfers, if safe to do so, when severe weather is imminent.
QUALITY ASSURANCE
The STS Agency retains a complete record of STS transfers it has completed.
The STS Agency maintains complete records of the equipment.
The STS Agency is normally vetted by clients to ensure consistent and safe practices
The risk assessment should be documented and should consider impact and probability relating
to identified hazards that apply specifically to the location. It should also include an assessment
of residual risks following the application of appropriate safeguards, controls or mitigation
measures.
To ensure that the risk assessment remains fit for purpose, it should be reviewed periodically. When
any key condition relating to identified hazards changes or a new hazard is identified, the risk
assessment should be formally revised.
The level of complexity required will depend on the type of operation. For a particular transfer area
utilizing standard approved STS equipment and ships that are fully operational, a generic risk
assessment might be appropriate.
If a generic risk assessment is used, it is important that its content is reviewed to ensure that hazards
particular to the planned operation are identified and properly addressed. When the risk assessment
is incorporated into a standard procedure, additional assessments should be carried out for any ‘non-
standard’ operations.
In the light of the complexity of LPG and LNG STS transfer operations, it is essential that the unique
elements of each transfer are recognized and that a full and thorough risk assessment is performed
as part of the planning of each transfer.
The risk associated with any activity is a product of the likelihood (frequency) of any adverse
occurrence, and the impact of such an adverse effect (consequence). Most normal activities involve a
range of potential risks ranging from frequent, low-impact risks to rare high-impact risks.
The consequences resulting from a cargo spillage during an STS transfer operation are potentially
serious and effective control measures should be put in place to reduce the likelihood of such an
event occurring.
The risk assessment should identify all potential sources and consequences of risk for the operation.
The risks identified will vary according to the type of STS operation under review, for example, double
banked to a vessel moored alongside, side by side at anchor or side by side with both ships
underway.
The risk assessment should take into account the risk reduction measures that are in place,
their effectiveness and other factors that could change the probability/frequency of a risk event
or its impact. Where administrative or procedural controls alone form the basis for risk reduction
plans, these procedures should be thoroughly evaluated.
On completion of the exercise, it is to be expected that significant risks will have been identified
and an appropriate risk management strategy developed, with the inclusion of additional mitigation
measures, as necessary, to ensure that all identified risks are reduced to an acceptable level.
Risk assessments are an important part of the pre-STS planning process and, as a minimum,
should consider the following:
• Ship compatibility including mooring arrangements (see STS Guide Chapter 6,)
• Suitability of the location for the particular operation (see STS Guide Chapter 2, 2.3)
• Training, experience and qualification of personnel (see STS Guide Chapter 1, 1.5, 1.6, 1.7)
• Suitable preparation of ships for the proposed operations and sufficient control during
operations (see STS Guide Chapter 5, 1, 1.5)
• Adequacy of navigational processes (see STS Guide Chapter 6)
• Adequate number of personnel assigned to control and perform the transfer operation (see
STS Guide Chapter 1, 1.5, 1.6, 1.7)
• Adequacy of communications between ships and/or responsible persons (see STS Guide
Chapter 4)
• Implications of differences in freeboard or the listing of ships when transferring cargo
equipment including fenders and transfer hoses (see STS Guide Chapter 2, 2.2, 10)
• Anticipated environmental conditions (see STS Guide Chapter 2, 2.4)
• Emergency planning and procedures (see STS Guide Chapter 11).
• Further guidance on risk assessment processes in given in Appendix H.
The following are examples of causal factors that could contribute to high level risks:
4 USE OF CHECK-LISTS
Check-Lists provide an important risk management tool aimed at ensuring that operations
are conducted in a safe manner.
Check-Lists 1 to 5, presented in chronological order for STS transfer operations undertaken ‘at sea’
are included in Star IPS under Documents\Other documents\Forms\Cargo Handling. The Check-
Lists are intended to assist organizers and Masters to adhere to relevant safety procedures. The
Check-Lists should be used not only at the time of transfer, but also when organizers are planning an
operation (Check-List 1). Adherence to Check-List procedures will ensure that important aspects of
an operation are properly addressed.
Check-Lists are essential reminders of the principal safety factors to be considered. They should
be supplemented by continuous vigilance throughout the whole operation.
Before mooring operations commence, each ship should confirm with the other that all items on
Check-Lists 2 and 3 have been checked and found to be correct.
Check-Lists 1 to 5 have been developed to address factors that are relevant to the STS operation
and the questions are supplementary to those contained in standard pre-transfer Check-Lists, such
as the ISGOTT Ship/Shore Safety Check-List. It is therefore important that the ISGOTT Check-List,
or equivalent, is completed prior to the commencement of cargo transfer.
5 CHECKLIST APPENDIX
All checklists required for STS are:
• Contingency Plan STS;
• SHIP - SHIP AGREEMENT; and
• Checklist 1 to 5
Reference: All checklists are in Star IPS under Documents/Other documents/Forms/Cargo handling:
Risk assessments can be found under the risk assessment tab.