Marine Safety Manual

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OCCUPATIONAL HEALTH AND SAFETY MANAGEMENT

Revision NO. 1.1 / Revised and Amended all Sections
2nd October, 2019.
OCCUPATIONAL HEALTH
AND
SAFETY MANAGEMENT
(OH & SM)
Regulations, Guidelines and Procedures

Based on OCIMF – OVIQ Questionnaire,
IMCA CMID,
IMO ISM Requirements &
“Annex SL Structure”
2nd February, 2021.
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2nd October, 2019.
Approval & Authorization Checked Support &

Certification (Vessel Operator (Vessel Operator Development
(Classification Management) HSE, Operations (QHSE Consultant)
Society) & Technical
Depts.)
ISO 45001
ISM Code
OCIMF – OVID
IMCA e-CMID
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2nd October, 2019.
This publication is developed with guidelines and procedures, to ensure compliance

to ISO 45001, ISM Code, OCIMF – OVID and IMCA e-CMID requirements.
JEPP DYNAMIC is a new Nigerian Offshore Vessels Operator, dedicated and

committed to comply with all the relevant Flag – State, Classification Society,
Insurance or P&I Club and International Oil Company requirements for the operation
and management of vessels.
The Occupational Health & Safety Management publication, is to create a reference

document for a total safety management culture, to be imbibed across JEPP
DYNAMIC.; through study, familiarization and practice of the contents of this
publication.
Total safety management culture that would result from the application of the
contents of this occupational health & safety management publication, will be
adhered to, across JEPP DYNAMIC., by the entire management, personnel crew and
contractors.
Contractors and vendors will be required to integrate their safety documentations to

be in line with the procedures and systems outlined in this publication.
JEPP DYNAMIC will bridge the contents of this publication, with the safety
documentation of the Clients and End Users of JEPP DYNAMIC Marine Fleets and
Equipment; for effective Vessel Operator / End User Integrated Safety Systems.
This publication is hereby written and outlined in simple ENGLISH LANGUAGE, for
clarity and easy comprehension. ENGLISH LANGUAGE is also recognized as the
SHIPBOARD and SHOREBASED language.
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2nd October, 2019.
SECTION HEADING REFERENCE PAGE

REFERENCE REFERENCE
FRONT COVER 1
DOCUMENT TITLE 2
DOCUMENT APPROVALS 3
FOREWORD 4
TABLE OF CONTENTS 5 – 22
0.1 INTRODUCTION & BACKGROUND – ISO 45001: 2018 23
FIG 1 OH & S EQUIPMENT 24
0.2 BENEFITS & AIM – ISO 45001 25
TABLE 1 ‘ANNEX SL’ STRUCTURE 26
BENEFITS OF IMPLEMENTATION OF ISO 45001 27
0.3 INTRODUCTION & BACKGROUND – ISM CODE 30
FIG 2 : SAFETY PICTOGRAM / FIG 3 : DANGER 31
PICTOGRAM
0.4 BENEFITS, AIMS & OBJECTIVES – ISM CODE 34
Table 2 Structure of the ISM Code for Safety 34
Management System
0.5 INTRODUCTION & BACKGROUND – OCIMF 36
0.6 INTRODUCTION & BACKGROUND – OVID 38
FIG 4 : OVID Structure 39
0.7 INTRODUCTION &BACKGROUND – CMID 41
PDCA Cycle 42
Risk based thinking audits 43
Annex SL Structure 44
1.0 SECTION 1 : SCOPE – ISO 45001 : 2008 46
Maritime Occupational Health & Safety 47
Service Industry Occupational Health & Safety 47
FIG 5: OUTLINE OF RISK – SHIPBOARD & ASHORE 48
FIG 6: Personal health & safety flowchart 49
1.0.1 Scope of maritime industry occupational H&S 50
FIG 7: Definition of the seafarer 51
1.0.2 Service industry (corporate office) occupational 53
Health & Safety
1.1 Scope of ISM Code, OCIMF – OVID, e-CMID 55
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1.1.1 Scope of risk assessment – hazard identification 56

(HAZID), Assessment or Review, Control and
Evaluation
FIG 8: RISK MANAGEMENT SYSTEM PICTOGRAM 56
1.1.1a Scope of Hazard Identification (HAZID) 58
1.1.1a.1 Scope of pre-task planning matrix 58
1.1.1b Scope of hazard review or hazard assessment 60
FIG 9: Hazard review steps 61
1.1.1c Scope of hazard control 62
Steps in hazard control 62
FIG 10: Hierarchy of controls 63
1..1. d Scope of hazard evaluation 64
FIG 11: Hazard evaluation table 65
2.0 SECTION 2 – Normative Reference 66
2.1 References for ISM code, OCIMF – OVID & e- 67
CMID
FIG 12: IMO Convention structure 68
3.0 SECTION 3 – TERMS & DEFINITIONS 70 – 76
SECTION 4 CONTEXT OF THE ORGANIZATION 77
FIG 13 SEGMENTS OR SUB-SECTION OF THE Organization 78
4.1 Understanding the Context of the Organization 79
4.1.1 Why JEPP DYNAMIC LTD.??? 79
4.1.2 What are JEPP DYNAMIC unique contributions to 79
Maritime Security Services???
4.1.3 Where and Who requires JEPP DYNAMIC 81
Services???
4.1.4 How does JEPP DYNAMIC meets Clients 81
Requirements???
4.1.5 How does JEPP DYNAMIC measure delivery of 82
service???
4.1.6 What Gaps closing method does JEPP DYNAMIC 82
use to meet shortfall in service delivery???
4.2 Understanding the needs and expectations of 83
workers and other interested parties
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4.2.1 Internal Interested parties – expectations of 83

workers and other internal stakeholders
FIG 14 INTERFACE STRUCTURE OF Internal Parties 83
FIG 15 INTERNAL STAKEHOLDER 84
Definition of Context of JEPP DYNAMIC 84
Organization
Determination of JEPP DYNAMIC Major Internal 85
Issue
4.2.2 External Interested Parties or Stakeholders 85
FIG 16 Interface of External Parties or Stakeholders 87
Determination of JEPP DYNAMIC Major External 87
Issue
4.3 Scope of OH&S Management Systems 88
4.4 Management of OH&S 89
FIG 18 Management of OH&S System 90
5-Tips to Keep Crew Healthy and Safe 91
SECTION 5 LEADERSHIP 92
5.1 Leadership and Commitment 93
5.1A VISION OF JEPP DYNAMIC 95
5.1B MISSION OF JEPP DYNAMIC 96
5.2 Occupational Health & Safety Policy 97
5.2.1A Health and Safety Policy 99
5.2.1B Environmental Protection Policy 101
5.2.1C Drug and Alcohol Policy 102
5.2.1D Anti – Smoking Policy 104
5.2.1E Security Policy 106
5.2.1F Management of Change Policy 107
5.2.1G Energy Efficiency Policy 108
5.2.1H Anti – Harassment, Anti – Discrimination and 109
Code of Ethics Policy
5.2.1I Quality Policy 111
5.2.1J Permit to Work, Lock Out / Tag Out Policy 112
5.2.1K Risk Assessment Policy 114
5.2.1L Stop Work Policy 116
5.3 Organization Roles, Responsibilities & Authorities 118
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FIG 19 Roles and Responsibilities Chart 120

5.3.1 Chief Executive Officer / Chief Operations Officer 121
5.3.2 Designated Person Ashore (DPA) – Marine Supt. 122
5.3.2.1 DPA – Outline of Statutory Roles 123
5.3.2.1B DPA Authority 123
5.3.2.1C DPA Appointment – ISM Code 124
5.3.2.1D DPA Appointment as Company Security Officer 124
Additional duties & Responsibility of DPA 125
Chief Security Officer (CSO) Duties 126
5.3.3 Vessel Master (Captain) 127
5.3.3A Priorities of the Master 127
5.3.3B Masters’ Duties 127
5.3.3C Masters’ Overriding Authority 128
Additional Duties of Master 129
5.3.3D Master’s Verification of OH&S Compliance 129
Master’s Inducting new Crew and Visitors 130
5.3.3E Master Transfer of Command 131
5.3.3F Master Duties: Shipboard Appointment of Ship 131
Security Officer (SSO) / Vessel Safety Officer (VSO)
5.3.3G Key Shipboard Positions 131
5.3.3H Safety Critical Information 132
5.3.3I Stow-away and dead bodies 132
5.3.3J Fatality 133
5.3.3K Vessel Security at Port 134
Pre-boarding Checks 135
5.3.3L Local Port / Harbor Rules 135
5.3.4 General Crew Responsibility 136
5.3.5 HSE Manager / Supt. 137
5.3.6 Procurement Manager / Purchasing Officer 139
5.3.7A Finance and Accounts 140
5.3.7B Company Secretary & Legal 140
5.3.7C Business Development 141
5.3.7D Admin & Personnel 141
5.3.8 Job Descriptions – onboard the vessel 142
5.3.8A Chief Officer 142
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5.3.8B Second Officer 143

5.3.8C Third Officer 144
5.3.8D Deck Cadets 145
5.3.8E Chief Engineer 146
5.3.8F Second Engineer 146
5.3.8G Third Engineer 148
5.3.8H Trainee Engineer / Cadets 148
5.3.8I Electrician 149
5.3.8J Deck Ratings 149
5.3.8K Crane Operator 150
5.3.8L Engine Ratings 151
5.3.8M Chief Cook / Cook Responsibilities 152
5.3.8N Steward Responsibilities 152
5.4 Consultation and Participation of Workers 153
FIG 20 Organization Chart 153
5.4.1 Human Resources, Crew & Contractors 155
5.4.1A Health & Safety Protection, Accident Prevention 155
MLC Regulation 4.3
Standard A4.3 – Health & Safety Protection, 156
Accident Prevention
Guideline B4.3 – Health and Safety Protection, 158
Accident Prevention
Guideline B4.3.1 – Provisions on Occupational 158
Accidents, Injuries and Diseases
Guideline B3.4.2 – Exposure to Noise 160
Guideline B3.4.3 – Exposure to Vibration 160
Guideline B3.4.4 – Obligation to Shipowners 161
Guideline B3.4.5 – Reporting & Collection of Stats 161
Guideline B3.4.6 – Investigation 162
Guideline B3.4.7 – Protection & Prevention Prog. 163
Guideline B3.4.8 – Content of Protection & 163
Prevention Programs
Guideline B3.4.9 – Instruction in OH&S Protection 164
& Prevention of Occupational Accidents
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Guideline B3.4.10 – Safety & Health Education of 165

Young Seafarers
5.4.1B Selection & Engagement of Marine Crew–MLC 1.4 166
Minimum Age – MLC 1.1 168
5.4.1C Medical Certification – MLC 1.2 168
5.4.1D Qualification of Seafarer – MLC 1.3 170
5.4.1E Recruitment & Placement – MLC 1.4 170
5.4.1F Employment Agreements – MLC 2.11 171
5.4.1G Certificate of Sea Service – B2.1.1 173
5.4.1H Payment of Wages – MLC 2.2 173
5.4.1I Hours of Work or rest – MLC 2.3 174
5.4.1J Manning Levels – MLC 2.7 176
5.4.1K Accommodation & Recreation (MLC 3.1) 177
Accommodation Spaces Inspection 179
5.4.1L Food & Catering / Personal Hygiene (MLC 3.2) 180
5.4.1M Medicare Onboard Ships (MLC 4.1) 181
5.4.1N Malaria Program 182
5.4.1O Training and Competency Assessment 183
List of Shore and Shipboard Training Programs 186
5.4.1P Notice of Termination – MLC 2.1 187
Enforcement of Discipline & Safety Compliance 187
MLC – 5 / 5.1.5
Offences Warning 189
Grounds for Dismissal 191
Negligence in Discharge of duty 191
Violation of Company Regulations 191
FIG 21 Disciplinary Procedures Chart 193
5.4.1Q Appraisals 194
5.4.1R Down Manning 194
5.4.2 INTRODUCTION TO Safety Of Life At Sea (SOLAS) 196
Technical Provisions of SOLAS 196
Chapter I General Provisions 197
Chapter II-1 Construction, Stability & Machinery 197
Chapter II-2 Fire Protection, Detection & Extinction 198
Chapter III Life Saving Appliances Arrangements 198
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Chapter IV Radio-Communications (GMDSS) 198

Chapter V Safety of Navigation 199
Chapter VI Carriage of Cargoes 199
Chapter VII Carriage of Dangerous Goods 200
Chapter VIII Nuclear Ships 201
Chapter IX Management of Safe Operation of Ships (ISM Code) 201
Chapter X Safety Measures – High Speed Craft 201
Chapter X-1 Special Measures – Maritime Safety 201
Chapter X-2 Special Measures – Maritime Security 201
Chapter XII Additional Safety Measures – Bulk Carriers 202
Chapter XIII Verification of Compliance 202
Chapter XIV Safety Measures – Ships in Polar Waters 202
5.4.3 Introduction to ISPS 203
Maritime Security & ISM Code 204
5.4.4 Contractors 205
5.4.4C Contractors Bridging Documentation Procedure 206
5.4.4D Contractors – Management of Change 206
5.4.4E Contractors – Audits 207
5.4.4.F Contractors Training & Safety Induction 207
5.4.4F.1 Operating Procedure Guidelines for Military 208
Guards
5.4.4G Contractors Employee Qualification 212
5.4.4H Contractors Equipment & Facilities 212
5.4.4I Risk Assessment & HAZID for Contractors 213
5.4.4J Contractors PPE 214
5.4.5 Shore Task In OH&S Management 216
5.4.5A JEPP DYNAMIC Documents Bridging Procedure to 216
End Users’ Documentation
5.4.5B Management Review of SMS 217
5.4.5C Document of Compliance 218
5.4.5D Safety Management Certificate 219
SECTION 6 PLANNING 220
6.1 Actions to Address Risk and Opportunities 221
6.1.2 Hazard Identification & assessment of risks 222
6.1.2.1 Permit To Work (PTW) systems 222
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6.1.2.1.2 Responsibility of Permit Issuer 223

6.1.2.1.3 Transfer of permit issuing 223
6.1.2.1.4 Stop Work 224
6.1.2.1.5 Variety of work permit 225
6.1.2.1.6 Conditions to Stop Work 225
6.1.2.1.7 Register of PTW issued 225
6.1.2.1.8 Higher Risk Activities 226
6.1.2.1.9 Hot Work 226
6.1.2.1.9A Definition of Hot Work 227
6.1.2.1.9B Dangers of Hot Work 227
6.1.2.1.9C Permit Issuing for Hot Work 228
6.1.2.1.9D Fire Hazard Prevention Tips 228
6.1.2.1.9E Hot Work Requirements 230
6.1.2.1.9F Hot Work Locations 232
6.1.2.1.9G Non – Permissible Locations 232
6.1.2.1.9H Welding and Hot Work in Advanced Tanks 233
6.1.2.1.10 High Voltage / Electric Shock Hazards 234
6.1.2.1.10A Arcing 234
6.1.2.1.10B Results of an Electric Arc 234
6.1.2.1.10C Short Circuit 234
6.1.2.1.10D Dangers of Electric Shock 235
6.1.2.1.10E Measures to prevent electric shock 235
6.1.2.2 Assessment of OH&S Risks to OH&S Management 237
6.1.2.2.1 Risk Assessment (RA) 237
6.1.2.2.1A Guidance on Main Element of Risk Assessment 237
6.1.2.2.1B Job Safety Analysis (JSA) Process 238
6.1.2.2.1C Risk Assessment – Actions & Timescale 241
6.1.2.2.1D Risk Categorization 242
6.1.2.2.1E Primary Steps for Risk Assessment 243
6.1.2.2.1F Using the Hierarchy of Control – ERIC PPE 244
FIG 22 ERIC PPE CHART 244
6.1.2.3 Assessment of OH&S Opportunities 245
6.1.2.3 Enclosed Space 245
6.1.2.3.4A A Confined or Enclosed Space 246
6.1.2.3.4B Confined Space Competent Person 246
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6.1.2.3.4C Designated Competent Persons 246

6.1.2.3.4D Competent Person List 247
6.1.2.3.4E Entry 247
6.1.2.3.5 Employee Responsibility 247
6.1.2.3.6 Preparation & Entry of the Confined Space 248
6.1.2.3.7 Ventilation 248
6.1.2.3.8 Isolation 249
6.1.2.3.9 Atmospheric Testing 250
6.1.2.3.10 Rescue Plan / Equipment 250
6.1.2.3.11 Permits 251
6.1.2.3.12 Pre – Entry Meeting 251
6.1.2.3.13 Acceptable Atmospheric Levels 252
6.1.2.3.14 Standby Attendant Duties 252
6.1.2.3.15 Signs and Barricades 253
6.1.2.3.16 Personal Protective Equipment 253
FIG 23 PPE Requirements Chart 254
6.1.2.3.17 Lifelines 255
6.1.2.3.18 Rescue 255
6.1.2.3.19 Welding and Cutting Equipment 256
6.1.2.3.20 Programme Review Per Entry 256
6.1.2.3.21 Lock Out / Tag Out / Portable Electrical Equip 257
6.1.2.3.22 Energy Control Procedures 257
6.1.2.3.23 Basic Steps for Lock Out / Tag Out (LOTO) 258
6.1.2.3.24 Change Shift 259
6.1.2.3.25 Group Lock Out 259
6.1.2.3.26 Restart Procedures 260
6.1.2.3.26A INSPECT 260
6.2.3.26B CHECK 260
6.1.2.3.26C REMOVE 260
6.1.2.3.27 Guidelines on use of Portable Electric Equipment 261
6.1.2.3.27.1 Why you must Read Instructions before using an 262
Electric Equipment???
6.1.2.3.27.2 Electric Shock 262
6.1.2.3.27.3 Hot Parts 263
6.1.2.3.27.4 Fumes, Gases and Particles 263
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6.1.2.3.27.5 Sparks 264

6.1.2.3.27.6 Flying Metal Dirty Sparks 265
6.1.2.3.27.7 Noise Can Damage Hearing 265
6.1.2.3.27.8 Moving Parts can cause injury 266
6.1.2.3.28 Working at Height or ALOFT 267
6.1.2.3.28.1 Working At Height 267
6.1.2.3.28.2 Working ALOFT 268
6.1.2.3.28.3 Completion of Task 269
6.1.2.3.28.4 Personnel Hand Tools 270
6.1.2.3.28.5 Emergency Rescue when Working at Height 270
6.1.3 Determination of legal requirements 271
FIG 24 Legal Requirements within the context of the Org. 272
How does JEPP DYNAMIC get access to IMO 273
Conventions?
Other Major and Minor Requirements 273
IMO Conventions, Source and Impact to the Org. 274
6.1.4 Planning the Action 275
6.1.4.1 Loss of Steering 276
6.1.4.2 Main Propulsion Failure 278
6.1.4.3 Civil Unrest, Piracy and Terrorism 279
6.1.4.4 Terrorism and Piracy 282
6.1.4.5 Emergency Procedure (in port, berth & sea) 283
6.1.4.6 Emergency procedure on board the vessel 286
6.1.4.7 Severe Weather Damage 288
6.1.4.8 Alert Levels 289
6.1.4.9 Post Storm Action 292
6.1.4.10 Collision Management 294
6.1.4.11 Main Engine Failure 299
6.1.4.12 Electrical Power Failure 301
6.1.4.13 Medevac by Chopper and Medical Procedures 303
6.1.4.13B Medevac Procedures 303
6.1.4.13E Medical First Aid 305
6.1.4.13H Medical Treatment 305
6.1.4.13I Seeing A Doctor Ashore 305
6.1.4.13J Medical Emergency 306
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6.1.4.13K Casualty Incident 306

6.1.4.13L Death 307
6.1.4.13M Applying First Aid 309
6.1.4.13M.1 Emergency Contact Numbers 310
6.1.4.13N Emergency Preparedness 312
6.1.4.13O Responsibility for Emergency Preparedness 312
6.1.4.13P Shipboard Security Drills 313
6.1.4.13Q Safety and Security Exercises 313
6.1.4.13R Shore Based Emergency Response 314
6.1.4.13S Emergency Response Flowchart 315
FIG 25 JEPP DYNAMIC Emergency Response Flowchart 316
6.1.4.13T Initial Response to an Emergency Situation 316
CAUTION IN ISSUING MEDIA STATEMENT 317
6.1.4.13U Full Response to an Emergency Situation 318
6.1.4.13V Situation Alert Level 318
6.1.4.13W Role Designation in Emergency Response 320
6.1.4.14 Groundings and Strandings 322
6.1.4.15 Line Throwing Appliances 328
6.1.4.16 Fatality 330
6.1.4.17 Serious Injury and Illness 333
6.1.4.18 Total Loss 336
6.1.4.19 Serious Damage 338
6.1.4.20 Pollution 341
6.1.4.21 Man Overboard 343
6.1.4.22 Fire Explosion Onboard 352
6.1.4.23 Emergency Escape Breathing Device (EEBD) 356
6.1.4.24 Self Contain Breathing Apparatus (SCBA) 358
6.1.4.25 Procedures for Helicopter Landing 364
6.1.4.26 Accident Investigation 371
6.1.4.26A Reports and Analysis of Non-Conformities, 371
Accidents and Hazardous Occurrences
6.1.4.26B Non – Conformity 371
6.1.4.26C Observation 372
6.1.4.26D Corrective Action 372
6.1.4.26G Root Cause, Near Miss, Hazardous Situation 374
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6.1.4.26H Reporting of Hazards 374

6.1.4.26I Accident and Damage Reports 375
6.1.4.26J Incident / Accident / Injury Reporting & 376
Investigation
6.1.4.26K Accident Investigation Training & Workshop 377
Accident Control Prevention Technique Chart 378
6.1.4.26L Injury Classification 379
6.1.4.26Q Near Miss 381
6.1.4.26R Medical Illness 382
6.1.4.26T Repair Notification 383
6.1.4.26Y Handling Control of Hazardous Substances 385
6.1.4.26Z Labelling of Hazardous Substances 385
6.1.4.26A1 Chemicals 386
6.1.4.26B1 Radioactive Materials 386
6.1.4.26C1 Explosives 387
6.2 OH&S Objectives & Planning to Achieve them 388
6.2.1 OH&S Objectives 388
6.2.2 Planning to achieve OH&S Objectives 389
6.2.2A Occupational Health & Safety Strategic Plan 390
6.2.2.A.1 Strategic Prioritized Topic 390
6.2.2.A.2 Methods to institute OH&S Culture 390
Forms for monitoring of OH&S Compliance 391
6.2.2A.3 Resources to Institute Safety Culture 395
6.2.2A.4 KEY PERFORMANCE INDICATORS (KPI) 395
6.2.2A.5 General Staff and Management Responsibility 395
6.2.2A.6 Time Scale and Risk Rating 396
EXCELLENT RATING 396
VERY GOOD RATING 396
GOOD RATING 397
FAIR RATING 397
POOR RATING 397
FAIL RATING 397
SCTION 7 SUPPORT 399
7.1 RESOURCES 399
RESOUCES PROVIDED BY TOP MANAGEMENT 400
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7.2 COMPETENCE 401

DPA internal audit interface with Master co- 401
ordination of 3 – key areas of OH&S
7.3 AWARENESS 402
7.4 COMMUNICATION 403
Safety Information Communication Flowchart 404
7.5.1 Documented Information 405
Documented Information System 406
7.5.2 Creating & Updating documented information 407
7.5.3 Control of documented information 407
SECTION 8 OPERATIONS 409
8.1 Operation Planning and Control 410
8.1.2 Eliminating Hazards and reducing OH&S Risks 412
List of Tasks and Risk Assessment Template for 414
Hazard Control
8.13 Management of Change (MOC) 415
Charts of Events and Respective Change 416
Scope of MOC 417
Operational Changes that require MOC 417
Approval of MOC 417
Documented Changes and Modification 418
MOC Process Chart 419
8.1.4 Procurement 420
Flowchart of OH&S in Procurement Process 422
Equipment Standards Specifications Chart 423
Documented Information 426
8.1.4.3 Contractors and Outsourcing 426
8.2 Emergency Preparedness 428
Recommendations for Different Emergencies 429
SECTION 9 PERFORMANCE EVALUATION 430
9.1 Monitoring, Measurement, Analysis & 431
Performance Evaluation
9.1.2 Evaluation of Compliance 434
9.2 Internal Audit 436
9.3 Management of Review 438
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SECTION Improvement 442

Company’s Maintenance Objectives 443
10.2 Incidents, Non – Conformities & Corrective Action 443
10.3 Continual Improvement 446
10.4 CREWBOAT OPERTATIONS, OFFSHORE
PERSONNEL TRANSFER, MAN RIDING & LIFTING 452
PROCEDURES
10.5.0 Personnel Transfers: 453
10.5.1 Crew boat and Accommodation Vessel Risk Assessment 454
10.6 Training and Competence for Personnel Transfer 455
10.7 Responsibility for supervising personnel transfer 455
10.7.1 Communications during personnel transfer 456
10.8 Types of Personnel Transfer 456
10.9 Vessel to Vessel Transfer Using a Small Boat 457
10.10 Equipment for small boat transfer 457
10.11 Crew Boat Transfer 458
10.12 Embarkation/Disembarkation 458
10.13 Surfers 459
10.14 Swing Ropes 459
10.15 Surfer / Crew Boat Equipment 460
10.16 Passenger Accommodation and Safety Equipment 461
10.17 Personnel Transfer Basket / Man Riding / Lifting Plan 462
10.17A Lifting of personnel 462
10.17B Lifting Operator 462
10.17C Lift Operations 462
10.17E Safe Working Load (SWL) 465
10.18 Lift Planning / Procedure 467
10.18.1 Lifting Responsibilities / Tasks 468
10.19 Safe Approach To Lifting 480
10.20.0 The three main MAN RIDING devices used today are 471
REFERENCE REFERENCE
10.20.1 Billy Pugh 471
10.20.2 Esvagt 471
10.20.3 Personnel transfer capsule 471
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10.21.0 Crane Equipment 473

10.22.0 Gangway, Bridge and Accommodation Ladder Transfer 474
10.23.0 Personnel Transfer Bridges 475
10.24.0 Hydraulic Gangways 475
10.25.0 Helicopter 476
10.26.0 Pilot Transfer 477

REFERENCE REFERENCE
Page 20 of 477
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REFERENCE REFERENCE
Page 21 of 477
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Page 22 of 477
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REFERENCE REFERENCE
Page 23 of 477
2nd October, 2019.
ISO 45001:2018 is a new International standard which provides a framework,

regardless of size, activity and geographical location, to manage and continuously
improve Occupational Health and Safety (OH&S) within the organization.
ISO is the International Organization for Standardization, it’s a worldwide federation

of National Standard Organizations.
OHSAS 18001:2007 (initial version OHSAS 18001:1999) is the predecessor to the

recently released ISO standard – ISO 45001:2018. The OHSAS standard was
recognized internationally but it is not an ISO standard.
Over time it has become increasingly apparent that too many workers are suffering
from OHS related illnesses, injuries and deaths, placing an unacceptable burden on
people, their families and with moral and welfare
costs to society overall.
This was recognized and hence the need to have a systematic structure for
the management of the activities. ISO 45001:2018 is an ISO standard and
has been designed to have greater compatibility with existing ISO standard
management system revisions including ISO 9001:2015 and ISO 14001:2015.
In 2021, OHSAS 18001 will be withdrawn, leaving ISO 45001 the primary international
OHS management system standard.
ISO 45001: 2018 uses the same management system structure and reflects the
requirements identified by the International Labour Organization guidance for OHS
systems. It has been developed over a number of years by International bodies and
industry experts.
The adoption of an OH&S management system by JEPP DYNAMIC LTD., is intended to

enable it provide healthy, safe and secure workplace, prevent work-related injury and
ill health, and continually improve its OH&S performance.
Page 24 of 477
2nd October, 2019.
JEPP DYNAMIC LTD. have the moral and legal responsibility to protect its workers
from accidents and ill health, also to ensure that contractors that work at its facilities
and marine fleets are protected.
This responsibility includes promoting and protecting physical and mental health of
personnel, crew and contractors.
FIG 1: OH & S – EQUIPMENT

Page 25 of 477
2nd October, 2019.
The purpose of the Occupational Health & Safety Management (OH & SM) system is
to provide a framework for managing Occupational Health & Safety (OH&S), by
eliminating risks and maximizing opportunities.
The aim and intended outcomes of the OH&S Management system, are
to prevent work related injury and ill health to personnel, crew and contractors; and
to provide healthy, safe and secure workplaces, both at JEPP DYNAMIC LTD. Facilities
and onboard its Offshore Vessels.
Hence, it is of critical importance at JEPP DYNAMIC LTD., to eliminate hazards and

minimize OH&S risks by taking effective preventive and protective measures.
JEPP DYNAMIC LTD. is dedicated to apply these measures through its OH&S
management system, to improve its OH&S performance. An OH&S management
system can be more effective and efficient when taking early action to address
opportunities for improvement of OH&S performance.
Implementation of the OH&S management system, per ISO 45001: 2018 regulations
and clauses, requires conforming to this occupational health & safety management
publication.
This would enable JEPP DYNAMIC LTD. to manage its OH&S risks and improve its
OH&S performance. It would assist JEPP DYNAMIC LTD. to fulfil its legal, statutory,
operational requirements and corporate social responsibilities.
The risk-based approach of ISO 45001: 2018 standard specifies that the Occupational
Health & Safety Management Systems, should be written to follow the common
‘Annex SL’ structure in its outlines and sections.
Page 26 of 477
2nd October, 2019.
Table 1: ‘Annex SL’ Structure

SECTION 1: Scope
SECTION 2: Normative references
SECTION 3: Terms of definition
SECTION 4: Context of organization
SECTION 5: Leadership
SECTION 6: Planning
SECTION 7: Support
SECTION 8: Operation
SECTION 9: Performance evaluation
SECTION 10: Improvement
Page 27 of 477
2nd October, 2019.
Adoption of the high-level structure of

‘Annex SL’ enables organizations to integrate
ISO 45001 with existing ISO 9001 Quality and
ISO14001 Environmental management systems. Integration
can also include ISM, OCIMF – OVID & IMCA e-CMID. This
approach reduces the complexity of multiple clause
requirements across different standards applications,
saving time and resources.
The standard provides a systematic approach

for senior leadership to assess OH&S risk and
opportunities, monitor and review safety
performance and set objectives for continual improvement
within the ‘context’ of organizational activities. This may include,
for example, worker health promotion campaigns or the
monitoring of the OH&S effects of products and services provided.
Implementation is a demonstration and

commitment from senior leadership to internal
and external stakeholders (interested parties)
of the intent to protect workers from accidents
including short- and long-term ill health effects. Of course,
this may in-turn reduce downtime, lead to reduction or
prevention of worker loss time hours and potential prosecution.
Page 28 of 477
2nd October, 2019.
This commitment also provides assurances to

the Board of Directors, Trustees or owners that
management controls regarding OH&S risks
inherent within the organization.
The standard promotes worker participation

when identifying hazards, elimination or
reducing risk by implementation of controls
integrated with other business process. This
approach can improve safety culture, minimize risk and
embed best practice resulting in increased productivity.
In addition to internal process controls,

the standard has provided requirements
to assess procurement of products and services
which may have influences on OH&S. For example, risk
based structured management of contractors. Such a
process can in-turn provide controls to reduce both
OH&S risk, promote positive safety culture and
protect business.
The standard provides a structure to monitor

and review compliance obligations to ensure
the organization is legally compliant including
products and services. It is important for an organization
to understand what it is to achieve, why it needs to
achieve and if it has achieved – this should be
demonstrated within the system
Page 29 of 477
2nd October, 2019.
Both internal and external audit programs

provide scrutiny and effectiveness of the
OH&S management system including
processes. The program promotes communication
and participation of workers with identification of
gaps leading to continuous improvement.
With an emphasis on workers taking an active

role in OH&S matters, this can have positive
benefits on an organization’s reputation as a
safe place to work leading to staff retention,
motivation and greater productivity.
Implementation is also recognition for having

achieved an international standard benchmark
which may have positive influence on existing
and potential customers in fulfilling their own social
responsibility commitments.
Page 30 of 477
2nd October, 2019.
ISM Code is the acronym for International Safety Management Code, which is the
common name for the “International Management Code for the Safe Operation of
Ships and for Pollution Prevention”.
The Code’s origins go back to the late 1980s, when there was mounting
concern about poor management standards in shipping.
Investigations into accidents revealed major errors on the part of ship managers, and
in 1987 the IMO Assembly adopted resolution A.596(15), which called
upon the Maritime Safety Committee to develop guidelines concerning
shipboard and shore-based management to ensure the safe operation of
Ro–Ro passenger ferries.
The ISM Code in its mandatory form was adopted in 1993 by resolution A.741(18)
and entered into force on 1 July 1998.
IMO recognized the need for uniform implementation of the ISM Code. In 1995, the
IMO Assembly adopted Guidelines on implementation of the International Safety
Management (ISM) Code by Administrations (resolution A.788(19)).
Revised Guidelines were adopted by resolution A.913(22) in 2001, and subsequently

by resolution A.1022(26), adopted in December 2009, resolution A.1071(28) in
December 2013, and revised Guidelines adopted by resolution A.1118(30) with effect
from 6 December 2017.
JEPP DYNAMIC LTD., in line with ISM Code has established a Safety Management
Systems (SMS), which is currently being revised in this Occupational Health and Safety
Management System publication, to fully comply with the standards set in the ISM
code and as amended in its revised guidelines, which took effect from December,
2017.
Page 31 of 477
2nd October, 2019.
Safety can be defined as: -
The state in which the risk of harm (to persons)

or damage (to property or the environment) is
eliminated or limited to an acceptable level.
FIG 2: SAFETY PICTOGRM
It can also be thought of as “Freedom

from Danger”;
In the maritime sense, this refers to

freedom from danger for the ship, the
crew and the environment.
Safe Ship Management is the major

FIG 3: DANGER PICTOGRAM aspect of Quality Ship Management.
JEPP DYNAMIC LTD. also has established Marine Safety Policies, covering all aspects
of shore and shipboard operations, these policies are communicated to all personnel
and crew, it is also communicated to contractors, before carrying out any task at JEPP
DYNAMIC LTD. facilities or onboard its marine fleets.
Page 32 of 477
2nd October, 2019.
Management, Personnel, Crew and Contractors are

required to comply with all the requirements of the ISM
Code as established in the JEPP DYNAMIC LTD. Safety
Management System Document; and same compliance is
required for all the circulated Marine Safety Policies; which
is signed by the Chief Executive of JEPP DYNAMIC LTD.
The established Safety Management System is written in simple ENGLISH LANGUAGE,

for clarity and comprehension of all, ENGLISH is also established as the shipboard
working language.
JEPP DYNAMIC LTD. has also designate persons ashore having direct access to the
“highest level of management" in order to provide a link between the company and
those on board.
The procedures required by the ISM Code have been documented and compiled in a
Safety Management Manual, revised and amended in full in this publication, and a
copy is kept on board, each of JEPP DYNAMIC LTD. vessels.
The application of the ISM code, as outlined in this document will lead to the issue of
two certificates – The Document of Compliance (DOC) / The Safety Management
Certificate (SMC).
DOC is issued to the company following a successful audit of the shore side aspects
of the Safety Management System. While, SMC is issued to each ship following audit.
JEPP DYNAMIC LTD. Safety Management system (SMS), is developed to document its
management procedures and record its actions to ensure that conditions, activities
and tasks that affect safety and the environment are properly planned, organized,
executed and checked.
Page 33 of 477
2nd October, 2019.
The SMS is developed and implemented both at the Office and on the Vessels, under
the supervision of persons, such as the DPA / HSE / Operations Manager, having direct
link to the highest level of management;
Page 34 of 477
2nd October, 2019.
JEPP DYNAMIC LTD. has developed and established a safety and environmental
protection policy and other relevant Marine Safety Policies, circulated across the
organization from the Offices to the Ships, which describes how the aim and
objectives of the safety management are to be met.
JEPP DYNAMIC LTD. Safety Management aims and objectives:
1. provide for safe working practices and a safe working environment
2. establish safeguards against possible risks
3. continuously improve safety management skills of personnel ashore and aboard

ships.
Apart from the Safety, Environmental Protection and other relevant Marine Safety
Policies, there other aspects of the safety management, that JEPP DYNAMIC LTD. has
outlined and documented, to meet its aim and objectives of instituting the ISM Code
in the Company.
TABLE 2: STRUCTURE OF THE ISM CODE FOR SAFETY MANAGEMENT SYSTEM
1. General, objective, application, functional requirements

2. Safety & environment protection policy
3. Company responsibility & authority
4. DPA
5. Master responsibility and Authority
6. Resource & personnel
7. Development of plan for ship board operation
8. Emergency preparedness
9. Report & analysis on non-conformities, accidents & hazardous occurrence
10. Maintenance of ship equipment
11. Documentation, Company verification, review and Evaluation
Page 35 of 477
2nd October, 2019.
The major benefits of the implementation of the ISM Code:
1. Safety at sea.
2. Prevention of human injury or loss of life.
3. Avoidance of damage to the environment & to the property.
The increase in familiarization and understanding of the procedures and systems

outlined in the Safety Management, improves morale and can lead to a reduction in
costs due to an increase in efficiency and a reduction in claims.
JEPP DYNAMIC LTD. safety management system also ensures;
i) compliance with mandatory rules and regulations
ii) applicable codes and guidelines both statutory and organizational are taken into
account.
iii) Promulgation and understanding of company and statutory regulations and

guidelines. Shore personnel and Crew, should be able have general knowledge of
company and statutory regulations and instructions.
The SMS also easily measure performance of JEPP DYNAMIC LTD. in areas such as:
 How good is the Management of Occupational Health???

 How adequate are the Pollution Prevention mechanism, and Spillage response
systems???
 How effective is Shipboard Operational Systems, that allows for efficient
running and maintenance of machineries???
 Has Human Resources fully aware of their duties and responsibilities, and what
level of support is received from high level management???
Page 36 of 477
2nd October, 2019.
0.5
OCIMF is an acronym for Oil Companies International Marine Forum, The Oil
Companies International Marine Forum (OCIMF) is a voluntary association of oil
companies with an interest in offshore vessels support for oil and gas exploration &
production, also the subsequent shipment and storage of crude oil, oil products,
petrochemicals and gas.
OCIMF caters for how offshore vessels can support exploration and production of oil
and gas.
It further concerns itself with the shipment of crude oil via crude carriers and storage
of the crude oil in FSO / FPSO or at Storage Terminals.
OCIMF is made up of mostly the International Oil Companies or Multi-National Oil

Companies, that are involved in Crude Oil Exploration and Production, and Shipment
and storage of the crude oil.
Nigeria is represented at OCIMF by NNPC and NLNG, please see

https://www.ocimf.org/organisation/members.aspx
The current membership of OCIMF comprises 109 companies worldwide.
OCIMF was formed in April 1970 in response to the growing public concern about
marine pollution, particularly by oil, after the Torrey Canyon incident in 1967.
In the early 1970s, a variety of anti-pollution initiatives were starting to emerge

nationally, regionally and internationally, but with little coordination.
Through OCIMF, the oil industry was able to play a stronger, coordinating role in
response to these initiatives, making its professional expertise widely available
through cooperation with governments and intergovernmental bodies.
Page 37 of 477
2nd October, 2019.
OCIMF was granted consultative status at the IMO in 1971 and continues to present
oil industry views at IMO meetings. Since then, its role has broadened to take account
the changing maritime activities of its membership.
Its remit now covers tankers, barges, offshore support vessels and terminals and its
advice extends to issues like shipping in ice and large-scale piracy, which rarely
troubled the oil industry when OCIMF was first created in the 1970s.
OCIMF has four distinct programs:
OVID – OFFSHORE VESSELS INSPECTION DATABASE

SIRE – SHIP INSPECTION REPORT PROGRAM
TMSA – TANKER MANAGEMENT & SELF ASSESSMENT
MTIS – MARINE TERMINAL INFORMATION SYSTEM
Page 38 of 477
2nd October, 2019.
OVID is the acronym for Offshore Vessels Inspection Database.
The Offshore Vessel Inspection Database has been developed by OCIMF in response
to a request from its members to provide a database of offshore inspections.
Hence, the OVID is database of offshore vessels inspection reports, offshore vessels
data, and offshore vessels operators’ assessment information
It combines all relevant data about an offshore vessel, from its basic details to
machinery and operational details; including details about the operator of the vessel.
This entire information mine about a vessel and its operator is made available to the
international oil company (IOC), from the inspection reports, of an accredited OCIMF
inspector, commissioned by an IOC, who is an OCIMF member.
The inspector conduct audit and verify all the details about the operator and the
vessel, in terms their compliance to marine safety standards.
The audit report is referred to as the OVID INSPECTION REPORT OR OVIQ
The OVIQ or Offshore Vessel Inspection Questionnaire is stored in the OVID, for
access by all the OCIMF members to determine if the vessel is suitable for charter,
based on the inspection report.
The aim of OVID is to provide a robust web-based inspection tool and database of
inspection reports; this will be underpinned with professional, trained and accredited
inspectors.
Page 39 of 477
2nd October, 2019.
The Assurance checks or OVID INSPECTION as a part of the chartering process may
be speeded up as the assurance personnel in the Oil Company, who wants to charter
the vessel, have access instantly to credible information on the vessel and its safety
performance, from its OVID Inspection reports.
VESSEL OWNERS AND OPERATORS

OFFSHORE VESSELS OFFSHORE VESSELS
DATA OPERATOR
(OVPQ – Offshore (OVMSA – Offshore
Vessel Particulars Vessel Management
Questionnaire) Self-Assessment)
OVID
(OFFSHORE VESSELS INSPECTION DATABASE)
OFFSHORE VESSELS
INSPECTION
QUESTIONNAIRE
(OVID INSPECTION
REPORT)
OCIMF ACCREDITED OVID INSPECTOR

FIG 4: OVID STRUCTURE
Page 40 of 477
2nd October, 2019.
In the long term, it is an aspiration that OVID will form a database that is central to
the selection and assurance of offshore vessels, enhancing the safety of operations
in the industry.
Recognition that the offshore industry has different processes and procedures than
the tanker world for assurance and chartering has been taken into account.
OCIMF members have cooperated to develop a common inspection document, that

is same across all the international oil companies, this should simplify the inspection
process for both inspectors and ships staff, and also provide assurance personnel in
the oil companies with increased confidence in the inspection report content.
The provision of a document detailing vessel/ unit principal dimensions and

equipment will give vessel operators the ability to 'show case' its capabilities and
provide a tool to project teams to pre-screen vessels that are capable of undertaking
the required activities.
Having this document controlled by the vessel/unit operator allows for rapid
amendment to reflect upgrading activities, and hence allowing project teams to
quickly evaluate the vessels new capabilities.
Proactive owners of offshore vessels will quickly see the benefit of keeping an active
inspection on the database as it will streamline the pre chartering process and, for
competent vessel operators reinforce their positive image with the clients.
Page 41 of 477
2nd October, 2019.
International Marine Contractors Association (IMCA) is responsible for the CMID.
IMCA represents the majority of worldwide marine contractors in the oil and gas
and renewable energy industries.
IMCA was formed by the merger of the Association of Offshore Diving Contractors
(AODC) with the Dynamically Positioned Vessel Owners Association (DPVOA) in
1995.
The Common Marine Inspection Document (e-CMID) is a standard format for the
inspection and auditing of offshore vessels, by IMCA Accredited Inspectors.
Its use helps promote safety and efficiency and can help reduce the number of
repeat inspections on individual vessels by providing a consistent, transferrable
format which meets vessel operator and client requirements alike.
CMID is also an inspection format like the OVID, but CMID is controlled by the
Association of Marine Contractors; while OVID is controlled by the Oil Companies.
The CMID inspection's purpose is to establish that a particular vessel is safe to work
aboard, will not place anybody working on or around the vessel in danger and will
not cause any harm to the environment.
The inspection also ensures that all mandatory certification for the vessel and its
operations are up to date.
Page 42 of 477
2nd October, 2019.
Page 43 of 477
2nd October, 2019.
RISK BASED
THINKING/AUDITS
Any company that operates an OH&S management system must ensure there are effective
measures to evaluate performance which enables continual improvement internally. This section
outlines the different methodologies of auditing in relation to the OH&S system to ensure it is
effective at all levels of the organization and meets the requirements of the standard.
Risk Based Thinking Walk Through Audits

Risk Based Thinking (RBT) is a central tenet of ISO 45001. A less formal approach maybe adopted in addition to the audit
RBT requires the Management Team to continually assess the plan by conducting 'walk through' audits. This may be conducted
issues that affect OH&S aspects of an organization and ensure by senior leadership or at operational level to inspect areas of
that appropriate targets, resources and controls are in place. the organization to pre-determined questions. This is a further
RBT empowers organizations to make dynamic changes to opportunity to engage with workers, promote communication and
their objectives and focus, whilst at the same time ensuring build a positive safety culture within the organization.
that resources are in place to control changes and unforeseen
circumstances. In relation to OH&S, risk-based thinking extends
to areas outside of the organization which may influence safety.
2nd Party - External Audits
Second party audits are usually conducted by customers or
For example, procurement of products and services (including organizations on their behalf, however they may be conducted
contractors) and the impact of supplied products and services. by regulators to ensure the organization complies with legal
The organization must determine the methodology for risk-based requirements. External audits are a useful way to substantiate an
thinking with consideration of compliance obligations and the organization OH&S claim and to gather first-hand information and
participation of workers. For operational aspects the standard contact with workers prior to commitment to a formal business
clearly defines the hierarchy of control for hazard identification relationship. Second party audits may be planned; however,
and the reduction of risks with the involvement of workers. This notice may not be provided from regulators emphasising the
methodology requires the organization to reduce risks associated requirement to ensure OH&S organizational requirements
with hazards to a reasonably practicable level. are prepared.
1st Party - Internal Audit 3rd Party - Certification Audits

Internal audits are taken at a moment in time to determine if Third party audits are conducted by UKAS accredited certification
policies and practices are effective and achieving the intended bodies such as NOA in compliance of the ISO 45001 OH&S
aim. The internal audit is an opportunity to engage with workers standard. Depending on the number of employees, sites, risk
and to capture a true reflection of processes. Audits may identify and complexity of the organization, the certification body will
positive evidence of conformity including compliance obligations, determine the number of audit days required to cover the full
however through inspection and observation they may identify scope of the standard. Prior to certification, the organization
improvement opportunities and non-compliance in breach of the may consider a gap analysis conducted by either consultant or
management standard. certification body to identify gaps against the OH&S standard.
Audit Planning
Developing an audit plan does not have to be a complicated
process. Through risk based thinking a series of audits can
be scheduled to focus areas of higher risk and to engage
with identified groups of workers. It's up to the organization to
determine the frequency provided it is defined. In addition to
operational aspects the plan will cover core processes
including compliance obligations, management review and
documented information.
Page 44 of 477
2nd October, 2019.
ANNEX SL
Prior to the introduction of Annex SL (previously known as ISO Guide 83), organizations who
implemented ISO 9001 Quality, ISO 14001 Environmental and ISO 27001 Information Security
standards had difficulty integrating management systems. Based on different clause structures
and terms of definition, the absence of Annex SL could lead to potential gaps between
management systems an unnecessary burden on resources. The introduction of Annex SL
including ISO 45001 has enabled multiple standards to adopt the same high-level structure to
harmonise 1O core clauses, making it easier to integrate common management standards.
High Level Structure The first three clauses provide a background to the standard with
useful information including terms of definition. The rationale of
'Context of the Organization' (clause 4) is that the system focuses on
Annex SL consists of 10 processes and requirements needed to achieve organizational policy
core clauses: objectives. This is achieved by understanding the organization and
the context in which it operates. The Clause sets out the requirements
1. Scope for the organization to define the 'Scope' of the system, and the
subsequent planning of the system.
2. Normative references
3. Terms of definition Clause 5 to 10 are common to all management system standards, ISO
45001 specifically relates to occupational health and safety issues.
4. Context of organization So, whilst there is commonality, there are OH&S processes to be
5. Leadership established, implemented and maintained including understanding
6. Planning of the policy framework, identification of hazards, management
control of risks and worker participation. A successfully deployed
7. Support Annex SL enables an integrated management system (IMS) which
8. Emergency preparedness simultaneously handles the requirements of ISO 45001, ISO 9001 and
ISO 14001. Typically, this would include a harmonised documented
9. Performance evaluation
information, procurement, audit and management review process
10. Improvement without the necessity of duplication.
Page 45 of 477
2nd October, 2019.
ISO 45001: 2008

SECTION 1: SCOPE
- SCOPE OF MARITIME OCCUPATIONAL SAFETY & HEALTH (MOSH)
- SCOPE OF SERVICE INDUSTRY (CORPORATE OFFICE) OCCUPATIONAL
HEALTH & SAFETY
SCOPE OF ISM CODE / OCIMF – OVID / e-CMID

- General, objective, application, functional requirements
- SCOPE OF RISK ASSESSMENT – HAZARD IDENTIFICATION (HAZID),
ASSESSMENT OR REVIEW, CONTROL & EVELUATION
Page 46 of 477
2nd October, 2019.
Page 47 of 477
2nd October, 2019.
The scope of ISO 45001 : 2018 as regards JEPP DYNAMIC LTD., is related to:
(1) Maritime Occupational Health & Safety:
The kind of risks that shipboard operations pose to crew health, safety and
security either by:
(a)the risks from using ship’ equipment or operation of the ship machinery;
(b) the offshore sea environment, in which the ship sails; or external threats
from other marine animals or pirates and kidnappers attack.
(c) or risks from other ships or offshore units.
(2) Service Industry Occupational Health & Safety

The possible dangers to staff health, at JEPP DYNAMIC LTD. facilities and
offices, is related to
(a) corporate office roles: jobs becoming sedentary which can result in obesity,
overwork, occupational stress and ergonomic problems.
(b) There are also psycho-social issues that a staffer at JEPP DYNAMIC LTD.
could be exposed to, such as: corporate bullying, harassment, assault,
ethnic, religious and gender discrimination and even whistleblower
victimization for exposing a fraud.
(c) Also, dangers posed in an office physical environment from slip, trills & falls;
fire and noise; indoor air quality; etc.
Page 48 of 477
2nd October, 2019.
Hence, JEPP DYNAMIC LTD. workplace occupational safety scope, is related to

occupational health in two industries or sectors.
- Maritime Industry Occupational Health and Safety

- Service Industry or Corporate Office Occupational Health and Safety.
JEPP DYNAMIC LTD..

OCCUPATIONAL
HEALTH & SAFETY
SERVICES INDUSTRY
MARITIME INDUSTRY (CORPORATE OFFICE)
OCCUPATIONAL HEALTH & SAFETY OCCUPATIONAL HEALTH &
SAFETY
Ship Offshore Sea

Other Office Company Office
Equipment
Environment Ships Job Social Physical
or
or Unit roles Issues environment
Operation (Marine
Animals,
Pirates &
Kidnappers)
FIG 5: OUTLINE OF TYPES OF RISK

Page 49 of 477
2nd October, 2019.
Personal Health & Safety Flow Chart

Responsibility
FIG 6 Documents
Employee
Working Environment
Medical
HR / Crew Pre-employment & Routine certificate –
Manager Health Checks International
vaccination
passport
Exposure to Work
All Roles Place Health Risks
HSE
Management
System
Policy
Communication of
Company Policies for HSE
Health
and Substance abuse
Communicati
Line
Management
Risk
Master Risks assessed and Assessment
Ops / QHSE controlled during Finding /
Management operations Hazard
reports
Control of Substances
Line hazardous to Health Procedures /
Management Chemical, Micro Guidelines
Biological etc
Maintenance of Safe & Inspection

Hygienic working facilities, Check lists
Line
Accommodations and Catering Audits
Management Food
Handling
Guidelines
KPI’s
Management of NCR’s
Occupational Health
Risks
Page 50 of 477
2nd October, 2019.
JEPP DYNAMIC LTD. has adopted occupational safety and health provisions of the
Maritime Labour Convention 2006 – (MLC 2006) of the International Labour
Organization (ILO); for its shipboard operations and shore facilities; in addition to the
Safety of Life At Sea (SOLAS) Convention provisions and provisions of the
International Safety Management (ISM) & International Ship and Port Security (ISPS)
Code.
The ILO recognizes the special needs of seafarers whose working life is at sea and has
sought to ensure safe and healthy working conditions in the maritime industry
ever since its first maritime labour standard was adopted in 1920. The
Organization’s work in the maritime sector continues to bring together
representatives of governments and shipowners’ and seafarers’ organizations in
order to develop international standards and policies to promote decent working
conditions for all seafarers and fair competition for shipowners.
The MLC 2006 was adopted by the 94th (Maritime) Session of the International
Labour Conference (ILC) in February 2006.
It includes Regulation 4.3 –Health and safety protection and accident prevention
–and the related Code (Standard A4.3 and GuidelineB4.3), which have the
stated purpose: “To ensure that seafarers’ work environment on board ships
promotes occupational safety and health”.
In addition, the Convention contains a number of provisions that address safety

and health in connection with on-board accommodation (Regulation 3.1) and
seafarers under the age of 18 (Standard A1.1 –Minimum age).
The MLC 2006, applies to all seafarers.

Page 51 of 477
2nd October, 2019.
“A seafarer (crew) is defined

as “any person who is
employed or engaged or
works in any capacity on
board a ship…”.
This includes those involved in
navigating or operating the
ship, as well as persons such
as hotel and catering staff
working on board.
Page 52 of 477
2nd October, 2019.
FIG 7: DEFINITION OF SEAFARER
The maritime working environment comprises:
• physical (ship equipment),

• ergonomic (ship operations or tasks),
• chemical (Ship fluids),
• biological (other marine creatures),
• psychological and social elements (workplace or relationship issues)
which could lead to occupational accidents, injuries and diseases.
Seafarers face demanding working conditions, isolation, long hours of work, rigid
organizational structures and high levels of stress and fatigue.
Shipping is a relatively dangerous industry, hence Maritime Occupational Safety

and Health (MOSH) issues could degenerate to certain occupational exposures, that
are diffuse and probably of low intensity initially, and may be the origin of certain
dysfunctions or post – stress traumatic disorder (PTSD), that may appear years after
the end of exposure; such as Alcohol and drug abuse, or pirates attack and
harassment.
Pirates, Kidnappers or attack from armed men; is a key scenario for JEPP DYNAMIC
LTD., since most of its units are in the business of securing offshore platforms and
transport military guards. There procedures and risk assessment methods related to
carrying military guard, maneuvering during offshore patrol, storage of ammunition
on the vessel, etc.
There are also dangers posed by collision with other ships or offshore units, a tanker
laden with fuel oil, colliding with a security escort vessel built with Aluminum, is a
very grave danger; all these scenarios are looked at in this publication.
Page 53 of 477
2nd October, 2019.
You may think working in a comfy, climate-controlled or airconditioned office is safe

and hazard-free, but there are many risks to your safety and health all around you.
There are physical aspects of a corporate office, that poses potential risks and
hazards, that can be dangerous to workplace safety.
Slips and trips are the most common office physical accident.
Other office physical related hazards include:
• sprains and strains,

• poor workstation ergonomics,
• indoor air-quality problems,
• insufficient or excessive lighting, noise,
• electrical hazards and
• random acts of violence.
A key office probable office physical incident, that is not always prepared for, is
electrical hazard, that may result in fire outbreak.
The most common electrical hazards that causes fire, are started by extension cords,
that are improperly used or overloaded.
It’s also critical that employees be trained on what to do if a fire erupts, some fire
disasters are caused by employees not trained in the basic use of fire extinguishers.
According to JEPP DYNAMIC LTD. Occupational Safety and Health Policy, the provides
portable fire extinguishers for employee use, the company also train workers on the
general principles of fire extinguisher use.
Page 54 of 477
2nd October, 2019.
Office job roles could lead to occupational stress, obesity from a sedentary job role,
overwork and ergonomic problems.
Occupational stress often stems from unexpected responsibilities and pressures that
do not align with a person's knowledge, skills, or expectations, inhibiting one's ability
to cope. Occupational stress can increase when workers do not feel supported by
supervisors or colleagues, or feel as if they have little control over work processes.
Occupational stress could be caused by working conditions, workload, long hours or

work duration, and occupational groups.
A sedentary job is a type of job involving little or no physical activity. Effects of a

sedentary work life or lifestyle can be either direct or indirect. One of the most
prominent direct effect of a sedentary lifestyle is an increased Body Mass Index (BMI)
leading to obesity.
Majority of JEPP DYNAMIC LTD. staffers at the corporate offices are often sitting
down while engaged in an activity like using a computer, mobile phone or holding
meetings for much of the day, which have downsides, that can potentially contribute
to ill health.
Screen time is a modern term for the amount of time a person spends looking at a
screen such as a computer monitor or mobile device. Excessive screen time is linked
to negative health consequences.
The use of the Internet has also caused the increase in the usage of devices that could
access the internet and the increase in screen time; too much screen time, from using
a computer connected to the internet all day, can result in psychological issues.
There are the social issues that could crop up at a workplace, such as bullying,
workplace conflict, harassment, assault, etc.
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WHAT ARE THE SAFETY SYSTEMS MANAGEMENT OBJECTIVES OF JEPP DYNAMIC

LTD.???
(a) Objectives of the Company: Assess all identified risks to its ships, personnel and
the environment.
(b) Company objectives also establish safeguards against all identified risks.
(c) Company objectives continuously improve safety management skills of

personnel ashore and aboard ships.
1.1.1 SCOPE OF RISK ASSESSMENT –

HAZARD IDENTIFICATION (HAZID), ASSESSMENT OR REVIEW, CONTROL &
EVELUATION
According to International Maritime Organization (IMO), risk is the “combination of

the frequency and the severity of the consequence”, thereby articulates two
components of the likelihood of occurrence and the probability of severity of the
(un)predictable consequences.
In more general terms, risk is probability of occurrence of a defined hazard and the
magnitude of the consequences on occurrence of that hazard.
The identification of hazards (HAZID) is most important, since in determines the

course of actions to be followed thereafter, we need to know how probable is a
hazard to occur on the ship???
Firstly, it is important to keep in mind that hazards must not be confused with
incidents, hazard are those negative incidents that have not occurred yet,
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JEPP DYNAMIC LTD. RISK MANAGEMENT SYSTEM, is to identify hazards,

review or assess the hazard to determine the likelihood of occurrence, control the
hazard from never occurring (eliminate or prevent), and continually evaluate the
hazard after it has been controlled, for feedback and improvement of the system for
management of risks.
FIG 8 RISK MANAGEMENT SYSTEM

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JEPP DYNAMIC LTD. hazard identification (HAZID) will look at risk from the angle, of
hazards that could occur from carrying tasks, jobs or operations, HOW EFFECTIVE IS
THE “PRE – TASK PLANNING MATRIX”???
Here, we will outline tasks or jobs procedures and analyze the possible dangers or
hazards that can result from those tasks or jobs.
A vessel operator with an effective “Pre-Task Planning

Matrix”; would be able to identify hazards perfectly.
Work or tasks before they are carried out at shore or onboard, may require Permit to
Work (PTW).
There are task that require a pre-task checklist to be completed, such the bunkering,
entering or exiting the 500m zone, etc.
While some work only requires job safety analysis (JSA), risk assessment (RA) or tool
box talk pre-ops.
There are also tasks that require an inspection before it can be undertaken, such as
recertification of lifting equipment, repair of machinery, etc.
Different work requires different pre-task planning matrix; while some work require
two or three separate pre-task planning matrixes, before it can begin, for example,
bunkering requires pre-bunkering checklist and job safety analysis before
commencement.
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Pre-Task Planning or Pre-job Planning shall include all of the following as applicable,
based on the severity of risk or nature of task:
 HAZOP
 Quantitative Risk Assessment
 Qualitative Risk Assessment
 Job Safety Analysis (JSA) or Job Hazard Analysis (JHA)
 Tool box Talk Pre-Ops or Preliminary Hazard Analysis (PHA)
 Permit to Work
 Pre – Task Checklist
 What – if – Analysis
 Failure Mode and Effects Analysis
 Fault Tree Analysis
 Bow Tie Analysis
 Lean Six Sigma Methodology

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JEPP DYNAMIC LTD. ensures that the Master is responsible for ensuring that pre-task
job preparation is properly completed onboard the vessel under his / her command.
The Master may delegate the actual requirement to oversee and complete the
necessary planning to a deck officer for all deck department related work.
The Chief Engineer is responsible for overseeing application of these procedures

during activities in the engine room.
For vessel-based tasks, all completed PTWs shall be reviewed and

authorized by the Master or person designated by the Master.
For shore-based tasks, all completed PTWs shall be reviewed and

authorized by an available Manager (Operations / Base / QHSE / Technical).
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A hazard review (also known as a hazard survey, risk assessment or safety review)
is mainly a qualitative review of vessel or shore operations to REVIEW IDENTIFIED
HAZARDS, that are present in that operation, task, or job; IDENTIFIED during PRE-
TASK PLANNING and to gain QUALITATIVE & QUANTITATIVE measurement of the
SEVERITY or CONSEQUENCE of their occurrence.
A hazard review should address issues such as:
• Previous safety assessments - What is other people's assessment of the hazards?
For many types of tasks, previous HAZIDs and risk assessments may be sufficient
give an outline appreciation of the hazards.
• Survey of previous accidents - Have similar tasks suffered accidents in the

past???
This is one of the easiest (and most frequently overlooked) ways of identifying
hazards.
It provides a simple intuitive warning of the types of accidents that may occur,
although it cannot be comprehensive, especially for new types of tasks.
Nevertheless, this is a very important first step, and ensures that the lessons
from previous accidents are not overlooked. Some regulations, may even require
operators to provide 5-year accident histories for their marine fleets, to underpin
the risk assessment.
• Previous experience - If the task has been undertaken in the past, has it suffered
any near-misses or operating problems???
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Crew are likely to have ideas on potential accidents based on their own experience.
Visual inspection of the area in the vessel, where the task is to be undertaken, may
even suggest hazards, and this can be conducted as part of a safety audit.
• Hazardous materials safety data sheets - What hazardous materials will be handled
on the ship???
The intrinsic hazards of common materials handled offshore such as oil, gas,
condensate, H2S, diesel oil etc. have a major impact on the risks of the ship as a
whole.
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FIG 9: HAZARD REVIEW STEPS

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JEPP DYNAMIC LTD. think of hazard control measures as actions aimed to eliminate
hazards completely.
If the hazard you've identified and assessed can't be eliminated, the Master or DPA
will follow the HIERARCHY OF CONTROLS to select the next-best control, to mitigate
the risk of an accident, incident, injury, or near-miss onboard or ashore.
Hazard controls are usually applied:
 At the source (where the hazard comes from)

 Along the path (where the hazard travels)
 With/on the worker
Effective controls protect workers from workplace hazards; help avoid injuries,
illnesses, and incidents; minimize or eliminate safety and health risks; and help
employers provide workers with safe and healthful working conditions.
Action item 1: Identify control options
Action item 2: Select controls
Action item 3: Develop and update a hazard control plan
Action item 4: Select controls to protect workers during non-routine operations and
emergencies
Action item 5: Implement selected controls in the workplace
Action item 6: Follow up to confirm that controls are effective

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FIG 10
There are several types of control measures that fall into three main categories (in
order of priority and effectiveness):
 Elimination and Substitution

 Engineering and Administrative
 Personal Protective Equipment
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JEPP DYNAMIC LTD. believes that every hazard carries some risk – a chance that it
could actually result in harm.
It's important to evaluate hazards to determine how great that risk is???
Evaluating Hazards could be seen as Sizing Up Risks or determining the magnitude of
risk associated with a hazard.
A simple way to evaluate a hazard is to multiply two factors:
 The potential consequences associated with a hazard (severity) and

 The likelihood that those consequences will occur.
The class into which hazards fall is the basis for deciding how to prioritize your plans
for controlling them. The Hazard Evaluation Table illustrated below is a simple,
effective way of evaluating risks and prioritizing plans for dealing with them.
Sometimes, however, situations are a bit more complex and there may be other
things to consider. For example:
The frequency of exposure – the more often people are exposed to the hazard, the
greater the risk.
The duration of the exposure – the longer they are exposed to the hazard, the
greater the risk.
Whether there are additional circumstances that might affect the risk of injury.
In other words, circumstances can magnify risk. For example, the risk of getting cut
by a metal cutting machine is greater if workers are using the cutter throughout the
day. Using the metal cutter might also present a greater risk for someone who has
poor eyesight than for someone who can see clearly.
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FIG 11 HAZARDS EVALUATION TABLE

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Page 68 of 477
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2.1 REFERENCES – ISM CODE, OCIMF – OVID

& e-CMID
 ISM CODE 2018 EDITION (fifth Edition) – published by IMO 2018.
 Maritime Labour Convention (MLC) 2006 – Amendments effective 13th
January, 2017.
 Offshore Vessel Inspection Questionnaire, Third Edition (OVIQ3) (7109
1.0.02) – 17 September 2018.
 Common Marine Inspection Document – (IMCA M 149 Issue 11)
October 2018
OTHER “IMO CODES” RELEVANT TO THIS PUBLICATION

STCW Code
 SEAFARERS’ TRAINING, CERTIFICATION AND WATCHKEEPING CODE
Casualty Investigation Codes
 CODE OF THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES
FOR A SAFETY INVESTIGATION INTO A MARINE CASUALTY OR MARINE
INCIDENT
 CODE ON NOISE LEVELS ON BOARD SHIPS
 CODE ON ALERTS AND INDICATORS
FTP Code
 INTERNATIONAL CODE FOR THE APPLICATION OF FIRE TEST PROCEDURE
FSS Code
 INTERNATIONAL CODE FOR FIRE SAFETY SYSTEMS
HSC Code
 INTERNATIONAL CODE OF SAFETY FOR HIGH-SPEED CRAFT
IS Code
 INTERNATIONAL CODE ON INTACT STABILITY
ISPS Code
 INTERNATIONAL SHIP AND PORT FACILITY SECURITY CODE
LSA Code
 INTERNATIONAL LIFE-SAVING APPLIANCE CODE
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FIG 12 IMO CONVENTION STRUCTURE

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Page 71 of 477
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TERMS DEFINITIONS
Organization person or group of people that has its own
functions with responsibilities, authorities
and relationships to achieve its objectives.
interested party person or organization that can affect, be
(preferred term) affected by, or perceive itself to be affected by a
stakeholder decision or activity
(admitted term)
worker person performing work or work-related activities
that are under the control of the organization
participation involvement in decision-making
consultation seeking views before making a decision
workplace place under the control of the organization where a
person needs to be or to go for work purposes
contractor external organization providing services to the
organization in accordance with agreed
specifications, terms and conditions
requirement need or expectation that is stated, generally implied
or obligatory
legal requirements legal requirements that an organization has to
and other comply with and other requirements that an
requirements organization has to or chooses to comply with
management system set of interrelated or interacting elements of an
organization to establish policies and objectives and
processes to achieve those objectives
occupational health management system or part of a management
and safety system used to achieve the OH&S policy
management system
(OH&S management
system)
top management or person or group of people who directs and controls
high – level an organization at the highest level
management
effectiveness extent to which planned activities are realized and
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planned results achieved

Policy intentions and direction of an organization, as
formally expressed by its top management
occupational health policy to prevent work-related injury and ill health
and safety policy to workers and to provide safe and healthy
workplaces
objective result to be achieved
occupational health objective set by the organization to achieve specific
and safety objective results consistent with the OH&S policy
injury and ill health adverse effect on the physical, mental or cognitive
condition of a person
hazard source with a potential to cause injury and ill health
Risk effect of uncertainty
occupational health combination of the likelihood of occurrence of a
and safety risk OH&S work-related hazardous event(s) or exposure(s) and
risk the severity of injury and ill health that can be
caused by the event(s) or exposure(s)
occupational health circumstance or set of circumstances that can lead
and safety to improvement of OH&S performance
opportunity OH&S
opportunity
competence ability to apply knowledge and skills to achieve
intended results
documented information required to be controlled and
information maintained by an organization and the medium on
which it is contained
process set of interrelated or interacting activities which
transforms inputs into outputs
procedure specified way to carry out an activity or a process
performance measurable result
occupational health performance related to the effectiveness of the
and safety prevention of injury and ill health to workers and
performance the provision of safe and healthy workplaces
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outsource make an arrangement where an external

organization performs part of an organization’s
function or process
monitoring determining the status of a system, a process or an
activity
measurement process to determine a value
Audit systematic, independent and documented process
for obtaining audit evidence and evaluating it
objectively to determine the extent to which the
audit criteria are fulfilled
conformity fulfilment of a requirement
nonconformity non-fulfilment of a requirement
incident occurrence arising out of, or in the course of, work
that could or does result in injury and ill health
corrective action action to eliminate the cause(s) of a nonconformity
or an incident and to prevent recurrence
continual recurring activity to enhance performance
improvement
International Safety International Management Code for the Safe

Management (ISM) Operation of Ships and for Pollution Prevention
Code adopted by the Organization by resolution
A.741(18), as may be amended by the Organization,
provided that such amendments are adopted,
brought into force and take effect in accordance
with the provisions of article VIII of the present
Convention concerning the amendment procedures
applicable to the annex other than chapter I.
Company the owner of the ship or any other organization or
person such as the manager, or the bareboat
charterer, who has assumed the responsibility for
operation of the ship from the owner of the ship
and who on assuming such responsibility has agreed
to take over all the duties and responsibilities
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imposed by the International Safety Management

Code.
Oil tanker an oil tanker as defined in regulation 11-1/2.22.
Chemical tanker a chemical tanker as defined in regulation Vll/8.2.
Gas carrier a gas carrier as defined in regulation Vll/11.2.
Bulk carrier a ship which is constructed generally with single
deck, top-side tanks and hopper side tanks in cargo
spaces, and is intended primarily to carry dry cargo
in bulk, and includes such types as ore carriers and
combination carriers.
High-speed craft a craft as defined in regulation X/1.
Safety Management Safety Management System means a structured and
System (SMS) documented system enabling
Company personnel to implement effectively the
Company safety and environmental protection
policy.
Document of a certificate issued to a shipping company which
Compliance (DOC) complies with the requirements of the ISM-Code.
The DOC confirms the types of ships which may be
operated by the company, e.g., passenger ships or
patrol vessels
Safety Management A document issued to a ship which signifies that the
Certificate (SMC) Company and its shipboard management operate in
accordance with the approved safety management
system.
OCIMF Oil Companies International Marine Forum – a
voluntary association of oil companies with an
interest in the compliance to marine safety and
pollution prevention for offshore vessels that
supports offshore exploration and production and
tanker that support offshore shipment and storage
of crude oil, oil products, petrochemicals and gas.
OVID Offshore Vessels Inspection Database – a database
of inspection reports conducted on offshore vessels,
by the OCIMF Accredited inspectors; also contains
data on offshore vessels uploaded by the vessel
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operator, as well as safety audit report on the vessel

report, through its vessel manager self-assessment
system.
OVPQ Offshore Vessels Particulars Questionnaire – vessel
data uploaded to the OVID, by the operator of a
vessel
OVMSA Report that outlines answers to queries about a
vessel operator commitment and management of
safety systems with the operator organization
IMO International Maritime Organization - is a
specialized agency of the United Nations
responsible for regulating shipping.
ILO International Labour Organization - The
International Labour Organization is a United
Nations agency whose mandate is to advance social
justice and promote decent work by setting
international labour standards.
MLC Maritime Labour Convention - is an International
Labour Organization convention, number 186,
established in 2006 as the fourth pillar of
international maritime law and embodies "all up-to-
date standards of existing international maritime
labour Conventions and Recommendations, as well
as the fundamental principles to be found in other
international labour Conventions"
SOLAS The International Convention for the Safety of Life
at Sea (SOLAS) is an international maritime treaty
which sets minimum safety standards in the
construction, equipment and operation of ships.
STCW Seafarers Training, Certification & Watchkeeping -
sets minimum qualification standards for masters,
officers and watch personnel on seagoing merchant
ships and large yachts.
MARPOL It was developed by the International Maritime
Organization in an effort to minimize pollution of
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the oceans and seas, including dumping, oil and air

pollution.
Flag – State or the jurisdiction under whose laws the vessel is
Administration registered or licensed, and is deemed the
nationality of the vessel.
Classification Society is a non-governmental organization that establishes
and maintains technical standards for the
construction and operation of ships and offshore
structures. Classification societies certify that the
construction of a vessel comply with relevant
standards and carry out regular surveys in service to
ensure continuing compliance with the standards.
IACS The International Association of Classification
Societies (IACS) is a technically based non-
governmental organization that currently consists of
twelve-member marine classification societies.
Lloyd's Register (LR), Bureau Veritas (BV), Croatian
Register of Shipping (CRS), Registro Italiano Navale
(RINA), American Bureau of Shipping (ABS), Det
Norske Veritas - Germanischer Lloyd (DNV-GL),
Nippon Kaiji Kyokai (ClassNK – NKK), Russian
Maritime Register of Shipping (RS), Polish Register
of Shipping (PRS), China Classification Society (CCS),
Korean Register of Shipping (KR), Indian Register of
Shipping (IR Class).
CMID Common Marine Inspection Document – a checklist
for vessel inspection, according to IMCA marine
safety standards
IMCA International Marine Contractors Association -
Association of Marine Contractors in the Oil/Gas
Industry
DPA Designated Person Ashore – Person or Persons with
direct access to the shipping company owner or top
management, that liaises with the ship and its crew.
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SECTION 4:
CONTEXT OF THE
ORGANIZATION
The rationale of this ISO 45001: 2018 clause is that the system focuses on the
processes and requirements needed to achieve the OH&S policy
objectives.
UNDERSTANDING THE CONTEXT

This can be achieved by
OF YOUR ORGANIZATION
i.e. the ‘context’ in which it operates. Clause 4 also sets out the
requirements for the ‘Scope’ and the system to be defined, and the subsequent high-
level planning of the system to achieve the objectives.
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The ‘CONTEXT OF YOUR ORGANIZATION’ will be

determined by “context” which you operate to meet
expectations of the parties or stakeholders WITHIN OR
OUTSIDE your organization.
FIG 13 The different segments or sub-sections for the

Clause 4.2
Clause 4.1 Understand the needs and Clause 4.3 Clause 4.4
Define the organization and expectations of workers and Scope what you want to Design the sequence
what can affect it other interested parties include in the system of processes
‘CONTEXT OF YOUR ORGANIZATION’

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4.1.1 WHY JEPP DYNAMIC LTD.???
Nigeria’s offshore oilfield require production platform support, to ensure that

installations are fully serviced.
Hence, the need for Offshore Support Vessels.
JEPP DYNAMIC LTD. owns and operates Anchor Handling and Supply Vessels, that
serves as “offshore support vehicle” for Offshore Installations.
JEPP DYNAMIC CONTRACTORS LTD.

is an Offshore Logistics Company
4.1.2 WHAT ARE JEPP DYNAMIC LTD. UNIQUE CONTRIBUTIONS TO NIGERIA’S

OILFIELDS???
- Anchor Handling Supply Vessels
This ensures Offshore Installations and Rigs can be moved, and are supplied
with water, fuel, and drilling fluids.
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- Dynamic Positioning Systems & Remote Fuel Monitoring System
Vessels maneuver and moor Offshore with accurate positioning systems and fuel
consumption is also monitored remotely.
- Advanced navigation systems for efficient security command and control
Vessels have modern and electronic systems for navigation and communication,
this enable military guards to effectively coordinate with their operations base for
instructions and updates, carry out surveillance and protection with total
precision.
- Experienced and reliable marine crew and shore staff for efficient logistics
support
JEPP DYNAMIC LTD. vessels are crewed by seafarers with experience in sailing fast
intervention vessel in the Niger Delta Region, also shore personnel who provides
back up logistics support and coordination to the vessels.
- Competitive commercial pricing
JEPP DYNAMIC LTD. has a large share in the Nigeria’s offshore vessel market for
fast intervention vessels, it can use its size to control vessel charter rates by raising
or lowering prices.
Rather JEPP DYNAMIC LTD., sees it as responsibility to maintain prices that are
economical and cost effective, so the offshore market for fast vessels can be stable
and predictable in the long term, thereby ensuring that the cost of safeguarding
Nigeria’s offshore installation does not go astronomical.
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4.1.3 WHERE AND WHO REQUIRES JEPP DYNAMIC LTD. TO OPERATE, BY

PROVIDING LOGISTICS SERVICES???
International Oil Companies (IOCs) operating in the Niger Delta Region
4.1.4 HOW DOES JEPP DYNAMIC LTD. MEET THE REQUIREMENT OF ITS CLIENTS
AND END USERS???
JEPP DYNAMIC LTD. has strategic linkages with Multi – National Offshore Vessels
Operators, to provide Jepp Dynamic with Anchor Handling Supply Vessels.
JEPP DYNAMIC LTD. has the requisite organizational structure here in Nigeria, that
ensures the vessels are manned by competent persons and are deployed for patrol
tasks, that is within the company’s statutory and legal scope of operations.
JEPP DYNAMIC LTD. office is staffed with specialists in Maritime Charter Contracts,
Marine Safety, Vessel Machinery Maintenance, Crewing Support and Vessels
Operations; to ensure the necessary support and system is created on the vessels, for
delivery of its primary logistics support for maritime security services.
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4.1.5 HOW DOES JEPP DYNAMIC LTD., MEASURES DELIVERY OF QUALITY SERVICES
TO ITS CLIENTS AND END USERS???
- Providing Anchor Handling Supply Vessels that meets the performance

expectations and specifications requirements of its End Users in Nigeria.
- Apart from performance capability and specifications suitability, the vessel is also
required to pass the marine safety requirements of its end users, before
deployment for specific task roles.
- No record of any mechanical malfunction or operational incident, when vessels

are deployed to work for clients.
- Crew and Staffers can interface properly, for proper coordination to deliver high
quality logistics support to clients.
- Clients providing excellent feedback and reviews on vessel performance
- Vessels winning industry awards for best performance, or getting recognition as a

model by reputable organizations.
- Clients demanding similar specs of vessels from JEPP DYNAMIC LTD. based on
satisfactory performance of the current vessel.
4.1.6 WHEN JEPP DYNAMIC LTD. HAS NOT DELIVERED WHAT WAS REQUIRED,
WHAT GAPS CLOSING METHODS ARE AVAILABLE FOR IMPROVEMENT???
- Briefing Crew on performance expectations and how to improve on operations.

- Update safety and quality management systems, to improve vessel operations.
- Review vessel planned maintenance system and repair yard technical services
support.
- Carry out crew and staff evaluation, to re-train crew and staff for improved
delivery of service.
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4.2.1 INTERNAL INTERESTED PARTIES (STAKEHOLDERS)– WHAT ARE THE

EXPECTATIONS OF WORKERS AND OTHER STAKEHOLDERS WITHIN JEPP
DYNAMIC LTD.???
JEPP DYNAMIC LTD. is a Logistics Provider to the Nigeria’s Upstream Oil Industry.
Hence, Board of Directors outlines Strategies, that are implemented by Top

Management, which instructs Shore Staff or Workers to interface and coordinate
Company Crew (Workers) and Contractors (Workers) utilizing or working onboard its
offshore patrol vessels; in line with Occupational Health & Safety Management
Systems, to deliver logistics services to its clients.
BOARD OF DIRECTORS
JEPP DYNAMIC LTD..
TOP MANAGEMENT
STAFF OR CREW OR WORKERS

Offshore Patrol Vessels
WORKERS
CONTRACTORS OR WORKERS
FIG 14 INTERFACE STRUCTURE OF JEPP DYNAMIC LTD. INTERNAL STAKEHOLDERS
Every worker at JEPP DYNAMIC LTD. either as a Shore Staff, Vessel Crew or
Contractors’ Personnel; are all required to work or carry out their tasks, in line with
ISO 45001: 2018 – Occupational Health & Safety Management Systems.
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Stakeholders within JEPP DYNAMIC LTD. or “Internal Interested Parties” are Workers,
Top Management and Board of Directors
INTERNAL STAKHOLDER OR INTERESTED PARTIES

WORKERS TOP MANAGEMENT BOARD OF
SHORE VESSEL CONTRACTORS DIRECTORS
STAFF CREW PERSONNEL
FOCUS OF OCCUPATIONAL RELEVANT TO OCCUPATIONAL

HEALTH & SAFETY MANAGEMENT HEALTH & SAFETY MANAGEMENT
FIG 15: INTERNAL STAKEHOLDERS
The context of the organization in accordance with 1SO 45001: 2008, can be defined
as:
“Implementation and Application of Board of Directors

and Top Management approved Occupational Health and
Safety Management (OH&SM) System, by shore staff,
vessel crew and contractors’ personnel; relevant to MLC
2006 Convention, ISM Code and ISPS Code of the SOLAS
Convention”
This definition also outlines the ENTIRE SCOPE of this document. While the
ENTIRE OPERATION AND PROCESS within JEPP DYNAMIC LTD. are
duties, tasks and work carried out by shore staff, vessel crew and contractors’
personnel.
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It is the expectation of every worker at JEPP DYNAMIC LTD., that top

management by adopting ISO 45001: 2018, will implement the occupational safety
and health provisions of the Maritime Labour Convention 2006 – (MLC 2006),
safety provisions of Safety of Life At Sea (SOLAS) convention and provision of
International Ship and Port Security (ISPS) Conventions of the International Maritime
Organization (IMO), as priority among relevant IMO conventions to ship, company
and crew.
Therefore, the major internal issue within the organization that can affect
JEPP DYNAMIC LTD. achieving the intended outcome of the Occupational Health &
Safety Management; will be the Maritime Labour Convention 2006 clauses, its
application and implementation, also compliance with the SOLAS, ISPS and other
relevant IMO conventions.
The application of Maritime Labour Convention 2006 is a statutory and legal

requirement, for any Nigerian Shipowner as per ratification by Nigerian
Maritime Authorities on 18th June, 2013. SOLAS and ISPS have also been ratified for
application on Nigerian flagged vessels.
4.2.2 EXTERNAL INTERESTED PARTIES (STAKEHOLDERS) – WHAT ARE THE

EXPECTATIONS OF CONSUMERS OR CLIENTS AND OTHER STAKEHOLDERS OUTSIDE
JEPP DYNAMIC LTD.???
The Maritime Security Sub-Sector is a major consumer or client of JEPP DYNAMIC

LTD. services. Consumers or Clients include IOCs, Security Agencies and Maritime
Security Contracting firms
HARPS MLS services are regulated by the security agencies (Nigerian Navy),
Nigerian vessel flag-state administration (NIMASA), Ship Classification society and
operators of offshore installations and facilities (IOCs and Marine Contracting firms).
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JEPP DYNAMIC LTD. does not have strong focus on how issues from the Media,
Community & Special Interest Groups, Investors and Legislators; can affect the
organization.
There is little and passive liaison with this type of external parties such as Media,
Community & Special Interest Groups, Investors and Legislators. These groups of
external parties have very little effect on the organization, their issues are mostly
handled by JEPP DYNAMIC LTD. clients or regulators.
Issues regarding legislation in the logistics and maritime security services, are handled
by the flag-state administration and security agencies, in liaison with the members of
the national legislature, to make statutory laws as regards operations in logistics and
maritime security. JEPP DYNAMIC LTD. only seeks to apply every legislation that has
been made.
HARPS MLS has little liaison with the media, either for constant coverage or usage as
a communication outlet; the media only decides to cover any milestone or
achievement made by JEPP DYNAMIC LTD.
Community & Special Interest Group liaison is handled by the End Users of JEPP
DYNAMIC LTD. patrol vessels, the organization carries out little liaison with
community or special interest groups.
JEPP DYNAMIC LTD. is a special technology services provider, that is fully focused on
making available logistics services using equipment or vessels, with advanced
technology, hence it has a unique product in the offshore market, that attracts
clientele, and does not need to focus on legislation, media, investors, community and
special interest group.
Page 87 of 477
2nd October, 2019.
JEPP DYNAMIC IOCs, Security

Offshore Patrol Vessel Agencies & Security
LTD..
Contractors
Regulators : IOCs, Flag-

State, Ship Classification
Society & Security
Agencies
FIG 16 INTERFACE OF EXTERNAL PARTIES OR STAKEHOLDERS TO THE

ORGANIZATION
Hence, the organization or JEPP DYNAMIC LTD. is expected to provide patrol

vessels; that meets flag-state, Ship Classification Society, Insurance or P&I Clubs, IOCs
and security agencies requirements.
Therefore, the major external issue that the organization must fulfill are
provision of patrol vessels that must comply with standards of regulators that have
been identified by the organization.
EXTERNAL STAKEHOLDER OR INTERESTED PARTIES

REGULATORS CONSUMERS OR CLIENTS
FLAG – STATE & SECURTIY IOCs IOCs SECURITY MARITIME SECURITY
SHIP AGENCIES AGENCIES CONTRACTING
CLASSIFICATION FIRMS
SOCIETY
FOCUS ON ENSURING DELIVERY BENEFICIARIES OF SERVICE DELIVERY

OF QUALITY SERVICE
FIG 17 EXTERNAL STAKEHOLDERS
Page 88 of 477
2nd October, 2019.
SCOPE OF JEPP DYNAMIC LTD. OCCUPATIONAL

HEALTH AND SAFETY MANAGEMENT SYSTEM
JEPP DYNAMIC LTD. seeks to achieve a workplace that is healthy, safe and secure for
its employees and contractors; in its Occupational Health and Safety Management
Systems.
The Occupational Health and Safety Management Systems of JEPP DYNAMIC LTD. is
achieved by application of the Maritime Labour Convention (MLC)2006, SOLAS, ISPS
and other relevant IMO Conventions; that specifies occupational safety requirements
and procedures, workers’ rights and duties; within a maritime organization.
JEPP DYNAMIC LTD. also seeks the application of the safety requirements of
International Oil Companies operating in Nigeria, based on the International Safety
Management (ISM) Code, Oil Companies International Marine Forum (OCIMF) –
Offshore Vessel Inspection Questionnaire (OVIQ) and Offshore Vessels Manager Self-
Assessment (OVMSA) requirements and International Marine Contractors
Association (IMCA) – Common Marine Inspection Document (CMID).
Hence, with the application of these conventions and requirement matrixes, the
organization is able to meet the needs and expectations of shore staff, vessel crews,
contractors, international oil companies, security agencies, regulators and maritime
security contracting firms.
JEPP DYNAMIC LTD. is committed to delivery of logistics support by providing offshore

patrol vessels manned by competent crew with coordination of shore maritime
operations specialist, to meet the needs of its clients in securing offshore oil and gas
installations and facilities in Nigeria.
Managing Director
Issued: 02 – February, 2021
Page 89 of 477
2nd October, 2019.
JEPP DYNAMIC LTD. have integrated processes needed to ensure the establishment,
maintenance and continual improvement of OH & S.
What are the integrated processes needed in accordance with the requirements of
ISO 45001: 2018???
The OH&S management system is aligned and integrated with other business
processes to ensure that OH&S performance is not compromised in order that other
business objectives can be achieved, the health and safety of workers must not be
sacrificed to meet client deadlines for vessel deployment.
There are regulations regarding sailing time window daily, this is strictly adhered to,
as sailing outside the daily time window, exposes crew to security threats and
probable vessel malfunction due to tidal waves.
Company also carries out Internal Safety and Security audit in line with ISM and ISPS
Code, to ensure vessel and environment is safe and secure for crew.
JEPP DYNAMIC LTD. occupational health and safety issues has also been evaluated in
light of the organization’s strategy, and OH&S initiatives is aligned with other business
imperatives in the organization.
It is imperative that OH&S requirements are aligned and integrated with the
organization’s management practices and business processes. For example, the
organization annual strategic review of its market position, customer needs and
expectations, and business performance, is incorporated to an understanding of the
internal and external issues that can impact on its health and safety performance,
interested party needs and expectations, and OH&S performance into that process.
By doing so, occupational health and safety issues can be evaluated in light of the
organization’s strategy, and OH&S initiatives can be aligned with other business
imperatives.
Page 90 of 477
2nd October, 2019.
INTERNAL PARTIES REVIEW OF JEPP

DYNAMIC LTD.
WORKERS HEALTH & STRATEGIC POSITION IN
SAFETY NIGERIA OFFSHORE
IMPACT on:
MARKET
HEALTH & SAFETY,
EXTERNAL PARTIES Interested Party needs
PATROL VESSELS THAT & expectations , and
MEET FLAG STATE, OH&S performance
REVIEW OF BUSINESS
Ship Classification
PERFORMANCE –
Society, IOCs &
Meeting the NEED &
Security Agencies
EXPECTATIONS OF
requirements
IOCs, Maritime
Security Contracting
Firms and Nigerian
Security Agencies
FIG 18 MANAGEMENT OF OH & S SYSTEM

Page 91 of 477
2nd October, 2019.
Page 92 of 477
2nd October, 2019.
SECTION 5:
LEADERSHIP
Critical to the success of the OH&S management system is leadership
and commitment from ‘Top Management’. The expectation on leaders
within an organization is to become champions of the system and provide
the necessary resources to protect workers from harm.
Page 93 of 477
2nd October, 2019.
Top management shall demonstrate leadership and commitment with respect to the
OH&S management system by:
a) JEPP DYNAMIC LTD. has overall responsibility and accountability for the prevention
of work-related injury and ill health, as well as the provision of safe and healthy
workplaces and activities; both ashore and onboard.
b) JEPP DYNAMIC LTD. ensures that the OH&S policy and related OH&S objectives are
established and are compatible with the strategic direction of the organization.
c) Ensuring the integration of the OH&S management system requirements into the
organization’s business processes, to ensure OH&S is not compromised, in the daily
business activities of the organization.
d) JEPP DYNAMIC LTD. management ensures that the resources needed to establish,
implement, maintain and improve the OH&S management system are available.
e) Communicating the importance of effective OH&S management and of conforming

to the OH&S management system requirements; by circulating the scope of OH&S,
Policy Statement for OH&S and the OH&S Management document.
f ) Ensuring that the OH&S management system achieves its intended outcome(s); by
determining all the issues both internal and external that can affect OH&S, and taking
care of those issues.
g) Management direct and support persons to contribute to the effectiveness of the

OH&S management system.
h) Ensuring and promoting continual improvement.
i) Supporting other relevant management roles to demonstrate their leadership as it

applies to their areas of responsibility.
Page 94 of 477
2nd October, 2019.
j) Management ensure they implement OH & S by developing, leading and promoting

a culture in the organization that supports the intended outcomes of the OH&S
management system.
k) Management also act in protecting workers from reprisals when reporting

incidents, hazards, risks and opportunities;
l) Ensuring the organization establishes and implements a process(es) for

consultation and participation of workers.
m) Management also get involved by supporting the establishment and functioning

of health and safety committees.
NOTE:
Reference to “business” in this document can be interpreted broadly to mean those
activities that are core to the purposes of the organization’s existence.
Page 95 of 477
2nd October, 2019.
5.1A VISION
VISION
Our vision is to maintain excellence and remain the

foremost offshore servicing company and the preferred
partner of IOCs and investors.
Page 96 of 477
2nd October, 2019.
5.1B MISSION
MISSION
Our mission is to be the top-most offshore services

provider, delivering world class standards to our partners,
stakeholders and investors through innovative, high-
quality, value-added services delivered with integrity,
professionalism and regard for safety, security and
the environment.
Page 97 of 477
2nd October, 2019.
5.2 OCCUPATIONAL HEALTH & SAFETY POLICY
OCCUPATIONAL HEALTH AND SAFETY POLICY

Top management has established an Occupational Health and Safety Management
System, fully committed to its implementation and will maintain it continual
application across JEPP DYNAMIC LTD.
Management is committed to ensuring that; the SOLAS, MLC, ISPS and other IMO
Conventions relevant to its ship, the organization and crews; are communicated in
full to crew, staff and contractor personnel and adequately applied in all its marine
fleets, shipboard operations and ashore.
The organization has decided to prioritize SOLAS, MLC and ISPS, among relevant IMO
Conventions; where application of SOLAS ensures safety is complied with, in every
type of shipboard operations, equipment handling and entrance to specific areas on
the ship. MLC helps crew to know its role, duties, responsibilities and rights; while
carrying out jobs on the ship. The ISPS conventions assist the ship to fully comply with
all necessary regulations and apply procedures related to security in its operations,
especially for the company’s vessels that are specially built for maritime security
tasks.
Therefore, a safe and healthy working condition for the prevention of work-related
injury and ill health is provided on the ship and ashore for crew, staff and contractors,
security is also provided relevant to the company’s logistics role to maritime security
services and the offshore patrol vessels in its fleet.
Legal requirements are fulfilled by complying with IMO conventions ratified by the
Nigerian flag, hence statutory duties of the company as a Nigerian shipping company
are also complied with.
JEPP DYNAMIC LTD. is also fully committed to elimination of hazards and risks that its
worker face in discharge of their duties, either onboard or ashore; this also applies to
contractor personnel.
Page 98 of 477
2nd October, 2019.
Top management will continually evaluate the system for continual improvement,
would always consult with personnel across the organization from crew, staff to
contractors’ personnel; to ensure the interest of every worker within the organization
are fully covered.
THIS POLICY IS HEREBY MADE AVAILABLE AS AN OFFICIAL DOCUMENTED

INFORMATION, AND TO BE COMMUNICATED ACROSS THE ORGANIZATION AND
MADE AVAILABLE TO ALL STAKEHOLDERS. IT SHALL ALSO BE APPLICABLE TO ALL THE
COMPANY SHORE STAFF, VESSEL OFFICERS AND CREWS; AT THE COMPANY
PREMISES AND VESSEL. THIS POLICY ALSO APPLIES TO ALL CONTRACTORS AND THEIR
PERSONNEL.
Director
Issued: 02 – Feb 2021
Page 99 of 477
2nd October, 2019.
5.2.1 HEALTH, SAFETY, SECURITY, EVIRONMENTAL, QUALITY AND ENERGY

POLICIES – HSSEQEn
5.2.1A Health & Safety Policy
JEPP DYNAMIC LTD. safety philosophy is that the health and welfare of its people are
the most important considerations in any undertaking, whether ashore or onboard,
all in order to ensure safety of life at Offshore Platforms and Rigs, which are the
Company’s primary operation areas.
Additionally, the protection of company assets and the environment are also of
primary concerns; also, the protection of assets of its clients and contractors.
There is No Job is so important that we cannot take the time to do it properly, and
therefore ensuring it is carried out safely. This philosophy better enables JEPP
DYNAMIC LTD. to deliver the highest quality services to its customers and the best
performance for its shareholders.
Each employee ashore and on board is expected to comply with these policies and
related procedures.
It is JEPP DYNAMIC LTD.’S policy to provide a place of employment, which is free from
recognized hazards, to provide accident prevention programs and systems and to
comply with applicable national and international regulations.
Understanding that safety, accident prevention, and environmental protection are

operational responsibilities, this policy requires all employees at all levels to be
responsible for the prevention of job-related injuries and illnesses, property damage,
and environmental accidents, through the use of their good judgment and the
diligent and consistent application of company guidelines and procedures.
Page 100 of 477
2nd October, 2019.
Employee safety performance will always be a major consideration in decisions

affecting promotions, salary actions and continual employment. The company’s
collective safety performance will be the measure of success of this policy.

PERSONNEL.
Director
Page 101 of 477
2nd October, 2019.
5.2.1B Environmental Protection Policy
It is the intention of JEPP DYNAMIC LTD. to conduct all of its operation in such a
manner as to minimize any action that may endanger or harm the environment.
Our policy is responsible in protecting the environment and having the objective in
preventing of pollution of any kind in our operations.
The Company and its employees will follow all state, federal and other applicable
regulatory compliance standards to prevent pollution or environmental damage to
the lands, waters and air in which they work.
Furthermore, vendors, subcontractors and others who visit or work at Company

locations and facilities will be held accountable for ensuring that environmentally
sound practices and procedures are followed.
Environmental pollution hazards or violations of this policy should be brought to the

immediate attention of the management.

PERSONNEL.
Director
Page 102 of 477
2nd October, 2019.
5.2.1C DRUG & ALCOHOL (D & A) POLICY
It is the policy of JEPP DYNAMIC LTD. that no seafarer, whatever rank, will navigate
the vessel or operates its equipment, while impaired by drugs or alcohol or where
there is any risk of such impairment.
In following this policy – JEPP DYNAMIC LTD. have banned all alcoholic beverages and
un-prescribed drugs, including MARIJUANA, COCAINE, OPIATES, PHENCYCLIDINE,
AMPHETAMINES and HEROIN, from their managed vessels;
The Organization will implement random testing of all crew – Officers and Ratings,
for banned substances and alcohol; Company will carry out unscheduled testing, prior
notice of these visitations shall NOT be given to the vessel in advance. Master is to
Control the issue and use of all medical supplies on board the vessels they manage.
On every Medical assessment, all crew members will be subject to a full D & A testing
which must show a negative result.
There will be 0.00% BAC (Breath Alcohol Concentration)

tolerance for Alcohol.
Hence, the organization will dismiss instantly and report to relevant local authorities:
any crew either ratings or officer found culpable of possession of alcohol or banned
substances; also, any crew that was instrumental in bringing alcohol or banned
substances on board the vessel.
Page 103 of 477
2nd October, 2019.
Test for any crew showing a positive trace in any random testing sample, may only go
un-punished if there is prior notice, that the crew has authorization for use of drug,
and the authorization should be shown to vessel’s Master.
The Company will conduct testing for “cause”, when there is reasonable
suspicion that the employee is under the influence of drugs while on duty and testing
will be conducted for “post-accident’ / ‘post incident”, where testing
is performed after an employee has been involved in an accident while at work.

PERSONNEL.
Director
Page 104 of 477
2nd October, 2019.
5.2.1D Anti – Smoking Policy
The World Health Organization recognizes that smoking and passive smoke are health
hazards.
The company’s objective, therefore, is to provide relatively a smoke-free workplace

for all personnel.
This smoke-free is a directive decision in promoting a healthier life style and providing
training platform for smoker in quitting their old habit, thus establishing a designated
smoking area.
No smoking is allowed to any exterior spaces at any time unless authorized as a

designated smoking area by the Master.
Absolutely no smoking will be permitted during operations where there is always a

hazard of fire or explosion such as: -
 Receiving or transferring fuel, oil, or other volatile liquids

 Handling any type of flammable materials: in or around paint lockers
 During emergency drills
 When moored or mooring alongside docks, piers, rig platforms or other
installations where smoking is prohibited and
 Any other obvious fire or hazardous operations or procedures.
The Master may allocate a designated location(s) as

deemed necessary due to operational requirement as the
only smoking area on the vessel.
Smoking is NOT allowed in any cabins, food preparation and serving areas, public
rooms or toilet areas at any time, a maximum of 2 designated areas will be permitted
subject to the above at any one time.
Page 105 of 477
2nd October, 2019.
The Master, as the officer-in-charge of the vessel and the Company’s representative,
is responsible for implementing and upholding this policy, though other officers can
share in this responsibility.

PERSONNEL.
Director
Page 106 of 477
2nd October, 2019.
5.2.1E Security Policy
It is the policy of JEPP DYNAMIC LTD. to provide a secure working environment, by

establishing and maintaining the required security measures to prevent unlawful acts
against ships, which endanger the safety and security of persons on board, property
and the environment.
This security plan contains comprehensive measures and processes to promote the
security of JEPP DYNAMIC LTD. assets and to describe recommended processes in
response to a wide range of threats.
Key crew members essential to the plan shall be aware of their duties and the plans
contents.
All other crew members shall have sufficient knowledge and be familiar with relevant
provisions of the SSP, including as a minimum be made aware of the meaning and
consequential requirements of the different security levels.

PERSONNEL.
Director
Page 107 of 477
2nd October, 2019.
5.2.1F Management of Change Policy
It is the policy of JEPP DYNAMIC LTD. that any changes to Plant, Equipment,
Processes, Activates, Products, Services, the Physical Environment and Employees
and Sub-contractors with a potential HSE impact shall be identified, managed and
appropriately communicated to all stakeholders.
Where an Employee is to use a new equipment or machinery of if existing equipment

or machinery has been upgraded and now has different capabilities, the Employee
shall be given training and induction in use of the equipment before he/she is
permitted to use or handle the equipment or machinery.
Where new Employee joins a vessel or office location, he/she shall be given a safety
induction and an on the job training before he/she takes on the duties of his/her rank.
Where a Procedure deviates from existing documented Procedures or where any

new tasks is not covered in any existing documented procedures, all works shall be
stopped and new procedure identified and documented for the new tasks before
work can commence.
A Job Safety Analysis (JSA) shall be carried out and any risks/hazards identified shall
be documented, analyzed and mitigated. Systems shall be established, implemented,
documented and maintained to manage permanent, temporary or incremental
change. Documents, plans and records shall be updated to be consistent with the
change.

PERSONNEL.
Director
Page 108 of 477
2nd October, 2019.
5.2.1G Energy Efficiency Policy
JEPP DYNAMIC LTD. vision is to be a leading service provider and contractor of choice
in the offshore support vessel sector of the oil and gas industry.
In line with our vision, elements of JEPP DYNAMIC LTD. broader objective include
providing cost effective and environmentally responsible services to its clients. JEPP
DYNAMIC LTD. recognizes the paramount importance of effective and efficient
management of fuel consumption and energy usage in achieving this objective.
JEPP DYNAMIC LTD. will place focused and sustained attention on Energy Efficiency
Management with the goal of optimizing fuel consumption and energy usage on all
vessels in our fleet.
We will ensure Energy Efficiency Management is implemented across the fleet by

inclusion in JEPP DYNAMIC LTD. SMS and QMS documents at company level, and by
Ship Energy Efficiency Management Plans (SEEMP’s) at vessel level.
JEPP DYNAMIC LTD. recognizes that Energy Efficiency Management requires

continuous monitoring, dedication, regular and ongoing review of management
objectives and plans, and incremental progress towards the ultimate goal of an
energy efficient fleet – a GREEN fleet with the smallest possible carbon footprint.

PERSONNEL.
Director
Page 109 of 477
2nd October, 2019.
5.2.1H Anti-Harassment, Anti-Discrimination and Code of Ethics Policy
It is the policy of JEPP DYNAMIC LTD. on behalf of itself and its subsidiaries, (hereafter
referred as to the “Company”) that each employee is individually responsible for
maintaining acceptable standards of personal behavior in the business environment
and for helping to ensure that all JEPP DYNAMIC LTD. employees, as well as anyone
invited into JEPP DYNAMIC LTD. property, are able to carry out their assigned duties
in a business atmosphere that is free from harassment or discrimination.
JEPP DYNAMIC LTD. prohibits not only unlawful harassment, but also unprofessional
and discourteous actions. Accordingly, racial, ethnic, religious, age, sexual
orientation, sexual or other inappropriate remarks, slurs or jokes will not be
tolerated.
Any employee who feels harassed by a supervisor, manager, co-worker, subordinate,

client or other person is encouraged to tell the offending individual(s) that their
behavior is offensive and/or unwelcome and to stop.
The offended employee should report the conduct to his/her supervisor if for any
reason the offended employee is uncomfortable confronting the individual(s) or if the
offensive behavior continues.
The Company will attempt to handle all complaints concerning harassment in a timely
fashion. The complaint and all the details of the investigation will be treated as
confidential information.
If the investigation shows that the offending employee did engage in harassment or
discriminatory conduct, the Company will take appropriate action, which will include
anything from a reprimand to termination of employment. The necessary
preventative and disciplinary action to be taken will be jointly decided by committee
member and respective Department Head.
No retaliation will be tolerated against any employee or other person, who in good
faith complains about or witnesses prohibited harassment.
Page 110 of 477
2nd October, 2019.
JEPP DYNAMIC LTD. Employees share a set of core values - honesty, integrity,
transparency and respect for the people and the environment.
It is the policy of JEPP DYNAMIC LTD. to abide by the above business principles and
to adhere to the highest standards code of ethics in the management of our business
and provision of services to Clients.
All business transactions on behalf of JEPP DYNAMIC LTD. must be reflected

accurately and fairly in the accounts of JEPP DYNAMIC LTD. in accordance with
established procedures and are subject to audit and disclosure.

PERSONNEL.
Director
Page 111 of 477
2nd October, 2019.
5.2.1I Quality Policy
It is the objective of JEPP DYNAMIC LTD. to deliver a quality service at all levels to
delight our customers and client’s.
In order to achieve this, JEPP DYNAMIC LTD. is committed to developing and

maintaining an effective Quality Management System.
Within this system, Quality Objectives will be set by the Management Team.
These Quality Objectives include: -
• Employing dedicated personnel with the appropriate qualifications, skills,

training, attitude and cultural awareness.
• Identifying training needs and ensuring employees receive adequate training.
• Achieving, maintaining and improving the efficiency and effectiveness of our
service at every level.
• Providing our clients with the confidence that our Quality Objectives are being
achieved.
• Achieving these objectives within budget and required schedule.
To ensure these Quality Objectives are achieved, it is the responsibility of JEPP

DYNAMIC LTD. to ensure systems and procedures are both maintained and
developed with the objective of continuous improvement.

PERSONNEL.
Director
Page 112 of 477
2nd October, 2019.
5.2.1J Permit To Work & Lock -Out / Tag -Out Policy
Permits to Work (PTW) are designed to ensure that safe methods of working are
adopted in circumstances where there is a potential hazard to those carrying out the
work.
Appropriate Permits to Work (PTW) are to be obtained from the Authorized Persons
prior to commencing work of this nature and these must be signed off once the work
has been completed. Once issued the conditions of the permit must be strictly
adhered to at all times.
Examples of activities requiring permits to work (PTW) are:
• Entry into an enclosed space (Entry into fuel oil tanks, coffer dams, fresh water
tanks and water ballast tanks must be done with shore assistance using qualified
personnel.)
• Working on electrical equipment, high and low voltage
• Working on pressurized vessels, pipes, tanks, etc.
• Working on pneumatic and hydraulic system
• Working on hull penetration
• Hot work (welding, cutting, etc.)
• Grinding and other activities which generate heat, sparks etc.
• Working on main propulsion machinery
It is the policy of JEPP DYNAMIC LTD. to use Lockout/Tag-out (LOTO) devices to ensure
that all forms of energy sources are isolated before work commences.
Page 113 of 477
2nd October, 2019.
It protects personnel from situations where the routine actions of one man may
inadvertently endanger another. Examples of tasks requiring Lockout/Tag-out:
• Maintenance of electrical motors and equipment
• Maintenance of pneumatic systems and equipment
• Maintenance of hydraulic systems and equipment
• Maintenance of fuel powered engines
• Working in confined spaces
• Working at heights (working aloft)
• Working on hull penetrations

PERSONNEL.
Director
Page 114 of 477
2nd October, 2019.
5.2.1K Risk Assessment Policy
JEPP DYNAMIC LTD. recognizes that our Safety Management System is essentially a
set of controls to be applied to the risks inherent to our operations and activities.
We cannot establish what these controls should be without first identifying the
hazards associated with each operation and evaluating the corresponding risks.
Towards this end:
• Daily toolbox meetings are to be conducted by all departments.

• For safety critical tasks, a Job Safety Analysis (JSA) shall be carried out before
tasks commencement. All hazards associated with the tasks shall be systematically
identified before the task is commenced.
• The corresponding risks shall be evaluated and steps to remove or reduce the
risk to as low as reasonably possible shall be taken.
• Where appropriate we shall rely on generic industry guidance on risk
assessment for generic operations.
• A single formal risk assessment methodology is not always appropriate for the
varied operational circumstances that occur in the course of our operations. Methods
of risk assessment may include a desk top exercise or direct observation of activities
concerned depending on the nature and complexity of the operations.
• In simple, straight forward activity an assessment made on site by a supervisor
with appropriate levels of authority and experience, may be sufficient provided
evidence is available to show how and when it was carried out.
• Training is essential before we empower personnel to make informed and
responsible decisions on risk assessment. Toward this end, JEPP DYNAMIC LTD. shall
periodically provide training to all our employees on risk assessment methodologies,
such as UCUX, JSA, toolbox meetings, SPSA, etc.
Page 115 of 477
2nd October, 2019.

PERSONNEL.
Director
Page 116 of 477
2nd October, 2019.
5.2.1L Stop Work Policy
It is the policy of JEPP DYNAMIC LTD. that all our operations shall be conducted in a
safe manner in accordance with our Safety Management System.
One of the primary objectives and concern of JEPP DYNAMIC LTD. is to provide and
maintain the safest working environment for everybody relating to JEPP DYNAMIC
LTD. operations and to minimize or eliminate the risk of accidents, injuries, damage
to properties or environment.
Therefore, the Stop Work Policy issued by JEPP DYNAMIC LTD. states that all
employees have the right not to continue and dis-continue work when there is an
immediate threat which can endanger himself, others or cause adverse impact to the
environment.
The Stop Work Policy has the fullest support from JEPP DYNAMIC LTD. highest
management.
When any person determines that an assigned task cannot be performed in a safe
manner, he/she is expected to do the following:
A. Stop Work and remove the unsafe situation.
B. Report the unsafe situation to your supervisor.
C. Together with the ship Master find ways to address and correct the
problem(s) to prevent reoccurrence.
Obtain Master's permission to resume work. All its employees are encouraged to
report any unsafe acts, unsafe conditions, near misses as well as threats to people
and the environment or to Company and its property.
Page 117 of 477
2nd October, 2019.

PERSONNEL.
Director
Issued: 02 – Oct 2021
Page 118 of 477
2nd October, 2019.
Top management shall ensure that the responsibilities and authorities for relevant
roles within the OH&S management system are assigned and
communicated at all levels within the organization and maintained as
Workers at each level of the organization shall assume responsibility

for those aspects of the OH&S management system over which they
have control.
NOTE
While responsibility and authority can be assigned, ultimately top management is still
accountable for the functioning of the OH&S management system.
Page 119 of 477
2nd October, 2019.
COMPANY AND WORKERS ROLES AND RESPONSIBILITIES

JEPP DYNAMIC LTD. is registered in Nigeria and manages and operates offshore
support vessels.
The Company office is located at: Trans – Amadi, Port Harcourt
Functions are divided along departmental lines across the various SHORE locations of
the organizations, coordinating shipboard activities.
It is the Company objective to comply:
 With all applicable codes, guidelines, and standards recommended by the

Regulators – Flag-State Administration, classification societies and IOCs.
 Thereby ensuring occupational health and safety in all Company operations
both onshore and offshore and affording maximum protection to Company
personnel and the environment.
 Provide for safe practices in ship operation and a safe working environment.
 Assess all identified risks to its ships, personnel and the environment and
establish appropriate safeguards.
 Continuously improve safety management skills of personnel ashore and
aboard ships, including preparing for emergencies related to both safety and
environmental protection and Compliance with mandatory rules and
regulations.
 To fulfil our objectives the Company is committed to ensuring safe working
practices in all its operations.
 The Company policies are implemented both on and offshore as appropriate.
Page 120 of 477
2nd October, 2019.
ADMINISTRATION & PERSONNEL BOARD OF

DIRECTORS
BUSINESS DEVELOPMENT CHIEF EXECUTIVE

OFFICER /
CHIEF OPERATIONS
COMPANY SECRETARY & LEGAL OFFICER
OFFSHORE
FINANCE AND ACCOUNTS PATROL
DESIGNATED VESSELS
PERSON(S)
HEALTH, SAFETY & ENVIRONMENT
ASHORE (DPA)
/ OPERATIONS
/ Marine
Superintendent
PROCUREMENT
FIG 19 ROLES & RESPONSIBILITIES CHART

Page 121 of 477
2nd October, 2019.
5.3.1 CHIEF EXECUTIVE OFFICER (CEO) / CHIEF OPERATIONS OFFICER (COO)
The Chief Executive Officer after meeting with the Board of Director, communicates
the strategic goals of business to the departmental heads.
He communicates for example the company’s direction either to change its type of
fleet from patrol units to towing tugs. Whether, to acquire more patrol units; in that
case, whether it would be Damen built or Flex built.
Central to the CEO / COO strategic goals is approval of projects and budgets or
funding of projects.
Immediately, the CEO / COO set strategic goals; Heads of various Departments, sends
him projects plans with costs implications, he approves the entire project plans and
projects budget.
As a maritime and logistics company, the CEO / COO is regarded also as the Principal
Fleet Manager, since the main business of the organization is operation of marine
fleets; he is the principal executive for all decisions to be taken regarding marine
fleets operated by the company.
Hence as the Principal Fleet Manager, he approves all the marine safety policies and
occupational health policies, that impact on how the fleet is run, he may decide to
chair the company’s safety and operations meetings.
The CEO / COO can also decide to communicate directly with any of the Fleet’s
Masters, to get on the ground and undiluted information, about the running and
status of a particular vessel.
Every commercial and fleet charter approval must come from the CEO / COO, he is
briefed by Business Development on the commercial aspects of the charter, the Legal
Affairs Department briefs him on the legal pros and cons of the charter, while the
DPA(s) or Marine Superintendents, tells him about the capability of the vessel for a
particular project. Based on these briefs he receives, he decides to approve the
charter or not.
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5.3.2 DESIGNATED PERSON ASHORE (MARINE SUPERINTENDENT)
Designated Person(s) Ashore have direct access to the CEO / COO, he is shipboard
representative, he is the link between the secretariat or headquarters of the
organization and the vessel.
He could be regarded as the CEO / COO “foot soldier” or “henchman”
The DPA is expected to be a maritime specialist, with wide variety of knowledge in

marine fleets operations and management.
He is supposed to have wide contacts within the maritime industry; from the Ship
Registry, Classification Society, Equipment Spare Parts Dealers, Suppliers, Crewing
Agencies, etc.
Hence, he reaches out and liaises with all the stakeholders in the industry on behalf
of the CEO / COO.
The entire departments of the company are to support the DPA, attends to his
requests on behalf of the vessels, coordinate with him to carry out any task.
DPA is the Fleet Manager of the company, taking instructions from the Principal Fleet
Manager (CEO / COO), and liaising with Company’s departmental heads and various
segments of the maritime industry; to ensure the company’s vessels needs and
requests are fully taken care of.
The DPA shall be selected so as to closely comply with the IMO guidance in circular
MSC-MEPC.7/Circular, dated 19th October 2007 which relates to the “Guidance on
the Qualifications, Training and Experience Necessary For Undertaking The Role Of
The Designated Person Under The Provisions Of The International Safety
Management (ISM) Code”.
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5.3.2.1 DPA – OUTLINE OF STATUTORY ROLES AND RESPONSIBILITY
5.3.2.1A Designated Person(s)
To ensure the safe operation of each ship and to provide a link between the Company
and those on board, every Company, as appropriate, should designate a person or
persons ashore having direct access to the highest level of management.
The responsibility and authority of the designated person or persons should include
monitoring the safety and pollution prevention aspects of the operation of each ship
and ensuring that adequate resources and shore-based support are applied, as
required.
5.3.2.1B The DPA has been given the following responsibilities and the authority
to fulfil these responsibilities;
i Administer, monitor and report on Occupational Health & Safety

Management System effectiveness.
ii Assist in arranging for the appropriate training of personnel, in imbibing the
culture and implementation of the OH-SMS requirements, and information on
related OH-SMS issues.
iii Ensure that adequate resources and shore-based support are provided
to the vessels.
The DPA makes sure that resources and shore-based support are provided at an
adequate level;
i Administers and monitors the Safety Management System effectiveness.

ii Discuss at defined intervals with the various Department Managers of their
area to review SMS schedules and training requirements for shore-based personnel
and crews.
iii Arrange, co-ordinate and perform internal ISM and ISPS audits.
iv The DPA provides required statistics, and audit result to the Management
Review Committee.
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v Sits on the Management Review Committee.

vi Advises management on the functioning of the Safety Management System.
vii Ensures that all vessels, on issues where company policies or procedures are
concerned, shall contact the Designated Person Ashore.
viii Ensures that all vessel crew, on issues concerning QHSE or company policies
and procedures, can contact the DPA.
ix Gives pre-command briefing for the Master, when newly hired.
The responsibility for making sure that the DPA (DPA) has the authority and
supporting resources that the assignment requires rests with the Executive
Chairman.
5.3.2.1C The Company has appointed the Designated Person Ashore (DPA) as
the Safety Officer in compliance with the ISM code requirements.
The DPA has the responsibility for monitoring the effectiveness of the company’s SMS
and ensuring the implementation and maintenance of the system ashore and on-
board all ships.
The DPA reports directly to the Executive Chairman and is given the independence
and authority for reporting any deficiencies on the SMS conditions aboard the vessels
and controlling any changes considered necessary to Safety Management System.
All Vessels, for Health, Safety and Environmental topics, can contact the DPA on issues
of Company Policies or Procedures.
5.3.2.1D The Company has designated the DPA to supervise, the Company
Security Officer (CSO) under the ISPS Code.
The duties and responsibility of the CSO shall include but not be limited to;
i Advising the level of threats likely to be encountered by the ship, using
appropriate security assessments and other relevant information;
ii Ensuring that ship security assessments are carried out;
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iii Ensuring the development, the submission for approval, and thereafter
the implementation and maintenance of the ship security plan;
iv Ensuring that the ship security plan is modified, as appropriate, to

correct deficiencies and satisfy the security requirements of the individual ship;
v Arranging for the initial and subsequent verifications of the ship by the
Administration or the recognized security organization;
vi Ensuring that deficiencies and non-conformities identified during
internal audits, periodic reviews, security inspections and verifications of compliance
are promptly addressed and dealt with;
vii Ensuring adequate training and enhancing security awareness for
personnel responsible for the security of the ship;
viii Ensuring effective communication and co-operation between the ship
security officer and the relevant port facility security officers;
ix Ensuring consistency between security requirements and safety
requirements.
Scope of Position of DPA

Control and leadership of the JEPP DYNAMIC LTD. fleet of vessels through effective
management and control of vessel operations.
Additional Duties and Responsibilities of DPA

Duties and responsibilities will include but not be limited to the following:
- Liaison with HSE Manager for the safe operation and Departmental Heads for
the efficient operation of the JEPP DYNAMIC LTD. Fleet
- To recommend Key Performance Indicators (KPIs) / Objectives for the fleet
- Implement the CEO / COO instruction on the direction the JEPP DYNAMIC LTD.
fleet is to take in terms key performance goals.
- Be the lead member of the emergency response team.
- Interviewing senior officers and masters prior to employment.
- Managing the overall control over each department within JEPP DYNAMIC LTD.
- Lead the management review meetings
- Responsible for empowering and mentoring the HSE manager
- Responsible for defining and creating new Occupational Health & Safety
Management document and policies
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- Taking decisions relating to safety and pollution prevention, except those taken
by the Master whom has the overriding authority.
- Ensuring that adequate resources and shore-based support are provided to
enable the key personnel involved in the Safety Management System to perform their
duties.
- Monitoring the performance of, and Identifying the training needs of staff.
- Monitoring the vessel compliance to Occupational Health, Safety and
Environmental Protection procedures and requirements, in line with relevant codes
(ISO, ISM, OCIMF, IMCA, Flag-State, Classification societies, etc.)
- Approving port and pilotage agents
- Approving the use of crewing agencies
- Responsible for feedback to officers and staff of various departments
- Responsible to report to the CEO / COO and JEPP DYNAMIC LTD. on the
performance of the JEPP DYNAMIC LTD. fleet
- Onsite management visits of the vessels
- On site assistance at vessels going on/off hire
- Contribute and participate in all HSE matter as most appropriate that is in line
with the Company’s HSE policy
Chief Security Officer (CSO)
- Providing a link between personnel aboard the ship and the highest level of
management ashore.
- Investigating reported non-conformances with ship’s masters and
superintendents.
- Monitoring the Safety and Pollution Prevention aspects of the operation of
each ship.
- Ensuring that adequate resources and shore-based support are applied, as
required to ensure the safe and pollution free operation of each vessel.
- Serve as the person in charge for the management of all security related
matters in the JEPP DYNAMIC LTD. fleet
- Responsible for conducting implementing and reviewing Ship Security Plan
(SSP) / ISPS Code regulations for JEPP DYNAMIC LTD. Fleet
- Carry out emergency security drills
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- Act as liaison with any private security utilized in the JEPP DYNAMIC LTD. fleet
5.3.3 VESSEL MASTER (CAPTAIN)
This section outlines the responsibilities and authority of the master relative to the
requirements of the Safety Management System as per the ISM Code. Supported by
policies, procedures and guidelines contained in this and other Company manuals.
5.3.3A It is the expectation of JEPP DYNAMIC LTD. that at all times these
priorities will be paramount to anyone who sails as a master:
• Protection of Life and Health

• Protection of the Environment
• Protection of the Vessel
• Protection of Property
Nothing in this section or any other instructions given to the master is to be construed
as relieving the master of their duty to assume supreme responsibility for decisions
relative to safety and environmental protection.
The master is expected to exercise this responsibility as a primary function and is

further expected to request the company’s and/or charterer’s assistance as required
to fulfill this function.
5.3.3B THE MASTER SHALL:
• Implement the requirements of the Occupational Health & Safety

Management System on board the vessel.
• Motivate the crew in the observance of the Company’s Occupational, Safety
and Environmental Protection Policies.
• Issue all orders and instructions in a clear, easily understood manner.
• Verify that all the specified requirements of these policies and procedures are
met.
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• Review the Safety Management System for deficiencies and report at least
annually to the shore-based management.
• The Master will appoint an officer to act as the Vessel Safety Officer, who will
implement and promote the Company’s safety and environmental protection
policies, and ensuring that all vessel work is performed in accordance with company
safe working practices, policies and procedures.
• Maintaining good customer relations.
• Maintaining custody and care of all shipboard files, records, and certificates.
This includes the reporting, documentation, and logging of all pertinent information
in the company logs.
• Controlling the receipt or transfer of tools, spares, bunkers, and property of
the company and its customer.
• Preserving the vessel’s structure, machinery, and inventory against loss,
damage, flooding, or corrosive attack.
• Supervising the loading, securing and discharging of cargo, so as not to
endanger the vessel/crew/stability of the ship. He ensures that the cargo is secured
at all times in accordance with the Cargo Securing Manual.
• Developing the professional abilities of subordinates.
• Ensuring the emergency preparedness of the entire crew.
• Master is fully responsible to conduct the SAFETY MEETING at least once in a
month and discuss the safety issues. The SAFETY MEETING report should be prepared
in the SMS form and sent to office for record.
5.3.3C MASTER’S OVERRIDING AUTHORITY:

The master is ultimately responsible for the safe operation of the ship and for
preventing pollution. The master is empowered in all situations with overriding
authority to act decisively and according to best judgment to prevent injury to crew
members and other persons; to protect the ship and other ships and or property and
the environment from damage.
The master of the vessel is at all times responsible for the safety of their crews, vessels
and cargo and marine environment protection. The master must stop operations that
threaten the safety of the vessel, crew or the installations integrity. Other pressure
must not interfere with the master’s professional judgment.
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Additional Duties of Masters of vessels shall be:
• Have final decision affective their vessels

• Must question instructions that may place their crews or vessel at risk
• Must inform relevant parties of a serious conflict of interest arising from
instructions or activities of other parties
• Are responsible for enforcement on their vessel of safe working practices and
standards
• Must ensure all applicable field charts and relevant documentation are
onboard
• Before entering the safety zone shall obtain permission from OIM of their
authorized representative for maritime operations.
• When alongside an installation, if extended interruption of operation occurs,
shall decide whether to move to a safe position pending resumption. OIM must be
informed before moving away.
5.3.3D VERIFICATION OF COMPLIANCE TO OH-SMS
The master is responsible for verifying that the vessel crew complies with all
requirements specified by the SMS, Company Policies, Customer requirements and
regulatory bodies.
The vessel master is responsible for ensuring SMS familiarization and safety induction
of new crew is undertaken on his vessel.
The master will familiarize all crew with the company’s Safety Management System.
Prior to the vessel sailing, all new crew will undergo basic safety induction.
This will include: -
• Induction as to the emergency signals, muster station and duties;

• Whereabouts of life jackets and survival kits; and
• The name and position of the safety officer
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The master of his delegate is responsible for ensuring that all visitors or passengers
on the vessel are given an onboard safety induction prior to the vessel sailing.
The master must verify that:
• Bridge watch keeper will maintain a deck log book in which will be recorded
how the vessel has been Navigated and the weather conditions encountered.
• All persons who are assigned duty as officer in charge of a watch or as a rating
forming part of a watch shall be provided a minimum of 10 hours of rest in any 24
hours period.
• The hours of rest may be divided into no more than two periods, one of which
shall be at least 6 hours in length.
• The requirements for rest periods laid down in STCW – paragraphs 1 and 2
need not be maintained in the case of an emergency or drill or in other overriding
operational conditions.
• Notwithstanding the provisions of STCW – paragraphs 1 and 2, the minimum
period of ten hours may be reduced to not less than 6 consecutive hours provided
that any such reduction shall not extend beyond two days and not less than 70 hours
of rest are provided each seven-day period.
• Administration shall require that watch schedules be posted where they are
easily accessible.
• Bridge watch keeping officers are required to record their working hours and
minimum rest periods in the deck log book on a daily basis.
5.3.3E MASTER TRANSFER OF COMMAND - Handover
The master will prepare documented handover note. Master Handover Report for
the transfer of command to the on-signing master. This will include documented
vessel duties and familiarization training in accordance with Section A-1/6 of STCW
code.
Operational and safety information which are of a core nature must be handed over
to the on-signing master. The purpose of this procedure is to ensure that safety and
operationally critical information is collected, compiled, and passed to those who
need to know.
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The preceding tour will be discussed and the handover sheet will be reviewed and
the on-signing person shall sign the handover sheet indicating that he has reviewed
the information contained therein.
The completed Master Handover Report has to be scanned and emailed to Head
Office.
5.3.3F SHIPBOARD APPOINTMENT OF SSO / VSO

Master will make recommendations to the DPA on appointments of SSO (Ship
Security Officer) and VSO (Vessel Safety officer), if the DPA has not already done so.
A formal letter of appointment will be issued for appointment.
5.3.3G Key Shipboard Positions
Information on Key Positions covering marine and shipboard operations shall be
made available to the relieving master. Key positions include, but shall not be limited
to:
• Master, Chief Engineer, Chief Officer&2nd Officer
• Bosun, Camp Boss, Chief Cook and Medic
5.3.3H Safety Critical Information

Safety Critical Information includes but is not limited to:
• Operations
• Equipment
• Mooring
• Anchor Handling
• Docking
• DP Operation
5.3.3I STOWAWAY / DEAD BODIES
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Whenever a stowaway is found onboard or a dead body is sighted in any international

or territorial waters, by any ship to which this SMS applies, the master should contact
Head / Branch shore base management giving the particulars of the sight, position,
current, wind etc.
Shore base will instruct the master accordingly
All this is without prejudice of the following local/national and flag state regulations
if any.
5.3.3J FATALITY
Fatalities can derive from illness, natural causes and emergency situations.
Once aware of a reported fatality onboard examine the body, with reference to the
Ship’s Captains Medical Guide (SCMG) to confirm beyond doubt that death has
occurred. Get at least one other member of the crew to confirm that death has
occurred.
• Start a log of the events
• Communicate with the office
• Make necessary official log book entries
• As far as possible follow ‘procedure after death’ instructions in the SMCG.
• If suspicious circumstances exist note them and if possible, use a camera to
record them.
• Preserve the body so that it can be landed ashore. Consult office for the most
suitable method of preservation to use.
• Never dispose of the body at sea unless specifically instructed to do so by the
office.
Consider:
• Informing local agent
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• Informing local police

• Informing port authority (including health authority)
• Informing charterer
5.3.3K VESSEL SECURITY IN PORT

Throughout the vessel’s stay in port, a safety / security watch will be maintained
during both day and night. Permission for shore leave must allow for the maintenance
of this safety / security watch.
A record of the names of crewmembers keeping safety / security watches in port will
be entered in the vessel deck log book.
The safety / security watch shall monitor the condition of the vessel’s moorings
regularly and adjust them as necessary. The effect of tide, rise (HW) and fall (LW),
wind and passing vessels on the moorings must be considered and the moorings
adjusted so that the vessel remains safely moored under such changing conditions.
The safety / security watch must undertake periodic inspections of the vessel, having
particular regard to the early detection of fire in parts of the vessel where fire may
otherwise go undetected until well established. The safety / security watch will
regularly check running of equipment as instructed by the chief engineer.
The safety / security watch shall ensure
• The readiness for emergencies / fire accidents.
• The safe access between ship and shore is maintained.
• That unauthorized personnel do not board the vessel.
Once alongside the master must establish that the water depth at the berth is
sufficient for the vessel to remain afloat at all stages of loading and all conditions of
tide, or unless the vessel is designed to, and chartered for.
No persons other than employees, authorized customer representatives, certain
government or similar regulatory officials or authorized service personnel are allowed
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onboard a company vessel. The master and officers must ensure that no
unauthorized visitors board a company vessel under his command
Note: PASSENGERS SHOULD BE ABLE TO PROVE THEIR IDENTITY BY BOARDING
PASSES, SAFETY PASSPORTS ETC, BUT SHOULD NOT BE PERMITTED ACCESS TO
RESTRICTED AREAS UNLESS SUPERVISED.
Note: THOSE UNWILLING OR UNABLE TO ESTABLISH THEIR IDENTITY AND / OR
CONFIRM THE PURPOSE OF THEIR VISIT WHEN REQUESTED TO DO SO SHOULD BE
DENIED ACCESS TO THE SHIP AND THEIR ATTEMPT TO OBTAIN ACCESS SHOULD BE
REPORTED, AS APPROPRIATE TO THE SSO, CSO AND THE PFSO AND TO THE NATIONAL
OR LOCAL AUTHORITIES WITH SECURITY RESPONSIBILITIES.
5.3.3L LOCAL PORT / HARBOUR RULES & EMERGENCY CONTACT NUMBERS

All local port and or harbor regulations will be observed.
The safety / security watch will ensure that the vessel does not pollute the harbor
area in any way during her stay in port.
The master will obtain contact numbers (Telephone/Radio) of any local emergency
services in the area which may be able to assist should his vessel be involved in an
emergency. Such information will be made available to those keeping the safety /
security watch aboard the vessel in port.
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5.3.4 JEPP DYNAMIC LTD. Employee Responsibilities and Accountability;

All JEPP DYNAMIC LTD. employees or / and direct or indirectly employed personnel
are responsible and accountable to know, maintain and support company safety
policies, procedures, and guidelines, to ensure that they are effectively
communicated, and to ensure that the practices and procedures are followed by all
employees within the scope of their supervisory responsibility and maritime
authority.
Specific Responsibilities and Accountabilities:
 To understand that an accident can happen to anyone.
 To understand that all accidents can be avoided.
 To be accountable personally for avoiding injuries and accidents.
 To use common sense and good judgment in all work that one performs.
 To know, understand and comply with all prescribed safety policies and
procedures. TO FOLLOW THE RULES.
 To abide by all safety, health and environmental laws, applicable standards and
regulations.
 To maintain safety awareness at all times.
 To report immediately any unsafe work conditions, unsafe work practices or
other hazards to a responsible supervisor.
 To encourage all other employees to involve themselves in the safety and
accident prevention system.
 To take pride in one’s work and maintain a positive work attitude.
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5.3.5 HSE MANAGER / SUPERINTENDENT

Scope of Position
The HSE Superintendent is a mobile role which will complement the DPA/Operations
manager in the implementation, operation and improvement of the company OH-
SMS.
Duties & Responsibilities
- Conducting internal ISM audits as per JEPP DYNAMIC LTD. schedule
- Conducting internal ISPS audits as per JEPP DYNAMIC LTD. schedule
- Assistance in the planning of the internal audit schedule
- Responsible to arrange OVID/CMID audits as requested by clients
- Responsible for arranging vessel SMC & ISSC audits from flag
- Responsible for the implementation and monitoring of the JEPP DYNAMIC LTD.
fleet drill schedule
- Conduct of management visits as required by SMS
- Creation, implementation and operation of training program for JEPP
DYNAMIC LTD. fleet of vessels
- Part of the office emergency response team (can act as mobile response if
necessary)
- To assist in the development of new procedures
- To assist in the development of fleet circulars and safety memo’s
- To assist in incident/accident and near miss reporting
- To monitor the HSE KPI’s and report on these at the office safety meetings
- Assist with the effective close out of office Non-Conformance Report (NCR)
- Assist with the monitoring and effective close out of vessel raised NCR
- Assist with the upkeep of the NCR/Incident/Near Miss tracking lists
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- Attend any charterers safety meetings or other matters as designated by the

fleet manager
- To assist with the briefing of shipboard senior officers prior to joining of the
vessel
- To ensure the most up to date flag circulars and publications including NTM
and SOPEP contact lists are maintained on all vessels.
- Assisting the CSO & SSO with the completion/submission/implementation and
update of vessel SSP
with the Company’s HSE policy.
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5.3.6 PROCUREMENT MANAGER / PURCHASING OFFICER

Scope of Position
The Purchasing Officer role is to compliment the assistant purchasing manager in the
effective and efficient purchase of JEPP DYNAMIC LTD. fleet requirements.
Duties & Responsibilities
- Production of Purchase Requisitions
- Assist with the review of PR before they are put forward for approval
- Production of Purchase Orders
- Production of confirmation orders
- Liaising with vessels to confirm purchase information
- Arrange for delivery and shipping of items
- Find local and foreign suppliers
- Liaise with shipping companies
- Liaise with vessel agents for the safe delivery of goods
- Circulate shipping documents to relevant parties as required
- Confirm and verify the safe receipt of goods onboard vessels are in line with
the ordered amounts
- Assist with handling purchasing problems such as miss delivery, damaged
items, warranty items or services
- Assistance with the packing and clearing of goods and in and out of
import/export destination
- To confirm and track vessels inventory list
with the Company’s HSE policy
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5.3.7A FINANCE & ACCOUNTS

Compile all the budget from the different departments and the DPA for CEO / COO
approvals.
Monitor approved budget to ensure funds disbursement done in time and projects
payments are done tranches, to ensure work is completed before payment.
Handle the payroll, pension and all company allowances.
Issues invoices on behalf of the company, and also follow up on payment
Prepare the company’s monthly and annual account statements.
Represent the company at external financial audit meetings
Handle all the company’s tax related matters.
Also, handle the management of borrowing and loans done by the company.
5.3.7B COMPANY SECRETARY & LEGAL

Is the secretary at the company’s board meetings, take notes and draw up the board
resolutions; for the CEO / COO signature.
Advises the CEO / COO on all legal matters, especially related to vessel charter
contracts.
Assist to resolve any dispute or disagreement between the company and another
organization, and seek peaceful settlement.
Recommend attorneys or lawyers to the organization, in advent of legal suit or
arbitration.
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5.3.7C BUSINESS DEVELOPMENT

Draw up marketing plans for the company, to be able to effectively attract clients to
charter the company’s vessel.
Prepare tender bids for the company, and manage the company’s bid, to ensure
contract award.
Also, advises the company on vessels purchase, in terms of cost benefit and suitability
to operations of potential clients.
5.3.7D ADMIN AND PERSONNEL
Responsible for maintenance of the Company’s office locations, ensuring the office is
convenient and comfortable for staff to carry out their daily work.
Handle the company’s office utilities bills and communications expense.
Keep records of all staff and crew, and their contacts.
Keep inventory of all office equipment, date of purchase and when due for renewal.
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5.3.8 Job Descriptions / Responsibilities – Aboard Vessel:

5.3.8 A Chief Officer;
Is second in command of the vessel and follows the lawful directives of the Master.
Assist the Master comply with all contractual obligations as contained in the contract
in so far as possible within the maritime laws and regulation governing the vessel and
crew.
• Has overall control of the crew’s daily activities on board the vessel.
• Ensures that deck cargo is properly loaded and secured on deck.
• Ensures that mooring operations are performed in a safe manner.
• Ensures that mooring equipment is maintained in good working order.
• Ensures that mooring/anchoring operations are conducted safely.
• Ensures all crew and passengers participate in shipboard drills.
• Ensure the lifesaving and fire-fighting equipment is in good order and readily
available for use at all times.
• Ensures the vessel and accommodations are kept in a clean and orderly
condition.
• Ensures the Vessel Record Book is maintained correctly
• Ensure Health, Safety, Security and the protection of the Environment is of
foremost concern and is conveyed to the crew and passengers.
• Ensures that all Company employees on-board the vessel adheres to the QHSE
policies of the Company and Client.
• Ensures that the vessel and crew adhere to all SOLAS safety regulations.
• Ensures that all vessels’ safety and lifesaving equipment adhere to and comply
with SOLAS regulations and requirements.
• Ensure ship drills are carried out on a regular basis and recorded.
• Ensures that all marine activities carried out comply with the recognized Client
safety and procedural guidelines that are applicable to the vessel, vessel's
equipment, crew and passengers.
• Encourage the reporting of Near Misses among the crew and eliminate
potential accidents by use of Near-Miss reports.
• Achieve the Company Zero Loss Time Accident Goal.
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5.3.8B Second Officer

• The Second Officer is the Navigating Officer. He/she shall be responsible to the
Master for proper performance and conduct as a Watch Keeper and Navigator.
• When duties involve the handling of cargo or ballast, the Second Officer is
responsible to the Master through the Chief Officer.
• With the aid of the Chief Officer, the Second Officer must learn to load,
distribute and discharge cargo and ballast, and become thoroughly familiar
with the vessel's cargo and ballast system so that he/she can relieve the Chief
Officer when the occasion demands.
• The Second Officer's duties shall include responsibility for the following:
• Standing a Navigational Watch.
• Standing a watch in port.
• The preparation of the Passage Plan as directed by and for the approval of the
Master.
• The ordering, maintenance and correction of all charts and Navigational
publications relevant to the vessel's projected employment consistent with the
information obtained from the latest data available.
• Ensure that all Navigation Warnings, weather forecasts, traffic and routing
information
• Appropriate areas of the vessels’ operation are obtained prior to getting
underway.
• Obtaining the noon position each day, and for the preparation of the noon
summary report.
• Supplying to the Chief Engineer a timely and accurate summary of the voyage
on completion of the sea passage.
• Deck Log abstracts and Deck Voyage reports where Owner's require such
information.
• The Deck Log Book. The Bridge Movement Book. The Compass Error Book.
• The care and maintenance of all lamps required for Navigation purposes.
• Navigational instruments and equipment including the GECSS equipment.
• The security of the wheelhouse, chartroom, and Navigating equipment and
instruments when the vessel is in port.
• The maintenance of an adequate supply of stationery on board.
• Cargo and ballast duties as directed by the Chief Officer.
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• Recording all bridge equipment defects. Repairs and maintenance to

equipment for which the Second Officer is responsible are to be carried out in
accordance with the manufacturer's instructions.
• The care and maintenance of the medical locker, the ordering of medical
stores.
• The compilation of the “Illness &Injury- Report”, the treatment of all illnesses
and accidents occurring on board in accordance with the procedures
recommended in the Shipmaster's Medical Guide and in consultation with the
Master.
• Prior to sailing the Second Officer must ensure that the charts and Navigational
publications for the voyage are on board, corrected according to the most
recent available information, are arranged in order of use and readily
accessible and that the Passage Plan is completed to the Master's approval.
5.3.8C Third Officer

The Third Officer shall be responsible to the Master for proper performance and
conduct as a Watch Keeper and Navigator. When duties involve the handling of cargo
or ballast, the Third Officer is responsible to the Master through the Chief Officer.
The Third Officer shall also be responsible for the following:
• Standing a Navigational Watch.
• Standing a watch in port.
• The care and maintenance of all Life Saving Appliances and Fire Fighting
Equipment.
• The care and maintenance of the vessel's audible and visual signaling
equipment, including flags, lights, fog gong, bell, and signal books.
• It is the Third Officer's responsibility to ensure that the chronometers are in
good working order and, when appropriate, batteries changed.
• Cargo and ballast handling duties as directed by the Chief Officer.
5.3.8D Deck Cadets

• Trainee Deck Officers will have their duties assigned to them by the Chief
Officer. When allocating these duties, the Chief Officer shall bear in mind the
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particular needs of each Trainee with regard to his/her level of training, degree
of competence and future training requirements.
• Trainee Deck Officers shall keep detailed and accurate records of Watch
Keeping and Cargo related duties, countersigned by the OOW.
• Trainee Deck Officers should be relevant use every endeavor to complete the
onboard approved training course with a view to obtaining their Endorsement
as soon as possible.
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5.3.8E Chief Engineer;

Has overall control of the marine engineering workforce's daily activities on board the
vessel.
• Ensures that all personnel under his supervision carry out their duties in a safe
and professional manner.
• Ensures that the vessel's machinery and equipment comply with all maritime
laws and regulations governing the vessel.
• Ensures that the vessel's mechanical and electrical equipment is maintained in
accordance with high industry standards.
• Ensures that planned maintenance schedules laid down in the Planned
Maintenance System are implemented and carried out for all machinery and
electrical equipment.
• Ensure vessel logs and condition reports are completed and issued on time.
• Ensures where required the vessel Record Book is maintained.
5.3.8F Second Engineer

The Second Engineer is directly responsible to the Chief Engineer for the supervision
of all engineering activities on board including the overhauling of, and repair work to,
the main engine, boilers, auxiliaries, electrical equipment, deck machinery, cargo
plant, lifeboat motors, emergency fire pumps and emergency generator.
• He/ She is directly responsible to the Chief Engineer for setting up the main
machinery and ensuring all safety and alarm systems are functional prior to
engines being placed on Unattended Machinery Space operations.
• He/ She must ensure that the Engine Room Log Book is properly written up and
maintained in a clean and tidy condition.
• He/ She is responsible for the loading of lubricants by ensuring the correct
setting of lines, valves and also that the correct grades are being loaded.
• He/ She shall assist the Chief Engineer in the supervision of the bunkering
operations.
• He/ She in conjunction with the Chief Engineer direct and supervises
Engineering Department Staff during emergency and fire drills and generally
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ensures that the Engineering Department Staff member complies with

regulations.
• He/ She must ensure that the Engine Room Log Book is properly written up and
maintained in a clean and tidy condition.
• He/ She is responsible for the loading of lubricants by ensuring the correct
setting of lines, valves and also that the correct grades are being loaded.
• He/ She shall assist the Chief Engineer in the supervision of the bunkering
operations.
• He/ She in conjunction with the Chief Engineer direct and supervises
Engineering Department Staff during emergency and fire drills and generally
ensures that the Engineering Department Staff member complies with
regulations.
• He/ She shall order and receive all Engine Room consumable stores and drum
oils.
• He/ She are responsible for the allocation of tools, consumables in the Engine
Room.
• He/ She must keep a full record of planned maintenance, overhauling and
repair work carried out.
• He/ She are responsible for the cleanliness and orderliness of the Machinery
Spaces, inspecting all machinery and equipment and for the proper and
economical use of all stores, tools and spare gear.
• He/ She must keep the Chief Engineer fully informed about the progress of
maintenance and repair work, running of the machinery, conduct and ability of
the staff, and shall report immediately to him of any unusual occurrence in the
Engine Department.
• He/ She shall assist the Chief Engineer in the compilation of repair lists and
other documentation.
• He/ She shall assist the Chief Engineer to draw up the vessel’s planned
maintenance system, and is responsible for the timely execution of such
planned maintenance.
• He/ She is a member of the Shipboard Management Team. The Second
Engineer has charge of and shall direct the Ratings in their work whilst in
Machinery Spaces.
• Is responsible for preparing proper hand-over notes prior to leaving the vessel.
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5.3.8G Third Engineer

The Third Engineer is responsible to the Chief Engineer for the proper performance
and conduct in his duties.
Will perform such operations, repair and maintenance duties as directed by the
Second Engineer.
• Is responsible for operations, maintenance, service and repair of the vessel’s
purifiers, including the keeping of proper records and ordering of spare parts
through the Chief Engineer, for the same.
air compressors, including the keeping of proper records and ordering of spare
parts through the Chief Engineer, for the same.
main engine and ancillary equipment, including the keeping of proper records
and ordering of spare parts through the Chief Engineer, for the same.
• Is responsible for maintenance, service and repair of the vessel’s boilers and
ancillary equipment, including the testing of boiler water and the keeping of
proper records and ordering of spare parts through the Chief Engineer, for the
same.
• Is responsible for maintenance, service and repair of the vessel’s generators
and ancillary equipment, including the keeping of proper records and ordering
of spare parts through the Chief Engineer, for the same.
• Is responsible for preparing proper hand-over notes prior to leaving the vessel.
5.3.8H Trainee Engineer/Cadets

• The Trainee Engineer/Cadet reports directly to the Second Engineer. The
Second Engineer may assign the Trainee Engineer/Cadet to assist other
Engineering Officers, in this case the Trainee Engineer/Cadet reports to the
Engineering Officer in charge of the task.
• Trainee Engineer/Cadet will have their duties assigned to them by the Second
Engineer.
• When allocating these duties, the Second Engineer shall bear in mind the
particular needs of each Trainee/Cadet with regard to his/her level of training,
degree of competence and future training requirements.
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5.3.8I Electrician
• The Electrician shall work in conjunction with the Chief Engineer and the
Second Engineer and is regarded as a member of the Engine Room
Department. He/she is responsible to the Chief Engineer.
• The Electrician is responsible for the efficient running and maintenance of the
vessel's electrical power, generating plants and distribution system. He/she is
expected to repair faults in wiring, switchgear, defective electrical machinery
and control systems.
• The Electrician is responsible for the efficient running and maintenance of the
refrigeration plant and the air-conditioning units. The operation and
maintenance of all emergency batteries.
• The Electrician is to be available at all times during cargo working hours to
maintain or repair electrically operated stores cranes and cargo equipment.
• The Electrician, upon joining a vessel, shall report to the Chief Engineer and
shall consult with the Officer being relieved regarding the condition of
electrical machinery and equipment. The Electrician shall in the company of
the officer being relieved, if time permits, make an inspection of all electrical
machinery and equipment for which he/she is responsible and shall report any
deficiencies to the Chief Engineer.
5.3.8J Deck Ratings;

Ensure the lawful commands of the Master & Officers are carried out with due regard
to the health and safety of the crew and to the environment.
• To assist in the safe Navigation and watch-keeping on the vessel.
• To ensure that all marine activities carried out from the vessel comply with all
International & Local Maritime laws governing the vessel.
• Ensure the lawful orders of the Master under the guidance of the Officers are
carried out.
• Ensures that all work activities assigned by the Officers are carried out in a safe,
efficient, and professional manner.
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• Ensure the vessel's appearance is maintained in a rust free, clean and orderly
condition at all times.
• Ensures that the vessel's lifesaving and fire-fighting equipment on deck is
properly maintained and ready for us at all times.
• Ensures that any deficiencies observed in vessel's deck equipment is promptly
reported to the Chief Mate.
• Ensures that mooring and anchoring operations procedures are safely carried
out.
• Ensure that a proper lookout is maintained while on duty and that all watch-
keeping duties are carried out as instructed by the officer on deck.
• Ensure that mooring lines and wires are properly maintained and any
deficiencies reported immediately to the officer on watch.
• Ensure that Health, Safety, Security and the environment are of the foremost
concern at all times while on board and especially while carrying out
assignments.
• Ensure that all QHSE policies of the Company and Client are adhered to.
• Ensure that the vessel's safety and lifesaving equipment are maintained
properly and made readily available for emergency use by the crew and the
passengers.
• Ensure that you are familiar with and attend all shipboard drills and in the event
of a real emergency assist any passenger in need of assistance.
• Ensure that all marine activities carried out on behalf of the Client comply with
the Client's safety and procedural guidelines.
• Promote safety awareness among fellow workers and passengers.
• Participate in and encourage Near-Miss reporting among fellow workers in
order to prevent and eliminate accidents or injuries in the workplace.
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5.3.8K Crane Operator

• It is the responsibility of the Master of the vessel to establish the criteria used
to qualify individuals to operate cranes located on that vessel.
• In establishing this qualification program, the Master may delegate the
conduct of the program to others under his command. Such delegation does
not relieve the Master of the responsibility to ensure that each individual is
qualified when operating a crane.
5.3.8L Engine Ratings;

• To ensure that engineering activities carried out on the vessel and its
equipment comply with all International & Local Maritime laws.
• To ensure that all Company and Client QHSE policies and requirements are
adhered to and that they do not conflict with maritime laws governing the
vessel and crew.
• To ensure that the work order directives of the Engineers are performed in a
safe and efficient manner.
• Ensures that assigned watches are carried out properly with due regard to the
safety of the vessel.
• Ensure that all machinery running while on watch is monitored properly and
within the manufacturer's recommendations.
• Ensure that faulty equipment is placed out of service immediately and that the
Engineer is informed.
• Ensure that no ballasting or trimming of the vessel is undertaken without the
approval and directives of the Engineer.
• Assist the Engineers in performing routine and preventive maintenance.
• Assist the Engineers in making repairs to the vessel's equipment.
• Assist the Engineers in troubleshooting faults in equipment.
• Assist the Engineers with the operating of pumps and compressors until such
time as he is relieved or not required any longer.
• Ensure that all machinery spaces are kept clean and oil free at all times.
• Ensure that he is knowledgeable in the operation of all machinery and
equipment on the vessel without the need for supervision by the Engineers.
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• Ensure that all maritime laws and regulations are adhered to and that a high
standard of engineering is practiced.
• Ensure that the maritime regulations (SOLAS) concerning the vessel and crews
are adhered to.
• Ensure that all QHSE policies of the Company and Client are adhered to.
• Ensure that Health, Safety, Security and the protection of the environment are
of the foremost concern in any work carried out.
• Ensure that Company equipment and tools are maintained in a safe and
acceptable condition.
• Ensure the vessel's emergency and fire-fighting equipment and machinery are
working and in good order at all times.
• Know and be able to actively participate in all emergency, lifesaving and fire-
fighting procedures and drills.
• Report all Near-Misses to the Engineers in order to eliminate potential
accidents.
• Maintain good engineering practices and safety awareness on the job.
• Participate in safety and toolbox meetings.
• Carry out watch standing in a professional manner and alert the Engineers or
Master of any abnormalities discovered immediately.
5.3.8M Chief Cook/Cook Responsibilities and Duties

• The Chief Cook/Cook is responsible for the preparation of all meals, salads and
cold meats.
• The Chief Cook/Cook is responsible for the cleaning of the galley, and the meat
and vegetable rooms.
• The Chief Cook/Cook assists the Steward in stocktaking the meat rooms.
• The Chief Cook/Cook works with the Steward in preparing menus, helping to
ensure that meals are tasty and nutritious and that the Catering Department is
run in an efficient and cost-effective way.
• The Chief Cook/Cook shall participate in the vessel’s Emergency Response
System as designated by the Master.
• The Chief Cook/Cook, together with the Steward, is responsible for the security
of all food storage Areas.
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5.3.8N Stewards Responsibilities and Duties

• The Steward, in conjunction with the Chief Cook/Cook, plans menus and
victuals the vessel.
• The Steward, together with the Chief Cook/Cook, is responsible for the security
of all food storage Areas.
• The Steward is responsible for the overall cleanliness of all catering
storerooms, restaurant, duty mess as well as the disposal of all rubbish other
than from crew cabins.
• The Steward is responsible for cleaning the vessel's offices.
• The Steward is responsible for cleaning the duty mess and dry storerooms.
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A key factor for the success of an OH&S system is to ensure there are clear lines of
communication, consultation and participation of workers with sufficient allocation
of time and resources.
JEPP DYNAMIC LTD. has developed processes to ensure information that has an
impact on OH&S is communicated at all levels of the organization.
This can be achieved in many different ways based on the scope and scale of the
organization.
FIG 20 ORGANISATION CHART

CHIEF EXECUTIVE OFFICER / CHIEF
BOARD OF OPERATIONS OFFICER
DIRECTORS
COMPANY DPA / CSO

SECRETARY
Legal Finance Procurement Admin & HSE

Business
Department Department Department Personnel
Department Operations
Department
Department
VESSEL MASTER
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5.4.1 HUMAN RESOURCES – PERSONNEL, CREW AND CONTRACTORS
What are the mechanisms for recruitment, training, access to occupational health &
safety, removing obstacles to occupational health & safety, determining needs and
expectations of workers, applicable controls for outsourcing, procurement and
contractors???
The major internal mechanism to handle all the above at JEPP DYNAMIC LTD. as
player in the maritime industry; are adherence to the provisions of the Maritime
Labor Conventions, Safety of Life At Sea Convention, International Ship and Port
Security Code and other relevant IMO Conventions; such as the International Safety
Management Code, Marine Pollution Code, etc.
The English language shall be the shipboard working language.
The Company has established procedures so that the shipboard personnel can read
and understand the contents of the Safety Management System manual, and the
requirements of the Company for the safe operation of the vessel.
5.4.1.0 Declaration of MLC 2006 Compliance – DMLC
DMLC means a declaration summarizing the national laws or regulations

implementing an agreed-upon list of 14 areas of the maritime standard.
The Flag State of the vessel falling under the MLC 2006 will draw up a ship-specific
Declaration of Maritime Labor Compliance, Part I (DMLC I).
The shipowner / operator shall develop and implement measures to ensure

compliance with the national requirements in the ship-specific Declaration of
Maritime Labour Compliance, Part II (DMLC II). The declaration is attached to the
Maritime Labour Certificate and sets out the shipowner’s or operator’s plan for
ensuring that the national requirements implementing the Convention will be
maintained on the ship between inspections.
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DMLC – PART 1
The Flag State of the vessel falling under the MLC 2006 will draw up a ship-specific
Declaration of Maritime Labour Compliance, Part I (DMLC I). This document contains
references to the national laws and possible flag specific exemptions.
DMLC – PART 2
The shipowner / operator shall develop and implement measures to ensure on-going
compliance with the national requirements in the ship-specific Declaration of
Maritime Labour Compliance, Part II (DMLC II). This declaration is attached to the
Maritime Labour Certificate and sets out the shipowner’s or operator’s plan for
ensuring that the national requirements implementing the Convention will be
maintained on the ship between inspections.
In DMLC Part II the shipowner / operator needs to note the procedures or make
references to existing procedures which ensure the compliance to the main points of
the MLC covering ‘Minimum Requirements for Seafarers to Work on a Ship’,
‘Conditions of Employment’, ‘Accommodation, Recreational Facilities, Food and
Catering’, ‘Health Protection, Medical Care, Welfare and Social Security Protection’
and ‘Compliance and Enforcement’.
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5.4.1A Health and safety protection and accident prevention –

MLC Regulation 4.3
Purpose: To ensure that seafarers’ work environment on
board ships, ensures and promotes occupational safety and
health
1. Each Member Nation or Ship Flag-State Administration shall ensure that seafarers
on ships that fly its flag are provided with occupational health protection and live,
work and train on board ship in a safe and hygienic environment.
2. Each Member shall develop and promulgate national guidelines for the
management of occupational safety and health on board ships that fly its flag, after
consultation with representative shipowners’ and seafarers’ organizations and taking
into account applicable codes, guidelines and standards recommended by
international organizations, national administrations and maritime industry
organizations.
3. Each Member shall adopt laws and regulations and other measures addressing the
matters specified in the Code, taking into account relevant international instruments,
and set standards for occupational safety and health protection and accident
prevention on ships that fly its flag.
Standard A4.3 – Health and safety protection and accident prevention
1. The laws and regulations and other measures to be adopted in accordance

with Regulation 4.3, paragraph 3, shall include the following subjects:
(a) the adoption and effective implementation and promotion of occupational safety
and health policies and programs on ships that fly the Member’s flag, including risk
evaluation as well as training and instruction of seafarers;
(b) reasonable precautions to prevent occupational accidents, injuries and diseases

on board ship, including measures to reduce and prevent the risk of exposure to
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harmful levels of ambient factors and chemicals as well as the risk of injury or disease
that may arise from the use of equipment and machinery on board ships;
(c) on-board programs for the prevention of occupational accidents, injuries and
diseases and for continuous improvement in occupational safety and health
protection, involving seafarers’ representatives and all other persons concerned in
their implementation, taking account of preventive measures, including engineering
and design control, substitution of processes and procedures for collective and
individual tasks, and the use of personal protective equipment; and
(d) requirements for inspecting, reporting and correcting unsafe conditions and for
investigating and reporting on-board occupational accidents.
2. The provisions referred to in paragraph 1 of this Standard shall:
(a) take account of relevant international instruments dealing with occupational

safety and health protection in general and with specific risks, and address all
matters relevant to the prevention of occupational accidents, injuries and diseases
that may be applicable to the work of seafarers and particularly those which are
specific to maritime employment;
(b) clearly specify the obligation of shipowners, seafarers and others concerned to
comply with the applicable standards and with the ship’s occupational safety
and health policy and program with special attention being paid to the safety and
health of seafarers under the age of 18;
(c) specify the duties of the master or a person designated by the master, or both, to
take specific responsibility for the implementation of and compliance with the ship’s
occupational safety and health policy and program; and
(d) specify the authority of the ship’s seafarers appointed or elected as safety
representatives to participate in meetings of the ship’s safety committee. Such a
committee shall be established on board a ship on which there are five or more
seafarers.
3. The laws and regulations and other measures referred to in Regulation 4.3,
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paragraph 3, shall be regularly reviewed in consultation with the representatives of

the shipowners’ and seafarers’ organizations and, if necessary, revised to take
account of changes in technology and research in order to facilitate continuous
improvement in occupational safety and health policies and program and to provide
a safe occupational environment for seafarers on ships that fly the Member’s flag.
4. Compliance with the requirements of applicable international instruments

on the acceptable levels of exposure to workplace hazards on board ships and on the
development and implementation of ships’ occupational safety and health policies
and programs shall be considered as meeting the requirements of this Convention.
5. The competent authority shall ensure that:
(a) occupational accidents, injuries and diseases are adequately reported, taking into
account the guidance provided by the International Labour Organization with respect
to the reporting and recording of occupational accidents and diseases;
(b) comprehensive statistics of such accidents and diseases are kept, analyzed and
published and, where appropriate, followed up by research into general trends and
into the hazards identified; and
(c) occupational accidents are investigated.
6. Reporting and investigation of occupational safety and health matters shall

be designed to ensure the protection of seafarers’ personal data, and shall take
account of the guidance provided by the International Labour Organization on this
matter.
7. The competent authority shall cooperate with shipowners’ and seafarers’

organizations to take measures to bring to the attention of all seafarers’ information
concerning particular hazards on board ships, for instance, by posting official notices
containing relevant instructions.
8. The competent authority shall require that shipowners conducting risk evaluation
in relation to management of occupational safety and health refer to appropriate
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statistical information from their ships and from general statistics provided by the
competent authority.
Guideline B4.3 – Health and safety protection and accident prevention
• Guideline B4.3.1 – Provisions on occupational accidents, injuries and diseases
1. The provisions required under Standard A4.3 should take into account the
ILO code of practice entitled Accident prevention on board ship at sea and in port,
1996, and subsequent versions and other related ILO and other international
standards and guidelines and codes of practice regarding occupational safety and
health protection, including any exposure levels that they may identify.
2. The competent authority should ensure that the national guidelines for the
management of occupational safety and health address the following matters, in
particular:
(a) general and basic provisions;

(b) structural features of the ship, including means of access and asbestos-related
risks;
(c) machinery;
(d) the effects of the extremely low or high temperature of any surfaces with which
seafarers may be in contact;
(e) the effects of noise in the workplace and in shipboard accommodation;

(f) the effects of vibration in the workplace and in shipboard accommodation;
(g) the effects of ambient factors, other than those referred to in subparagraphs
(e)and (f), in the workplace and in shipboard accommodation, including tobacco
smoke;
(h) special safety measures on and below deck;
(i) loading and unloading equipment;
(j) fire prevention and fire-fighting;
(k) anchors, chains and lines;
(l) dangerous cargo and ballast;
(m) personal protective equipment for seafarers;
(n) work in enclosed spaces;
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(o) physical and mental effects of fatigue;

(p) the effects of drug and alcohol dependency;
(q) HIV/AIDS protection and prevention; and
(r) emergency and accident response.
3. The assessment of risks and reduction of exposure on the matters referred to

in paragraph 2 of this Guideline should take account of the physical occupational
health effects, including manual handling of loads, noise and vibration, the chemical
and biological occupational health effects, the mental occupational health effects,
the physical and mental health effects of fatigue, and occupational accidents.
The necessary measures should take due account of the preventive principle
according to which, among other things, combating risk at the source, adapting work
to the individual, especially as regards the design of workplaces, and replacing the
dangerous by the non-dangerous or the less dangerous, have precedence over
personal protective equipment for seafarers.
4. In addition, the competent authority should ensure that the implications for
health and safety are taken into account, particularly in the following areas:
(a) emergency and accident response;

(b) the effects of drug and alcohol dependency; and
(c) HIV/AIDS protection and prevention.
• Guideline B4.3.2 – Exposure to noise
1. The competent authority, in conjunction with the competent international

bodies and with representatives of shipowners’ and seafarers’ organizations
concerned, should review on an ongoing basis the problem of noise on board ships
with the objective of improving the protection of seafarers, in so far as practicable,
from the adverse effects of exposure to noise.
2. The review referred to in paragraph 1 of this Guideline should take account

of the adverse effects of exposure to excessive noise on the hearing, health and
comfort of seafarers and the measures to be prescribed or recommended to reduce
shipboard noise to protect seafarers.
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The measures to be considered should include the following:
(a) instruction of seafarers in the dangers to hearing and health of prolonged

exposure to high noise levels and in the proper use of noise protection devices and
equipment;
(b) provision of approved hearing protection equipment to seafarers where
necessary; and
(c) assessment of risk and reduction of exposure levels to noise in all accommodation
and recreational and catering facilities, as well as engine rooms and other machinery
spaces.
Guideline B4.3.3 – Exposure to vibration
1. The competent authority, in conjunction with the competent international

bodies and with representatives of shipowners’ and seafarers’ organizations
concerned, and taking into account, as appropriate, relevant international standards,
should review on an ongoing basis the problem of vibration on board ships with the
objective of improving the protection of seafarers, in so far as practicable, from the
adverse effects of vibration.
2. The review referred to in paragraph 1 of this Guideline should cover the effect
of exposure to excessive vibration on the health and comfort of seafarers and the
measures to be prescribed or recommended to reduce shipboard vibration to protect
seafarers.
The measures to be considered should include the following:

(a) instruction of seafarers in the dangers to their health of prolonged exposure to
vibration;
(b) provision of approved personal protective equipment to seafarers where
necessary; and
(c) assessment of risks and reduction of exposure to vibration in all accommodation
and recreational and catering facilities by adopting measures in accordance with the
guidance provided by the ILO code of practice entitled Ambient factors in the
workplace, 2001, and any subsequent revisions, taking account of the difference
between exposure in those areas and in the workplace.
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Guideline B4.3.4 – Obligations of shipowners
1. Any obligation on the shipowner to provide protective equipment or other

accident prevention safeguards should, in general, be accompanied by provisions
requiring their use by seafarers and by a requirement for seafarers to comply with
the relevant accident prevention and health protection measures.
2. Account should also be taken of Articles 7 and 11 of the Guarding of Machinery

Convention, 1963 (No. 119), and the corresponding provisions of the Guarding of
Machinery Recommendation, 1963 (No. 118), under which the obligation to ensure
compliance with the requirement that machinery in use is properly guarded, and its
use without appropriate guards prevented, rests on the employer, while there is an
obligation on the worker not to use machinery without the guards being in position
nor to make inoperative the guards provided.
• Guideline B4.3.5 – Reporting and collection of statistics
1. All occupational accidents and occupational injuries and diseases should be

reported so that they can be investigated and comprehensive statistics can be kept,
analyzed and published, taking account of protection of the personal data of the
seafarers concerned. Reports should not be limited to fatalities or to accidents
involving the ship.
2. The statistics referred to in paragraph 1 of this Guideline should record the

numbers, nature, causes and effects of occupational accidents and occupational
injuries and diseases, with a clear indication, as applicable, of the department on
board a ship, the type of accident and whether at sea or in port.
3. Each Member should have due regard to any international system or model
for recording accidents to seafarers which may have been established by the
International Labour Organization.
• Guideline B4.3.6 – Investigations
1. The competent authority should undertake investigations into the causes and
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circumstances of all occupational accidents and occupational injuries and diseases

resulting in loss of life or serious personal injury, and such other cases as may be
specified in national laws or regulations.
2. Consideration should be given to including the following as subjects of

investigation:
(a) working environment, such as working surfaces, layout of machinery, means of

access, lighting and methods of work;
(b) incidence in different age groups of occupational accidents and occupational
injuries and diseases;
(c) special physiological or psychological problems created by the shipboard
environment;
(d) problems arising from physical stress on board a ship, in particular as a
consequence of increased workload;
(e) problems arising from and effects of technical developments and their influence
on the composition of crews; and
(f) problems arising from any human failures.
• Guideline B4.3.7 – National protection and prevention programs
1. In order to provide a sound basis for measures to promote occupational

safety and health protection and prevention of accidents, injuries and diseases which
are due to particular hazards of maritime employment, research should be
undertaken into general trends and into such hazards as are revealed by statistics.
2. The implementation of protection and prevention programs for the promotion of

occupational safety and health should be so organized that the competent authority,
shipowners and seafarers or their representatives and other appropriate bodies may
play an active role, including through such means as information sessions, on-board
guidelines on maximum exposure levels to potentially harmful ambient workplace
factors and other hazards or outcomes of a systematic risk evaluation process.
In particular, national or local joint occupational safety and health protection and
accident prevention committees or ad hoc working parties and on-board committees,
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on which shipowners’ and seafarers’ organizations concerned are represented,

should be established.
3. Where such activity takes place at company level, the representation of seafarers
on any safety committee on board that shipowner’s ships should be considered.
• Guideline B4.3.8 – Content of protection and prevention programs
1. Consideration should be given to including the following in the functions of

the committees and other bodies referred to in Guideline B4.3.7, paragraph 2:
(a) the preparation of national guidelines and policies for occupational safety and
health management systems and for accident prevention provisions, rules
and manuals;
(b) the organization of occupational safety and health protection and accident
prevention training and programs;
(c) the organization of publicity on occupational safety and health protection and
accident prevention, including films, posters, notices and brochures; and
(d) the distribution of literature and information on occupational safety and health
protection and accident prevention so that it reaches seafarers on board ships.
2. Relevant provisions or recommendations adopted by the appropriate

national authorities or organizations or international organizations should be taken
into account by those preparing texts of occupational safety and health protection
and accident prevention measures or recommended practices.
3. In formulating occupational safety and health protection and accident prevention

programs, each Member should have due regard to any code of practice concerning
the safety and health of seafarers which may have been published by the
International Labour Organization.
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• Guideline B4.3.9 – Instruction in occupational safety and health protection and

the prevention of occupational accidents
1. The curriculum for the training referred to in Standard A4.3, paragraph 1(a),
should be reviewed periodically and brought up to date in the light of development
in types and sizes of ships and in their equipment, as well as changes in manning
practices, nationality, language and the organization of work on board ships.
2. There should be continuous occupational safety and health protection and

accident prevention publicity. Such publicity might take the following forms:
(a) educational audiovisual material, such as films, for use in vocational training
centers for seafarers and where possible shown on board ships;
(b) display of posters on board ships;
(c) inclusion in periodicals read by seafarers of articles on the hazards of maritime
employment and on occupational safety and health protection and accident
prevention measures; and
(d) special campaigns using various publicity media to instruct seafarers, including
campaigns on safe working practices.
3. The publicity referred to in paragraph 2 of this Guideline should take account

of the different nationalities, languages and cultures of seafarers on board ships.
• Guideline B4.3.10 – Safety and health education of young seafarers
1. Safety and health regulations should refer to any general provisions on medical
examinations before and during employment and on the prevention of accidents and
the protection of health in employment, which may be applicable to the work of
seafarers. Such regulations should specify measures which will minimize occupational
dangers to young seafarers in the course of their duties.
2. Except where a young seafarer is recognized as fully qualified in a pertinent

skill by the competent authority, the regulations should specify restrictions on young
seafarers undertaking, without appropriate supervision and instruction, certain types
of work presenting special risk of accident or of detrimental effect on their health or
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physical development, or requiring a particular degree of maturity, experience or

skill.
In determining the types of work to be restricted by the regulations, the competent

authority might consider in particular work involving:
(a) the lifting, moving or carrying of heavy loads or objects;
(b) entry into boilers, tanks and cofferdams;
(c) exposure to harmful noise and vibration levels;
(d) operating hoisting and other power machinery and tools, or acting as signalers to
operators of such equipment;
(e) handling mooring or tow lines or anchoring equipment;
(f) rigging;
(g) work aloft or on deck in heavy weather;
(h) night-watch duties;
(i) servicing of electrical equipment;
(j) exposure to potentially harmful materials, or harmful physical agents such as
dangerous or toxic substances and ionizing radiations;
(k) the cleaning of catering machinery; and
(l) the handling or taking charge of ships’ boats.
3. Practical measures should be taken by the competent authority or through

the appropriate machinery to bring to the attention of young seafarers’ information
concerning the prevention of accidents and the protection of their health on board
ships.
Such measures could include adequate instruction in courses, official accident

prevention publicity intended for young persons and professional instruction and
supervision of young seafarers.
4. Education and training of young seafarers both ashore and on-board ships
should include guidance on the detrimental effects on their health and well-being of
the abuse of alcohol and drugs and other potentially harmful substances, and the risk
and concerns relating to HIV/AIDS and of other health risk related activities.
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5.4.1B Selection and Engagement Policy of Marine Crew.

Maritime Labour Convention (MLC) Regulation 1.4 – Recruitment and placement
The Company shall ensure that each ship is manned with qualified, certificated and
medically fit Marine Crew in accordance with national and international
requirements and as per JEPP DYNAMIC LTD. Selection Criteria.
All Marine Crew are engaged only after the assessment and approval by Crewing and
other relevant Departments. Performance evaluations shall be conducted upon the
crew completion of contract or as required in accordance with Company Policy to
further assess suitability of next engagement.
All Marine Crew working on board shall be trained or certified as competent or

otherwise qualified to perform their duties. They shall successfully complete
trainings for personal safety on board ship.
The Management further ensures that each Master is fully conversant with all
relevant parts of the Company’s Safety Management System.
In addition, Vessel catering crew shall be trained, qualified and competent in cookery,
with knowledge in food and personal hygiene, food storage, stock control and
environmental protection areas.
Marine Crew are engaged by the Company through approved Manning Agents. Only
Marine Crews approved by the Company are allowed to work onboard.
Manning Agents are monitored to ensure that they comply with the Company’s
Selection Criteria and any other revisions to the instructions / requirements from
time to time.
Master shall verify the certificates of the Marine Crew upon their signing on board.
All certificates must be kept available in original form or certified true copy on board
the ship on which the Marine Crew is serving.
Any discrepancy found shall be reported to the Company and to be rectified

accordingly.
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Master will utilize the JEPP DYNAMIC LTD. Pre-Joining Checklist Form, that is prepared
by the Manning Agent as a guide to perform the verification check.
Manning Agents shall ensure that copies of such documents are made available in
their office where the Marine Crew is engaged and shall be made available upon
request.
In addition, the same JEPP DYNAMIC LTD. Pre-joining Checklist together with the
required documentations of the Marine Crew shall be sent to the Company for file
records once the Marine Crew joins the vessel.
Required documentations are copies of the following:

• CV (personal questionnaires)
• National Passport – for verification of crew identity, nationality and age
• Sea service records; such as Seafarers’ Identifications / Record Book / Seaman
Discharge book
• Medical Fitness Certificate as per the company requirements in 3 formats
• Certificates of Competency / Proficiency
• STCW required certificates
• Any other relevant training certificates as per the Rank’s requirement
• Any other requirement / endorsement as per the Flag State requirement of the
vessel that the Marine Crew is serving on
However, if there is a requirement to engage local Marine Crews in Countries

whereby the local cabotage Rules applies, copies of crew documents will be made
available only in the respective Manning Agent office.
The Company will only hold such local Marine Crews’ CV.
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Minimum age (MLC Regulation 1.1)
The minimum age to engage a Marine Crew to work onboard the Company vessel is
18 years old as per the company Recruitment Selection Criteria.
Verification and selection process prior to the engagement of Marine Crew shall be
carried out by The Company as per the Company Policy. Manning agencies are also
required to comply with the company minimum age requirement policy, prior to
engagement of any marine crew.
5.4.1C Medical Certification (MLC Regulation 1.2)
The Company shall direct Manning Agencies to ensure that Marine Crew employed
onboard a vessel shall be in possession of an original physical examination certificate
issued by a duly qualify medical practitioner.
Crew WITHOUT valid and current Medical Fitness Test report would not be engaged
or allowed to work onboard; and where the crew is onboard, on expiration of his
medical certificate, he would no longer be allowed onboard, and if not renewed
immediately, it would form basis of grounds for dismissal of the crew.
The certificate is to be in an official form as per the Flag Administration format signed
by a medical practitioner licensed in the place of examination in English language
attesting that the holder is certified fit for duty.
The nature of the medical examination is to be in accordance with the ILO/WHO

Guidelines for Conducting Pre-Sea and Periodic Medical Fitness Examinations for
Seafarers (ILO/WHO/D.2/1997), including any subsequent versions.
In cases where there is a change in the condition of the Seafarer, may warrant review
of the seafarer medical fitness certificate; the crew would not be allowed to remain
onboard, and where such review results in the withdrawal of his medical fitness
certificate, the crew would be considered for dismissal. Crew onboard with
deteriorating medical condition are to report to shore medical clinic, report from
shore clinic may require their medical fitness certificate to be reviewed.
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Each crew will hold at least 3 sets of Medical forms issued by the duly qualify medical
practitioner:
• The first copy shall be as per the medical practitioner center format AND
• The second copy shall be as per Nigerian Flag – State format
The maximum validity for medical fitness certificate, including color vision is two
years for seafarers 18 years and above, and one year for seafarers above the age of
50 years.
The expiration dates of medical certificates are monitored at least on a monthly basis
whenever there is crew change being carried out. Information are recorded in the
Crew Matrix Form as prepared by the Master after each crew change.
Provisions have been made so that a seafarer with an expired medical certificate
while in the service of the vessel can obtain a new medical certificate from a qualified
practitioner at the first available opportunity within a period not exceeding 3 (Three)
Months.
Provisions for Urgent Cases, a seafarer may board a vessel and work without a valid
medical certificate until the next port of call where the seafarer can obtain a medical
certificate from a qualified medical practitioner within 3 (Three) Months, provided
that the period of the Expired Medical Certificate is not greater than 6 (Six) Months.
Master shall seek guidance from Crewing Agency for guidance and compliance to
above point, should such situations arise.
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5.4.1D Qualification of seafarer (MLC Regulation 1.3)
Marine Crew engaged to work onboard The Company’s vessels are qualified and
certified to perform their duties within the capacity of the rank onboard.
Their certifications are updated and detailed after each crew change for monitoring
purpose.
Drills and Training Matrix are available onboard to guide the Marine Crew to facilitate
and capture relevant training in accordance with “Standards of Training, Certification
& Watchkeeping (STCW) and other national requirements.
In addition, familiarization orientations / trainings are provided for each Marine Crew
upon joining ship.
Selected Senior Officers ranks are given Familiarization Training in the Company’s
office prior joining at least once a year or as and when required.
5.4.1E Recruitment and placement – Use of licensed or certified or regulated

private recruitment and placement service (MLC Regulation 1.4)
Marine crew shall have access to a well-regulated, licensed, certified and regulated
recruitment and placement services; Manning Agents as appointed by the Company.
Private recruitment and placement services used are to be licensed or certified in

countries where the Convention applies. Relevant documentation of compliance will
be maintained in the company’s office and onboard each ship.
Where Marine Crews are recruited from a country which is not a signatory to the
Maritime Labour Convention 2006, the manning agents shall be audited periodically,
to confirm compliance with the Standard A/1.4 of the Maritime Labour Convention
2006 by the Company. Manning Agent will be Audited by the recognized,
“Recognized Organization (RO)” as approved by Flag State.
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This RO’s shall be engaged other than the issuance of the vessel MLC Certificate to
carry out these audits on the Company’s behalf.
In addition, measures shall be taken to monitor the performance of such recruitment

and placement services; through audits checks; at least yearly.
In addition to the audits check, meeting the crew session will be organized so as to
gather feedbacks from the Marine Crew.
The Company shall continue to update and advise the Manning Agent on any new or
revised procedures to meet the Company’s requirement.
The Company shall create awareness to Marine Crew that they will incur no fees or
other charges for recruitment or placement onboard the Company’s managed vessels
other than the cost of Medical Certificate, Seafarer book and Passport.
5.4.1F Seafarers’ employment agreements – MLC Regulation 2.1
The Company and all Marine Crew working onboard any vessel shall each have a
signed original copy of the seafarers’ employment agreement in English language.
Seafarers’ employment agreement MUST include all the items listed in the regulation 2.1, Standard A2.1.4
(a) – (k).
MLC 2006 – TITLE 2. CONDITIONS OF EMPLOYMENT – Standard A2.1 – Seafarers’ employment agreements
– No. 4 (a) – (k)
4. Each Member shall adopt laws and regulations specifying the matters that are to be included in all
seafarers’ employment agreements governed by its national law. Seafarers’ employment agreements shall
in all cases contain the following particulars:
(a) The seafarer’s full name, date of birth or age, and birthplace;
(b) The shipowner’s name and address;
(c) The place where and date when the seafarers’ employment agreement is entered into;
(d) The capacity in which the seafarer is to be employed;
(e) The amount of the seafarer’s wages or, where applicable, the formula used for calculating them;
(f) The amount of paid annual leave or, where applicable, the formula used for calculating it;
(g) The termination of the agreement and the conditions thereof, including:
(i) If the agreement has been made for an indefinite period, the conditions entitling either party to terminate
it, as well as the required notice period, which shall not be less for the shipowner than for the seafarer;
(ii) If the agreement has been made for a definite period, the date fixed for its expiry; and
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(iii) If the agreement has been made for a voyage, the port of destination and the time which has to expire
after arrival before the seafarer should be discharged;
(h) The health and social security protection benefits to be provided to the seafarer by the shipowner;
(i) The seafarer’s entitlement to repatriation;
(j) Reference to the collective bargaining agreement, if applicable; and
(k) Any other particulars which national law may require.
The seafarer’s employment agreement is to be signed by both the seafarer and the
Company or a representative of the Company or the designated Manning Agent that
is authorized by the Company to sign the agreement on its behalf.
This can be done at the candidate place of origin, Agent Office, or JEPP DYNAMIC LTD.
Office which ever convenient of all parties involved.
All seafarers shall have the opportunity to examine and seek advice on the terms and
conditions in their seafarers’ employment agreement before signing.
Ship-owners shall ensure that clear information on the conditions of employment,

including a copy of the seafarer’s employment conditions, are easily obtainable on
board by seafarers, and accessible for review by officers of a competent authority,
including those ports to be visited.
The seafarers’ employment agreement shall in all cases contain the following
particulars in an approved format as per the vessel Flag they engage to or the
Manning Agent office or as per the format as regulated in the country where the crew
is recruited.
Any Collective Bargaining Agreement (CBA) will be incorporated as part of this

agreement where appropriate and in accordance with national law.
It should contain at least following information:

a. The seafarer’s full name, date of birth and birthplace;
b. The ship-owner’s name and address;
c. The place at which and date on which the seafarer’s employment agreement
is entered into;
d. The capacity in which the seafarer is to be employed;
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e. The amount of the seafarer’s wages or; where applicable, the formula for
calculating such wages;
f. The amount of paid annual leave or, where applicable, the formula for
calculating such paid annual leave;
g. The termination of the agreement and the conditions thereof, including;
I. If the agreement has been made for an indefinite period, the conditions
entitling either party to terminate it, as well as the required notice period, which shall
not be less for the ship-owner than for the seafarer;
II. If the agreement has been made for a definite period, the date fixed for its
expiry; and
III. If the agreement has been made for a voyage, the port of destination and the
time which has to expire after arrival before the seafarer should be discharged
h. The health and social security protection benefit to be provided to the seafarer
by the ship-owner;
i. The seafarer’s entitlement to repatriation;
j. Reference to a collective bargaining agreement, if applicable; and,
k. Any other particulars which National Law may require.
5.4.1G Certificate of Sea Service - Guideline B2.1.1 – Record of employment
Ship-owners shall ensure that all seafarers are in possession of a document

containing a record of their employment onboard the ship (such as an appropriate
seaman’s discharge book”), and that this document shall not contain any information
on the quality of the seafarer’s work or their wages.
In the event that the seafarer is not in possession of a Seafarer’s Identification and
Record Book (or Seaman Discharge Book), a detailed sea service of the person
employed onboard the vessel shall be certified in writing, separately for each capacity
served in, and such certificate / attestation made shall bear the signature of the
Master and vessel stamp, and shall not contain any statement as to the quality of
work or wages.
It is the responsibilities of the Marine Crew to request from the Master for a copy of
this said copy of the Certificate of Sea Service before signing off.
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If the Marine Crew failed to obtain such a copy, he can request for a copy through
the Manning Agent after signing off.
In determining the particulars to be recorded in the record of employment

referred to in Standard A2.1, paragraph 1(e), each Member should ensure that this
document contains sufficient information, with a translation in English, to facilitate
the acquisition of further work or to satisfy the sea-service requirements for
upgrading or promotion.
5.4.1H Payment of wages (MLC Regulation 2.2)
Marine Crew is paid for their work, regularly and in full in accordance with their
employment agreement.
All payment of salary, including the needful deduction (such as cash advance received
onboard, purchased of bonded stores or calling cards) are verified by the Company.
Vessel will send monthly Captain’s Cash Account to the Company on the 21st of each
month to reflect the transaction made onboard. In no case less than monthly.
A crew deducting listing is duly signed by the crew to support the deduction
accordingly. There will be no unauthorized deductions.
One transmission of earnings to seafarer designated account shall be provided Free

of Charge, when more than One account has been designated by the seafarer then a
reasonable charge may apply.
The latter charges for remittances and allotment transmissions services may be
applied and will be reasonable and exchange rates in accordance with national
requirements.
The company effect payment to the relevant manning agent by the 10th of each
month.
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The manning agent will further remit the salary to the seafarers designated bank
accounts on 15th of each month. Such transfer of monies salary payment is recorded
and maintained in the Manning Agent office.
The rate of currency exchange shall be favorable to the seafarer and shall be included
in the Transmission Monthly Slip.
Marine Crew are entitled to an account each month, from the Manning Agent
indicating their monthly wage and any authorized deductions such as allotments or
cash advance received onboard.
5.4.1i Hours of work or rest (MLC Regulation 2.3)

Every Marine Crew onboard is entitled to following hours of work and rest.
a) Maximum hours of work shall not exceed:
i) 14 hours in any 24-hour period; and
ii) 72 hours in any seven-day period
b) Minimum hours of rest shall not be less than:
i) 10 hours in any 24-hour period; and
ii) 77 hours in any seven-day period
“Hours of work” means time during which seafarer are required to do work on
account of the ship.
“Hours of rest” means a period during which the seafarer is free to dispose of his time
and movements.
Meal breaks taken during hours of work shall not be considered as

“hours of rest”.
The minimum hours of rest may be divided into not more than two periods, one of
which shall be at least six hours in length, and the interval between consecutive
periods of rest shall not exceed 14 hours.
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Master or Chief Mater, signs the daily rest hour records, and can easily track
compliance to ensure crew get minimum of 10hrs of rest daily. He ensures the
shipboard working arrangement, which outlines work shift and rest hour for each
crew.
Schedules of working hours or shipboard working arrangement – A “Table of

Shipboard Working Schedule” for all Marine Crew to be posted and prominently
displayed at various locations onboard vessels.
This schedule is a standard and applied throughout the service of the vessel while at
sea or in ports.
• Bridge
• Engine Control Room
• Mess room
However, the Master shall the right to adjust the limits of hours of work or rest and
designate the Marine Crew to perform any hours of work necessary for the
immediate safe operations of the ship or for the purpose of giving assistance to other
ships or persons in distress at sea.
In such cases, after the normal operations or situation has been restored, the Master
shall ensure that the designated Marine Crew whom have performed work in a
scheduled rest period are provided with an adequate period of rest.
Each Marine Crew is required to maintain a time sheet or a log of hours of work or
rest as per the Company SMS System. The form shall be filed and kept onboard.
Safety drills and training are NOT conducted during work hours; Muster, FFA / LSA
drills are held to overlap between end of work shift and completion of another shift
rest hours. 15 minutes from the end of work shift is joined to 15 minutes of
completion of another shift rest hours; to conduct a drill or training. This is to
minimize disturbance to rest hours and reduce fatigue.
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5.4.1J Manning levels for the ship (MLC Regulation 2.7)
Ship will have a sufficient number of Marine Crew employed onboard to ensure that
ships are operated safely, efficiently and with due regards to security under all
conditions, taking into account concerns about fatigue and the particular nature and
conditions of voyage.
Ship to comply with the manning levels listed on the Minimum Safe Manning
Document (MSMD) or equivalent issued by the competent authority. Positions are
filled with Marine Crew who meet or exceed the defined competency requirements.
Master in consultation with Crewing Agency will handle the vessel crewing needs and
crew change in a timely manner.
The vessel crew rotation schedule; which is incorporated in the Crew List, will be
prepared by the Master and endorsed by Crewing Agency taking in considerations
the crews’ contract agreement and vessel operations schedule.
This rotation schedule will be used as a guide to allow crew to be aware of their relief
schedule and for Crewing Agency to prepare the needful candidates for crew change
to be carried out timely.
Master should update the Crew List and Crew Matrix and submit a copy to Crewing
Agency whenever a crew change has been carried out.
Master and senior officers to assess seafarer fatigue and provide feedback to shore-
side operations so that appropriate corrective action can be implemented.
In the event of any of the ranks that fall under the vessel Safe Manning cannot be
replaced, and vessel is required to sail short of the full complement as agreed by
Master after assessing the manning levels onboard.
Crewing Agency will proceed to apply for dispensation to the relevant Flag State after
discussion with Operations and QHSE Department.
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Immediate and appropriate actions will be taken by Crewing Agency to ensure that
the position is filled as soon as possible and prompt updates will be given to the vessel
till the vacancy is filled.
In a scenario where there is malfunction as regards Life Saving Equipment or adverse

weather conditions; non-critical crews will be evacuated from the vessel as a
precaution to avoid any untoward effect or harm to the crew.
The Steward, Chief Cook, Second Officer and 2nd Able Seamen are grouped as non-
critical, and scenarios where there is malfunction, and there is need to evacuate non-
essential crew; crew with these positions will be slated for evacuation from the ship.
This scenario where non-essential crews are down-manned is not a dismissal, rather
safety precaution when only critical and essential crew is needed to be maintained to
steer ship during the period of malfunction of very important equipment.
5.4.1K Accommodation and Recreation Facilities (MLC Regulation 3.1)
For vessel built after the MLC Convention coming into force, the accommodation
requirement under this convention will applied.
Accommodation Spaces Compliance is to be checked or inspected and the vessel is

issued with certificate by the vessel Class, known as Certificate of Accommodation.
Regular documented inspections are being carried out onboard ships, by or under
the authority of the Master so as to ensure the seafarer accommodation spaces are
clean, decently habitable and maintained in a good state of repair.
The results of each inspection shall be recorded and be available for review. This will
be carried out Weekly/Monthly basis as per company requirement.
There are variations requirement to facilitate Marine Crew having differing and
distinctive religious and social practices.
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The appropriate seafarer’s recreational facilities, amenities and services, as adapted

to meet the special needs of seafarers who must live and work on ships, shall be
provided onboard for the benefit of all seafarer.
As a basic requirement, vessel will be provided with a television, DVD/CD player, at

least one sports or games facilities (such as; exercise equipment, video games, table
games, deck games), reading materials and space for recreational services.
Most of the recreational facilities are available at the Ship Recreation Room that is
normally beside the crew Mess room.
In addition, vessel can draw USD100/- welfare fund per month per vessel from the
vessel cash onboard to purchase additional recreational items that are discussed and
agreed by the crew onboard. Details of the spending must be clearly indicated in the
Captain’s Cash Statement.
The Marine Crews are given reasonable access to ship-to-shore telephone

communications, and email and Internet facilities, where available, with any charges
for the use of these services in a reasonable amount.
Vessel is fitted with a separate Hospital accommodation to be used exclusively for

medical purpose.
Personnel are assigned responsibilities to care and maintain recreational areas and
general rules of use are posted at prominent locations onboard to create awareness.
A Crew Feedback Form is placed in the Recreation Room to obtain feedback from
crew as and when there is a requirement.
In order to create a cohesive team onboard, so that all Marine Crew work in unity and
harmony, Master / Chief Officer to organize team building/bonding activities/
dialogue sessions with the crew as and when required.
Topics on distinctive religious and social practices and cross culture can be discussed.
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ACCOMMODATION SPACES INSPECTION
The master of the ship or an officer appointed by him for the purpose shall inspect
every part of the accommodation at weekly intervals and will be accompanied on the
inspection by at least one member of the crew.
• Each area will be inspected for tidiness and cleanliness. Every part of the crew
accommodation, except store rooms, shall be kept free from stores and other
property not belonging to, or provided for, the uses of persons for whom that part of
the accommodation is appropriated and in particular no cargo shall be kept in any
part of the crew accommodation.
• The crew accommodation shall be maintained in a clean and habitable

condition and all equipment and installations shall be maintained in good working
order.
• Actions will be undertaken to ensure any deficiencies to the required standards

are corrected immediately.
• Any substantial alteration or construction to the crew accommodation or crew

number increase beyond maximum capacity shall be reported to the flag
administration and shall be subject to an occasional inspection to ensure that such
modifications are in compliance with the terms of the convention.
• The personal carrying out the inspection will also look for signs of the presence
of unauthorized alcohol / drugs or other contraband.
• Records of inspections will be made in the Deck log or Official Log as applicable.
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5.4.1L Food and Catering / Personal Hygiene (MLC Regulation 3.2)
Marine Crew have access to food and drinking water provided under regulated
hygienic conditions and are provided onboard free of charge. The provision of food
and drinking water shall be of appropriate quality, nutritional value, quantity and
variety.
Marine Crew individual religious and cultural practices, duration and nature of the
voyage are taken into considerations in the planning of provisions.
Marine Crew are provided with adequate, varied and nutritious meals prepared and
served in hygienic conditions by the vessel catering crew.
Documented inspections, by or under authority of the master and at intervals not

exceeding 7 days, shall be carried out onboard with respect to:
• Supplies of food and drinking water
• All spaces and equipment used for the storage and handling of food and
drinking water: and
• Galley and other equipment for the preparation and service of meals.
Guidance on hygiene and avoidance of food wastage is provided through written

procedures and training.
Food inventories are replenished at least monthly and are based upon the number of
persons onboard and the anticipated duration of the upcoming voyage(s).
Vessels are required to monitor and report provision ROB on a daily basis and request
replenishment accordingly.
Galleys and storerooms are inspected and cleaned daily. Galley equipment is
incorporated into ship’s maintenance routine.
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Ship Cook’s shall be trained, qualified and competent in cookery, with knowledge in
food and personal hygiene, food storage, stock control and environmental protection
areas.
His competency shall be in accordance with the Administrator Flag’s he/she engage
on and shall be recognize, where appropriate, certificates of qualification issued by
other Member States which have ratified the MLC, 2006 or the Certification of Ships’
Cooks Convention, 1946 (ILO no. 69), or other approved body.
5.4.1M Medical Care onboard Ship and Ashore (MLC Regulation 4.1)
Marine Crew are covered by adequate measures for the protection of their health
and have access to prompt and adequate medical care, including essential dental care
whilst onboard, at no cost to them.
Marine Crew are allowed to visit a qualified medical doctor or dentist without delay
in ports of call, where practicable.
Separate hospital accommodation is used exclusively for medical purpose onboard

and is easily accessible and provide comfortable housing for the occupants and be
conductive to their receiving prompt and proper attention.
The vessel will carry at least two seafarers who have completed medical care training
in compliance with STCW standards.
One who is in charge of medical care and administering medicine as part of their
regular duties and one whom is competent to provide medical first aid.
A single individual may serve in both capacities, provided he/she is certified for the
two competencies.
Marine Crews that provide medical care undergo refresher training every five years.
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Each ship receives guidance and relevant publications related to rendering assistance
to other ships in distress.
Medical evacuation equipment is placed onboard and inspected in accordance with

the Ship’s maintenance routine.
If medical or emergency repatriation is required for the Marine Crew, guidance will
be provided to the Master accordingly in liaison with the relevant associated parties.
Radio and satellite subscriptions to medical advice services are maintained. Medical
evacuation and other emergency situations are included in emergency response
plans onboard.
Medical guide publications are provided to the ship.
A standard medical form shall be utilized by all Master and relevant onshore and
onboard medical personnel. The form, when completed and its contents shall be
kept confidential and shall only be used to facilitate the treatment of seafarers.
5.4.1N Malaria Program
JEPP DYNAMIC LTD. will provide to all vessel trading in highly infested Malaria Area
with sufficient Anti Malaria Tablets. It is not a mandatory program but rather on a
voluntary basis course.
JEPP DYNAMIC LTD. highly recommend to all their Marine Crew to be well organized
in preventing this phenomenon and maintaining their high physical health standard.
Anti-Malaria Tablets can be drawn from the Vessel Hospital and must be register in
the Medical Register Log with the consent of the Master.
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5.4.1O Training Requirement / Competency Assessment
The Company should establish and maintain procedures for identifying any training
which may be required in support of the SMS and ensure that such training is
provided for all personnel concerned.
Competency Assessments Procedures
Competency consists of knowledge, skill and attitude. A ‘Competency Assessment

System’ basically consists of defining critical competencies for each rank and laying
down the guidelines and assessment method for each competency. Usually, the
assessment is carried out by the Master and Chief Engineer by observing the seafarer
performing the task on board.
Training needs are identified in the following manner
• Through the reporting of accidents, injuries, near misses, and non-

conformities.
• Through the audit process.
• Through feedback from the vessels.
• Through the comments as indicated on the Crew Appraisal
Training needs are met in the following manner
• Masters, Senior Officers and other Marine Crew may approach the DPA and
seek advice on courses relevant to their operation needs.
• All Senior Officer “Master, Chief Engineer & Chief Officer” and new hires will
be briefed by Office Head of Department (HOD) on various aspect of
operations needs prior joining the vessel at regular intervals or as and when
required.
• All Marine Crew upon joining on board vessel will receive orientation training
as stated in section SMS 5.0 (Form 5.3) by the Master or Senior Officer.
• Other training courses will be designed and put in place in response to their
needs as required.
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Training provided is documented in the following manner
• Other Training provided both ashore and aboard the Vessels is are recorded
on the Training Record Form. A copy of this form is made available in SMS Part
B to this procedure for reference.
• All Marine Crew are provided with Drills & Training Booklet. This Booklet is to
be carried and retained by the individual crew members at all times and made
available during their tenure on board vessel. Upon each Drill and Training
execution, holder of the Booklet must immediately register it into the
respective field and signed by the Master.
The HSE Manager and other Department Managers should have knowledge and have
received training on all of the requirements of the MLC, SOLAS, ISPS code and other
IMO Conventions.
The Ships Security Officer (SSO) shall have knowledge and have received appropriate
training from Company Security Officer (CSO) or from any Recognized Security
Organization (RSO).
Identification of new-starts
JEPP DYNAMIC LTD. operates with a goal that “Identifies and supports those who are
unfamiliar with the location” each new employee is given a reasonable time to
become familiar with the operation of any equipment that he or she may be required
to use.
The new employee is given training and orientation regarding the operational tasks
that he or she may be required to perform. In addition, senior staff on board the
vessels and shore side staff monitor the ongoing training program and assist where
required.
• The wearing of a green hard hat, for a period of 4 weeks will identify any new-
starts.
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• Duration may be extended depending on the individuals experience,

knowledge and familiarization with work and emergency response procedures.
• The company will ensure that sufficient green hats are provided for vessels and
new-starts.
Support for new-starts
• All personnel will be briefed and given clear guidance on their role supporting
new-starts.
• A regular team member will provide active support to each new-start over their
first 4 weeks.
The Company should ensure that all personnel involved in the Company's SMS have
an adequate understanding of relevant rules, regulations, codes and guidelines.
The Company has ensured that all personnel involved in the company’s SMS have an
adequate understanding of relevant rules, regulations, codes and guidelines.
Page 189 of 477
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LIST OF REQUISITE SHORE AND SHIPBOARD TRAINING PROGRAMS

ISPS – SHIP SECURITY DRILLS OCCUPATIONAL SAFETY
DRILLS
Raise of Security Level to 2 ABANDON SHIP DRILL
Raise of Security Level to 3 LIFERAFT/LIFEBOAT (demonstration only)
Access Drill at Security Level 2 LIFEBOAT – IN THE WATER
Access Drill at Security Level 3 FIRE DRILL
Damage to Ship MAN OVERBOARD DRILL
Hijack of Ship STEERING GEAR FAILURE
Tampered Ship Equipment/Store COLLISION
Detection of Stowaways GROUNDING/STRANDING
Smuggling of Weapons/Equipment FLOODING AND DAMAGE CONTROL
Bad Intention to Use Ship to Breach Security SALVAGE
Use of Ship to Cause Damage/Destruction MEDICAL EMERGENCY DRILL
Attacks from Sea While at Berth/Anchor/Sea ENCLOSED SPACE DRILL
OIL POLLUTIN DRILL (SOPEP)
BLACK OUT DRILL
LOSS OF PROPULSION
SHIP / SHORE EMERGECNY DRILL
VESSEL SAFETY MEETING
MASTERS REVIEW
SHIP SECURITY PLAN REVIEW

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5.4.1P Notice of Termination (MLC Regulation 2.1)
The minimum notice period for early termination of contract to the Marine Crew
from the Company (not due to discipline, illness or other unforeseen grounds) is not
less than 7 days, or payment–in-lieu for shorter notice.
However, in cases that warrants early termination at a shorter notice period or,
without notice period from the Company, this minimum notice period of 7 days will
not be enforced.
Offenses committed by the Marine Crew that command immediate dismissal to be

executed from the Company are detailed below
On the other hand, the Company may not impose penalty to grant Marine Crew early
termination of contract at a shorter notice period or, without notice if the request is
due to compassionate grounds or other urgent reasons.
Such compassionate grounds refer to the death of immediate family members;

parents, spouse, siblings and children. As for the grounds for other urgent reasons; it
shall be determined by the Crewing Manager on case by case basis if it is justifying
early termination.
Compliance & Enforcement and Disciplinary procedures

(MLC Regulation Title 5 - 5.1.5)
The Company expects satisfactory standards of behavior, conduct and attendance

from all its Marine Crew. The disciplinary procedure provides a framework for dealing
with instances where Marine Crews are alleged not to have met the required
standards of conduct.
The aim is to ensure prompt, consistent and fair treatment for all Marine Crew and
to assist in enabling both the employee on the vessel and the Company to be clear
about the expectations of both parties.
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The Company also provides the procedure for seafarers to raise complains on-board
and provision for it to be dealt with in a fair, effective and expeditious manner in line
with the requirements of the Flag State and the Maritime Labour Convention.
Prior to the engagement on-board, all Marine Crew shall be clearly briefed by the
Manning Agents; using the JEPP DYNAMIC LTD. on-board Complain Procedures as a
guide of the requirements and their rights to complain for any grievances that may
arises during their course of employment on-board.
Each Marine Crew and the manning agency are provided with a copy of the complaint
form and associated procedure. The procedure is posted on-board in a public place.
The JEPP DYNAMIC LTD. on-board Complaint Procedures shall include contact
information for the competent authority in the flag state (Nigeria) and, where
different, in the seafarers’ country of residence, and the name of a person or persons
on-board the ship (designated person is the Chief Officer) who can, on a confidential
basis, provide seafarers with impartial advice on tier complaint and otherwise assist
them in following the complaint procedures available to them on-board the ship.
Complaints are handled in a timely manner. Where possible, the complaints shall be
solved at the lowest level possible, and be elevated to the next level only when the
matter cannot be resolved to the satisfaction of both parties.
All Marine Crew may lodge complaints directly to the Master of the vessel or when
they consider it necessary, directly to the Crewing Manager instead.
If the complaint is to the prejudice of the Master, then the Marine crew should
present the case directly to the Crewing Agency or DPA.
Complaints received and resolved onboard are forwarded to the shore-side office for
monitoring.
For complaints which cannot be resolved onboard within 5 days, Master shall escalate
it to the DPA and the Crewing Agency.
Target dates for resolution shall be re-established.

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The Master has been given clear instructions and guidance

to ensure seafarers are not victimized for reporting
complaints.
Notwithstanding the above, Marine Crew shall have the right to file a complaint
directly to an appropriate external authority under the Code and the Flag State.
In which the Flag State Office shall then communicate the complaint with the DPA
and the Agency to resolve the matter in accordance with the terms and conditions of
employment, to the satisfaction of both parties.
If no conciliation is reached for both parties after the mediation, either party shall call
upon an independent arbitrator(s) for a final determination of the matter in
accordance with Flag State requirements.
All correspondences pertaining to the complaint shall be kept onboard, with a copy
provided to the Marine Crew(s) concerned.
Minor / Formal Warning / Offences
An informal verbal warning should be given to the seafarer in cases of first offences
of minor nature. An officer of an appropriate rank (not the Master) may give such
warnings and no written record should be made for the incident.
In cases of repetition of minor offence or first incidence of serious offence, the

Department head must give a formal warning to the seafarer and log it in the Log
Book or/and any of the Flag State Crew Article provided on-board.
Serious Warning / Offences
The Master shall issue the first written notice of penalty to the seafarer, with copies
furnished to the Company where same will be dispatch to the Manning Agent via the
Managers.
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The warning letter should contain:

• Grounds for the charges.
• Date, time and place for a formal investigation of the charges against the
seafarer concerned.
The Master shall conduct the investigation or hearing, giving the seafarer the
opportunity to explain or defend himself against the charges.
These procedures must be duly documented and entered into the ship’s logbook.
If after the investigation or hearing, the Master is convinced that imposition of a

penalty is justified, the Master shall issue a second written notice of penalty and the
reasons for it to the seafarer, with copies furnished to the Office.
The Office will later dispatch it out to the respective Manning Agent and on the same
token the Manning may wish to verify the matter with the seafarer.
The Master may request the Office for dismissal of the crew if all other warnings have
failed to make the seafarer realize his wrongdoings.
The Office will issue a dismissal letter to the respective vessel Master and the latter
to be forwarded to the seafarer.
However, if master feel there is a clear and existing danger to the safety of the officers
and ratings or the vessel, the dismissal letter is not necessary, but master shall send
a complete report to Office with substantiate witnesses, testimonies and any other
documents in supporting the declaration. These documentations will support in the
case of any of the seafarer claimed thereof from their local Union for unfair dismissal
after disembarkation.
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Grounds for immediate dismissal
These are the serious offenses that will served as grounds for immediate dismissal,
regardless of the seafarers past records or professional abilities.
• Smuggling or violation of any customs Rules and Regulations of the port of

calls:
• Smuggling or conspiracy to commit smuggling of taxable items.
• Smuggling or possession or use of prohibited drugs, narcotics and other
contraband.
• Gun-running or possession of explosives and the like.
• Human smuggling or abetting human smuggling.
• Miss-declaration or failure to declare articles leading to their seizure and fine
to the vessel.
• Miss-declaration of failure to declare articles leading to their seizure not
implicating the vessel.
Negligence in the observance of duty on board.

• Sleeping whilst on duty.
• Failure to observe watch duty without a valid reason.
• Abandoning post / duty without being properly relieved.
• Leaving work or work area for a length of time without permission from
responsible officer.
• Leaving for shore without permission from responsible Officer during or after
work hours.
Violation of Company Policies and Regulations.
• Drug use and/or drug addiction.

• Drunkenness that effects job’s performance and creates trouble for others.
• Deliberate destruction of ship’s property.
• Miss-appropriation of ship’s property.
• Engaging in acts that compromise safety of vessel and/or personnel.
• Desertion, attempting to desert and being left behind by vessel.
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• Chronic illness that renders a seaman continuously incapacitated to do useful

work on board.
• Engaging in any form of gambling on-board.

• Repeatedly engaging in activities that disrupt the harmony of the vessel.
• Receiving or cause visitors of questionable or immoral character to come on
board the vessel.
• Committing a felony that is punishable by awn the vessel’s port of call.
• Insubordination or attempt to assault a superior office or abuse of authority in
any form.
• Any other conditions or acts that warrants early discharge of service by the
Master
Complaints Block Diagram
All marine crew are provided with options to lodge theirs complain through various
bodies as illustrated herewith in the flows chart.
The disciplinary procedure applies to all employees employed by the Company under
a contract of employment.
Page 196 of 477
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FIG 21
DISCIPLINARY PROCEDURE
Step 1 If a Seafarer is involved in a wrongdoing
An informal verbal warning to be given

for first offences
Master to notify
EJOVI
A verbal warning to be given for repetition of minor

Step 2 offence or first incidence of serious offence
Master to
report to JEPP
DYNAMIC
i) Master shall issue the first written notice of penalty
Step 3 to the seafarer, followed by conducting the
investigation or hearing so as to give the Seafarer the
opportunity to explain or defend himself against the
Master to report
charges. to JEPP DYNAMIC,
ii) These procedures to be documented in the ship’s will report to
logbook. Manning Agent.
iii) If after the above is conducted, the Master is
convinced that the penalty is justified, Master shall
issue a second written notice of penalty.
If Step 1 to 3 failed to make the Seafarer

Step 4 realize his wrongdoings. Master will
proceed with the Dismissal formalities.
Page 197 of 477
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5.4.1Q Appraisals
All Marine Crew will be appraised in accordance to their work performance while
onboard at the appropriate opportunity. Appraisals will be carried out at the end of
the Marine Crew’s contract or when necessary required.
It is the discretion of the Appraiser to decide if the Appraisal will be carried out in the
close or open format. Deck Department Marine Crew will be assessed by the Master
and Engine Department Marine Crew by will assessed by the Chief Engineer.
• Deck Officers Appraisal
• Engineers Appraisal
• Ratings & Cadet Appraisal – for all ratings and Cadets
• Cadets Feedback Form to be completed by the Cadets and the Master includes
the Trainer Comment if any.
Whereas for Masters and Chief Engineer rank, an appraisal will be done by relevant
Department Manager ashore.
• Master & Chief Engineer Appraisal
Appraisal Forms received in the shore office from the Ships will be duly assessed and
verified by the relevant Department. Copies of the Appraisal Forms shall be circulated
to the relevant Manning Agents for records and follow-up actions.
5.4.1R DOWN MANNING
In a scenario where there is malfunction as regards Life Saving Equipment or adverse weather conditions;
non-critical crews will be evacuated from the vessel as a precaution to avoid any untoward effect or harm
to the crew.
The Steward, Chief Cook, Second Officer and 2nd Able Seamen are grouped as non-critical, and scenarios
where there is malfunction, and there is need to evacuate non-essential crew; crew with these positions will
be slated for evacuation from the ship.
This scenario where non-essential crew are down-manned

is not a dismissal, rather safety precaution when only critical and essential crew is needed to
be maintained to steer ship during the period of malfunction of very important equipment.
Page 198 of 477
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Page 199 of 477
2nd October, 2019.
5.4.2 INTRODUCTION TO SOLAS –

The International Convention for the Safety of Life at Sea
The SOLAS Convention in its successive forms is generally regarded as the most
important of all international treaties concerning the safety of merchant ships. The
first version was adopted in 1914, in response to the Titanic disaster.
The 1974 version includes the tacit acceptance procedure - which provides that an
amendment shall enter into force on a specified date unless, before that date,
objections to the amendment are received from an agreed number of Parties.
As a result, the 1974 Convention has been updated and amended on numerous
occasions. The Convention in force today is sometimes referred to as SOLAS, 1974,
as amended.
Technical provisions of SOLAS
The main objective of the SOLAS Convention is to specify minimum standards for the
construction, equipment and operation of ships, compatible with their safety.
Flag States are responsible for ensuring that ships under their flag comply with its
requirements, and a number of certificates are prescribed in the Convention as proof
that this has been done.
Control provisions also allow Contracting Governments to inspect ships of other

Contracting States if there are clear grounds for believing that the ship and its
equipment do not substantially comply with the requirements of the Convention -
this procedure is known as port State control. The current SOLAS Convention
includes Articles setting out general obligations, amendment procedure and so on,
followed by an Annex divided into 14 Chapters.
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Chapter I - General Provisions

Includes regulations concerning the survey of the various types of ships and the
issuing of documents signifying that the ship meets the requirements of the
Convention.
The Chapter also includes provisions for the control of ships in ports of other
Contracting Governments.
Chapter II-1 - Construction - Subdivision and stability, machinery and electrical

installations
The subdivision of passenger ships into watertight compartments must be such that
after assumed damage to the ship's hull the vessel will remain afloat and stable.
Requirements for watertight integrity and bilge pumping arrangements for passenger
ships are also laid down as well as stability requirements for both passenger and cargo
ships.
The degree of subdivision - measured by the maximum permissible distance between

two adjacent bulkheads - varies with ship's length and the service in which it is
engaged.
The highest degree of subdivision applies to passenger ships.
Requirements covering machinery and electrical installations are designed to ensure

that services which are essential for the safety of the ship, passengers and crew are
maintained under various emergency conditions.
"Goal-based standards" for oil tankers and bulk carriers were adopted in 2010,
requiring new ships to be designed and constructed for a specified design life and to
be safe and environmentally friendly, in intact and specified damage conditions,
throughout their life.
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Under the regulation, ships should have adequate strength, integrity and stability to
minimize the risk of loss of the ship or pollution to the marine environment due to
structural failure, including collapse, resulting in flooding or loss of watertight
integrity.
Chapter II-2 - Fire protection, fire detection and fire extinction

Includes detailed fire safety provisions for all ships and specific measures for
passenger ships, cargo ships and tankers.
They include the following principles:

• division of the ship into main and vertical zones by thermal and structural
boundaries;
• separation of accommodation spaces from the remainder of the ship by
thermal and structural boundaries;
• restricted use of combustible materials;
• detection of any fire in the zone of origin; containment and extinction of any
fire in the space of origin;
• protection of the means of escape or of access for fire-fighting purposes;
• ready availability of fire-extinguishing appliances;
• minimization of the possibility of ignition of flammable cargo vapor.
Chapter III - Life-saving appliances and arrangements

The Chapter includes requirements for life-saving appliances and arrangements,
including requirements for life boats, rescue boats and life jackets according to type
of ship.
The International Life-Saving Appliance (LSA) Code gives specific technical

requirements for LSAs and is mandatory under Regulation 34, which states that all
lifesaving appliances and arrangements shall comply with the applicable
requirements of the LSA Code.
Chapter IV - Radiocommunications
The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS).
All passenger ships and all cargo ships of 300 gross tonnage and upwards on
international voyages are required to carry equipment designed to improve the
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chances of rescue following an accident, including satellite emergency position

indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the
location of the ship or survival craft.
Regulations in Chapter IV cover undertakings by contracting governments to provide

radiocommunication services as well as ship requirements for carriage of
radiocommunications equipment.
The Chapter is closely linked to the Radio Regulations of the International

Telecommunication Union.
Chapter V - Safety of navigation

Chapter V identifies certain navigation safety services which should be provided by
Contracting Governments and sets forth provisions of an operational nature
applicable in general to all ships on all voyages.
This is in contrast to the Convention as a whole, which only applies to certain classes
of ship engaged on international voyages.
The subjects covered include the maintenance of meteorological services for ships;
the ice patrol service; routing of ships; and the maintenance of search and rescue
services.
This Chapter also includes a general obligation for masters to proceed to the
assistance of those in distress and for Contracting Governments to ensure that all
ships shall be sufficiently and efficiently manned from a safety point of view.
The chapter makes mandatory the carriage of voyage data recorders (VDRs) and
automatic ship identification systems (AIS).
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Chapter VI - Carriage of Cargoes

The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing
to their particular hazards to ships or persons on board, may require special
precautions".
The regulations include requirements for stowage and securing of cargo or cargo
units (such as containers).
The Chapter requires cargo ships carrying grain to comply with the International
Grain Code.
Chapter VII – Carriage of dangerous goods
The regulations are contained in three parts:
Part A - Carriage of dangerous goods in packaged form - includes provisions for the
classification, packing, marking, labelling and placarding, documentation and
stowage of dangerous goods.
Contracting Governments are required to issue instructions at the national level and
the Chapter makes mandatory the International Maritime Dangerous Goods (IMDG)
Code, developed by IMO, which is constantly updated to accommodate new
dangerous goods and to supplement or revise existing provisions.
Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the
documentation, stowage and segregation requirements for these goods and requires
reporting of incidents involving such goods.
Part B covers Construction and equipment of ships carrying dangerous liquid

chemicals in bulk and requires chemical tankers to comply with the International Bulk
Chemical Code (IBC Code).
Part C covers Construction and equipment of ships carrying liquefied gases in bulk
and gas carriers to comply with the requirements of the International Gas Carrier
Code (IGC Code).
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Part D includes special requirements for the carriage of packaged irradiated nuclear
fuel, plutonium and high-level radioactive wastes on board ships and requires ships
carrying such products to comply with the International Code for the Safe Carriage of
Packaged Irradiated Nuclear Fuel, Plutonium and High-Level Radioactive Wastes on
Board Ships (INF Code).
The chapter requires carriage of dangerous goods to be in compliance with the

relevant provisions of the International Maritime Dangerous Goods Code (IMDG
Code).
Chapter VIII - Nuclear ships

Gives basic requirements for nuclear-powered ships and is particularly concerned
with radiation hazards.
It refers to detailed and comprehensive Code of Safety for Nuclear Merchant Ships
which was adopted by the IMO Assembly in 1981.
Chapter IX - Management for the Safe Operation of Ships

The Chapter makes mandatory the International Safety Management (ISM) Code,
which requires a safety management system to be established by the shipowner or
any person who has assumed responsibility for the ship (the "Company").
Chapter X - Safety measures for high-speed craft

The Chapter makes mandatory the International Code of Safety for High-Speed Craft
(HSC Code).
Chapter XI-1 - Special measures to enhance maritime safety
The Chapter clarifies requirements relating to authorization of recognized

organizations (responsible for carrying out surveys and inspections on
Administrations' behalves); enhanced surveys; ship identification number scheme;
and port State control on operational requirements.
Chapter XI-2 – Special measures to enhance maritime security

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Regulation XI-2/3 of the chapter enshrines the International Ship and Port Facilities
Security Code (ISPS Code).
Part A of the Code is mandatory and part B contains guidance as to how best to
comply with the mandatory requirements.
Regulation XI-2/8 confirms the role of the Master in exercising his professional
judgement over decisions necessary to maintain the security of the ship. It says he
shall not be constrained by the Company, the charterer or any other person in this
respect.
Regulation XI-2/5 requires all ships to be provided with a ship security alert system.
Regulation XI-2/6 covers requirements for port facilities, providing among other
things for Contracting Governments to ensure that port facility security assessments
are carried out and that port facility security plans are developed, implemented and
reviewed in accordance with the ISPS Code.
Other regulations in this chapter cover the provision of information to

IMO, the control of ships in port, (including measures such as the delay, detention,
restriction of operations including movement within the port, or expulsion of a ship
from port), and the specific responsibility of Companies.
Chapter XII - Additional safety measures for bulk carriers

The Chapter includes structural requirements for bulk carriers over 150 meters in
length.
Chapter XIII - Verification of compliance

Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme.
Chapter XIV - Safety measures for ships operating in polar waters

The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of
the International Code for Ships Operating in Polar Waters (the Polar Code).
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5.4.3 INTRODUCTION TO ISPS –

The International Ship and Port Facility (ISPS) Code
Having entered into force under SOLAS chapter XI-2, on 1 July 2004, the International
Ship and Port Facility Security Code (ISPS Code) has since formed the basis for a
comprehensive mandatory security regime for international shipping.
The Code is divided into two sections, Part A and Part B.
Mandatory Part A outlines detailed maritime and port security-related requirements

which SOLAS contracting governments, port authorities and shipping companies
must adhere to, in order to be in compliance with the Code.
Part B of the Code provides a series of recommendatory guidelines on how to meet

the requirements and obligations set out within the provisions of Part A.
The main objectives of the ISPS Code include:
• establishment of an international framework that fosters cooperation between

Contracting Governments, Government agencies, local administrations and the
shipping and port industries, in assessing and detecting potential security threats
to ships or port facilities used for international trade, so as to implement
preventive security measures against such threats;
• determining the respective roles and responsibilities of all parties concerned with
safeguarding maritime security in ports and onboard ships, at the national,
regional and international levels;
• to ensure that there is early and efficient collation and exchange of maritime
security-related information, at national, regional and international levels;
• to provide a methodology for ship and port security assessments, which facilitates
the development of ship, company and port facility security plans and procedures,
which must be utilized to respond to ships' or ports' varying security levels; and
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2nd October, 2019.
• to ensure that adequate and proportionate maritime security measures are in

place on board ships and in ports.
In order to achieve the above objectives, SOLAS contracting governments, port

authorities and shipping companies are required, under the ISPS Code, to designate
appropriate security officers and personnel, on each ship, port facility and shipping
company.
These security officers, designated Port Facility Security Officers (PFSOs), Ship
Security Officers (SSOs) and Company Security Officers (CSOs), are charged with the
duties of assessing, as well as preparing and implementing effective security plans
that are able to manage any potential security threat.
IMO is able to provide support to Member states in need of assistance in

implementing the Code, by way of national and regional workshops, seminars, needs
assessment missions, etc.
The Guide to Maritime Security and the ISPS Code
Since the publication of IMO's 2012 edition of the Guide to Maritime Security and the
ISPS Code (the Guide), developed to assist SOLAS Contracting Governments, port
facility personnel and the shipping wider shipping industry, IMO, through a Global
Maritime Security program that is part of the Organization's Integrated Technical Co-
operation Program (ITCP), develops and implements a comprehensive technical
cooperation projects and activities worldwide, with the Guide as a basis.
The focus is primarily on assisting States in the implementation, verification,

compliance with, and enforcement of, the provisions of the IMO maritime security
measures, including the ISPS Code and SOLAS chapter XI-2, counter-piracy initiatives,
the SUA Convention and Long-range Identification and Tracking (LRIT).
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5.4.4 CONTRACTORS
5.4.4A SCOPE
This is applicable to all contract work scope and contractor personnel performing
work for the Company involving Supplies, Maintenance or Consultancy works for both
ships and shore office.
5.4.4B POLICY
The Contractor shall maintain and implement an HSE policy that is aligned with the
Company HSE policy and demonstrates commitment to the protection of people, the
environment and operating assets.
Contractor management shall demonstrate commitment to policy implementation

and abide by all applicable laws, regulations and Company requirements.
Some key expectations include:
• The Contractor acknowledges the Company’s strong commitment to Health,

Safety and Environment (HSE).
• The Contractor has the responsibility determine what hazards, health, safety
and environmental hazards and risks it may encounter in the performance of
the Work and implement the appropriate controls.
• The Contractor must provide copies of its HSE policy and procedures to the
Company upon request.
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5.4.4C Guidelines for Bridging Documentations of Contractors to

JEPP DYNAMIC LTD. OH&S
The Organization is responsible for developing a bridging document to cover gaps in

Contractors’ HSE Manual and Revision of the contractors’ work practices.
The contractor must ensure that the required HSE and Operations document are
developed, checked and approved by the organization prior to the start of
operations.
The Contractor shall provide the necessary information to the Company, for
integration of its Safety Management System, to the approved documentation.
Contractor documents, including policies, procedures, plans, reports, inspection

records, training records, meeting minutes and statistics applicable to the contract
work scope shall be maintained in accordance with a document control process which
permits appropriate retention, access, review and update.
Only the latest approved version of documents shall be utilized in the execution of
the Work.
If requested, the Contractor shall provide a copy of its HSE manual, policies and
procedures to the Company for review or for integration into company SMS Manual.
5.4.4D Management of Change
The Contractor shall apply a Management of Change procedure to ensure that risks
associated with changes to the Contractor’s organization, engineering (design and
implementation) and documentation, have been assessed and controlled to As Low
as Reasonably Practicable (ALARP).
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5.4.4E AUDITS
The Company shall have the right to conduct audits/inspections of the Contractor's
operations, equipment and emergency procedures at any time. Prior notice shall be
given in advance of these audits. This is to ensure contractor procedures comply with
the operator’s OH&S Procedures.
The Contractor shall fully cooperate with the Company during such
audits/inspections. This requirement shall not relieve the Contractor of its own
obligations to conduct audits and reviews of its own HSE performance or expose the
Company to any liabilities which may arise from the Contractor's failure to satisfy its
HSE obligations.
5.4.4F TRAINING & INDUCTION IN VESSEL SAFETY PROCEDURES
The organization is responsible for identifying necessary training needs and verifying
that all members of the Contractor Group are properly prepared to perform the work
as contracted.
Contractors’ employees working onboard are expected when ship is moored in port
or in operations offshore, are to be inducted and familiarized with basic safety
systems onboard.
Contractors’ employees must be briefed ashore regarding the safety management

system by requiring the Contractor or its employees to participate in a pre-
commencement kick-off meeting with the Company to discuss HSE expectations,
potential HSE management system interfaces and specific HSE issues and
requirements in accordance with the Safety Management System Manual.
The kick-off meeting shall be held as soon as practical after contract award and before
the performance of any Work.
Contractors are also allowed to partake in the company’s safety meetings related to
specific operations.
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The Company also has prepared yearly program of emergency drills for all vessels
which are defined in SOLAS and others as appropriate for the implementation of the
ISM Code, for which contractors and their employees must partake.
Emergency drills will be carried out at regular intervals as per the schedule and, where
appropriate, will be coordinated with shore-based personnel adopting relevant
contingency plans to familiarize contractor employees with the vessel’s emergency
procedures.
Contractor emergency induction drills shall include as a minimum:

• Emergency response procedures
• Emergency drills
• Fire- fighting procedures
• First aid provision
Military Guards will be inducted with respect to the company’s standard operating
procedures for security escort vessels, in line with Global Security Frameworks.
Hence, contractor staff must have been given appropriate training, inducted on the
rules of engagement and operational procedures for their plant, equipment and work
scope onboard; before commencement of work or security support roles.
5.4.4F.1 BRIEFING GUIDELINES ON STANDARD OPERATING PROCEDURE FOR

MILITARY GUARDS.
Security Suitability Survey of Escort Vessel
Security Team Leader from the Security Agency is to carry out a Security Survey of
the vessel, if its suitable as a security escort craft, and forward recommendations for
approval, to the security agency headquarter.
The security team is aware that they cannot view and assess the SSP, but can assess
the measures, as implemented by the crew. SSP can only be viewed by authorized
personnel.
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SECURITY SURVEY REPORT
After the security survey, the best protection plan is proposed by the Security Team
Leader for authorization by authorities, this report also has inputs from the Master.
PRE – EMBARKATION BRIEFING
Company Security Officer (CSO) and Ship Security Officer (SSO) will conduct a briefing,
either at the Company’s base or on the security escort vessel, referring to the specific
transit or patrol.
EMBARKATION
• Security Team Leader will make sure all equipment is loaded and embarked
including personal belongings.
• When embarking – Team Leader counts the weapons and ammunition loaded
onboard to make sure that nothing has been left behind on the transport vessel prior
to the transport vessel departing.
SECURING OF FIREAMS AND AMMUNITIONS
-The weapons and ammunition should remain locked in a suitable storage box.
Ideally, the weapons and ammunition should be in an appropriate place on the
bridge, so quick access can be gained.
-While locked, the weapons will remain unloaded. Weapons will only be loaded when
a suspicious vessel is sighted visually, by analysis of radar.
-The officers and crew are forbidden to handle weapons

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PREPARATION PRIOR TO ENTERING INTO HIGH RISK AREA
- Probably Conduct full drill if possible, with an attack simulated including

everyone from the Master down
- Assess time taken from alarm sounding to crew accounted for complete in
Citadel or Safe Haven.
- Check all external hatches are locked and secured
ENTERING SUSPICIOUS PIRACY

HIGH RISK VESSEL ATTACK
AREA
Abandoning the Bridge:
The Bridge is abandoned only in case those circumstances do not allow safe
fortification and effective encountering of pirates from this area.
The Security Team Leader is the only responsible to decide abandoning of the Bridge.
Pirates Capture
- In the case that pirates manage to board the Client vessel, and they (the
pirates) are apprehended and detained by the Security Team, they will be placed
under locked arrest on a suitable space on board the ship and guidance will be sought
from the vessel's Flag State.
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Hostage Situation
In the event of a hostage situation on the client’s vessel, after a pirate attack, the
company security officer coordinates closely with the client maritime company for
solving the issue, involving the respective cooperating Insurance Companies.
Necessary contacts are made through the relevant national and international
authorities. (such as: Crisis managements teams, Ministry of Transport, Marine Police
and Maritime Administration & Safety Agency) for succeeding unity of effort. The
company is responsible to notify the NOK (next of kin) of the hostage and provide all
available information.
IDENTIFYING HOSTILE TARGETS
• "Hostile Intent" is the threat of imminent use of force by an individual(s)

against a Security Personnel and/or the crew and/or the ship.
Determination of Hostile Intent must be reasonable in all the circumstances.
• "Hostile Act" is an attack or use of force by an individual(s) against a Security

Team Member and/or the crew and/or the ship.
Determination of a Hostile Act must be reasonable in all the circumstances.
Medical Support – Casualty Handling
Team Leader, in cooperation with the Master, has the primary responsibility for
handling the notification and administration of any casualty, among his Team, whilst
on board of the ship, in accordance with the international and national regulations
and procedures
Post Incident Actions
Once the Master and the Team Leader have assessed that the ship is no longer under
attack, then the Team Leader should agree with the Master and cooperate with him
in protecting the scene of any incident and potential forensic evidence which could
lead to the later arrest and conviction of pirates/criminals as far as is practicable.
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DISEMBARKATION
Before the disembarkation, the ship’s Master is requested to evaluate performance

of the Security Team using the form “Evaluation Report of the Security Team”.
5.4.4G CONTRACTORS EMPLOYEE QUALIFICATION
Prior to the commencement of the work, the Contractor must provide

documentation, on request, regarding the competency of each member of the
Contractor Group to the satisfaction of the Company.
This documentation must include details that show that the members of the
Contractor Group are competent and have the appropriate qualifications, job skills
and training as required by the Contract and Statutory Requirements, for their plant,
equipment and work scope onboard
The Contractor must ensure that risks associated with inexperienced personnel,
temporary labour or new to site personnel are identified and controlled.
As a minimum, these individuals shall be appropriately supervised and monitored

until they are deemed to be competent by the Contractor and are fully aware of the
hazards and required controls associated with their assigned work.
5.4.4H EQUIPMENT AND FACILITIES
All equipment and structures both fixed and temporary are to be checked and
inspected to verify if they are in line with industry or statutory standards for such
equipment, structures or facilities, before it can be allowed to be used onboard JEPP
DYNAMIC LTD. vessels.
The Contractor must provide the copies of all test and maintenance certificates
relating to his equipment, so JEPP DYNAMIC LTD. Officers on the vessels, can verify
equipment prior to being used on the vessel
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Also, equipment of contractors being used onboard JEPP DYNAMIC LTD. vessels, are
to be integrated in the vessel regular routine maintenance, under the planned
maintenance system to ensure the safety of personnel who are responsible for
operating the equipment.
Particular attention should be paid to mobile equipment, handrails, access ladders

and raised platforms.
For firearms, carried on board by Private Security Armed Guards or Military Personnel
for security roles; Appropriate containers for firearms, ammunition and security
equipment, should be provided at the point of transfer to the ship; also there should
be control procedures for a separate and secure onboard storage of firearms and
ammunitions.
5.4.4I RISK ASSESSMENT AND HAZARDS IDENTIFICATION
Prior to the commencement of the Work, the Contractor shall demonstrate to the
satisfaction of the Company that the Contractor has performed a detailed HSE hazard
and risk assessment of the Work to be undertaken.
The Contractor:
• Shall maintain and implement risk assessment processes.
• Shall comply with shipboard accident/incident investigation and reporting

process and procedures.
• Must ensure the assessment evaluates all work site specific risks and risks
associated with the nature of work to be conducted under the Contract (e.g.
equipment, facilities, personnel competency, complexity of the work and activities
associated with the contractual requirements).
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• Must maintain a detailed hazard register that is relevant to the contracted work
scope. The hazard register shall identify hazards, preventative controls, mitigation
controls, HSE management system interfaces and any additional controls in place to
manage residual risk to as low as reasonably practicable (ALARP) levels.
• Must monitor HSE risks and update risk assessments and hazard registers as
necessary during the term of the Contract.
• Is responsible and accountable for ensuring effective procedures and safe systems
of work are in place in respect of meeting all Statutory Requirements and Company
HSE management requirements under the Contract.
• May be required to attend or conduct additional risk assessments in relation to

planned work activities in which they will be involved under the Contract.
The contractors are monitored to control activities required to ensure that non-
conformances, accidents and hazardous situations are reported to the Company,
appropriate corrective action carried out and verified, and analyzed with the
objective of improving safety and pollution prevention.
• All contractors’ employees on board or ashore are responsible for reporting

Hazardous Occurrences on board. Every contractor’s employee is expected to
fill Reporting Form to improve the safety consciousness, to report the event of
any hazard to safety and environment, which could have resulted in an
accident.
5.4.4J CONTRACTORS PPE
Finally, all contractors’ employee must be supplied with PPE before beginning of any
work or activity onboard.
The Contractor and Contractor personnel shall understand that they have the right
to stop work when they consider it unsafe to continue.
All employees and contractors have the right to refuse to do unsafe work. This right
must be communicated and understood by all personnel performing Work.
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Ensure the Vessel PPE requirements for the specific job have been taken into
consideration.
If the Contractor believes that the operations cannot be safely undertaken or that
continuance of operations may result in any hazardous conditions, it must
immediately notify the Company. The
Contractor shall use its best efforts at all times to control or overcome the cause or
minimize the effect of any hazardous condition.
In the event of either scenario (i.e. stopping a job or refusing to do a task based on a
safety concern), the Supervisor responsible for the work must be notified
immediately.
This procedure is to be used in addition to any national, international or Class

requirements for the reporting of accidents or incidents.
The Contractor shall submit a monthly HSE performance report to the Company.
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5.4.5 SHORE TASKS IN MANAGEMENT OF OH&S
5.4.5A JEPP DYNAMIC LTD. Documents BRIDGING PROCEDURES FOR

INTERFACE WITH CLIENTS’
A Bridging Document is used in order to bridge between the Safety Management&

Operations Systems of Vessel Operator and End Users mainly during the charter for
of vessel for offshore support roles in End users’ operations and fields.
This document ensures that all aspects required for the safe operation have been
adequately addressed.
It is seen as a key product of the on-board Management Systems and “bridges” the
management control procedures of Owner and Client.
The document bridges Owner and Client as the active parties during the operation of
the ship within the operation.
This document applies to the total operation of the vessel when this is used as
(description removed) platform.
It includes the interfacing with charterer, client or other third party supplied, covering
the all phases of the operation.
The contents of a bridging document should include, or reference, but are not limited
to the following:
• Project title and revision status

• Circulation list and authorization signatures
• Project overview including dates and contract arrangements
• Combined operation organization chart
• Identification and allocation of key personnel roles and responsibilities
• Communication contact numbers for key personnel and worksites
• Identification of the relevant work scopes and procedures
• Management of change process, and identification of approval levels
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• Emergency and contingency procedures including clarification of primacy

• List of referenced documentation including revision status
• Work control system
• Applicable permit to work system for the intended work
• Combined marine operations
• Field logistics and support
• Helicopter operations
5.4.5B MANAGEMENT REVIEW OF SMS

The purpose of the Safety Management System Review by the Company is to
periodically evaluate the effectiveness of the Safety Management System.
Frequency of Management Review
Management Review of the Safety Management System is carried out at intervals not
exceeding 12 months and more often than this if so required.
Management Review Procedures
The Management Review will amongst others, cover the following: -

• Internal safety audits
• Vessel SMS review and drill reports
• Analysis/investigation of accidents, near miss and non-conformities situations
• Recommendations by the Flag State, Classification Society and the charterer
• Review of the effectiveness of the system to take into consideration
amendments to rules and regulations and changes in operational areas and
requirement, manning etc.
• Identification of training needs, shipboard and shore based.
The DPA shall chair the Management Review meeting with the attendance of the
Head of HSE and Vessels Masters.
The Designated Person Ashore shall notify the concerned parties three (3) days
before the meeting is convened. The DPA is also responsible for arranging and co-
coordinating the Management Review meetings and drawing up the agenda which
includes but not limited to the following: -
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• Minutes of last Management Review Meeting

• Follow-up of outstanding actions
• Review of the Safety Management System
• Analysis of internal safety audits, non-conformities and corrective actions
taken
• Vessel Safety Meetings, SMS review and drill reports
• Decisions affecting recommended improvements to the Safety Management
System.
The minutes of the Management Review meeting are taken, approved by the General
Manager and then circulated to all personnel.
The Designated Person is responsible to ensure that the necessary actions, shipboard
and shore-based, agreed during the Management Review meeting are affected at the
earliest opportunity but not later than the agreed time frame.
In this context, the responsibility of shipboard implementation may be delegated to

the Shipmaster with the Designated Person Ashore monitoring the progress.
5.4.5C DOCUMENT OF COMPLIANCE
The Company will maintain a Document of Compliance (DOC) in accordance with the
International Safety Management Code (ISM Code). A copy of DOC will be provided
to each vessel managed / operated by the company. The company will only manage
/ operate vessel types for which it has obtained the relevant DOC. The flag state or
recognized organization shall audit the company annually for compliance and
endorse the back of the certificate which is valid for 5 years.
If the company wishes to manage a vessel which is outside of the current scope of
the DOC held then the company must hold an additional audit to verify that the SMS
has sufficient controls in place to ensure the safe operation of that type of vessel is
possible.
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5.4.5D SAFETY MANAGEMENT CERTIFICATE
Safety management certificate (SMC) will be obtained for each applicable vessel of
the company in accordance with the ISM code. The certificate will be maintained
onboard each vessel and a copy of the SMC is available in the Head Office.
The SMC is a 5-year certificate which is obtained by completing interim, initial and
intermediate audits of the vessel.
SMC will be specific for the vessel and shall be maintained as long as the vessel is
under the Company’s management.
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Planning is one of the key components of any management system, ISO 45001
planning is based on:
‘PLAN – DO – CHECK – ACT’

Where planning is used to set the actions in motion for how the system will work.
SECTION 6:
PLANNING
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6.1 ACTIONS TO ADDRESS RISKS AND OPPORTUNITIES
6.1.1 General
When planning for the OH&S management system, the organization shall consider
the issues referred to context of the organization, the requirements in relation to
internal and external interested parties or stakeholders and the scope of its OH&S
management system.
Also, determine the risks and opportunities that need to be addressed to:
a) give assurance that the OH&S management system can achieve its intended
outcome(s);
b) prevent, or reduce, undesired effects;
c) achieve continual improvement.
When determining the risks and opportunities for the OH&S management system
and its intended outcomes that need to be addressed, the organization shall take into
account:
— hazards (see 6.1.2.1);
— OH&S risks and other risks (see 6.1.2.);
— OH&S opportunities and other opportunities (see 6.1.2.3);
— legal requirements and other requirements - (see 6.1.3).
The organization, in its planning process(es), shall determine and assess the risks and
opportunities that are relevant to the intended outcomes of the OH&S management
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system associated with changes in the organization, its processes or the OH&S
management system.
In the case of planned changes, permanent or temporary, this assessment shall be

undertaken before the change is implemented (see 8.1.3).
The organization shall maintain documented information on:
— risks and opportunities;
— the process(es) and actions needed to determine and address its risks and
opportunities (see 6.1.2 to 6.1.4) to the extent necessary to have confidence that
they are carried out as planned.
6.1.2 Hazard identification and assessment of risks and opportunities
 Hazard identification (6.1.2.1)

 Assessment of OH&S risks and other risks to the OH&S management system
(6.1.2.2)
 Assessment of OH&S opportunities and other opportunities for the OH&S
management system (6.1.2.3)
6.1.2.1 PERMIT TO WORK (PTW)
6.1.2.1.1 Introduction to PTW
The fundamental purpose of the work permit is to safeguard employees, protect

company or client’s property and equipment, prevent fires and in general, ensure
that all works are carried out under the safest condition possible.
The work permit only applies to work to be carried out upon vessel or MODU & other
offshore installation verify all associated risk identified and measure are well in place
and mitigated.
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It is the primary responsibility of the Master and Designated Person Ashore or his
deputy along with the Vessel Safety Officer to issue the permits on board the vessel
and to assess that it is safe to perform the work on that specific task/location etc.
Such permit must be kept available at the work site within the allocated duration of
the work planned.
6.1.2.1.2 The person issuing the permit has the following specific responsibilities
• To make sure that each item on the permit is accurately and completely filled
out.
• To make sure that the person applying for the permit understands the
requirement on the permit and any unusual condition connected with the job.
• To make regular job inspections.
• To be aware of condition changes.
6.1.2.1.3 Transfer of Permit Issuing
To pass on pertinent information about the work in progress to his relief or his
deputy.
Although the person issuing the permit has the primary responsibilities, the person
who receives the permit, usually the Officers or the senior in his capacity has the
following responsibilities:
• To comply with the conditions stated on the permit.
• To use the proper tools and equipment on the job.
• To follow safe work practices.
• To ensure work is completed and entry is made in accordance with the

conditions stated in the permit issued.
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• To notify the issuing authority of any changes in the condition of the job or the
surrounding area.
• To notify the issuing authority upon completion of work and to return the
permit.
The permit-to-work is a documented procedure that authorizes certain people to

carry out specific work within a specified time frame. It sets out the precautions
required to complete the work safely, based on a risk assessment.
It describes what work will be done and how it will be done; the latter can be detailed
in a ‘method statement'.
The permit-to-work requires declarations from the Master or the Safety Officer
authorizing the work inclusive the team in-charge carrying out the work.
Where necessary it requires a declaration from those involved in shift handover

procedures or extensions to the work. Finally, before equipment or machinery is put
back into service, it will require a declaration from the permit originator that it is
ready for normal use.
6.1.2.1.4 To stop if unusual or unsafe practices arise which having effect the
safety of the work.
ALL WORK SHOULD STOP IF:
• Any abnormal situation develops e.g. the presence of oil or gas is suspected.
• The work is interrupted or delayed for more than 2 hours.
• The approved work schedule duration is exceeded.
• A fire occurs.
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6.1.2.1.5 Variety of Work Permit
A Work Permit is required for and not limited to:
• Hot Work
• Confined Space Entry
• Bunkering
• Working at Height
• Over-side Working
• Working Aloft
• 500 Meter Entry
6.1.2.1.6 Work must cease when any of the planned schedule change and not
limited to:
• Instrument failure
• Weather pattern
• Incident, Accident, Injury, Near Miss
6.1.2.1.7 REGISTER OF PTW ISSUED
All work carried out with specific permit to work checklist OR without the specific
permit to work checklist and which having potential risk must register into Form for
Permit to Work Register.
These also required any job having made a Risk Assessment prior execution to
register into this form.
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Once a risk assessment is made it is clearly illustrated that the work to carry out on
that day has been assess and permitted to perform.
The system requires company management approval to be handled by the

designated person ashore (DPA) for higher risk activities.
6.1.2.1.8 Higher risk activities:
Hot work in identified hazardous areas and work on critical equipment, require shore
management, the DPA needs to be notified, and he is to run through the checklist of
items considered by the vessel in requesting approval for such work.
Approval will be given based on compliance with all items in PTW Form, also check if
risks have been properly assessed.
Note: Any of the above condition changes the permit need to be re-examined and
become invalid. A fresh PTW should be established and fresh measure to incorporate.
6.1.2.1.9 HOT WORK
Burning and welding are among the most critical hazards of offshore activities.
However, these can be performed safely, if proper precautions are taken before such
work begins and while it is in progress.
PTW for Hot Work require office approval, DPA must be onboard to physically
supervise that the guideline requirement and work conditions provided onboard, is
adequate for the permit issued.
6.1.2.1.9A DEFINITION OF HOT WORK
Hot work is any process that can be a source of ignition when flammable material is
present or can be a fire hazard regardless of the presence of flammable material in
the workplace.
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Common hot work processes are welding, soldering, cutting and brazing. When
flammable materials are present, processes such as grinding and drilling become hot
work processes.
6.1.2.1.9B DANGERS OF HOT WORK
Welding, cutting, and allied processes produce molten metal, sparks, and slag.
Hot work surfaces can cause fire or explosion if precautionary measures are not
followed.
Flying sparks are the main cause of fires and explosions in welding and cutting.
Sparks can travel up to 35 feet from the work area.
Sparks and molten metal can travel greater distances when falling.
Sparks can pass through or become lodged in cracks, clothing, pipe holes, and other
small openings in floors, walls, or partitions.
Typical combustible materials found inside buildings include: wood, paper, rags,
clothing, chemicals, flammable liquids and gases, and dusts.
Parts of buildings such as floors, partitions, and roofs may also be combustible.
Welding and cutting can cause explosions in spaces containing flammable gases,
vapors, liquids, or dusts.
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6.1.2.1.9C Permit Issuing for Hot Work
The permit issuing role in completing the permit is to ensure the area or equipment
is properly prepared for hot work and the operation is conducted safely.
The Master or his delegate Safety Officer issuing permits should be trained in the
hazards of hot work and the site-specific hazards, such as flammable liquids,
hazardous processes, and storage areas.
They must understand the situations that can prevent hot work from being
performed and how to interpret atmospheric monitoring results.
One of the most common errors in hot work management programs is the issuance
of hot work permits without input from the Master or his delegated Safety Officer.
To properly issue a permit, the Master or his delegate Safety Officer should tour the
proposed hot work area and visually verify that all permissive conditions of the permit
are met.
Once the permits are properly completed, there should be a copy of the permit kept
with those performing the hot work and ensuring the copy remain open in the ship
office or possession during the hot work operations.
Upon completion of the Hot work the Safety Officer must make another tour ensuring
all affected hot area are well cool off and clear off any hot soot/ashes etc.
At the same times the area shall be well clean and without any remnant of tools, rag,
equipment etc.
6.1.2.1.9D Fire Hazard Prevention Tips
• Whenever possible, relocate the work from the work site to the welding /
maintenance area.
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• Welding and cutting operations shall ideally be conducted in a separate, well

ventilated room.
• When not possible to relocate work to the welding shop: remove combustible
materials for a minimum radius of 35 feet (10.7 meters) around the work area
or move the work to a location well away from combustible materials.
• Protect combustibles with covers made of fire-resistant materials.
• If possible, enclose the work area with portable, fire-resistant screens.
• Have a qualified firewatcher in the work area during and for at least 30 minutes
after hot work is finished.
• Do not dispose of hot slag in containers holding combustible material.
• Fire extinguishers shall be maintained in a state of readiness for instant use.
• Welding or cutting is not permitted in or near rooms containing flammable or

combustible liquids, vapors, or combustible dusts. Do not weld or cut in
atmospheres containing reactive, toxic, or flammable gases, vapors, liquids, or
dust.
• Do not apply heat to a work piece covered by an unknown substance or coating

that can produce flammable, toxic, or reactive vapors when heated. Identified
at site-specific hazards including the presence of flammable materials.
• A means of signaling shall be pre-arranged whereby operations shall cease

should a hazardous situation arise.
• Oxygen and acetylene cylinders must be secured vertically and separated.

Oxygen cylinders must be stored as far away as practical from acetylene
cylinders or other fuel sources.
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• Spark arrestor to be fitted on both sides of the equipment. “Torch and Bottle”.
• Valve protection caps must be in place when cylinders are moved.
• Hot work must not be allowed during bunkering operations or whilst loading
bulk flammable liquids or dry bulk cargos or explosives.
• Should a vessel have extensive hot work, it is recommended that the Master
requests for a safe berth.
6.1.2.1.9E Hot Work Permit Requirements
Employees that perform hot work outside of designated Welding Shop and
Maintenance Shop areas must complete a Hot Work Permit prior to conducting the
hot work operations and the final sign-off (after work is completed).
The vessel Master and his designated Safety Officer are responsible for ensuring
compliance with the permit requirements.
The vessel must document the following on the Hot Work Permit:
• Date the Permit is being issued. A Permit is only valid for one day of work.
• Location and Level where hot work will be taking place.
• The Safety Officer shall inspect the work area and confirm that precautions
have been taken to prevent a fire.
• The checklist must be completed which includes observing special precautions

needed during work such as posting a fire watch, and ensuring the hot work
location is free from hazards material.
• Any special precautions for the work to be performed such as the use of
supplemental fire extinguishers, welding blankets, welding curtains, and
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ensuring combustible materials are not present and guarding materials that
cannot be relocated as a last line of defense where hot work is planned.
• The Safety Officer must inspect if hot work is planned adjacent to an enclose
space or tank. These areas must be inspected for fire hazards.
• Hot work is prohibited on enclosed equipment, such as in/on near tanks or

containers that contain or have contained flammable substances.
• Hot work is prohibited in areas with the accumulation of dusts.
• The Safety Officer must ensure that the Fire Watch is provided during the hot
work and for 30 minutes after the completion of hot work.
• Gas tests should be taken at regular intervals and also adjoining areas should
be checked / tested as well.
• The Safety Officer must ensure the Fire Watch is supplied with appropriate fire
extinguishers and/or fire suppression equipment (e.g. water hose).
• The Fire Watch must be able to activate the fire alarm and understand to type
of fire and using the appropriate type of extinguisher.
• The Safety Officer must determine if more than one fire watch is required in
adjoining areas as practicable.
• The Fire Watch must perform a final check of the work area and adjacent areas
to which sparks and heat might spread (including floors above and below, and
on opposite side of wall(s).
• 30 minutes after the hot work was completed and verify with the Safety Officer
that the area was found safe.
• After completion of the Hot Work Permit, the completed Permit must be close
up and file it in accordance to the SMS Filing system.
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6.1.2.1.9F Hot Work Locations
Hot work is never permitted in certain types of locations where safe conditions do
not exist and cannot be created.
Hot work is allowed in a permanent designated location approved for routine hot
work operations, made safe by removal of all possible sources of ignition that could
be ignited by the hot work tool. i.e. Welding Shop or Maintenance Shop where all
combustibles have been removed.
Controlled Area is one in which safe conditions for hot work exist or where safe
conditions can be created by moving or protecting combustibles.
An example of a controlled area is a welding room and the work area has been made
safe by removing all combustibles and implementing the requirements of the hot
work permit in order to make it safe.
• In a Controlled Area, a Hot Work Permit must be obtained by the hot work
operator.
• The permit must be obtained from the Master or his delegated Safety Officer
before the hot work can proceed.
• A Hot Work Permit is good for only one day of work.
6.1.2.1.9G Non-Permissible Location
A location that cannot be made safe for hot work and hot work is not permitted in
these locations.
An example is near closed tanks that contain or have contained flammable liquids
such as a fuel tank.
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6.1.2.1.9H Welding and Hot Work in and Around Tanks
Any Hot Work nature of welding or cutting operations in or near tanks.
Whenever possible, avoid hot work and consider alternative methods.
Analyze the hazards, prior to initiation of hot work perform a hazard assessment that
identifies the scope of work, potential hazards, and methods of hazard control.
Work is not allowed and shall not be performed in or near closed tanks that contain
or have contained flammable liquids.
The tanks must be thoroughly drained, purged, and atmospherically tested with a
combustible gas meter (indicator).
This will ensure the tank is free from the accumulation of flammable gases or vapors.
Once approved safe for hot work, atmospheric monitoring must be performed using
a portable combustible gas analyzer before and during the work.
If any detectable readings are obtained, then work cannot begin or continue until the
source of vapor is found clear and safe to do so.
Page 237 of 477
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6.1.2.1.10 High Voltage / Electric Shock Hazards – Safety Precautions
Any Voltage used on board a ship if less than 1kV (1000 V) then it is called as
LV (Low Voltage) system and
ANY VOLTAGE ABOVE 1KV IS TERMED AS HIGH VOLTAGE.

6.1.2.1.10A Arcing
An unintentional electric arc occurs during opening of a breaker, contactor or switch,

when the circuit tries to maintain itself in the form of an arc.
During an insulation failure, when current flows to ground or any other short circuit
path in the form of accidental tool slipping between conducting surfaces, causing a
short circuit.
6.1.2.1.10B Results of an electric arc
Temperatures at the arc terminals can reach or exceed 35,000° f or 20,000˚c or four
times the temperature of sun’s surface.
The heat and intense light at the point of arc is called the arc flash.
Air surrounding the arc is instantly heated and the conductors are vaporized causing
a pressure wave termed as ARC BLAST.
6.1.2.1.10C Short Circuit
A short circuit (or a fault) is said to have taken place when the current is not confined
to its normal path of flow but diverted through alternate path(s).
– During short circuit, the current raises much above the normal value.
– Short circuit level is the maximum possible current that flows at the point of fault
during a short circuit.
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6.1.2.1.10D DANGERS OF ELECTRIC SHOCK
Electric shock from electrical welding and cutting equipment can result in death or
severe burns.
Additionally, serious injury can occur if the welder falls as a result of the shock.
This safety hazard is associated with operations that use electricity to generate heat,
such as arc and resistance welding and cutting.
6.1.2.1.10E Some measures to prevent electrical shock include:
• Never use a bare hand or wet glove to change electrodes.
• Do not touch an energized electrode while you are in contact with the work
circuit.
• Never stand on a wet or grounded surface when changing electrodes.
• Do not allow the electrode holder or electrode to come in contact with any
other person or any grounded object.
• Ground the frames of welding units.
• Insulate yourself from the work piece and ground using dry insulating mats or
covers big enough to prevent any physical contact with the work or ground, or
wear proper PPE.
• If utilizing long lengths of cable, suspend them overhead whenever possible. If

run along the floor, be sure they do not create a tripping hazard, become
damaged, or tangled.
• Current must be turned off when equipment is not used for any period of time.
Page 239 of 477
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Additional safety precautions are required when welding is performed under any of
the following electrical hazardous conditions: in damp locations or while wearing wet
clothing, on metal floors, gratings, scaffolds, or other metal structures; in cramped
positions such as sitting, kneeling, or lying; or when there is a high risk of un-avoidable
or accidental contact with the work-piece and ground:
Use the following type of equipment,
• AC welder with reduced open-circuit voltage.
• And do not work alone!

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6.1.2.2 Assessment of OH&S risks and other risks to the

OH&S management system
6.1.2.2.1 RISK ASSESSMENT
6.1.2.2.1A Guidance on Main Elements of Risk Assessment
Good risk management is a key component to a successful safety management. All

parties involved in an operation have a duty to ensure it is carried out properly. The
key component is proper risk assessment.
Classify Work Activities
Identify Hazard
Identify Risk Control
Evaluate the Risk
Determine the tolerability of the risk
Prepare Risk Control Action Plan to
Review adequacy of Action Plan –

Confirm whether the risk are now
l bl
Ensure risk assessment and controls

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• Master / Chief Engineer are responsible for ensuring that risk assessments are
carried out for the operations onboard their vessel. The relevance of a permit to work
must be considered during the JSA process.
• It is a requirement of legislation, and also good company practice and common

sense, that all work tasks should be subject to an assessment of their risks.
This is in order to identify the hazards present, assess the risks involved, and identify
the controls and precautions necessary to undertake the work safely.
• When a task is identified, the first action is to establish what it will involve. This
initial appraisal should identify the need for any special safety studies or assessments
and identify at the outset if it is clearly obvious that the task cannot be carried out
safely.
If the likely hazards cannot be reconciled at this stage, then the task should be
rejected or redefined.
6.1.2.2.1B JOB SAFETY ANALYSIS (JSA) PROCESS
The next stage represents the heart of the JSA process. It involves identifying the
hazards associated with the task, assessing the risks and identifying the controls /
precautions required to mitigate those risks.
Where a task comprises a number of separate activities, these should be broken

down into individual tasks and assessed separately.
The extent of the controls identified will depend upon the level of risk associated with
the task. The higher the risk, the greater the degree of control.
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In identifying control measures, consideration should be given to:
• The task
• The people involved
• What tools, equipment, materials are to be used
• Working environment
The JSA team must work systematically through the list of hazards to specify all the
methods needed to control each of the associated risks.
These measures should be based on good safe working practice in order to reduce
the residual risks to as low as practicable.
Once all the controls have been identified to reduce the risk, the following final
questions should be asked:
• Have all the necessary control measures been fully / effectively identified?
• Are any additional competencies required to complete the task?
• Is the risk effectively controlled?
A new JSA will not be required for every task. Where a task has previously been risk
assessed, or is covered by a procedure, it may not need a new JSA.
Where this is the case, the previous JSA or procedure should be reviewed to ensure
that the hazards and controls are still relevant and that any site or job specific controls
are identified.
Prior to undertaking the task, the appropriate approval should be sought. At this
point, it is essential to communicate the hazards, controls and individual
responsibilities to the rest of the work team and engage everyone involved in the final
stage of the risk assessment process.
The latter is an important opportunity for the whole work team to identify any
additional hazards and controls, especially those specific to the site and the local
conditions.
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Once the task commences, it is important to monitor the worksite of any change in
conditions that might alter the hazards and controls in place.
If there is any concern, STOP THE JOB, re-assess the controls and, if necessary, re-
plan and re-assess the task.
On completion of the tasks, it is important to capture any lessons learned and make
improvements for next time.
The company developed a RISK ASSESSMENT REGISTER for the routine jobs carried
out on the vessel.
This register will act as guideline for the risk assessments conducted onboard.
There might be additional risks involved in the task which has not been identified in
the RISK ASSESSMENT REGISTER, these additional risks are required to be assessed
by the responsible officer in-charge and added into the JSA and discussed with all
crew involved in the task.
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6.1.2.2.1C RISK ASSESSMENT – ACTION & TIMESCALE
ACTION AND TIMESCALE
ACTION AND TIMESCALE
These risks are considered acceptable. No further action is necessary other than
LOW to ensure that the controls are maintained. Arrangements should be made to
ensure that controls are maintained.
Consideration should be given as to whether the risks can be lowered, where

applicable, to a tolerable/acceptable level. The risk reduction measures should be
MEDIUM implemented within a defined time period. Arrangements should be made to
ensure that the control measures are maintained, particularly if the risk levels are
associated with harmful consequences.
Substantial efforts should be made to reduce the risk. Risk reduction measures
should be implemented urgently within a defined time period and it might be
necessary to consider suspending or restricting activity, or to apply interim risk
HIGH control measures, until this has been completed. Considerable resources might
have to be allocated to additional control measures. Arrangements should be
made to ensure that the control measures are maintained, particularly if the risk
levels are associated with extremely harmful consequences and very harmful
consequences
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6.1.2.2.1D Risk – Categorization
Category Low - harm Medium - harm High - harm
Deafness; dermatitis; Occupational cancer; severe

Nuisance and irritation (e.g.
asthma; work related upper life shortening diseases;
Health headaches); temporary ill
limb disorders; ill-health acute fatal diseases;
health loading to discomfort
leading to permanent minor permanent substantial
(e.g. diarrhoea).
disability. disability.
Lacerations; burns; Amputations; major

Superficial injuries; Minor
Safety concussion; serious sprains; fractures; poisonings;
cuts and bruises; Eye
minor fractures; muscular- multiple injuries; fatal
irritation from dust.
skeletal disorders. injuries.
Category of risk Evaluation of tolerability Status

Low Tolerable Acceptable
Medium Risks that should be reduced so that they are tolerable or
High Acceptable
Unacceptable
Work through this acronym carefully, it will help you to complete

your job SAFELY, EFFICIENTLY and RIGHT FIRST TIME.
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6.1.2.2.1E PRIMARY STEPS FOR RISK ASSESSMENT (RA)
Identify the primary step when undertaking a risk assessment.
• Look for hazard
• Who is at harm and how?
• Evaluate the risk & Control Measure - Hierarchy of Control

• Record finding & Implementation
• Review & Revise when necessary - from time to time

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6.1.2.2.1F Using the Hierarchy of Control -
• Eliminate -
do not carry out if there is a hazard. Find a substitute for a lesser hazard e.g. Change
the physical form dust to pallet
• Reduce -
exposure (use or frequency) by changing work processes/pattern
• Isolate -
provision of barrier. i.e. glove box for handling hazardous biological agents
• Control -
at source via engineering control (engineering control or administrative Control)
• PPE -
a physical barrier between you and the risk “The Last Line of Defense”.
E R I C PPE
Eliminate Reduce Isolate Control PPE
FIG 22
Page 248 of 477
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6.1.2.3 Assessment of OH&S opportunities and other opportunities for the

OH&S management system
6.1.2.3 ENCLOSED SPACE ENTRY
6.1.2.3.1 PURPOSE
Certain procedures must be followed before any person is allowed to enter a

confined space for any length of time.
In our industry the confined space procedure applies mainly to entry of ballast tanks,
fuel tanks, void spaces, etc.
JEPP DYNAMIC LTD. have taken the position that all confined spaces associated with
our operations are “permit-required”, due to contents, hazards and rescue difficulty.
No postings are required on Company property because all confined spaces are
sealed as non-accessible on a daily basis.
6.1.2.3.2 SCOPE
This procedure applies to all JEPP DYNAMIC LTD. work sites, offshore and land-based
where entry into a confined space entry is necessary.
6.1.2.3.3 RESPONSIBILITY
The primary responsibility for this procedure belongs to the persons performing the
entry into and work in a confined space.
However, the MASTER will be responsible overall for ensuring that all safe guards are
in place prior to the issuance of a Confined Space Entry Permit and the record
retention of all issued permits on all JEPP DYNAMIC LTD. vessels.
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6.1.2.3.4 Definitions
6.1.2.3.4A A Confined or Enclosed Space
A confined space is any space with limited means of entry or exit, which might be
subject to the accumulation of toxic or flammable gases or vapors and that, is not
designated for continuous human occupancy.
Confined spaces are normally considered to be hazardous to the safety and health of
an employee. Confined spaces include the following:
• Enclosures with limited access openings for employees such as closed storage
tanks, process vessels, enclosed holds or tanks on marine vessels.
• Tanks, pits, tubs, vaults, boilers, vessels or other confined spaces with one side
open to the air but designed to require assistance for entry or exiting
• Ventilation or exhaust ducts, sewers, dumps, underground utility tunnels,

pipelines or excavation more than four feet deep.
6.1.2.3.4B Confined Space Competent Person
A Confined Space Competent Person is one who has been trained and certified as
being capable of identifying potential hazards with respect to a confined space or
enclosure entry and verifying that the atmosphere is safe for entry.
6.1.2.3.4C Designated Competent Persons
For purposes of confined space entry, the following positions must be Company
designated competent persons and as such, documented on the Designated
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6.1.2.3.4D Competent Person List:
• Standby Attendant
• Atmospheric Tester
6.1.2.3.4E Entry
Entry into a confined space has occurred when any part of the body breaks the plane
of the opening.
6.1.2.3.5 Employee Responsibilities
6.1.2.3.5A Supervisor
A supervisor of work in a confined space is responsible for the following:
• Survey each operation and evaluating potential hazard
• Ensuring that all employees involved know the Company’s policies and
procedures are trained in the nature and hazards of the entry, correct use of required
personal protective equipment and emergency evacuation and recue.
6.1.2.3.5B Competent Person Responsibilities
The Site Manager will designate the competent person for a confined space entry.
The competent person is responsible for the following.
• Evaluating and monitoring the work environment to determine the hazards

associated with the confined space including; performance of and signing for
atmospheric tests.
• Determining which personal protective and rescue equipment is required
while working in the confined space.
The competent person will most commonly be the site HSE Officer.
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6.1.2.3.6 Preparation and Entry of the Confined Space
The following seven issues must be addressed prior to every entry:
• Ventilation
• Isolation/Barricading
• LOTO – LOCK OUT TAG OUT
• Atmospheric Testing
• Rescue Plan & Equipment
• Permitting
• Pre-Entry HSE Meeting for review of pertinent JSA’s
6.1.2.3.7 Ventilation
A tank or vessel is prepared for a confined space entry by:
• Emptying and removing residue by cold-water flush, chemical neutralization,

air/nitrogen purge or other suitable means
• Venting harmful vapors to a safe point to discharge, preferably by a method of

mechanical exhaust to avoid re-circulating contaminated air
• Grounding air-moving equipment
• Eliminating all sources of possible ignition if the decontamination involves

flammable liquids, vapors, gases or dirt
• Electrically bonding (grounding) steam lines to the tanks or vessel if it contains

(or may contain) flammable material to eliminate static electricity and prevent auto-
ignition of flammables.
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6.1.2.3.8 Isolation
A tank or vessel is isolated from all other systems and or equipment and measures
are taken to prevent harmful material (solids, liquids, vapors or gases) from entering
the tank or vessel while employees are inside by:
• Physically disconnecting lines if they have contained hazardous fluids or inert

gas or if they contain fluids at high pressure or temperatures.
• Removing valves and placing blank flanges in the liens as close as possible to the
confined space
• Disconnecting or blanking drains or overflow lines if they extend into a space

from which steam, vapor or fumes could be conducted back into the tank or vessel if
they connect to other equipment or if they extend to a remote location.
• Blanking or capping open ends of disconnected lines.
• Ensuring that blinds are of sufficient length to withstand maximum pressures

that may be imposed and are of material that will withstand corrosion of chemicals
to which they may be exposed.
The following is not intended to supersede an established procedure but to provide

minimum requirements.
The Lockout of a tank or vessel in preparation for employee entry is accomplished by:
• Tagging and locking (in the “off” position) the line-disconnect switches
supplying power to mechanical mixers, agitator pumps, cover or door activators and
radiation gauges.
• Having an electrician pull the line fuses in the electrical circuit.

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6.1.2.3.9 Atmospheric Testing
Testing is done before initial entry, before the entry of each new shift and after the
space has been left unoccupied for any length of time.
This could be due to lunch, breaks and so on. If feasible, testing should be
accomplished without entering the confined space and readings taken over a cross
section of the confined space.
The supervisor of the crew or other designated person accompanies the designated
representative doing the tests to ensure that entry is safe.
Continuous monitoring is required anytime work is occurring that may change the
atmospheric conditions, i.e. welding, cutting, painting, grinding, etc.
6.1.2.3.10 Rescue Plan / Equipment
Prior to every entry, a rescue plan must be developed that is specific to the space to
be entered. The rescue plan must consider retrieval and communications methods.
The competent person is responsible for assuring that all equipment needed for an
effective rescue is available either at the entry point or within close proximity and in
good working order.
• Tripod and winch

• Spare full-body harnesses
• Two SCBA’s
• Stokes basket
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6.1.2.3.11 Permits
All confined space entries require the implementation of a permit.
The permit is designed to assume that all hazards have been addressed, the rescue
plan and communications methods are in place and that all personnel are aware of
the specifics of the entry.
No permit is valid except for the job, location and personnel specified, nor for a period
longer than 12 hours.
New permits must be issued at a minimum every shift change when new personnel
become involved.
6.1.2.3.12 Pre-entry meeting
Prior to every entry it is the responsibility of the entry supervisor to hold an HSE
meeting with all involved personnel.
This meeting is designed to assure that all personnel are aware of the hazards
involved, the actions taken to guard against those hazards, the work to be performed
inside, the rescue plan, communications methods and who the standby is.
This is accomplished with the assistance of JSA’s.
In the event that multiple companies are involved in the entry, all personnel,
regardless of employer, are required to participate in the pre-entry meeting and JSA
process.
If new personnel arrive at the work site after an entry has begun, all work will be
suspended and another group meeting held to discuss simultaneous operations.
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6.1.2.3.13 ACCEPTABLE ATMOSPHERIC LEVELS
No confined space entry will occur in tanks and or vessels unless the following
atmospheric levels are achieved
• Oxygen: 19.5% - 23.5%

• LEL: 0%
• Toxins Identified
6.1.2.3.14 STANDBY ATTENDANT DUTIES
Every confined space entry must have a designated standby person outside the entry
point.
The standby is responsible for the following:
• Logging personnel in and out of the space

• Monitoring conditions outside to assure it is safe for personnel to remain inside
• Monitoring personnel inside, preferably by vision. If vision is not feasible
alternate communications such as voice, radio or line-pull signals must be
established.
• Assuring rescue equipment is available.
• Never leave the entry point for any reason as long as personnel are inside.
Note: JEPP DYNAMIC LTD. requires one attendant per entry
Page 256 of 477
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6.1.2.3.15 Sign and Barricades
The supervisor of a confined space entry is responsible for posting signs and setting
up barricades as follows:
• Signs are to be posted near the confined space to keep out unauthorized
persons, to prevent starting potentially harmful operations in the vicinity and to help
guide rescuers during an emergency.
• Barricades are required on hazardous tank operations with a substantial railing

and toe boards or equivalent protection to prevent kicking objects lying on the floor
or ground into the tank.
• Warning tape is recommended to surround the entry area.
6.1.2.3.16 Personal Protective Equipment (PPE)
• Protective clothing must be made available to the employee as needed.

Protective clothing ranges from specially designed whole-body coverage suits for
protection against highly toxic chemicals harmful by absorption through the skin, to
chemical goggles, hardhats, gloves and safety shoes normally worn to protect against
routine hazards.
• The competent person or this representative determines the specific type of

respiratory protection necessary and indicates the type of respiratory protection
needed on the entry permit.
• Breathing air must be supplied if the integrity of the atmosphere cannot be

guaranteed and if there is any possibility of harmful air contamination or oxygen
deficiency while employees are in the confined space.
• Breathing equipment must meet an approved national standard and be

maintained in accordance with that standard
Page 257 of 477
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DISPOSABLE FACE MASK

HEARING DEFENDERS
CHEMICAL GLOVES
WELDING GLOVES
SAFETY HARNESS
WELDING APRON
SAFETY HELMET
WELDING MASK
SAFETY BOOTS
FACE SHIELD
COVERALLS
WORK VEST
HI VIZ VEST
GOGGLES
GLOVES
CARGO OPERATIONS X X X X X  X
CRANE OPERATIONS X X X X X  X
MOORING/UNMOORING X X X X  X
MACHINERY SPACE X X  X
WORK AT ANY HEIGHT X X X X X
WORKING OVERBOARD X X X X X
PAINTING X X   X   
CHIPPING X X   X X   
PRESSURE WASHING X X   X X
GALLEY  X
BATTERIES X X  X X
ENCLOSED SPACES X X X X  
WELDING / CUTTING X X X X X X X
RECOVERY ZONE X X X X X
BENCH GRINDER X X X X
POWER TOOLS X X  X  X
CHEMICALS /
X X  X X
SOLVENTS
PRESSURE SYSTEMS X X X X 
ANCHOR HANDLING X X X X X X X
ALL BULK TANKS X X X X X
Legend
X At all times  As required
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6.1.2.3.17 Lifelines
If potential exposure in the confined space is acutely hazardous or if recue may be

difficult, the employee wears a body harness with a lifeline attached or coveralls with
built-in harness and lifeline.
When the shape, size, location or work performed in the confined space limits exit of
personnel, a specific procedure for the rescue of the personnel is developed in the
preplanning stage of the entry work and is made a part of the entry permit.
In some cases, it is advisable to have a block and tackle positioned on a tripod or

otherwise fastened above a manhole.
6.1.2.3.18 Rescue
Equipment to affect a timely rescue is located at the entrance to the confined space
or immediately available to the rescue team.
The equipment includes at least one self-contained breathing apparatus (SCBA) or

equivalent air-line equipment, a harness, rope and other emergency equipment that
is indicated.
In case of an emergency, the standby attendant never enters the confined space until
he or she is relieved at the post by a replacement.
The standby attendant must summon aid immediately, attempt to remove the victim
by use of the lifeline and perform all other necessary recue functions from outside
the confined space until he or she is relieved.
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6.1.2.3.19 Welding and Cutting Equipment
• Do not take welding or cutting torches into a confined space until they are
ready to be used.
• Remove equipment immediately after use.
• Never take compressed gas bottle cylinders into a confined space.
• Continuous atmospheric monitoring is required.
6.1.2.3.20 PROGRAMME REVIEW Per Entry
In the event of:
• Unauthorized entry
• Additional hazards encountered that were not anticipated during the JSA
process or placed on the permit
• Any injury, illness, near-miss or other event
• Employee complaint about conditions
All confined space entries will be suspended until an operational and program review
is conducted to identify the root cause and any needed changes to the system.
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6.1.2.3.21 LOG OUT / TAG OUT & PORTABLE ELECTRICAL EQUIPMENT
6.1.2.3.21A Introduction – LOG OUT / TAG OUT
To prevent or minimize electrical/mechanical work place accident or unexpected

activation of electrical and/or mechanical equipment during maintenance, repairing,
servicing or adjusting of any machinery or equipment,
6.1.2.3.21B Definitions
6.1.2.3.21C Lock out

The practice of using keyed or combination security devices (Locks) to prevent the
unwanted activation of mechanical or electrical equipment.
6.1.2.3.21D Tag out
The practice of using tags in conjunction with locks to increase the visibility and
awareness that the equipment is de-energized “not to be operating” or activated
until such devices are removed.
Tags must be clearly state “Do not operate” or similar phrase.
6.1.2.3.22 Energy Control Procedure
• Proper use of Lockout/Tag-out equipment to ensure safe working practice.
• It shall be used to ensure that the machine or equipment is stopped, isolated from
all potentially hazardous energy sources and locked out before ship staff or/ and
contractors perform any servicing or maintenance where the unexpected
energization or start-up of the machine, equipment or release of stored energy
could cause injury.
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6.1.2.3.23 Basic steps for Lock out / Tag Out
• Preparation for Lock out /Tag Out
Identify all parts and devices of any systems that need to be shut down. More than
one energy source (Electrical, Mechanical. Stored Energy or others) may be involved.
• Determine which switches, equipment and people will be involved.

Communicate
• Notify affected employees that a lockout/tag-out system is going to be utilized

and the reason therefore.
Identify all appropriate power sources, whether near or far from the job site.
• The authorized person shall know the type and magnitude of energy that the
machine or equipment utilized and shall understand the hazards thereof.
• Neutralize all appropriate power at the source
• Disconnect electricity / Power supply
• Blocked moveable parts
• Release or block spring energy
• Drain or bleeding down hydraulic and pneumatic lines.
• Lower suspended parts to rest positions.
• Lock out all power sources
• Lockout the energy isolation devices with assigned individual lock(s)
• Tag Out all power sources and machineries

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• Tag machine controls, pressure line, starter switches and suspended parts.
• Tags should include person in charge’s name, department, how to contact, the
date and the reason for lock out.
• Do a complete test
After ensuring that no personnel are exposed, and as a check on having disconnected
the energy sources, operate the push button or other normal operating controls to
make sure the equipment will not operate.
CAUTION: Return operating control(s) to neutral or off position after the test.
(THE EQUIPMENT IS NOW LOCKED OUT)
6.1.2.3.24 Change shift
If lockout work continues to the next shift, either maintain continuous control of the
energy/isolating devices or ensure that the oncoming shift verify the de-energization
and lockout/tag-out.
In general, if equipment is locked out at shift change, incoming shift staff should apply
their locks prior to the other shift removing their locks.
6.1.2.3.25 Group Lock out
When servicing and/or maintenance are performed by more than one individual,
each shall affix a personal lockout/tag-out device to the group lockout device, group
lockbox, or comparable mechanism when he or she begins work, and shall remove
those devices when he or she stop working on the machine or equipment being
serviced or maintained.
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6.1.2.3.26 RESTART PROCEDURES.
There is a three-step system for startup of locked out equipment.
6.1.2.3.26A Inspect
Before lock out devices are removed and energy is restored to the machine or
equipment, the work area should be inspected to ensure that tools and other items
have been removed from the area, machine or equipment components are fully
reassembled, and guards have been reinstalled.
6.1.2.3.26B Check
After inspecting the machine, check employee’s positioning and notify them of
restart procedures. Ensure all employees in the area have been safely removed.
Notify affected employees that the lockout or tag-out devices have been removed.
6.1.2.3.26C Remove
Locks and other devices are removed from each energy isolation switch or source by
the employees who applied them. If the employee who applied the lock is not
available to remove it, special procedures must be followed. Contact officer in charge
and do not act to remove the device without supervision.
THE EQUIPMENT MAY NOW BE RESTARTED.

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6.1.2.3.27 Guidelines on use of Portable Deck Electric Equipment
Power operated equipment may be dangerous unless properly maintained, handled

and used and should only be used by competent persons.
The flexible cables of electric tools should comply with the relevant International
standard.
Before work begins, personnel should ensure that power supply leads are in good
condition laid safely & do not obstruct passage.
The risk of electric shock is increased by perspiration and locations which are damp,
humid or have large conductive surfaces.
Accessories and tool pieces should be absolutely secure in the tool. They should not
be changed when the tool is connected to a source of power.
Correct safety guards should be securely fixed to appliances requiring them and
should be checked for security before starting any operation.
Such guards should only be removed when the equipment is not operating.
During temporary interruptions to work, and on completion of task, equipment

should be isolated from power sources and left safely or stowed away correctly.
The electrical tools should not be used on open deck which can cause spark and lead
to fire when working near a platform or PFSO or in area where flammable vapor and
gases might be present.
Personal protective equipment should be worn when appropriate (e.g. eye, face and
hearing protectors, should be worn when appropriate).
Page 265 of 477
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Since ships are largely made of metal, which conducts electricity, great care should
be taken in the use of electrical equipment.
Permit to work system to be followed as applicable on the nature of operation.
Safety Precaution for electrical equipment to be followed as per below guidelines:
6.1.2.3.27.1 READ INSTRUCTIONS BEFORE STARTING
1. Read and follow all labels and the Owner’s Manual carefully before installing,
operating, or servicing unit. Read the safety information at the beginning of the
manual and in each section.
2. Use only genuine replacement parts from the manufacturer.
3. Perform maintenance and service according to the Owner’s Manuals, industry

standards.
6.1.2.3.27.2 ELECTRIC SHOCK
1. Touching live electrical parts can cause fatal shocks or severe burns. The input
power circuit and machine internal circuits are live when power is on. Do not touch
live electrical parts.
2. Do not use equipment in damp areas, if movement is confined, or if there is a

danger of falling.
3. Additional safety precautions are required when any of the following

electrically hazardous conditions are present:
i) in damp locations or while wearing wet clothing;

ii) on metal structures such as floors, gratings, or scaffolds;
iii) when in cramped positions such as sitting, kneeling, or lying;
iv) When there is a high risk of unavoidable or accidental contact with the
equipment.
v) Do not work alone!
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4. Disconnect input power before installing or servicing this equipment.
5. Properly install, ground, and operate this equipment according to its Owner’s
Manual.
6. Always verify the supply ground − check and be sure that input power cord
ground wire is properly connected to ground terminal.
7. Do not touch grounded surfaces when using this equipment (metal pipes,
enclosures, structures, etc.).
8. Keep cords dry, free of oil and grease, and protected from hot metal and
sparks.
9. Frequently inspect input power cord for damage or bare wiring −replace cord
immediately if damaged − bare wiring can kill.
6.1.2.3.27.3 HOT PARTS
1. Do not touch the hot parts bare handed.
2. Allow cooling period before working on equipment.
3. To handle hot parts, use proper tools and/or wear heavy, insulated welding
gloves and clothing to prevent burns.
6.1.2.3.27.4 FUMES, GASES, AND PARTICLES
1. Using this equipment with certain materials may produce fumes, gases, and
particles. Breathing these fumes, gases, and particles can be hazardous to your
health.
2. Keep your head out of the fumes, gases, and particles, do not breathe them.
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3. If inside, ventilate the area and/or use local forced ventilation to remove
fumes, gases and particles.
4. Read and understand the Material Safety Data Sheets (MSDSs) and the
manufacturer’s instructions for metals, consumables, coatings, cleaners, and
degreasers.
5. Work in a confined space only if it is well ventilated. Always have a trained

watchperson nearby. Fumes, gases, and particles can displace air and lower the
oxygen level causing injury or death. Be sure the breathing air is safe.
6. Do not work in locations near degreasing, cleaning, or spraying operations.
7. Do not work on materials that may contain hazardous substances, including

items with lead-based paint. Coatings and any materials containing these elements
can give off toxic fumes, gases, and particles when worked on.
6.1.2.3.27.5 SPARKS can cause fire or explosion
1. Check and be sure the area is safe before doing any work.
2. Sparks can fly off from the equipment. The flying sparks, hot work piece, and
hot equipment can cause fires and burns. Accidental contact with metal objects can
cause sparks, explosion, overheating, or fire.
3. Remove all flammables within 10 m of the equipment. If this is not possible,

tightly cover them with approved covers.
4. Do not work on containers that have held combustibles or on closed containers

such as tanks, drums, or pipes unless they are properly inspected for residuals.
5. Do not work where flying sparks can strike flammable material.
6. Protect yourself and others from flying sparks and hot metal.
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7. Be alert that sparks and hot materials can easily go through small cracks and
openings to adjacent areas.
8. Watch for fire, and keep a fire extinguisher nearby.
9. Do not work where the atmosphere may contain flammable dust, gas, or liquid
vapor (within 500 meters of offshore platform, near FPSO)
10. Wear oil-free protective garments such as boiler suits, safety shoes, and
helmet.
11. Remove any combustibles, such as butane lighter or matches, from your
pockets before doing any work.
12. After completion of work, inspect area to ensure it is free of sparks, glowing
embers, and flames.
13. Use only correct fuses or circuit breakers. Do not oversize or bypass them.
14. Follow requirements for hot work (permit/Risk Assessment) and have a fire
watcher and extinguisher nearby.
6.1.2.3.27.6 Flying metal-dirt-sparks can injure eyes
1. Welding, chipping, wire brushing, and grinding cause sparks and flying metal.
2. As welds cool, they can throw off slag. Wear approved safety glasses with side
shields even under your welding helmet.
3. Wear a face shield to protect eyes and face.
4. Operate equipment with proper guards, and in a safe location while wearing
proper face, and body protection.
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5. Sparks can cause fires — keep flammables away.
6.1.2.3.27.7 NOISE can damage hearing
1. Noise from some processes or equipment can damage hearing.
2. Wear approved ear protection if noise level is high.
6.1.2.3.27.8 MOVING PARTS can cause injury
1. Keep away from moving parts.
2. Keep all doors, panels, covers, and guards closed and securely in place.
3. Have only qualified persons remove doors, panels, covers, or guards for
maintenance and troubleshooting as necessary.
4. Reinstall doors, panels, covers, or guards when maintenance is finished and

before reconnecting input power.
5. Do not wear clothing, gloves, or jewelry, or other items that may be caught in
moving parts. Wear a hat or other covering to contain long hair.
6. Do not make adjustments on moving equipment. Remove adjusting tools (keys,

wrenches) before using equipment.
7. Verify the switch is in the off position before plugging in the equipment.
8. Use the equipment only for the recommended application and at the specified
rate. Do not use the equipment for tasks for which it is not intended.
9. Do not hold work piece in your hand when using equipment. Use a vice or
clamp to hold work piece.
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6.1.2.3.28 WORKING AT HEIGHT OR ALOFT
6.1.2.3.28.1 WORKING AT HEIGHT
Any task that required height above than 2 meters is considered working at
height/aloft.
A safety harness with lifeline is part of the rigging standard. In addition, when working
over side, buoyancy garment should be worn and a lifebuoy with sufficient line
attached should be kept ready for immediate use.
Personnel working at a height/aloft or overside may not be able to give their full
attention to the job and at the same time guard themselves against falling.
Proper precautions should therefore always be taken to ensure personal safety when
work has to be done aloft or when working outboard.
It must be remembered that the movement of a ship in a seaway and extreme

weather conditions even when alongside, will add to the hazards involved in work of
this type.
A stage or ladder should also be utilized when work is to be done beyond normal
reach.
A control measures shall be taken to protect those who may be put at risk in some
key areas on board ship. Such measures should be based on the findings of the risk
assessment.
Working at height shall not be performed alone. It must be accompanied by at least

with one marine crew and closely monitored.
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6.1.2.3.28.2 Working Aloft
In many areas on the exterior of a ship that contain radar equipment are inaccessible
from decks or built-in work platforms, someone must go aloft to work in these areas.
We define “aloft” as any mast, kingpost, or other structure where the potential for a
fall exists.
Probably the greatest hazard associated with working aloft is the danger of a fall.
Other hazards include electrical shock, radiation burns, asphyxiation from stack
gasses, and the dropping of objects.
As long as nearby equipment is turned off, you should not have to worry about
receiving a shock from current generated by the equipment.
However, you must be aware of the possibility of shock due to static charges. Static
charges are caused by electrically charged particles that exist naturally in the water.
Under certain conditions these charged particles collect on metallic objects such as
wire antennas and produce a shock hazard. You can eliminate this hazard by
grounding these objects. Shocks from static charges will not harm you directly, but
the surprise of such a shock may cause you to fall.
Work aloft (above 2 meters) should not be carried out in the vicinity of cargo working,
unless it is essential.
Any such work should be closely monitored/watched by a responsible person.
Before work is commenced near the ship’s whistle, the officer responsible should
ensure that power is shut off and warning notices posted on the bridge and in the
machinery spaces.
Vessel engineers to ensure that steps are taken to reduce as far as practicable the
emission of steam, harmful gases and fumes.
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Before work is commenced on the funnel, the officer responsible should inform the
duty
Before work is commenced in any vicinity of any high electricity example radio aerials
etc., the officer responsible should inform the radio room or person in charge of the
high voltage insulation/emission so that no transmissions are made whilst there is
risk to personnel.
A warning notice should be put up in the radio room. Use Lock Out Tag Out System.
Where work is to be done near the radar scanner, the officer responsible should
inform the officer on watch so that the radar and scanner are isolated.
A warning notice should be put on the set until the necessary work has been
completed. Use Lock Out Tag Out System.
Other than emergency situations personnel should not work over-side whilst the
vessel is underway. If such work has to be undertaken lifeboats or rescue boats should
be ready for immediate use. Any such work should be closely monitored/watched by
a responsible person.
6.1.2.3.28.3 Completion of Task
On completion of the work of the type described above, the person responsible
should, where necessary, inform the appropriate person that the precautions taken
are no longer required and that warning notices can be removed.
Care must always be taken to avoid risks to anyone working or moving below. Suitable
warning notices should be displayed.
Tools and spares should be set up and lowered by line in suitable containers which
should be secured in place for stowage of tools or materials not presently being used.
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6.1.2.3.28.4 Personnel Hand Tools
No one should place tools where they can be accidentally knocked down and may fall
on someone below, nor should tools be carried in pockets from which they may easily
fall.
When working aloft it is often best to wear a belt designed to hold essential tools
securely in loops.
Tools should be handled with extra care when hands are cold and greasy and where
the tools themselves are greasy.
6.1.2.3.28.5 Emergency Rescue when working at height
This is only a guideline to emergency planning rescue for working at height. Each site
and each situation will be different and your full assessment and judgement is
required.
• Sound the alarm / help should be summoned first and Master informed.
• Person to perform the rescue attempt must ensure that they are not
themselves at risk.
• A JSA or Risk Assessment (RA) to be initiated and all risk associated be dealt
with.
• The casualty should be removed from danger, or danger removed from

casualty.
• Lines attached to the casualty harness to be lowered at a control pace.
• The casualty to be removed to the nearest safe adjacent.
• Look up Ship Captain Medical Book publication for further assessment.

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6.1.3a Determine Legal Requirements and Access to those requirements
The major issues for the JEPP DYNAMIC LTD., in meeting it Occupational Health and
Safety commitment; is to comply with requirements set by regulators and identified
in the context of the organization.
The Nigerian Maritime Administration and Safety Agency (NIMASA), as the major
regulator, seeks to make mandatory the relevant International Maritime Organization
(IMO) conventions, to ensure safety of the workplace for the worker and also
requisite training to improve the safety awareness of the worker.
These relevant IMO conventions have legal implications for the organization; cause
the company is bound by the clauses of the convention in all its dealings with the
worker, contractors, classification societies, clients, security agencies.
In case of the any accident, the clauses of those conventions would be used to settle
any claim in advent of suit or arbitration.
Page 275 of 477
2nd October, 2019.
FIG 24: LEGAL REQUIREMENTS WITHIN THE ORGANIZATION’S CONTEXT
TOP CLASSIFICATION
MANAGMENT SOCIETY, INSURANCE
ORGANIZATION, P&I CLUB
WORKER IMO
(STAFF, CREW CONVENTIONS
& CODES IOC CLIENTS, SECURITY
&
AGENCIES & MARITIME
CONTRACTOR)
SECURITY
CONTRACTING FIRMS
FLAG – STATE
ADMINISTRATION
Every segment of the organization, both the internal and external parties, all derive
their regulations from the International Maritime Organization’s – Conventions and
Codes.
Page 276 of 477
2nd October, 2019.
HOW DOES JEPP DYNAMIC LTD. GET ACCESS TO THE IMO CONVENTIONS???
• Subscription to IMO Conventions update and newsletters

• Membership of Marine and Shipping associations
• Research via IMO Websites
• Use of competent consultants
• DPA / HSE Superintendent / Master membership of occupational health
• and safety institutes
• DPA / HSE Superintendent / Master attendance of occupational health and
safety training courses
OTHER MAJOR AND MINOR LEGAL REQUIREMENTS
Apart, from IMO Conventions, there other requirements from IOCs,

Maritime Security Contracting firms, Classification societies; insurance &
P&I Clubs; these are the major requirements.
Minor requirements also apply to the organization from security agencies,

and even Shipyard or Drydocks.
Apart from the main classification societies, there are third – party
classification organizations, there are certifications are required for lifting
and safety equipment on the vessels.
These third – party certification organizations are accredited by the

classification society and flag – state administration.
Page 277 of 477
2nd October, 2019.
IMO CONVENTIONS, SOURCE AND IMPACT TO ORGANIZATION

REGULATOR CONVENTION REFERENCE AREA OF ORGANIZATION SOURCE OR HYPERLINK
OR NUMBER THAT IS IMPACTED
REGULATION
IMO International SOLAS 1974, (1) Fire protection, fire IMO Publications
Convention for as amended detection and fire https://indd.adobe.com/view/a21a12ad-
the Safety of extinction 3de5-42c2-86d4-6cf890ae7ac2
Life at Sea (2) Life-saving appliances
and arrangements
(3) Radiocommunications
(4) Safety of navigation
(5) Management for the
Safe Operation of
Ships
(6) Safety measures for
high-speed craft
(7) Special measures to
enhance maritime
safety
(8) Special measures to
enhance maritime
security
IMO International STCW as (1) Master and deck IMO Publications

Convention on amended, department https://indd.adobe.com/view/a21a12ad-
Standards of including the (2) Engine department 3de5-42c2-86d4-6cf890ae7ac2
Training, 1995 and (3) Special training
Certification Manila requirements for
and Amendments personnel on certain
Watchkeeping types of ships
for Seafarers 4) Emergency,
occupational safety,
medical care and
survival functions
(5) Watchkeeping
IMO INTERNATIONAL ISPS Code maritime and port https://indd.adobe.com/view/a21a12ad-
SHIP AND PORT security-related 3de5-42c2-86d4-6cf890ae7ac2
FACILITY requirements which
SECURITY CODE SOLAS contracting
governments, port
authorities and shipping
companies must adhere
to, in order to be in
compliance with the Code
IMO INTERNATIONAL ISM Code Safety Management and https://indd.adobe.com/view/a21a12ad-
SAFETY Operation of ships. 3de5-42c2-86d4-6cf890ae7ac2
MANAGEMENT
CODE
Page 278 of 477
2nd October, 2019.
6.1.4 Planning action
The organization shall plan actions to address OH & S risks and opportunities; address
legal requirements and other requirements; and prepare for and respond to
emergency situations.
Hence, the organization will develop series of

Emergency Response Plans, Accident
Investigation and Prevention Techniques to
be integrated and implemented, as part of its
OH&S management system processes.
The organization shall take into account the hierarchy of controls and outputs from
the OH&S management system when planning
to take action.
When planning its actions, the organization shall consider best practices,
technological options and financial, operational and business requirements.
The following ACTIONS TO BE PLANNED TO PREVENT ACCIDENT;

IF ACCIDENT OCCURS, ACTION TO INVESTIGATE AND
PREVENT IN THE FUTURE.
Page 279 of 477
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6.1.4.1 LOSS OF STEERING
Purpose To describe the guidelines for the loss of steering.
6.1.4.1A Introduction
Prior to sailing each vessel Master / watch keeping officer shall perform the tests and
inspections on the vessel steering equipment as required by SOLAS Chapter V,
Regulation 19-2.
6.1.4.1B an entry will be made in the vessel’s Deck Log, prior to all vessel
movements, sailing from / arrival into the port and the applicable section completed
before maneuvering at the location of an offshore structure with the name and
signature of the vessel Master / watch keeping officer who has completed the checks,
stating what tests and inspections were performed and whether equipment is
functioning correctly.
6.1.4.1C the vessel Master / watch keeping officer will assure himself that vital
equipment prior to all vessel movements, sailing from / arrival into the port and
before maneuvering at the location of an offshore structure is pre-tested on every
occasion.
6.1.4.1D the vessel Master / watch keeping officer, prior to sailing will consider
the potential effects on the vessel in the event of steering loss after consideration to
the activity the vessel will be engaged in and the waters that the vessel will be
transiting.
6.1.4.1E in the event of steering loss the following factors will be considered: -
• The near approach of any vessels.
• The presence of shallows, shoals, or other hazards to navigation.
• The effect of wind and tide on the vessel.

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6.1.4.1F Actions that will assist in regaining control of the vessel include, but are
not necessarily limited to: -
• Steering using the main engines and bow thruster in an appropriate manner.
• Locking the rudders into the amidships position.
• Using any means of communication to acquire assistance.

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6.1.4.2 MAIN PROPULSION FAILURE
Purpose To describe the general procedure and considerations in the event of

main propulsion failure.
The Master prior to sailing will consider the potential effects on the vessel in the
event of main propulsion failure after consideration to the activity the vessel will be
engaged in and the waters that the vessel will be transiting.
6.1.4.2B The Engineer on watch will start the engines well in advance of getting
underway and will check the condition of the main propulsion plant prior to sailing.
6.1.4.2C In the event of main propulsion failure, the following factors should
immediately be considered: -
• The near approach of any Vessels.
• The direction and strength of the wind and tide.
• Any hazards to navigation toward which the vessel may drift.
• Any actions, that would mitigate the impact upon grounding or collision, such
as dropping anchor, use of the bow thrusters if the vessel is so equipped, or
streaming the tow wire if the vessel is so equipped.
Page 282 of 477
2nd October, 2019.
6.1.4.3 CIVIL UNREST, PIRACY AND TERRORISM
Purpose To describe the general procedure in the event of Civil Unrest.
In the event of any Civil Unrest where the vessel being deployed, this section will
assist all the relevant individuals to execute their responsibilities in a fashionably
manner.
6.1.4.3B In the event of civil unrest, the shore base will notify all Vessels trading
in the vicinity. Instructions will be provided to these vessels in guiding best possible
way to overcome the situation.
6.1.4.3C The Master will be governed by the following priorities: -
• Protection of the crew and vessel.
• Protection of life and rescue of personnel.
• Protection of property.
6.1.4.3D When applicable, the vessel Masters are kept informed of these plans
and the role they are expected to play in the event of civil unrest or evacuation.
Note: Nothing in this procedure is to be construed as relieving the Master of the

responsibility and authority to act in the manner that Master deems best to preserve
life and protect the vessel and crew.
6.1.4.3E Procedure
• During the first communication with the vessel/site reporting the situation:
• Listen to the report of the Master or the Manager, noting salient points
• Agree, if possible, a schedule of continuing communications

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2nd October, 2019.
• Ascertain the best way to assist the vessel or site in the situation
6.1.4.3F Establish:
• What is the evidence of an insurrection or civil unrest?
• Can the vessel move freely?
• Status of company personnel
• Are refugees involved?
• Is their danger to company personnel or vessels?
6.1.4.3G Immediately following this Initial Communication
• DPA/CSO or the Alt DPA/CSO to inform General Manager
• Commence a log including all the information received so far
• Call the emergency team together as required as deem fit
• Put in hand the actions for assisting the vessel/site in the short term
6.1.4.3H Emergency Communication Team to Inform as Appropriate:
• Port State Control
• Flag State notification
• P&I Club
• Local Medical Services

Page 284 of 477
2nd October, 2019.
• Liaising with Port Security and Security issues.
• Oil Pollution Prevention Contractors mobilization
• Salvage or Towage Companies
• Local shipping Agents
• Classification / Charterers / Client
• Crewing Agencies / Next of kin
• Board of Director, Shareholder, Banker
6.1.4.3I Considering the Possibility:
• Immediately withdrawing vessel from area
• Talking to other companies whose personnel may be involved
• Joint venture partners in the area of insurrection or civil unrest
• Embassy/Foreign office
• How will you deal with the media?

Page 285 of 477
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6.1.4.4 Terrorism & Piracy
As with all emergency situations, avoidance is always preferable to dealing with the
emergency.
• The following list of precautions, although not an emergency response, may

assist in preventing pirates or terrorists from boarding the vessel: -
• Be aware of recent pirate/terrorist activity in your area of operation
• Ensure the watchman/lookout is always alert
• Refer to Publication ‘Security at Sea’ for better preparation
• Do not sail close within the proximity of fishing vessel.
They cluster within them as they need their provision and bunkers to maintain and
lookout for the possible target.
• Good lighting around ship where possible
• Good radar watch for small fast craft particularly astern (pirates are known to
use radar blind spots)
• Rig fire hoses
• Look out for Vessel steaming at full speed.

Page 286 of 477
2nd October, 2019.
6.1.4.5 Emergency Procedure (In Port, At Berth, At Sea)
6.1.4.5A If pirate activity is seen or suspected in your vicinity (but not yet on your
vessel):
• Activate the emergency alarm.
• Activate the Ship Security Alert System (SSAS) ALERT
• Muster crew.
• Headcount and report
• Communicate the information to Base.
• Delegate crew to activities as instructed by the SSO or the Master.
6.1.4.5B If Pirates/Terrorists Board Unseen and Appear Without Warning (In Port,
At Berth, At Sea)
• Stay calm.
• Listen to the demands of the pirates/terrorists.
• Maintain the normal routine of the vessel and explain your activities to the
pirate/terrorists.
• Evidence demonstrates that the longer the incident takes to resolve the less
likely it is for harm to be caused to the personnel involved.
• Try to ascertain without causing suspicion:
• How many pirates/terrorists there are
• Where they are

Page 287 of 477
2nd October, 2019.
• How they are armed
• If the demands of the pirates/terrorists can be met (i.e. theft of contents of

ship’s safe) then give them what they want and let them go.
• The prime concern in any situation similar to those described above is the
safety of the crew of the vessel.
• At the first safe opportunity communicate with the nearest operational office
and Head Quarter Office.
6.1.4.5C Safety of the Crew and Vessel during at Berth & Anchorage
• Ensure that all crew are accounted for and kept aboard the vessel.
• Post a gangway watch and allow only authorized personnel onboard.
• Keep a watch round the vessel to ensure that unauthorized personnel do not
board from boats, or that unauthorized boats do not approach.
• Keep the M/E prepared for use.
6.1.4.5D Procedure for Office Emergency Communication Response Team
• During the first contact with the vessel who is reporting the terrorism or piracy:
• Listen to the Master's report, noting the salient points
• Agree, if possible, a schedule of continuing communications
• Ascertain how you can best assist the Master immediately
6.1.4.5E Establish:
Page 288 of 477
2nd October, 2019.
• Nature of threat
• Any demands that have been made
• What is the danger to the crew?
• Position of the vessel
• Date/time of commencement of the incident
• Are other vessels in the area?
6.1.4.5F Immediately following this Initial Communication
• Commence a log and note in it all the information received so far
• Inform Executive Chairman or his delegate.
• Call the emergency team together as require as deem fit
• Put in hand actions to support the vessel with the emergency situation as
previously agreed.
Page 289 of 477
2nd October, 2019.
6.1.4.6 Emergency Procedure on Board Vessel
The Ships Security Plan (SSP) gives guidance to the Master as to his response, when
his vessel is in an area affected by insurrection or Civil Unrest.
The Master is responsible for the safety of his crew and vessel.
6.1.4.6A Insurrection and civil unrest can affect vessels within the area of
influence in different ways. However, there are usually indications before the normal
use of the port/area is affected.
6.1.4.6B If your vessel is in a port or area in which the consequences of

insurrection or civil unrest seem likely to affect the safety of the crew and vessel:
• Effective continuous communication within the ship and others includes Port
Facilities.
• Ensure that all crew are accounted for and kept aboard the vessel.
• Post a gangway watch and allow only authorized personnel on board. They
should be able to prove their identity by boarding passes, safety passports, etc.
• Those unwilling or unable to establish their identity and / or confirm the

purpose of their visit when requested to do so should be denied access to the
ship and their attempt to obtain access should be reported, as appropriate, to
the SSO, the CSO, the PFSO and the National as well as local authorities with
security responsibilities.
• Keep a watch round the vessel to ensure that unauthorized personnel do not
board from boats, or that unauthorized boats do not approach. Ensure co-
ordination with water side boat patrols and foot or vessel patrols on the shore
side when provided.
• No unaccompanied baggage will be allowed onboard the vessel.

Page 290 of 477
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• Switching on off lighting and/or illuminated the vicinity of the ships, deck and
access points.
• Keep the M/E prepared for use.
• Inform charterers of your concern.
• Try to assess if the port is safe to leave.
• Pulling off the berth and anchoring in the port.
• Leaving port.
Be aware your vessel may attract refugees or military authorities needing marine
transport.
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6.1.4.7 SEVERE WEATHER DAMAGE
Purpose To describe the general procedure in the event of Civil Unrest.
Severe weather is defined as any weather condition, which may cause high seas,
heavy rain, or high wind levels that could hamper operations and jeopardize the
safety of JEPP DYNAMIC LTD. crews and vessels.
Severe weather includes, but is not limited to, hurricanes, tropical storms and severe
weather fronts.
6.1.4.7B Plan Description
Prior to the commencement of any operation, the Captain working in conjunction

with the Charterer, will develop an action plan defining the running times, safe ports,
safe anchorage locations and escape routes from the vessel’s area of operations.
At times when there is a specific information needed, vessel may also seek assistant
with the Fleet Operation Department.
6.1.4.7C As severe weather approaches, defined concentric circles at specified

ranges from the center of a vessel’s operating area, indicate what activities should
take place as the weather enters these range circles.
6.1.4.7D Based on the evacuation plan agreed upon, (as set forth in Condition 1
below), JEPP DYNAMIC LTD., will determine, in consultation with its customer, the
appropriate time that the vessel can depart the operations area and reach safe haven
before the onset of severe weather.
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6.1.4.8 Alert Levels
6.1.4.8A Condition 1
Each vessel, when departing for a new job location, shall determine the running time
from the new location to the nearest safe harbor and options.
This plan is referred to as an evacuation plan. In the event that the work involves
other vessels, such as rigs and barges, this running time should include any additional
time required due to reduced speeds related to the tow and to deteriorating weather
conditions, but should not include any rig down time required by the rig.
In addition to the running time, but itemized separately, each vessel shall estimate
the time required for the barge it is supporting to suspend operations and pick up
anchors.
These times should be reported to the Local Branch Office to ensure that all relevant
information is available to the Branch Office Management in the event of severe
weather
6.1.4.8B Condition 2
The Office will advise all vessels of possible threatening weather forecasted within
1000 miles of an operating area or whenever severe weather has been forecasted to
form within the local region of operation.
Action plans should be formalized for each vessel, which define what actions are to
be taken based on the type of work being performed.
For example, a tug working with a lay barge requires a longer time window to insure
proper preparations are made to move to safe harbor, move safely away from the
weather, or to ride out the weather.
During Condition 2, vessels should communicate with the Office no less than once
every 8 hours.
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Additionally, vessels should have determined the requirements and taken action to
secure the vessel for heavy weather.
Any equipment aboard, including lines, cargo or other items requiring special
attention, should be secured prior to encountering severe weather. Emergency
pumps and equipment shall be tested.
Only in extreme circumstances should any vessel attempt to ride out a hurricane or
any other tropical system that represents a prolonged exposure to high winds, high
seas or poor visibility.
6.1.4.8C Condition 3
The Office will advise all vessels of possible threatening weather forecasted within
750 miles of an operating area or whenever severe weather has been forecasted to
form within the local region of operation. During Condition 3, vessels should
communicate with the Office no less than once every 8 hours.
Vessels and Office personnel should also communicate with customers to ensure that
they are aware of JEPP DYNAMIC LTD.’s commitment to safe operations in the face
of severe weather and the timelines outlined in the vessel’s evacuation plan.
6.1.4.8D Condition 4
When severe weather threatens an operation area in 72 hours, vessels should

communicate with the office no less than once every 4 hours.
Vessels and office personnel should also communicate with customers, advising them
of the need to depart the area no later than the time outlined in the vessel’s
evacuation plan.
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6.1.4.8E Condition 5
When severe weather threatens an operations area in 48 hours, vessels should

communicate with the Office no less than once every 4 hours. If the vessel’s
evacuation plan states that the vessel must depart in short order, customers must be
notified by Office Management, requesting that they complete operations to get

underway.
In the event that there are no available or suitable places of refuge or ports, or the
running time prior to onset of the storm renders transit to safe haven imprudent, the
vessel shall proceed with the utmost safe speed in a direction to minimize exposure
to the storm before the sea state and weather conditions render it unreasonably
hazardous or impossible to do so.
6.1.4.8E Condition 6
When the storm commences, all vessels should be in safe harbor, in a safe anchorage,
or underway on a path away from the storm.
Communications between the Branch Office and the vessel should occur no less than
every 2 hours if underway, or every 4 hours if in port or in an anchorage.
If the vessel is underway, particularly with another vessel in tow such as a rig or barge,
constant bridge-to-bridge communication between the two vessels is essential to
ensure that operations are proceeding as planned.
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6.1.4.9 Post Storm Action
Vessels in port, safe harbor or at anchorage shall remain at such location until the
Captain has inspected his vessel and equipment for possible damage and until the
Government or Port Authorities have verified that the area or channel is safe for
navigation.
6.1.4.9A Procedures
The Master, Officer-of-Watch (OOW), or appropriate personnel will:
• Make an inspection of the reported damage.
• Crew members discovering any damage will in all circumstances report their
findings to the Officer-of-Watch immediately.
• Assess if the damage is indicative of more serious damage.
• Take actions to minimize or stop further damage.
• Make an assessment of the implementations of the damage.
6.1.4.9B If damage is substantial:
• Muster crew
• Undertake head count and report to command center
6.1.4.9C Consider:
• Is the damage continuing?
• Is water entering the fuel tanks?
• Is the watertight integrity of the vessel compromised?

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• If there is a chance of cargo being lost, is there any dangerous goods /

radioactive cargo onboard?
• Minimize water damage to electrical installations and instruments
• Communicate to Office
• Adjust course / speed to modify effect of the weather
• Is pollution occurring?
• Getting another vessel to standby
• Is stability affected?
• Call pan pan pan.

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6.1.4.10 COLLISION MANAGEMENT
Purpose To provide guidance on actions to be taken by Master & all Marine Crew
best possible way to protect the environment, life and property.
For the purpose of this procedure collision means unintentional contact while vessel
underway between vessels and any other structure, platform etc. resulting in damage
or injury.
6.1.4.10B If collision is imminent:
• Sound emergency alarm.
• Maneuver the vessel to try to avoid / minimize the consequence of the

collision.
• Call the master.
• Use engines to try to avoid / minimize the consequences of the collision.
• Close water tight doors.
6.1.4.10C After sustaining a collision:
Emergency party to undertake preliminary checks on the water tight integrity of the
vessel.
• If rescue required, call Mayday.
• If danger but not immediate rescue required, call Urgency.

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• If a danger to navigation has occurred, send a Security message.
• Start a log of events.
• Record an accurate position of the vessel.
• Standby the other vessel and assist in lifesaving until relieved of this obligation
by that vessel.
• Communicate with Office.
• Exchange information with the other vessel involved i.e flag, name of vessel,
name of Master, last port of call, next intended port of call and official number.
• Detailed inspection of vessel with soundings and assessments of damage.
• NUC lights / shapes if appropriate.
• Report the situation to coastal state authority for the area or other relevant
authority.
• Stop any pollution source if possible and refer to the SMPEP / SOPEP manual.
6.1.4.10D Considerations:
• Keeping the vessels together to reduce ingress of water through damaged area
to stop one or both sinking and/or to allow crews to escape.
• Isolate damaged compartment.
• Maintain stability.
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• Beaching vessel to prevent sinking.
• Drop anchors to preclude any danger to the vessel caused by drifting.
• Possibility of temporary repairs to damaged area.
• Taking a tow.
• If required, Urgency message alerts to be transmitted using DSC and Inmarsat,

plus Pan Pan by radiotelephony.
• If vessel has to be abandoned then if necessary, the master will ensure that
distress alerts are transmitted using DSC and Inmarsat, plus Mayday by
radiotelephony, and that the EPIRB and SARTS are activated.
6.1.4.10E Procedure
• During the first contact with the vessel listen to the Master's report
• Ascertain how he can best be supported immediately
• Agree a schedule of continuing communications
6.1.4.10F Establish:
• Name of company vessel involved
• Position of collision
• Present position of company vessel
• If any casualties sustained

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• Details of another vessel involved
• Weather conditions
• Details of damage sustained
• If Company vessel is standing by the other vessel involved in the collision
• Predicted weather conditions
• If any other ships are standing by
• If pollution is an issue
• If a tow is necessary
• Commence a log and note all the information already received
• Inform General Manager
• Call the emergency team together if required by the General Manager
• Put in hand the actions to support the vessel with the emergency situation as
previously agreed.
6.1.4.10H Inform as Appropriate:
• Charterers
• Coastal authority for area where collision has occurred
• Company legal department

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• Company insurance department
• Class society
• Next of kin if casualties have been sustained
• Flag state
6.1.4.10I Considerations:
Arranging tow/salvage services
Master to note protest at next port
Surveys for own and another vessel
Salvage association
How to deal with pollution
Statements from both Masters and crews
Dry-docking/repairs for vessel. If vessel is in danger of sinking, is vessel carrying any

dangerous goods/radioactive cargo?
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6.1.4.11 MAIN ENGINE FAILURE
Purpose To provide guidance ensuring ship’s crew know the action to be taken
and minimizing potential risk to oneself and other in the vicinity.
This section provided ship crew how best to minimize / prevent Main Engine Failure.
If unintentional contact or collision is imminent between vessels and or any other
offshore structure, platform etc. and ensuring hip’s crews able to execute
appropriate action to minimize loss of life, property and pollution.
6.1.4.11B The Master is responsible to ensure that he and his officers are aware of
the full impact of loss of power to critical maneuvering systems, i.e. propeller pitch.
6.1.4.11C Procedure
• Activate emergency alarm.
• Master or the Officer-of-Watch to take appropriate actions in regard to

propulsion control.
• Crew musters, headcount undertaken and reported.
• Communicate situation to offshore installation/port control, and stop all cargo

operations.
• Engine room to connect emergency generator.
• Vessel to be moved clear of 500m exclusion zone or if in confined waters to as

safe a situation as is achievable.
• Rig NUC lights/shapes.

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6.1.4.11D Consider:
• Using anchors, having due regard to proximity of pipe lines and any other
underwater obstructions.
• Closing watertight doors.
• Assistance from other vessels in vicinity.
• Getting external advice - communicate with the Office if contact anticipated.
6.1.4.11E Reference:
• Vessel electrical plans/arrangements
• Manufacturers Manual
• Technical equipment system failure report

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6.1.4.12 ELECTRICAL POWER FAILURE
Purpose To provide guidance ensuring ship’s crew know the action to be taken
and minimizing potential risk to oneself and other in the vicinity.
This section provided ship crew how best to minimize/prevent Electrical Power
Failure.
If unintentional contact or collision is imminent between vessels and or any other

offshore structure or platform, and ensuring ship’s crews able to execute appropriate
action to minimize loss of life, property and pollution.
6.1.4.12B Procedure
• Master or the Officer-of-Watch to take appropriate actions in regard to

propulsion control.
• Crew musters, headcount undertaken and reported.
• Communicate situation to offshore installation/port control, and stop all cargo

operations.
• Engine room to connect emergency generator.
• Vessel to be moved clear of 500m exclusion zone or if in confined waters to as

safe a situation as is achievable.
• Rig NUC lights/shapes.

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6.1.4.12C Consider:
• Using anchors, having due regard to proximity of pipe lines and any other
underwater obstructions.
• Closing watertight doors.
• Assistance from other vessels in vicinity.
• Getting external advice - communicate with the Office if contact anticipated.
6.1.4.12D Reference:
• Vessel electrical plans/arrangements
• Manufacturers Manual
• Technical equipment system failure report

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Purpose To provide guidance for Masters and ship’s crew ensuring an emergency
evacuation of a casualty by helicopter is execute in a safe manner.
Medical evacuation, often termed Medevac or Medivac, is the timely and efficient
movement and en route care provided by medical personnel to wounded being
evacuated from any vessels and or offshore installation where the injured patients
being evacuated from the scene of an accident to receiving medical facilities, or to
patients at a rural hospital requiring urgent care at a better-equipped facility using
medically equipped ground vehicles (ambulances) or aircraft (air ambulances).
6.1.4.13B Procedure
The Master shall comply with all orders from the helicopter given whilst the
helicopter is engaged in this operation.
As early as possible, the Master will communicate with the helicopter pilot to agree:
• Over which part of the vessel the helicopter will operate.
• The heading and speed of the vessel during the operation.
• The method of lifting the casualty to the helicopter. The helicopter may lower
specialized equipment (see Merchant Ship Search and Rescue Manual
(MERSAR manual) for guidance).
• Prior to the arrival of the helicopter, the vessel crew will muster with all
available appropriate equipment to be prepared to fight a fire in the
designated helicopter operating area.
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• Vessel will fly a flag or windsock to indicate the relative wind direction to the
helicopter pilot. This indicator to be lit at night but the lighting should not shine
towards the helicopter.
• At night the designated helicopter area will be well-lit with lighting which does
not shine directly at the helicopter.
• All loose items in the designated helicopter operating area to be secured.
• A crew member to be assigned to be in control of, and co-ordinate activities in

the designated helicopter operating area.
• The crew member assigned to handle the helicopter winch wire will wear
insulated rubber gloves and heavy rubber soled footwear.
• Casualty to be mobbed adjacent to the designated helicopter operations area.
• The casualty or crew members in or near the designated helicopter operations

area will not wear loose clothing.
• Refer to Merchant Ship Search and Rescue Manual (MERSAR manual) and the
Guide to Helicopter/Ship Operations prior to any activity involving helicopters.
6.1.4.13C Should emergency medical services be required such as a Doctor or

hospital facilities in a local branch office area where a vessel may be operating,
consult the local medical services guidelines for guidance on what medical services
may be available locally to the vessel.
6.1.4.13D Reference Publication:
• Merchant Ship Search and Rescue Manual (MERSAR) Manual
• Guide to Helicopter/Ship Operation

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6.1.4.13E MEDICAL FIRST – AID
Purpose To assist in mitigating and reviving any ill health and occurrence in our workplaces.
Introduction
All vessels should well equip with the basic necessity in administer any subjects as require
as stipulated by the Flag Administration.
 First Aid Box
 Medical Chest
 Basic Surgical Instrument
 Resuscitator
6.1.4.13F Medical Supply
An adequate supply of First-aid equipment should be maintained on board. The type and amount
of this equipment should be consistent with the number of people working on board, the hazards
involved and the facilities available in the operational area.
6.1.4.13G Medical Logbook
Every vessel shall maintain a Medical log book on board. Details of all crew sickness together with
the treatment given and progressive report should be entered. This book is checked and signed by
the master at the end of the month.
6.1.4.13H Medical Treatment
Master and ship’s crews are advised to be familiarized with the content of “CAPTAIN MEDICAL
GUIDE” book. It gives a guide on how to treat injury or illness. There is time where it is difficult for
the Master to assess the casualty. He should seek medical advice via Radio.
6.1.4.13I Seeing a Doctor Ashore
If any of the ship’s crew wants to see the doctor ashore, the master has to fill in Illness Report (Form
23.3) and inform the Agent of that port. The ship Master at the same time must advise the Office
of his intention.
Upon complete consultation with shore doctor, the marine crew shall be provided with a diagnostic
report. This report to be submitted to office and simultaneously to be filled on board vessel.
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If the ship’s crew is to be hospitalized, the Master need to inform the Office and seeks assistance
for replacement. Master to delegate 1 Officer and 1 marine crew to consolidate all his belongings
and dispatch to the administered crew member via the port agent.
6.1.4.13J Medical Emergency

The main sphere of operation for the company vessel is oil exploration area and can be considered
in coastal trade in relatively easy reach of competent medical facilities. Manned offshore rigs and
platforms generally have helicopter access and good communication system. All major oil
companies normally have a “MEDIVAC” (Medical Evacuation) service and Master must obtain full
details and understand the procedures.
In the event where crew member or passenger on board any company vessel suffer injury or illness,
the Master has the authority to use any means at his disposal to ensure the casualty reached the
nearest hospital in the possible time.
Before a casualty is evacuated, the following information should accompany the casualty:-
 FULL NAME
 RANK
 VESSEL NAME
 DATE OF BIRTH
 NATIONALITY
 DOMICILE
 NATURE OF ACCIDENT / ILLNESS
 DATE & TIME OF ACCIDENT / ILLNESS
 MEDICAL TREATMENT GIVEN
 ANY OTHER INFORMATION e.g. if chemical accident, full description of chemical
Note:-
If time and condition permitted Master is Advised To Sign-Off The Casualty and All His Personal
Effect (PE) to Goes With Him.
6.1.4.13K Casualty Incident

Whenever a “Casualty Incident” occurs on board the company vessels which result in a serious
permanent injury or even death to the crew member or supernumeraries, the Master must take all
necessary action to have the casualty evacuated.
Master must prepare the following report:

 Personnel Injury Report (Form 25.0) must be carefully compiled
 Any witnesses’ Statement (Form 25.1) that are relevant to the casualty
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 Master Investigation Report (Form 25.2) about the incident
6.1.4.13L Death
If ever it becomes the Master’s misfortune to have an occurrence of death on board his vessel from
whatever cause, the following procedure should be adopted:-
The Master must establish with certainty that death has occurred. He should continue resuscitation
attempts where applicable for as long as practical. It is essential that the Master obtained second
or third or more opinion that the subject is dead. This should be done where practicable before
resuscitation attempts are abandoned.
The Master must inform the company immediately in order that the next of kin of the
deceased can be advised and to allow other statutory procedures to be implemented.
The body of the deceased person should be removed to a convenient cool place in the
vessel and laid out on the Neil Robertson stretcher in preparation for transport to shore.
The Master may deviate from this procedure where death has occurred as a result of
criminal action or foul play. In this event, the Master must seek advice and endeavour to hand-
over the situation to the nearest Authorities as soon as possible. If it is necessary to move the
deceased in these circumstances, photographs should be taken first.
If the deceased died as a result of a casualty incident then the “Casualty Incident”
instruction will apply. The Master should have already implemented the “MEDIVAC” procedure, or
will be taking such action necessary to land the casualty for medical attention.
It is most probable that the vessels will be required to put into port to enable inquiry
proceedings to take place. The Port Agent or his Representative will keep the Master advised and
will assist with the expeditious landing of the body.
The Master must enter all relevant details concerning the incidents in the official log book.
Master is reminded that only factual information should be recorded.
The Master should prepare a statement which will be required by the authority when the
vessel reaches port or as might be the case, if the authority (usually the police and immigration)
board the vessel at sea.
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The statement, based on the entries of the official log book should contain the following
facts:-
 Date and Time of occurrence.
 Exact location preferably using latitude and longitude co-ordinates.
 Brief description of vessel and flag together with details of duty or operation on
which she was engaged upon.
 Circumstances and events leading to the death so far as can ascertain. The cause
ofthe death of any person should be included only if known without doubt.
 Name of persons witnessing the circumstances surrounding the death.
 Details of any remedial treatment or medication given prior to the person dying. In
the case of illness, some details of any symptoms noticed.
Full personal particulars of the deceased :-

 Name
 Nationality
 Date of Birth
 Passport / CDC book details
 Domicile
 Any relevant information.
In order to save the Master unnecessary repetition, the above statement should be
carefully compiled so that many copies can be utilized for submission to other authorities that may
require them. One copy should be accompanied by the completed Accident/Injury Report
(Form25.0) and the rest distributed with some copies retained for the company inquiry
proceedings.
The Master should make sure that the deceased personal belongings are inventoried and
packed ready for handling to the Area Representative. The passport and discharge book should
always accompany the deceased body when landing. Receipts should be obtained whenever these
effects are handed over.
If the dead person is a crew member, then his account of wages should be made up to and
including the day he died. No money which are accountable to the crew member shall be paid out
to any person or authority. Details of the accounting cash should be entered in the official log book
and witnessed.
All persons on board the vessel who can contribute to the cause or circumstance of the
death is required to write in the Statement (Form 25.1) and it should be signed with some personnel
particulars annotated to identify the person making the statement. Similarly as with the Master’s
statement, several copies are required for distribution.
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6.1.4.13M Applying FIRST AID
CALL
Check the victim for unresponsiveness. If the person
is not responsive and not breathing or not breathing
normally.
Call Assistance/Ambulance and return to the victim. In most
locations the emergency dispatcher can assist you with CPR
instructions.
Apply DR “ABC”
Check the Following,
A – Airway
B – Breathing
C – Circulation
PUMP
If the victim is still not breathing normally, coughing or moving,
begin chest compressions. Push down in the center of the chest
2 inches 30 times. Pump hard and fast at the rate of at least
100/minute, faster than once per second.
BLOW
Tilt the head back and lift the chin. Pinch nose and cover the
mouth with yours and blow until you see the chest rise.
Give 2 breaths. Each breath should take 1 second.
CONTINUE WITH 30 PUMPS AND 2 BREATHS UNTIL HELP ARRIVE

NOTE: This ratio is the same for one-person & two-person CPR.
In two-person CPR the person pumping the chest stops while the other gives mouth-to-mouth
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6.1.4.13M.1 EMERGENCY CONTACT NUMBERS
Purpose To describe the procedures for Shore Base Emergency Response at the Lagos Office
Introduction
In the event of an emergency onboard a vessel, the DPA will be the first of point of contact. The
Master of the vessel will at the earliest practical time communicate the details of that emergency
to the DPA. In the event the DPA is un-contactable, the vessel will contact the , failing that the
Marine Superintendent and failing that anyone on the below list.
DPA Contact Details:

Mobile:
Office:
Office Contact Number: -
 Emergency Contingency Room :
The Executive Chairman, once notified of the emergency, has the responsibility for
organizing the necessary shore base response. In his absence, the Operations Director or is
appointed nominee shall organize that response until the Executive Chairman can be notified.
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JEPP DYNAMIC LTD. relevant personnel can also be contacted on the following numbers:
Key Personnel – Name & Position EMERGENCY DUTIES

Telephone
Chief Executive Officer / Chief Chairman of Emergency Response
Operations Officer Team
(DPA/CSO) To provide direct link with vsl on all
safety & pollution matters
HSE Superintendent
Office After Office Hour

Key Personnel Name Main Line Mobile
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6.1.4.13N EMERGENCY PREPAREDNESS
Purpose To describe the means of preparing for emergencies
Introduction
All JEPP DYNAMIC LTD. employees must be ready to respond to emergencies. Our obligations to
our clients and our obligations to ourselves, our employees and the environment require that we
always maintain our vessels, their crews, and shore-based support in a state of readiness to respond
to any emergency that may threaten a vessel, its crew, or the environment.
Procedures are established to identify potential emergencies, address the conditions under which
they may occur, and plan the appropriate response. They involve, at a minimum, the performing of
drills and exercises, holding of safety meetings and job safety analysis, and reporting of non-
conformities.
The procedures which address identified emergency situations are located within our SMS.
6.1.4.13O Responsibility and Authority for Emergency Preparedness
The responsibility to ensure implementation of policy, including development of procedures which

affect vessel and shore-based operations, rests with the DPA.
The responsibility to implement this policy aboard the vessel rests with the Master and the
responsibility to develop training programs in support of this policy rests with the DPA.
Note: The Company should establish procedures to identify, describe and respond to potential
Emergency shipboard situations.
The Company’s documented plan that contains specific details, of both immediate and follow-up
actions that are taken by both shore-based and vessel personnel in the event of an emergency has
been prepared and shall be used.
The company has developed documented emergency procedures for the various emergencies that
may arise during operations and are contained within our Procedures Manual.
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Procedures to identify those potential vessel emergency situations not already documented
include;
 Monthly Management Safety Meetings
 Management Yearly Review Committee Meetings
 Master’s Review (ISM / ISPS)
 Weekly Vessel Safety Meetings
 Near Miss, Incident, Accident, Injury and Non-conformity Reports
For vessels required to comply with the requirements of the ISPS Code, Security Drill and Exercises
will be conducted.
The Company should establish programmes for drills and exercises to prepare for emergency
actions.
6.1.4.13P Shipboard Security Drills;
To ensure the effective implementation of the provisions of the Ship Security Plan, drills should be
conducted at least once every three months. In addition, in cases where more than 25 % of the
ship’s personnel has been changed, at any one time, with personnel that has not previously
participated in any drill on that ship within the last 3 months, a drill should be conducted within one
week of the change, these drills should test individual elements of the plan such as the security
threats.
Drills are to be logged in the Deck/official log book “Ship Security Drill held on-board” and on the
“Weekly Vessel Safety Meeting Report”. Any security related deficiencies identified during the
shipboard drill must be addressed, and the SSO must advise the CSO of the security related
deficiency identified.
The safety management system should provide for measures ensuring that the Company's
organization can respond at any time to hazards, accidents and emergency situations involving its
ships.
6.1.4.13Q Safety and Security Exercises;
Various types of safety and security exercises which may include participation of Company
Emergency Response Team, Company Security Officers / Port Facility Security Officers and or
relevant authorities of corresponding governments if available. These to be carried out at LEAST
once each calendar year with no more than 18 months between the exercises.
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These exercises should test communications, co-ordination and resource availability and response.
These exercises may be;

 full scale or live
 table top simulation/seminar
 combined with other exercises held such as search and rescue or emergency
response exercises.
All of our employees must be ready to respond to emergencies. Our obligations to our
clients and our obligations to ourselves require that we always maintain our vessels, their crews,
and shore-based support in a state of readiness to respond to any emergency that may threaten a
vessel, its crew, or the environment.
Procedures are established to identify potential emergencies, address the conditions

under which they may occur, and plan the appropriate response. They involve, at a minimum, the
performing of drills and exercises, holding of safety meetings and job safety analysis, and reporting
of defect and anything having the similarity of non-conformities.
The function of all HOD in the Muster List are to be include their substitutes in the event
the individual’s Head are not able to perform or participate.
Report on Safety and Security exercise to be generated and to dispatch to all fleet vessel
for their learning curve and awareness.
6.1.4.13R SHORE BASED EMERGENCY RESPONSE
Purpose To describe the procedures for Shore Base Response to vessel Emergency
Introduction
This will assist the Managers to assist vessel in any emergency situation in providing
guidelines and preventing Personnel Injury, Property Loss and Pollution Prevention.
Each area office will once within every twelve-month period practice responding to an
emergency situation.
The DPA is responsible for organizing the response to emergencies in consultation with the
Executive Chairman or to his delegate.
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All useful contact numbers for the regions are readily available in this section.
One team member will be assigned by the Executive Chairman as a spokesperson for dealing with
the media.
Subsequent to the practice or real situation, a review will be undertaken to assess: -

 Better ways of handling emergencies.
 Faults in the emergency procedures.
 Effectiveness of communications and the overall effectiveness of the team.
 Valid contact numbers.
In all cases, response to emergencies is governed by the following priorities: -

 Preservation of life and care for the injured.
 Protection of the environment.
 Preservation of property.
6.1.4.13S EMERGENCY RESPONSE FLOWCHART
Purpose To describe the procedures for Shore Base Emergency Response at the Lagos Office
Introduction
In the event of an emergency on-board a vessel, this section will assist all the relevant
individuals to execute their responsibilities in a fashionably manner. The DPA or the Alt DPA will
disseminate and communicate to the various Departments in assisting to promulgate accordingly.
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FIG 25 JEPP DYNAMIC LTD. ER Flow Chart
6.1.4.13T Initial response to an emergency situation
Vessel in Emergency must immediately contact the DPA (DPA/CSO) or the (Alt DPA/CSO) and
informed of the event in a historically manner by all means of the situation involving company
personnel, vessels or assets.
The DPA or the will inform the Executive Chairman of the emergency situation and hand over all
information recorded. In the event the Executive Chairman is not available, the Operation Director
or his appointed nominee shall organize that response until the Executive Chairman can be notified.
Depending on the nature or severity of the emergency situation the Executive Chairman will
determine the response necessary for the emergency.
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Where a local response only is required to the emergency situation, the Executive Chairman will
hand the situation over to the DPA or the who will apply the required response, advising the
Executive Chairman of progress and completion.
Where an International response is required to the emergency situation, the Executive Chairman
will mobilize the emergency response team. The emergency response team consist of DPA,
Technical Manager, Crew Manager, and Marine Superintendent.
The emergency response team members mobilized will be dependent on the emergency situation,
some response team members will be required to attend the main office where others will be
required to standby at home to await further instructions.
The emergency response team will assemble in the office, which is designated as the emergency
response center for the duration of the emergency situation. All correspondence in regard to the
emergency response to be directly with the communication emergency response room.
 Email:
 Direct Line:
The emergency response team will not issue any Media

statements whatsoever, without the express permission of the
Executive Chairman or his nominee.
No employee shall make any statements to the media other than

NO COMMENT.
Any information needed to directly contact the Executive

Chairman.
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6.1.4.13U Full Response to an emergency situation
In the event of an emergency, directly or indirectly, involving any managed vessel, the Master, or
his nominee, must without delay, having due regard and consideration to the immediate safety of
the vessel and personnel, inform the Designated Person Ashore, here after referred to as the DPA,
by any means available to him. The DPA is the nominated First Point of contact for emergencies and
must be contacted and advised of any emergency situation involving company personnel, vessels
or assets.
If the DPA is not available or responding to the communication, the vessel must try to
inform the Alternate DPA / of the situation, failing that the Technical Manager, then the Executive
Chairman, and failing that any Office personnel within the JEPP DYNAMIC Offices.
Upon receipt of the call the DPA will immediately inform the of the situation and updated
status of the situation and a decision shall be made as to the severity of the incident and either a
Tier 1, Tier 2 or Tier 3 emergency shall be called.
6.1.4.13V SITUATION ALERT LEVEL
Tier 1 Situation (HIGH ALERT) : -

Defined as a situation that has resulted in the loss of life, loss of property, damage to the
environment, security incident or some such occurrence that can be construed as requiring urgent
assistance and intervention in order to limit the damages or possibility of bodily harm and any other
events with the assistance of possible 3rd party contractors.
Tier 2 Situation (MEDIUM ALERT) : -

Defined as a situation that has happened that may or may not have caused injuries or may
lead to loss of life, property or damage to the environment and that the situation is requiring
detailed monitoring and constant review.
Tier 3 Situation (LOW ALERT) : -

Defined as an incident that has happened that has not and will not lead to injuries, damage
to property or environmental damages and that has been contained and is being controlled by the
vessel.
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TIER 1 EMERGENCY (HIGH ALERT) :-

When a tier 1 of emergency has been called, the Executive Chairman will be notified
immediately by the DPA, and the will call the Technical Manager and relevant Marine
Superintendent, The Technical Manager will in turn call the relevant Technical Superintendent for
the vessel, and these personnel will be the Contingency Team Core Members. On the initiation of
this emergency ALL these personnel will immediately report to the communication emergency
response room within the Office.
The Executive Chairman will be in control of the Contingency and will coordinate all
activities. In the event the Executive Chairman is not available, the Operation Director or his
appointed nominee or or DPA will assume this function until such time the Executive Chairman can
be contacted.
Depending on the nature or severity of the emergency situation the Executive Chairman
will determine the response necessary for the particular emergency, the resources required,
direction and mobilizations needed.
The Executive Chairman or his nominee may call for presence at the incident scene.
Appropriate personnel may be sent to the location and shall be nominated the on scene
commander to liaise, instruct and locally coordinate in order to mitigate the situation.
In some long emergencies appropriate other staff should be drafted in to allow members some rest
and recuperation and such members should be fully briefed before assuming the responsibilities,
others may be required to standby at home to await further instructions.
Log minute and recording of the event to be taken and nominated by the DPA or .
TIER 2 EMERGENCY (MEDIUM ALERT) :-

When a tier 2 of emergency has been called, the Executive Chairman will be notified immediately
by the DPA; The will call and advise Technical Manager of the situation. The Technical Manager will
in turn call the relevant Technical Superintendent for the vessel, and these personnel will be the
Contingency Team Core
Members On the initiation of this emergency ALL these personnel will be placed on stand by to
mobilize to the Contingency Room in the office if the situation does / or may deteriorate.
The will be in control of the Contingency and will coordinate all activities, keeping the Executive
Chairman fully apprised of the situation.
In the event the is not available, the Technical Manager will assume this function until such time as
the can be contacted.
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TIER 3 EMERGENCY (LOW ALERT) :-

When a tier 3 of emergency has been called, the will be notified immediately by the DPA,
The will advise the Executive Chairman of the situation.
The will be in control of the Contingency and will coordinate all activities, keeping the
Executive Chairman fully apprised of the situation.
In the event the is not available, the Technical Manager will assume this function until
such time as the can be contacted.
At any time the level of emergency may be elevated to reflect the ever changing
circumstances.
6.1.4.13W ROLE DESIGNATION IN EMERGENCY RESPONSE
The CHIEF Executive shall be responsible for, but not limited to:-
 Controlling Operations
 Notifying the Board of Directors
 Notifying the Shareholders
 Notifying the Ship Owner / Financier / Banks
 Notifying the Charterers and Clients
 Notifying the Insurance & Securing suitable resources and or funding.
The DPA shall be responsible for, but not limited to:-

 Liaising with Master and vessel
 Port State Control
 Flag State notification
 Informing the P&I club
 Local Medical Services
 Liaising with Port Security and Security issues.
 Keeping a true and accurate log of events
The HSE Superintendent shall be responsible for, but not limited to:-
 Liaising with Master and vessel
 Port State Control
 Oil Pollution Prevention Contractors mobilization
 Informing the P&I club
 Salvage or Towage Companies
 Local shipping Agents
 Keeping a true and accurate log of events
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Other members of staff may be mobilized at any time to assist within the realms of their expertise
in order to schedule shift reliefs, or as may be required for specialized knowledge, Accounts and
Finance, Legal, New Build Manager etc.
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6.1.4.14 GROUNDINGS AND STRANDINGS
Purpose To provide guidance for Masters and ship’s crew ensuring best possible
way in safe guarding their Safety, Property Loss and the Environment in the event
vessel went aground or stranded.
Ship grounding is a type of marine accident that involves the impact of a ship on the
seabed, and may cause damage to the submerged part of her hull and particularly
the bottom structure, potentially leading to water ingress and to compromise of the
ship's structural integrity and stability.
Grounding, even without initial damage, induces extreme loads onto marine
structures and is a marine accident of profound importance due to its impact:
• The loss of human life.
• The environmental impact
• Financial consequences to local communities close to the accident.

• The financial consequences to ship-owners, due to ship loss or penalties.
6.1.4.14B the grounding, depending on the maneuvers of the master before the
impact, may result in the ship being stranded. Depending on the nature of the relief
of the seabed at the location, i.e. being muddy or rocky, different measures have to
be taken to release the ship and transport it to a safe harbor.
6.1.4.14C Action Taken Before Impact
In the event of the vessel grounding or stranding, the Officer-Of-Watch will

immediately.
• Stop propulsion.
• Call the Master.

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• Crew musters, head counts undertaken and reported.
• Ascertain accurate vessel position.
• Start log of events.
• Change to high sea suctions.
• Over side soundings to find water depth around vessel and ascertain grounding
area.
6.1.4.14D If the vessel is not seriously aground or no damage is suspected, use

engines to man oeuvre vessel into deeper water.
6.1.4.14E Emergency party to conduct a detailed inspection of the vessel with tank
soundings to detect damage to the hull or engines. Be aware that damaged tanks
could be under pressure.
6.1.4.14F Redistribute fuel and ballast if this will assist in re-floating the vessel,
provided that this does not result in the vessel being driven further aground.
6.1.4.14G Information needed to establish and dispatch
Report to the Office.
Call Pan Pan Pan.
If possible, stop any pollution which is occurring. Refer to Shipboard Oil Pollution
Emergency Plan (SOPEP)/Shipboard Marine Pollution Emergency Plan (SMPEP)
manual.
Report to coastal state authority or other appropriate authority.

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Display lights/shapes for vessel aground.
6.1.4.14H Plan actions for re-floating with full knowledge of local tidal rise and fall
and the most up-to-date local weather forecast obtainable.
6.1.4.14I Consider:
• Ballasting to reduce damage being caused by vessel lifting and falling on hard
bottom, or being washed further ashore.
• Assistance from another vessel.
• Taking external advice.
• Letting go anchors to avoid being washed / blown further ashore.
• FIRE/EXPLOSION risk from escaping oil.
• If required, urgency message alerts to be transmitted using DSC and Inmarsat,

plus Pan Pan by radiotelephony.
• If vessel has to be abandoned, then if necessary, the master will ensure that
distress alerts are transmitted using DSC and Inmarsat, plus Mayday by
radiotelephony, and that the EPIRB and SARTS are activated.
6.1.4.14J Establish:
• Name of company vessel
• If the vessel is in continuing danger
• Position of vessel
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• If remedial action taken/in hand
• Time and date of stranding
• If the stranded vessel is a danger to navigation
• State of tide when vessel stranded
• Tidal rise and fall in area at the time
• Description of damage sustained
• Type of bottom under vessel
• Speed at the time of stranding
• If pollution is occurring
• Number and type of casualties if any
• If anchors have been used
• Predicted weather conditions.
6.1.4.14K Office - Initial Communication Follow Up on the Event
• Inform Executive chairman or his delegate

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• Put in hand all the actions to support the vessel with the emergency situation
as previously agreed.
6.1.4.14L Inform as Appropriate:
• Charterers
• Coastguard
• Coastal authority for area where stranding occurred
• Corporate legal department
• Corporate insurance department
• Class society (expert stability info is available from class society).
6.1.4.14L Consider:
• Master to note protest at next port of call
• Is there another company vessel in the area that can assist?
• Pollution
• Salvage services
• Towage services
• Is the stranding a danger to other vessels?
• Member of staff sent to deal with the situation locally.
• If vessel is in danger of being lost, is vessel carrying any dangerous

goods/radioactive cargo
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6.1.4.14M Reference Publication etc
• Salvage Operations
• Vessel stability book
• International Code of Signals
• Cargo Manifest
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6.1.4.15 LINE THROWING APPLIANCES
Purpose To provide guidance for Masters on using throwing apparatus.
A line-throwing gun is a short-barreled cannon designed to fire a projectile attached

to a rope to a boat or victim in distress. Experiments in shooting tethered projectiles
dates back to around year 1800.
A mortar device was credited with saving lives as early as 1850.
These line guns are used primarily for shore-based rescue operations.
The line fired to the ship in distress was a messenger line that was in turn tied to a
heavier line, the Tally Board, and a Tail block designed to support the breeches buoy.
Once the breeches buoy lines and the Crotch Pole (an A frame) assembled, the
survivors could be removed from the vessel by hand hauling the breeches buoy lines.
6.1.4.15B Line throwing appliance supplied onboard is an approved device capable

of carrying a line a minimum of 230m with reasonable accuracy in calm weather.
Rescues at greater distances were to be accomplished by lifeboats. The distance of

shoot is well illustrated on the casing.
6.1.4.15C Procedure
Should the occasion arise that it becomes necessary to pass a line to another vessel,
an offshore installation or to shore, it is essential that this be done safely and
efficiently.
Before activating the device, ensure that:

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Instructions for operating the appliance have been read and are thoroughly
understood.
The intention to activate the device has been communicated to those intended to
receive the online and all personnel in the launch vicinity.
The looped end of the line is secured to either a strong point or heavy line.
The person activating the device is appropriately positioned with sound footing.
6.1.4.15D Effects of any wind present at the time must be considered. Firing a line
into the wind will reduce the distance able to be achieved.
Firing across the wind will reduce the level of accuracy.
Therefore, if it is possible to do so, the preferred method is to fire the device directly
downward towards the target.
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6.1.4.16 FATALITY
Purpose To support the crew of the vessel in dealing with a fatality onboard and
to take responsibility for the body when it is landed.
To assist in starting the process of handling the human, legal, insurance and
operational issues caused by a fatality.
6.1.4.16B Vessel Communication
• During the first contact with the vessel reporting the fatality:
• Listen to Master's report
6.1.4.16C Establish:
• Time and date of death
• Cause of death
• If infectious disease is suspected
• Name of casualty
• Nationality of casualty
• Present location of body
• Present position of vessel
• Next port
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• E.T.A at next port
• If the above includes a diversion.
6.1.4.16D Immediately following this Initial Communication
• Commence a log and note all the information already available
• Inform Executive Chairman or his delegate
• Call the emergency team together if required by the Executive Chairman or his
delegate
• Get medical advice on preservation of the body so that appropriate advice can
be given to vessel.
6.1.4.16E Inform as Appropriate:
• Local agents
• Local police
• Local port authority (including health authority)
• Charterer
• Next of kin/manning agency
• Insurance department
• Legal department
• Embassy representing casualty
• Flag state of vessel.

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6.1.4.16F Consider:
• Crew relief
• Company representative to meet the vessel and take responsibility for the
body
• Who will have custody of the body when it is landed?
• How will the autopsy/death certificate be arranged?
• A difficult issue with fatalities is the repatriation of the body and airline
requirements for proper facilities for carriage. An early start should be made
in putting these things in hand
• Use has, in the past, been made of reefer containers for storage of bodies when
no other facility is available.
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6.1.4.17 SERIOUS INJURY / ILLNESS
Purpose To support the crew of the vessel in handling the emergency situation
and to take responsibility for the human, legal, insurance aspects of the situation
once the casualty is landed.
To assist in starting the process of handling the human, legal, insurance and
operational matter etc.
During first contact with the vessel which is reporting the serious illness or injury:
• Listen to Master's report
• Status of casualty
• If first aid has been given
• If immediate medical attention is necessary
• Has radio medical advice been taken?
• If any medical assistance is available
• If illness, is it infectious
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• Cause of injury
• Nature of injury/illness
• Present location of casualty
• Time and date of injury/onset of illness
• Next port and E.T.A.
• Inform General Manager
• Put in hand the actions to support vessel with the emergency situation as
previously agreed.
• When the emergency response team is together

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• Charterer
• Next of kin
• Port authorities (including health authority)
• Company insurance department
• Company legal department
• Police
6.1.4.17F Consider: -
• Where to obtain medical advice
• Crew relief
• Company representative to port of arrival of vessel to co-ordinate further care

of casualty
• Is the Local Medical Evacuation Service of use?

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6.1.4.18 TOTAL LOSS
Purpose To outline the immediate actions which will require to be undertaken in

the event of a total loss and to suggest other aspects of a total loss which may require
consideration.
To assist vessel in predicament situation and action to execute for the process of
handling any legal, insurance and operational matter etc.
• During the first contact with the person reporting the total loss:
• Listen to report noting the salient points
• Agree a schedule of continuing communication if appropriate
• Name of lost vessel
• Cause of loss
• Status of crew/position of crew
• Time and date of loss
• If collision, name and status of another vessel.
• Commence a log and note all the information already received

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• Inform or his delegate Executive Chairman
delegate
• Charterers
• Coastguard/Coastal authority responsible for site of wreck
• Coastguard/Coastal authority responsible for Oil Pollution
• Admiralty so that the wreck can be charted
• Class society of vessel
• Flag authority of vessel
• Next of kin of crew or any passengers
6.1.4.18F Consider:
• Is the wreck a danger to navigation/mark the wreck?
• Salvage/wreck recovery services
• Vessel substitution for charter
• Is pollution occurring?
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• Pollution clean-up contractor

• Will the media become involved?
• Was vessel carrying any dangerous goods/radioactive cargo?
6.1.4.19 SERIOUS DAMAGE
Purpose To outline to support the Master and crew in dealing with the
emergency.
To assist in starting the process of dealing with the human, environmental,

commercial, legal and insurance aspects of an incident of serious damage and to
progress preparations for the remedial work required returning the vessel to service.
• During the first contact with the vessel which is reporting serious damage:
• Listen to the Master's report, noting the salient points
• Agree a schedule of continuing communication
• Name of vessel
• Position of vessel
• If the vessel is movable under own power
• Date and time of damage

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• If the vessel is safe
• Details of damage
• Status of crew
• Cause of damage
• Weather conditions and trends if relevant
• If damage can be repaired by vessel crew
• If pollution is an issue
• Start a log and note all the information received so far
delegate
• Execute actions plan to support the vessel with the emergency situation as
previously agreed.
• Charterers
• Corporate legal department
• Corporate insurance department
• Salvage association
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• Class society.
6.1.4.19F Consider:
• Tow if possible, from other company vessel
• Pollution
• Technical assistance from other company vessel
• Ordering spare parts
• Repair yard booking, D/D booking
• Vessel substitution
• Inform next of kin if casualties have occurred.
• If vessel is in danger of sinking, is vessel carrying any dangerous

goods/radioactive cargo
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6.1.4.20 POLLUTION
Purpose To give guidance on dealing with an incident of pollution for which a

company vessel is responsible.
Ships can pollute waterways and oceans in many ways. Oil spills can have devastating
effects. While being toxic to marine life, polycyclic aromatic hydrocarbons (PAHs),
found in crude oil, are very difficult to clean up, and last for years in the sediment and
marine environment.
Discharge of cargo residues from various types of vessels can pollute ports,
waterways and oceans.
• During the first contact with the vessel which is reporting the pollution
incident:
• Listen to the Master's report
• Set up a schedule of continued communications
• Name of vessel
• Location of vessel
• Nature/extent of pollution
• Action already taken

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• Source of pollution
• If the vessel is using SOPEP manual for correct reporting
delegate
6.1.4.20E Inform as Necessary
• Charterers
• Coastal state authorities of area, which is polluted

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6.1.4.21 MAN OVERBOARD
Purpose To provide guidance and actions to be taken to safe/rescue someone

fallen overboard.
To assist the Master and the Navigators while vessel underway either on to her
destination or keeping stationary location in port or at sea.
This section provides the methodology of alerting the Bridge and action to execute in
saving one life while he/she is in the water.
6.1.4.21B Action when man is seen to go overboard:
A crewmember seeing a person fall overboard will immediately shout 'man

overboard' and raise alarm and render any assistance that could accomplish the
recovery of the man, otherwise he will:
• Throw the nearest buoyancy aid to the man overboard.
• Keep visual contact with the man overboard and get others to do likewise.
• Inform the Officer of the Watch of the situation
6.1.4.21C The Officer of the Watch will¬:
• Release buoyancy aid with light and smoke signals
• Maneuver the vessel to best aid rescue
• Activate emergency alarm/crew muster/head count
• Sound “O” (Oscar) on the ship’s whistle
• Inform Master of situation

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• Post as many lookouts with binoculars as possible keep man over board. in
sight if possible
• maneuver vessel to man over board if in sight otherwise maneuver towards

light and smoke signal approaching with care to avoid running down man over
board, using searchlights to assist as required.
• Accurately note vessels' position using the man overboard way point on
electronic navigation position fixing system if fitted
• Start log of events
• Prepare rescue/work boat and crew
• If man overboard is with the buoyancy aid/light and smoke signals, maneuver
vessel as close as is safe with due regard to prevailing weather conditions
• Launch rescue boat and recover man
• If the man over board is not with the buoyancy aid/light and smoke signals,
stop the vessel as near to buoyancy aid as possible
• Visually search area around vessel
• Notify other vessels in area
• If man overboard still not found search slowly from that point on a course
reciprocal to that which was being made when the man went overboard for
the distance the vessel is estimated to have run between the man going
overboard and the buoyancy aid/light and smoke signals being released
considering wind and current
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• Consult International Aeronautical and Maritime Search and Rescue (IAMSAR)

manual and commence the most appropriate form of search pattern for the
circumstances (possibly sector search pattern)
• Notify Office via email, phone, fax or Inmar-sat C
• Enlist services of other vessels in the area. It is the obligation of other vessels
to assist where life at sea is at risk, the Master should transmit urgency
message alerts by DSC and Inmarsat, plus Pan Pan by radiotelephony.
• Notify nearest rescue coordination center
• Ask offshore location for use of helicopter in search
• If near offshore location, ask them to visually search from their greater height
of eye.
6.1.4.21D Action When Man is Reported to be Missing.
• Sound Emergency Alarm and do a head count. If man is missing organize a

search of the vessel.
• Turn vessel and commence retracing original course.
• All available men posted as lookouts using search lights as appropriate.
• Investigate when man was last seen so as datum for search can be calculated
bearing in mind prevailing set and drift.
• Consult IAMSAR manual and commence the most appropriate form of search
pattern for the circumstances (possibly sector search pattern)
• Notify Office via email, phone, fax or Inmar-sat C

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• Enlist services of other vessels in the area. It is the obligation of other vessels
to assist where life at sea is at risk, the Master should transmit urgency
message alerts by DSC and Inmarsat, plus Pan Pan by radiotelephony.
• Notify nearest rescue coordination center
6.1.4.21E Information Provided by Vessel
• During the first contact with the vessel listen to the Master's report
6.1.4.21F Establish:
• Present location of body
• Next port
• E.T.A at next port
• Commence a log and note all the information already available

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delegate
• Get medical advice on preservation of the body so that appropriate advice can
be given to vessel.
6.1.4.21H Inform as Appropriate:
• Local agents
• Local police
• Local port authority (including health authority)
• Charterer
• Embassy representing casualty
• Flag state of vessel.
6.1.4.21I Consider:
• Company representative to meet the vessel and take responsibility for the
body
• Who will have custody of the body when it is landed?

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• A difficult issue with fatalities is the repatriation of the body and airline
requirements for proper facilities for carriage. An early start should be made
in putting these things in hand
6.1.4.21J Methodology of Quick Turn made by vessel.
• Anderson turn
• Williamson turn
• Scharnow turn.
6.1.4.21K A man overboard rescue turn is a sailing maneuver usually implemented

immediately when it is learned that there is a man overboard. To maneuver closer to
the person's location, implementations of the principles described are: the quick turn
(also known as the Q-turn or the figure eight turn), the Anderson turn, the Williamson
turn, and the Scharnow turn.
6.1.4.21L Anderson turn

The Anderson turn is a maneuver used to bring a ship or boat back to a point it
previously passed through, often for the purpose of recovering a man overboard, an
emergency situation in almost all circumstances.
6.1.4.21M The Anderson turn is most appropriate when the point to be reached
remains clearly visible. If the turn is in response to a man overboard,
• stop the engines.
• Put the rudder over full.
• If in response to a man overboard, put the rudder toward the person (e.g., if
the person fell over the starboard side, put the rudder over full to starboard).
• When clear of the person, go all ahead full, still using full rudder.
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• After deviating from the original course by about 240 degrees (about 2/3 of a
complete circle), back the engines 2/3 or full.
• Stop the engines when the target point is 15 degrees off the bow.
• Ease the rudder and back the engines as required.
• If dealing with a man overboard, always bring the vessel upwind of the person.
• Stop the vessel in the water with the person well forward of the propellers.
6.1.4.21N Williamson turn
The Williamson turn is a maneuver used to bring a ship or boat under power back to
a point it previously passed through, often for the purpose of recovering a man
overboard.
6.1.4.21O The Williamson turn is most appropriate at night or in reduced visibility,

or if the point can be allowed to go (or already has gone) out of sight, but is still
relatively near. The choice will in large part depend on prevailing wind and weather
conditions.
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• Put the rudder over full.
• If in response to a man overboard, put the rudder toward the person (e.g., if
the person fell over the starboard side, put the rudder over starboard full).
• After deviating from the original course by about 60 degrees, shift the rudder
full to the opposite side.
• When heading about 20 degrees short of the reciprocal, put the rudder
amidships so that vessel will turn onto the reciprocal course.
• Bring the vessel upwind of the person, stop the vessel in the water with the
person alongside, well forward of the propellers
Stop the vessel in the water with the person well forward of the propellers.
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6.1.4.21P Scharnow turn
The Scharnow turn is a maneuver used to bring a ship or boat back to a point it
previously passed through, often for the purpose of recovering a man overboard.
6.1.4.21P The Scharnow turn is most appropriate when the point to be reached is
significantly further astern than the vessel's turning radius. For other situations, an
Anderson turn or a Williamson turn might be more appropriate.
• Put the rudder over hard. If in response to a man overboard, put the rudder
toward the person (e.g., if the person fell over the starboard side, put the
rudder over hard to starboard).
• After deviating from the original course by about 240 degrees, shift the rudder
hard to the opposite side.
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• When heading about 20 degrees short of the reciprocal course, put the rudder
amidships so that vessel will turn onto the reciprocal course.
Stop the vessel in the water with the person well forward of the propellers.
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6.1.4.22 FIRE AND EXPLOSION ONBOARD
Purpose To provide guidance and actions to be taken by the Master and his crew
ensuring mitigating loss of life, environment and property.
The fire triangle or combustion triangle is a simple model for understanding the
necessary ingredients for most fires.
The triangle illustrates the three elements a fire needs to ignite: heat, fuel, and an
oxidizing agent (usually oxygen).
Fire in its most common form which can result in conflagration, which has the
potential to cause physical damage through burning.
6.1.4.22B The fire will be prevented or extinguished by removing any one of the
elements in the fire triangle. A fire naturally occurs when the elements are present
and combined in the right mixture.
6.1.4.22C Without sufficient heat, a fire cannot begin, and it cannot continue. Heat
can be removed by the application of a substance which reduces the amount of heat
available to the fire reaction.
6.1.4.22D Without fuel, a fire will stop. Fuel can be removed naturally, as where
the fire has consumed all the burnable fuel, or manually, by mechanically or
chemically removing the fuel from the fire. Fuel separation is an important factor in
any type of fire, and is the basis for most major tactics, such as controlled burns.
Removing the fuel thereby decreases the heat.
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Without sufficient oxygen, oxidizer a fire cannot begin, and it cannot continue. With a decreased
oxygen concentration, the combustion process slows. In most cases, there is plenty of air left when
the fire goes out so this is commonly not a major factor.
Heat
Mechanical sparks, static electric discharge, open
flame, smoking, frictional heat, lightning
Fuel
A. Solids: paper, wood, plastic, fabric
B. Liquids: flammable liquids, vapor such as gasoline,
cooking oil, nail polish remover
C. Gases: natural gas, propane, butane
Oxygen
Air
Note: Removing any one leg of the fire triangle stops a fire from starting.
6.1.4.22F Fire in its most common form can result in conflagration, which has the
potential to cause physical damage through burning.
6.1.4.22G The fire can be extinguished by any of the following:
• turning off the gas supply, which removes the fuel source;
• covering the flame completely, which smothers the flame as the combustion
both uses the available oxidizer (the oxygen in the air) and displaces it from the
area around the flame with CO2;
• application of water, which removes heat from the fire faster than the fire can
produce it (similarly, blowing hard on a flame will displace the heat of the
currently burning gas from its fuel source, to the same end), or
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• application of a retardant chemical such as Halon to the flame, which retards

the chemical reaction itself until the rate of combustion is too slow to maintain
the chain reaction.
• In contrast, fire is intensified by increasing the overall rate of combustion.

Methods to do this include balancing the input of fuel and oxidizer to
stoichiometric proportions, increasing fuel and oxidizer input in this balanced
mix, increasing the ambient temperature so the fire's own heat is better able
to sustain combustion, or providing a catalyst; a non-reactant medium in which
the fuel and oxidizer can more readily react.
6.1.4.22H Immediate Actions
• Sound emergency alarm.
• Call the Master if not already on Bridge and informed Engine room for
immediate maneuver.
• Muster crew and established communication.
• Head count and check for missing and injured crew members and other
passengers onboard.
• Notify the fire location.
• If an engine fire, prepare for engine failure and maneuver ship away from
danger.
6.1.4.22I Assess fire and immediate actions
• Emergency party to identify the class of fire and require extinguishing agent
and appropriate method of attack.
• Method of preventing the separate of fire.

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• Emergency fire pump on operational and fire hoses ready.
• Spare Fireman’s outfit, BA set and first Aid part stand by.
• Close down ventilation system, fans, skylight and all doors including fire and
watertight doors.
• Commence a log. Inform office and coastal state.
• Preserve VDR or S-VDR records if not automatically protected.
• Broadcast Distress alert and Message if the ship is in grave and imminent
danger and immediate assistance is required, otherwise broadcast an
URGENCY message to ships in vicinity.
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6.1.4.23 EMERGENCY ESCAPE BREATHING DEVICE
Purpose To provide guidance to officers and crews on the correct and safe
use of the Emergency Escape Breathing Device (EEBD)
Introduction
The purpose of this EEBD is to provide means of escape so that persons onboard can
safely and swiftly escape to the lifeboat and liferaft embarkation deck. For this purpose, the
following functional requirements shall be met;
 safe escape routes shall be provided;
 escape routes shall be maintained in a safe condition, clear of obstacles; and
 additional aids for escape shall be provided as necessary to ensure accessibility,
clear marking, and
 adequate design for emergency situations.
The numbers and location of EEBD needs to carry on board is illustrated in the Fire Control
Plan Drawing. It shall be readily available and accessible from all spaces or group of spaces and are
means for escape purpose only.
Emergency escape breathing devices shall comply with the Fire Safety Systems Code.
Spare emergency escape breathing devices shall be kept onboard.
Within the machinery spaces, it shall be situated ready for use at easily visible places,
which can be reached quickly and easily at any time in the event of fire.
The location of units shall take into account the layout of the machinery space and the
number of persons normally working in the spaces.
Note: For illustration purpose Only

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Procedure;
The Master shall ensure that the vessel holds the amount of EEBDs as required by Flag
State regulations. These are to be kept in-date at all times & any expended units are to be replaced
at the first available opportunity. In addition, all officers and crew are to be trained in the use of
the EEBD.
Should the occasion arise that it becomes necessary to escape to from a smoke filled environment,
take steps as guided by manufacturer.
The equipment are not means for rescue purposes or attempt. It is solely means for evacuation
from a smoky environment.
Rescue Attempt
A proper Breathing Apparatus (BA or SCBA) are to be used for any rescues exercises.
Note: For illustration purpose Only

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6.1.4.24 SELF CONTAIN BREATHING APPARATUS
Purpose To provide guidance to officers and crews on the correct and safe
use of the Self Contain Breathing Apparatus (SCBA)
A self-contained breathing apparatus, or SCBA, sometimes referred to as a

compressed air breathing apparatus (CABA), air pack, or simply breathing apparatus
(BA), is a device worn by rescue workers, firefighters, and others to provide
breathable air in an immediate danger to life and health atmosphere.
6.1.4.24B An SCBA typically has three main components:
• a high-pressure tank
• a pressure regulator
• an inhalation connection (mouthpiece, mouth mask or face mask), connected

together and mounted to a carrying frame
6.1.4.24C self-contained breathing apparatus may fall into two different

categories. These are open circuit and closed circuit.
6.1.4.24D Closed-circuit SCBA
Closed-circuit breathing apparatus are not used as commonly as open-circuit

breathing apparatus. However, they are sometimes used for hazardous materials
incidents because of their longer air supply duration.
Closed-circuit SCBA are available with durations of 30 minutes to 4 hours and usually
weigh less than open-circuit units of similarly rated service time. They weigh less
because a smaller cylinder containing pure oxygen is used.
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6.1.4.24E Open-Circuit SCBA
Several companies manufacture open-circuit SCBA, each with different design

features or mechanical construction. Certain parts, such as cylinders and backpacks,
are interchangeable;
6.1.4.24F There are four (4) basic SCBA component assemblies:
• Backpack and harness assembly Holds the air cylinder on the firefighter's back
• Air cylinder assembly - Includes cylinder, valve, and pressure gauge
• Regulator assembly - Includes high-pressure hose and low-pressure alarm
• Facepiece assembly - Includes facepiece lens, an exhalation valve, and a low-

pressure hose (breathing tube) if the regulator is separate; also includes head
harness or helmet mounting bracket
6.1.4.24H Backpack and harness assembly
The backpack assembly is designed to hold the air cylinder on the firefighter's back
as comfortably and securely as possible. Adjustable harness straps provide a secure
fit for whatever size the individual requires.
The waist straps are designed to help properly distribute the weight of the cylinder
or pack to the hips. One problem is that waist straps are often not used or are
removed.
6.1.4.24I Air cylinder assembly
Because the cylinder must be strong enough to safely contain the high pressure of
the compressed air, it constitutes the main weight of the breathing apparatus.
The weight of air cylinders varies with each manufacturer and depends on the
material used to fabricate the cylinder.
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Manufacturers offer cylinders of various sizes, capacities, and features to correspond

to their varied uses in responses. Commonly found sizes of air cylinders used in fire,
rescue, and hazardous materials responses include the following:
• 30-minute, 2,216 psi (15 290 kPa), 45 ft3 (1 270 L) cylinders
• 30-minute, 4,500 psi (31 000 kPa), 45 ft3 (1270 L) cylinders
• 45-minute, 3,000 psi (21000 kPa), 66 ft3 (1870 L) cylinders
• 45-minute, 4,500 psi (31 000 kPa), 66 ft3 (1870 L) cylinders
• 60-minute, 4,500 psi (31 000 kPa), 87 ft3 (2 460 L) cylinders
6.1.4.24J Regulator assembly
Air from the cylinder travels through the high-pressure hose to the regulator. The
regulator reduces the pressure of the cylinder air to slightly above atmospheric
pressure and controls the flow of air to meet the respiratory requirements of the
wearer.
When the firefighter inhales, a pressure differential is created in the regulator. The
apparatus diaphragm moves inward, tilting the admission valve so that low-pressure
air can flow into the facepiece.
The diaphragm is then held open, which creates the positive pressure. Exhalation
moves the diaphragm back to the "closed" position. Some SCBA units have regulators
that fit into the facepiece.
On other units, the regulator is on the firefighter's chest or waist strap.

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6.1.4.24K Depending on the SCBA model, it will have control valves for normal and
emergency operations. These are the mainline valve and the bypass valve.
During normal operation, the mainline valve is fully open and locked if there is a lock.
The bypass valve is closed. On some SCBA, the bypass valve controls a direct airline
from the cylinder in the event that the regulator fails.
Once the valves are set in their normal operating position, they should not be
changed unless the emergency bypass is needed.
6.1.4.24L A remote pressure gauge that shows the air pressure remaining in the
cylinder is mounted in a position visible to the wearer.
This remote pressure gauge should read within 100 psi (700 kPa) of the cylinder gauge
if increments are in psi (kPa). If increments are shown in other measurements, such
as percent or fractions, both measurements should be the same. These pressure
readings are most accurate at or near the upper range of the gauge's rated working
pressures.
Low pressures in the cylinder may cause inconsistent readings between the cylinder
and regulator gauges.
If they are not consistent, rely on the lower reading and check the equipment for any
needed repair before using it again.
6.1.4.24M All units have an audible alarm that sounds when the cylinder pressure
decreases to approximately one fourth of the maximum rated pressure of the
cylinder, depending on the manufacturer.
Note: SCBA teams should leave the fire area immediately after the first firefighter's
Alarm Sounds.
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6.1.4.24N Facepiece assembly
A facepiece provides some protection from facial and respiratory burns and holds in
the cool breathing air. The facepiece assembly consists of the facepiece lens, an
exhalation valve, and a low-pressure hose to carry the air from the regulator to the
facepiece if the regulator is separate.
The facepiece lens is made of clear safety plastic and is connected to a flexible rubber
mask. The facepiece is held snugly against the face by a head harness with adjustable
straps, net, or some other arrangement.
Some helmets have a face mask bracket that connects directly to the helmet instead
of using a head harness. The lens should be protected from scratches during use and
storage. Some facepieces have a speech diaphragm to make communication clearer.
The facepiece for an SCBA with a harness mounted regulator has a low-pressure hose,
or breathing tube, attached to the facepiece with a clamp or threaded coupling nut.
The low-pressure hose brings air from the regulator into the facepiece; therefore, it
must be kept free of kinks and away from contact with abrasive surfaces.
The hose is usually corrugated to prevent collapse when a person is working in close
quarters, breathing deeply, or leaning against a hard surface. Some units have no low-
pressure hose because the regulator is attached directly to the facepiece.
6.1.4.24O The exhalation valve is a simple, one-way valve that releases an exhaled
breath without admitting any of the contaminated outside atmosphere.
Dirt or foreign materials can cause the valve to become partially opened, which may
permit excess air from the tank to escape the facepiece. Therefore, it is important
that the valve be kept clean and free of foreign material.
It is also important that the exhalation valve be tested by the firefighter during
facepiece-fit tests and before entering a hazardous atmosphere.
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6.1.4.24P An improperly sealed facepiece or a fogged lens can cause problems for
the wearer. The different temperatures inside and outside the facepiece where the
exhaled air or outside air is moist can cause the facepiece lens to fog, which hampers
vision.
Internal fogging occurs when the lens is cool, causing the highly humid exhaled breath
to condense. As the cooler, dry air from the cylinder passes over the facepiece lens,
it often removes the condensation.
External fogging occurs when condensation collects on the relatively cool lens during
interior fire-fighting operations.
External fogging can be removed by wiping the lens. One of the following methods
can be used to prevent or control internal fogging of a lens.
6.1.4.24Q Use a nose-cup

Facepieces can be equipped with a nose-cup that deflects exhalations away from the
lens. However, if the nose-cup does not fit well, it will permit exhaled air to leak into
the facepiece and condense on the lens.
6.1.4.24R Stored for protection
When storing the facepiece, it may be packed in a case or stored in a bag or coat
pouch.
Wherever it is stored, the straps should be left fully extended for donning ease and
to keep the facepiece from becoming distorted.
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6.1.4.25 Ships operation - procedures for helicopter landing
Helicopter Operation
The purpose of this procedure is to establish responsibilities and requirements for the
transfer of personnel by helicopter to and from JEPP DYNAMIC operated vessels. The objective is
to ensure Safety standard are exercise throughout in all aspects of operations.
The Master is responsible for the overall Safety of the vessel and may stop or curtail operations at
any time for reasons of vessel safety. In this event, the helicopter is to move clear of the vessel
immediately.
Clearance for the specific helicopter operations proposed and permission for the helicopter to
land onboard are given at the discretion of the Master. The Master is further responsible for:
 Ensuring that all persons engaged on helicopter operations or who are in or near
the helicopter landing area, are under the immediate and effective control of the
Helicopter Landing Officer (HLO).
 Ensuring that operational and emergency equipment required is provided and
maintained in good condition.
 Ensure that Helideck personnel are adequate trained in helicopter emergency
operations.
Helicopter Landing Officer (HLO)

In most cases the ship’s Medical Officer is appointed as the Helicopter Landing Officer
(HLO), however this may differ from one vessel to the other. He shall ensure the following are
carried out before any helicopter lands or takes off from the vessel:
 The HLO will be in charge on the helideck during helicopter operation.
 The responsibilities of the HLO include the control, supervision and documentation
of all personnel and freight to and from the vessel, and the supervision of all
personnel and equipment in the area of and associated with the helicopter landing
area.
 Ensure all operational equipment or means on or near the helideck for operation
are fit for it purpose.
 The landing area is clear of obstructions, including loose tools, machinery or other
articles, oil gas or other flammable substances
 The safe accompanying of persons on the helideck.
 Ensure appropriate life jacket are donned at all time.
Additionally he will liaise with the Master on conditions and operational readiness on:
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 Helideck surface and markings

 Landing net
 Safety net
 Landing lights and deck illuminations
 Communication equipment
 Safety and survival equipment for individual or general use
 Any mechanical handling aids, which may be issued to assist with, helicopter
operations
 The proper use of fire-fighting equipment
During his inspection when found any shortage in, replacements necessary for, or repairs required
to such operational and emergency equipment he shall report to the Barge Master.
Communication
There must be sufficient duplicated communications equipment to ensure that no
helicopter, when airborne, is ever out of contact with either the intended helicopter landing area
or the local air traffic control network inclusive,
 Helicopter on/off the landing area.
 Radio Operator
 Crane operator (where applicable).
 Standby vessel (where applicable).
 Fire crews.
A 24 hours communication link shall be maintained, even where nights are not considered
practicable. Aviation communications shall be carried out in English.
The recognized hand signals shall be used in communications between the pilot and the HLO.
Radio Operator
Where a full time Radio Operator is not required a competent reliable member of staff
shall be appointed as Radio Operator. Suitable arrangements shall be made to cover the full
working day.
The helicopter operating frequency shall be continuously monitored whenever a helicopter is

airborne. ‘Position’ and ‘Intention’ reports shall be recorded at intervals not exceeding ten
minutes.
Warnings of approaching squalls shall be convey to all approaching helicopter.
When request by the helicopter base, or by the pilot of an inbound helicopter, the following
information shall be given by the Radio Operator :-
 Wind direction and speed.
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 Visibility in miles.
 Estimated cloud cover and base in ‘eight’s’ (e.g. 5/8ths cover 2000 feet).
 Barometric pressure in milibar.
 Temperature in degrees centigrade.
No helicopter is allow to land on or take off from helicopter landing site without radio
communication have been established between the helicopter and the landing site controller prior
to the helicopter landing or becoming airborne.
When radio communication has been established, the landing site radio operator shall continue
to listen calls from the helicopter until it lands or goes out of range.
The radio operator shall inform the helicopter operations base whenever a helicopter flight arrives
or departs from the helicopter-landing site.
The manifest copy of names of all passengers who have arrived at the helicopter landing site will
be passed to the Helicopter landing officer (HLO) or relevant site personnel as soon as possible.
At all times, an up-to-date Person on Board (POB) list shall be maintained. A record of all
passengers flying offshore, together with their destination, shall be registered.
Safety Items for Helideck

 Meteorological station comprising - anemometer, barometer (in milibar)
thermometer, Wind-stock.
 Heli-deck unserviceable markers.
 Landing net or grid system.
 Chocks and tie down ropes.
 Scales for weighing passengers and freight.
 Power supply for starting helicopters (optional).
 Breathing apparatus, Protective outfit, including gloves, boots, a facemask or hood
and a helmet (2 sets).
 Two Portable battery - operated hand lamps.
 Two fireman’s axes, Aircraft axe, Large axe, Grab hook, Quick release knife,
Crowbar.
 Two safety harness and lifelines.
 Heavy duty hacksaws and spares blades.
 23” bolt croppers.
 Fire extinguishers (dry powder 50 kg), Automatic foam fire-fighting equipment
(offshore landing site only).
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Crane or similar operations, which could affect helicopter landing, must be stopped 10 minutes
before a helicopter approaches to land. Offshore mobile installations shall be equipped with a
flashing BLUE light, controlled by the HLO.
When the light flashes, crane operations are to cease and jibs, booms etc. moved to a previously
agreed location. Vehicular traffic on or near the helicopter landing area is suitably controlled. At
the same time the standby vessels are informed of helicopter operations, and to move her position
to better safer location.
High Wind Conditions

When wind speeds or gusts each reach 30 knots, the HLO shall carry out a physical
inspection of the helicopter landing area, to assess the safe movement of passengers and freight.
When wind gusts at 50 knots or more, it is essential that the HLO informs the installation or
department scheduler or air traffic controller who shall, after considering the strength and
frequency of the gust, decide whether helicopter operation may proceed or otherwise.
When the wind speed over the helicopter landing area reaches 50 knots or above, the Master, in
consultation with the helicopter pilot shall close the helicopter landing area.
During high wind conditions, a safety line shall be made available for personnel use between the
helicopter and the operational landing area exit point.
Emergency Team
When helicopter landing, taking off, refueling or are parked with their engines running
at a manned landing site, suitable arrangements must be available to allow deployment of a fire
fighting capability and crash equipment.
At least one (preferably two) persons to attend all helicopter landings and takeoffs in order to
provide fire fighting and recovery assistance in the event of a helicopter fire or crash. The team
shall be trained in relevant use of fire/crash equipment provided.
The team shall take part in drills on a regular basis, to ensure that they are aware of how to
deploy the fire / crash equipment in an emergency.
The team should be standing-by clear of, reasonably close to, the operating area with the safety
equipment specified ready for emergency use.
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6.1.4.25A Helicopter – Cargo ships guideline
Incorrect helicopter markings on the ship's deck can at times be misleading and
result in an accident.
Ambiguous helicopter markings might also result in the refusal of a pilot to board
the vessel by helicopter, which could cause an expensive delay to the ship.
There are two types of recognized helicopter markings, a landing area or a winching
area. If a landing area is provided, it is essential that the hatch or deck area is
suitably strengthened and approved for the type of helicopter envisaged.
The areas used by the helicopter landing gear or by personnel should have anti-slip
surfaces effective when wet.
Good aviation practice requires that the colors used should contrast with the
normal ship's paintwork. Letters should be painted in white and lines should always
be painted yellow.
Touch-down zones should be painted in a dark grey or dark green non-reflective

color. All helicopter markings should follow the International Chamber of Shipping
Guidelines rather than be left to the imagination of a ship's crew.
6.1.4.25B Master's command
The Master shall maneuver the vessel during helicopter operations. All related
activities are to be conducted in accordance with the ICS Publication
“Guide to Helicopter/Ship Operations” and concerned personnel
briefed by him on their duties and safety precautions.
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6.1.4.25C On-scene command

The Master shall designate a Deck Officer to command on-scene operations.
6.1.4.25D Safety check & records

The Deck Officer in charge and officer of the watch shall check and complete the
conditions in the Checklist for “Helicopter Operations” and report the same to the
Master. Relevant entry to be made in the deck log book to this effect.
6.1.4.25E Exchange information with helicopter

The Master shall exchange sufficient information with the helicopter pilot before
operations particularly in regard to vessel heading and speed, weather conditions,
vessel maneuver and any other necessary details.
6.1.4.25F The On-Scene crew as well as all personnel being transferred to or

from the vessel shall comply with following guidelines:
1. Do not approach or leave the helicopter without being cleared to do so by
the helicopter pilot and/or the winch man and the Deck Officer in charge.
2. Always approach the helicopter in a crouching position and from an angle
where you are always in full view by the helicopter pilot.
3. Keep well clear of the helicopter rotors, which are often difficult to see.
4. Stay clear of the helicopter’s exhaust outlets.
5. Passengers wear an inflatable lifejacket or survival suit as required by the
helicopter pilot.
6.1.4.25G Landing or winching

Follow the guidelines for landing or winching in the ICS “Guide to Helicopter/Ship
Operations” Where available, the Aiming Circle of landing area shall be coated with
a matt anti-slip surface painted in a non-reflecting color which contrasts with other
deck surfaces.
6.1.4.25H Action in case of accident

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In case of accident involving Helicopter, the Master shall be guided as per “Duties &
Suggested Action Plan for Helicopter Accident”
6.1.4.25I Training for helicopter operation

The master shall apply the proper training of helicopter operation for crew may
concern in accordance with this procedure. And it’s to be recorded in “Onboard CBT
& Video Training Record”
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6.1.4.26A ACCIDENT INVESTIGATION
Purpose To describe the Company’s effort to mitigate the effects of unplanned and undesired
events, and prevent their recurrence
6.1.4.26A REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS

OCCURRENCES
Introduction
The safety management system should include procedures ensuring that non-
conformities, accidents and hazardous situations are reported to the Company, investigated and
analysed with the objective of improving safety and pollution prevention. It is the policy of JEPP
DYNAMIC LTD. to make every attempt to identify report and correct non-conformities to the Safety
Management System.
6.1.4.26B Non-conformity
An observed situation where objective evidence indicated the non-fulfilment of a specific
requirement.
A non-conformity has occurred whenever;
 Any policy or procedure required by the Company is not adhered to
 The documented Safety Management System fails to provide the necessary control
to prevent the occurrence of an adverse incident
 The documented Safety Management System is not implemented, i.e. actual practice
does not conform to the documented system
 The documented Safety Management System fails to address a situation that results
in an adverse event
 PSC or External Auditor findings when made, this to be closed up soonest and
supporting documents need to be dispatch to the governing Bodies and on the same
method need to be kept on board for further verification.
Non-conformities that may occur include the following items;

 Accidents which result in injury to personnel
 Accidents which result in damage to the vessel or property
 Accidents which result in pollution due to spilled oil
 Incorrect or obsolete documentation
 Critical Equipment Failures.
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Non-conformities are required to be reported by Company personnel in accordance with the

established procedure. The original of the non-conformity should be sent to the DPA, with a record
kept onboard.
On completion of the corrective action process the Master will send an email / hard copy to the
DPA that the corrective action has been verified.
Non conformities are reported with the intention of improving safety and protection of the
environment.
6.1.4.26C Observation
These are findings which required to be reported to the Company personnel immediately upon
notification. It should be treated equally important, as this may lead to equipment failure, defect,
break-down and may also lead to personnel injuries.
All Observation finding need to be closed up by means of Corrective Action Plan (CAP) in timely
manner.
On completion of the corrective action process the Master will send an email / hard copy to the
DPA or the Fleet Manager for verification. Process of the closure must be met till fully rectification.
6.1.4.26D Corrective action is the attempt to prevent the recurrence of the non-conformity.
Non-conformities are reported in the following way;
 Onboard the vessels, non-conformities are reported as soon as practicable to the
vessel Master who is responsible for filing a non-conformity report with the
DPA/Fleet Manager with a record kept onboard.
 Onshore non-conformities are reported to the immediate supervisor who files a non-
conformity report with the respective Fleet Manager / DPA in the branch office.
 All non-conformities are dealt differently. The DPA or Fleet Manager will determines
it significant as to which Corrective Action Plan (CAP) is suitable. This could either be
the External CAP, Internal CAP register or the Internal NC Form.
 In all cases where a vessel or environmental accident (Vessel / Environment Incident
Form), Personal injury (Injury / Illness Report), or near miss (Near Miss Report) must
be completed and sent to the QHSE & Operation Managers as soon as possible.
 Critical Equipment Failures of those listed in section 10 must be completed on the
form (Critical Equipment Failure Report) and sent to the Technical Manager in the
Office. Any equipment not listed in section 10 found defect shall be reported and
classified as Equipment Defect/Failures.
 The vessel’s safety officer must be involved in the investigation of all incidents /
accidents as much as possible.
Page 377 of 477
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6.1.4.26E The Company should establish procedures for the implementation of corrective
action.
The Corrective Action is performed on Vessel / Environmental Incidents, Personnel Injury, Near
Miss, Critical Equipment Failure Report (whose sudden operational failure may result in a hazardous
situation) in the following ways;
Relevant Vessel Accident, Environmental Incidents, Personnel Injury, Illness, Near Misses and
Critical Equipment Failure reports are reviewed monthly at the Monthly Safety meeting.
 Every attempt is made to make corrective action as universally applicable as possible.
 Corrective action is applied using the Lessons Learned generated by the Monthly
Meeting minutes. These are transmitted to the fleet.
6.1.4.26F Corrective action is performed on non-conformities reported by the Vessels in the

following manner;
 The Master is responsible for submitting the report.
 In reviewing the report the personnel as detailed above assigned to the Division will
consider the following things;
 The procedures that relate to the non-conformity.
 Compliance with procedures.
 Training of the personnel performing the tasks.
 Changes to equipment, material, personnel, procedures, or normal working
practices.
 Whether the task as performed is inherently unsafe.
 The preparations prior to beginning the task.
 Availability and use of the proper equipment for the task.
 The need for and the completion of a job safety analysis or toolbox talk.
Once the report has been reviewed, the Operation / Technical Manager / Marine Superintendent /
DPA or even the General Manager will or could;
 Assign corrective action.
 Designate a time for closure for the corrective action of the non-conformity and sign
the box “Accepted by” or sending this information by email.
Page 378 of 477
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This corrective action will be sent to the vessel by way of email or by the NCR report completed in
writing. The vessel / document hub control centre will file the non-conformity and if the closure
was sent by email, this will be attached to.
6.1.4.26G Root Cause, Near Miss or Hazardous Situation Reporting.
The fundamental or the base cause of a problem, incident, accident or non-conformity.

In practice, the root cause is the earliest event that may practically be changed to prevent a re-
occurrence. In addition to this a preventive measure should also be incorporated to the finding to
prevent a reoccurrence.
Near Miss reporting to increase the level of awareness regarding safe vessel practices, and can help
reduce actual accidents.
Near Miss reporting is essential to the goals of the Safety Management System. All Near Misses or
Unsafe Conditions have to be reported in the form (Near Miss Report). To encourage Near Miss
reporting, the Master does not record the names of personnel on the Near Miss Unsafe Condition
report
Examples of Near Misses would be;
 The vessel whilst manoeuvring almost hits the leg of a drilling rig.
 A leaking hydraulic hose or coupling causes a pool of hydraulic oil on deck creating a
slipping hazard.
 A cargo lift that swings almost hits a crewmember.
 The vessel Master should identify on the report all actions taken onboard to prevent
a similar Near Miss or Unsafe condition, also provide additional preventive
suggestions to avoid a re-occurrence.
Page 379 of 477
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6.1.4.26H REPORTING OF HAZARDS

i Purpose To describe the Company’s effort to mitigate the effects of
unplanned and undesired events, and prevent their recurrence.
Introduction
Many accidents and incidents occur because of not following the systematic procedure and having
it done in a hasty manner. To minimise these, these incidents are a learning curve from experience
rather that apportioning blame.
To encourage and promote reporting, recording and investigating accidents and incidents. The
Office has adopted the concept of ‘no blame policy’ to help with this approach, helping staff report
problems and ensuring lessons are learnt and shared throughout the organisation.
This openness is encouraging to all employees to learn from times things go wrong. There may
however be occasions where disciplinary action will have to be taken such as where there has been
professional misconduct, a significant breach of law or wilful negligence.
Of course, it is not enough for the vessel and office to learn and improve only when things go wrong.
Engaging in proactive risk management alongside reactive accident and incident management will
help us get a systematic approach to managing risk.
This concerned with accident and incident reporting and investigation - the reactive processes of
managing risk. All accidents and incidents should be recorded on the accident, incident and near
miss reporting system Statistic. Depending on the type of injury, its severity and consequences, they
may also need to be reported to the enforcing authorities.
6.1.4.26I Accident and Damage Reports

The Master must notify the Ship Manager any accidents, damage or suspected damage to the
vessel, its equipment or cargo.
 any accidents, damage or suspected damage to other vessels or property which have
been caused by the vessel or the personnel.
 Injury to any Crew Member or Passenger.
 Any illness contracted by a Crew Member or Passenger
 Breath Analyser reading of IP (Injured Personnel) and/or the Operator to be taken
immediately after the incident and include in the Incident Reporting Form (Form
25.0).
Page 380 of 477
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Accidents and damage of a serious nature, and every instance of explosion, fire, pollution, collision
or grounding must be reported in accordance with NM/Incident/Accident/Injury Report and/or
Equipment Defect Report (Form 26.3) / Critical Equipment Failure Report (Form 26.4).
Whenever an accident or damage creates a threat of pollution by oil, the Master must report this
to the authorities of the coastal state immediately.
In the case of serious accidents and damage where a report, other than the standard MARPOL
reports, is required in writing by a government agency, judicial body or local authority, the Master
must where time allows contact the Designated Person as quickly as possible requesting
concurrence that he/she proceed to give a statement of facts.
Questions asked by Official Investigators at the scene of an accident must not be answered unless
legal counsel is present or unless authority to answer such questions is given by the Company. If
the Master or any personnel are required to answer questions, and the authorities do not permit
time for reference to the Company, legal advice must then be obtained through the local agent and
the Company must be informed as quickly as possible.
6.1.4.26J Incident/Accident & Injury Reporting & Investigation
Within 24 hours of any accident the Master shall ensure all the relevant incident report and
documents are well prepare and at the same time carry out own investigation if permitted. The
Master shall provide all the supporting documents to the vessel’s Ship Manager and Designated
Person for their review, comment and follow up investigation.
The Ship Manager Committee will call up a meeting immediately following the incident/accident.
An Investigation Team will Post Mortem and determine all possible caused, thus providing the
investigation reports. This will be cascaded and made available to all vessel’s in a Circular Format
for all vessel’s Master and his crew to learn from this event and preventing similar occurrence.
The vessel’s Ship Manager shall provide full details of Causalities / Incident/ Accident reports should
immediately forwarded to relevant Flag State authority depending on the severity of the incident.
The vessel committee shall discuss all those of the Ship Manager comment, in relation to the causes
and agree on recommended solutions in light of the investigators findings. They shall also determine
the best means and time frame for implementing the agreed recommendations and allocate
responsibility for ensuring such recommendations are implemented.
The Master shall ensure that a summary of the discussions, including the action plan is included in
the Health, Safety and Environment Committee meeting minutes.
The Master shall ensure a copy of the Official Accident/Incident Investigation Report, and any
supporting documentation, is placed in the appropriate consolidated file.
Page 381 of 477
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6.1.4.26K Accident / Incident Investigation Workshop and Training

The Ship Manager or Designated Person will provide incident/accident scenario to all relevant office
department HOD inclusive the Superintendent in-charge of HSE. Senior Officers will also be involved
in understanding the scenarios for accident and incident.
This would serve the purpose of formal training for accident and incident investigation.
Training in investigation of incident and accident, would be presented in the following scenarios:
(1) CATEGORIZATION OF INCIDENTS
 Tier 1 (High Alert)
 Tier 2 (Medium Alert)
 Tier 3 (Low Alert)
(2) INCIDENT REPORTING FORMAT
 Incident: Number / Vessel / Time / Date / Location
 Tier OR Category:
 Short Description:
 Time Line: No of Days
(3) Incident Root Cause Brainstorming Session:

A workshop Investigation Team comprising DPA, HSE
Superintendent, and Vessels Senior Officers to
convene and brainstorming of the incident.
(4) Investigation Team will be sought out all possibilities pertaining to the event and shall
collectively agree on the findings, recommendation and the CAP before sending out report
to the relevant parties.
(5) Follow Up: DPA will follow up on the case status and providing timely reminder to all
Departments for their action and close up.
Note: Brainstorming session will follow the CHART for ACCIDENT CONTROL PREVENTION
TECHNIQUE.
Page 382 of 477
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ACCIDENT CONTROL PREVENTION TECHNIQUE

1) WHAT hazardous act / condition did you observe?
PPE (A) TOOLS / EQUIPMENT (B) MATERIAL HANDLING (C) POSITION / REACTIONS
OF PEOPLE (D)
A1) Head Protection not B1) Wrong tool for the job C1) Too heavy for manual
worn B2) Tools in bad condition lifting D1) In danger of struck
A2) Eye Protection not worn B3) Tools not inspected C2) Wrong mechanical by ……
A3) Face Protection not worn B4) Tools not used correctly manual lifting D2) In danger of striking
A4) Ear Protection not worn B5) Not Correctly installed C3) Lifting tool not inspected against
A5 Protection clothing not C4) Chemicals not properly D3) In danger of caught by
worn handled D4) In danger of fall / slip /
A6) Safety Shoes not worn trip
A7) Hand Protection not D5) In danger of burnt /
worn frozen
A8) PPE in bad condition D6) Wrong position
A9) Wrong PPE for the job D7) In danger of electricity
A10) Substandard PPE D8) In danger of felling
overboard
HOUSEKEEPING (E) ENVIRONMENT (F) PERMIT / PROCEDURES (G) OTHERS (H)
Others, please specify;

E1) Access block by F1) Water is being polluted G1) Work without
obstruction F2) Air being polluted permission
E2) Tools/materials F3) Too Much noise G2) Wrong permit
disorganized F4) Spillage of oil/chemical G3) Procedure not followed
E3) Poor/Improper roping G4) Wrong instruction on
off permit
E4) Accumulation of rubbish G5) Permit procedure not
followed
G6) Deviate from procedure
2) WHY did the hazardous act / condition

occur? DEFINITIONS
UNAWARE (X) AWARE (Y) Unsafe Act:
X1) Not informed Y1) Negligence Action that increases chances of injury, breaking of
X2) Language problem Y2) Working Condition established safety rules or is against expected conduct.
X3) Not reading the permit (Including weather)
X4) Wrong Interpretation of Y3) Worksite Layout Unsafe Condition
the risk Y4) The design of equipment
X5) Wrong instruction / tools Situation directly or indirectly caused by the ACTION or
X6) No procedure Y5) Work habits INACTION of one or more workers that may lead to an
X7) Forgotten Y6) Lack of skills accident.
X8) Do not know Y7) Time pressure
X9) Others (Please specify) Y8) Not requested Positive Card
Y9) Physical Limitations
Y10) Not supplied / available An act that shows commitment to HSE or reduces the risk of
Y11) Lack of ownership accidents/ incidents. (WHAT and WHY columns should be
Y12) Confused left empty in this case)
Y13) Others (please specify)
Page 383 of 477
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6.1.4.26L Injury Classification

The purpose of this document is to describe the categorization of shipboard injuries and
incidents involving JEPP DYNAMIC LTD. Management employees, sub-contractors and visitors. The
Master shall ensure that any personnel injury or incident reported is classified correctly. The
classification is to be reviewed by the Ship Manager and Designated Person.
6.1.4.26M Lost Time Injury (LTI)

An injury that results in fatality, permanent disability or time lost from work of one days shift or
more. An injury involving vessels staff, sub-contractors or visitors shall be classified as a Lost Time
Injury (LTI) if the injury results in death, permanent disability or time lost from work of one day/shift
or more.
6.1.4.26N Medical Treatment Case (MTC) & First Aid
An injury that does not involve lost work days but which requires treatment by, or under the specific
orders of, a physician or could be considered as being in the province of a physician. An injury
involving vessels staff, sub-contractors or visitors shall be classified as a Medical Treatment Case
(MTC) if treatment by medical personnel involves any of the following:
• Treatment of infection;
• Application of antiseptics during second or subsequent visits to medical personnel;
• Treatment of third degree burns;
• Application of sutures (stitches);
• Application of butterfly adhesive dressings or steri-strips in lieu of sutures;
• Removal of foreign bodies embedded in the eye;
• Removal of foreign body from a wound
• Use of prescription medication (except a single dose administered on the first visit
for minor injury or discomfort);
• Hot or cold soaking therapy during the second or subsequent visit to medical
personnel;
• Application of hot or cold compress during second or subsequent visit to medical
personnel;
Page 384 of 477
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• Cutting away dead skin (surgical debridement)

• Application of heat therapy during second or subsequent visit to medical personnel;
• Use of whirlpool therapy during second or subsequent visit to medical personnel;
• Positive x-ray diagnosis (fracture, broken bones, etc)
• Admission to hospital or equivalent medical facility for treatment or observation for
more than 12 hours.
6.1.4.26O First Aid Case (FAC)
Any one-time (single) treatment and subsequent observation of minor scratches, cuts,
burns, splinters, and so forth, which do not ordinarily require medical care by a physician. Such
treatment and observation are considered first aid even when provided by a physician or registered
medical personnel. An injury involving vessels staff, sub-contractors or visitors shall be classified as
a First Aid Case (FAC) if treatment involves one or more of the following, even if such treatment is
administered by a physician or registered medical personnel:
• Application of antiseptic during the first visit to medical personnel;
• Treatment of first degree burns;
• Application of bandages during any visit to medical personnel;
• Use of elastic bandages during the first visit to medical personnel;
• Removal of foreign body from wound, if procedure is uncomplicated eg. by tweezers
or other simple technique.
• Use of non-prescription drugs and the administration of a single dose of prescription
medication on the first visit for minor injury or discomfort;
• Soaking therapy on the first visit to medical personnel or removal of bandages by
soaking;
• Application of hot or cold compresses during the first visit to medical personnel;
• Application of ointments to abrasions to prevent them from drying out or cracking;
• Application of heat therapy during the first visit to medical personnel;
• Use of whirlpool therapy during the first visit to medical personnel;
• Negative x-ray diagnosis
• Observation of an injury by medical personnel for less than 12 hours.
Page 385 of 477
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6.1.4.26P Other (OTH) INJURIES

Injuries whose circumstances are unknown or reported circumstances are of a dubious
nature. An injury involving vessels staff, sub-contractors, or visitors shall be classified as an Other
(OTH) under the following circumstances:
• where no treatment is requested from either vessels staff or medical personnel at
time of reporting;
• where an injury reported by an employee on board, although no time was lost as a
result, has subsequently been cited as the cause of an incapacitation resulting in
compensation payment during his or her leave period or on a future swing;
• If the circumstances surrounding the injury are unknown, whether or not
compensation payments have resulted;
• If the circumstances surrounding the injury are of a dubious nature, whether or not
compensation payments have resulted;
• Injuries occurring whilst ashore, whether on company or personal business;
• Injuries not reported on the day of occurrence where there is no eye witness(es) to
confirm alleged circumstances of accident.
6.1.4.26Q Near Miss
An incident which although did not resulting in an injury, had the potential to do so. Any
unplanned incident involving vessels staff, sub-contractors or visitors which did not result in an
injury through good fortune, or intervention of others, shall be classed as a "Near Miss". Where
circumstances or treatment relating to an injury classed as “OTH” i.e. “FAC” or “MTC” change after
the initial report the Master shall ensure the original classification is re-graded accordingly and the
Designated Person/Senior Management and Principal are notified. The distinction between
classifications is one of severity. If difficulty exists with interpretation of these cases as defined
above, additional guidance may be obtained from the Designated Person.
Page 386 of 477
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6.1.4.26R Medical Illness (MIC)

Illness which is not related to an incident or accident and for which medical treatment is required
for the Crew Member to remain fit for duty or otherwise.
Medical Illness Case would include any illness under which the seafarer could make a claim under
the terms of a health insurance policy (including dental).
Illness pertaining to transmitted diseases “Reproductive Tract Infections – RTI” shall be reported to
the Office.
This will provide proactive measure taken by the office on the integrity of the RTI in deterring of
extending to other crew members. A medical consultation report shall be made available for office
to take up next course of measure.
6.1.4.26S LOG BOOK ENTRIES

Particulars regarding accidents and damage must be entered in the Master's Log Book, the Deck
Log Book and, if appropriate, the Engine Room Log Book. These particulars should at all times be
confined to the date, place and the time of the accident, the nature and extent of the damage or
injury sustained, as well as measures taken to protect the safety of the vessel and the personnel.
Detailed narratives or statements in the Vessel's Log Books describing the accident are unnecessary
and must be avoided.
Erasures must never be made in Log Books or Bell Books under any circumstances. Corrections must
be made by drawing a line through the erroneous entry and interlining the correct entry. Every such
correction should be initialled by the person making the entry and correction.
Page 387 of 477
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6.1.4.26T Repair Notification

In the event of damage to the vessel, the Master must notify the Ship Manager as soon as possible
the nature and extent of repairs which may be required.
Notification of Damage
Whenever a vessel incurs any damage, expense or delay because of an accident due to the action
of any third party, the Master must notify such third party, in writing if possible, of the occurrence
and the damage resulting there from. It is not necessary to inform the third party that the Company
will hold them responsible for a loss as such notice will be given in appropriate cases by the
Company.
Damage Caused by Vessel
Any damage caused by the vessel to buoys, beacons or other aids to Navigation must be reported
without delay to the appropriate local authority.
6.1.4.26U SURVEY of DAMAGE
Whenever damage is sustained which may result in a claim against or by another party, the
Company must be notified immediately so that a joint survey of the damage can be arranged.
6.1.4.26V CARGO LOSS/CONTAMINATION
Any loss or contamination of cargo, regardless of ownership or consignee, must be reported to the
Charterer and the Company as soon as possible, giving full particulars as to cause and extent of the
damage.
6.1.4.26V NOTING PROTEST
Protest must be noted when a vessel encounters heavy weather or meets with an accident which
leads the Master to believe that the cargo may have sustained loss, damage or contamination.
The protest must be prepared and processed within 24 hours of arrival at the port of destination or
port of refuge, or at the first port where facilities for noting protest exists. The substance of the
protest will be extracts from the deck logbook, which must contain an accurate record of all
conditions and occurrences experienced on the vessel.
A protest must be headed as such, signed by the Master and, in addition to the substance of the
protest, it must include the following:
 vessel's name
 nation of registry and home port
 official number
 net registered tons
 Master's name
Page 388 of 477
2nd October, 2019.
 last port and date of sailing

 current port and date of arrival
 date of writing protest
 a statement that: "Protest may be extended at times and places as convenient".
The protest must be noted before the appropriate consul or notary public. The original copy will be
retained on the file in the office where registered and certified copies will be made available to the
Master.
At least three copies should be obtained, one to be forwarded to the Company, one to be given to
the vessel's agent and one to be retained in the vessel's files.
6.1.4.26X Liability
Neither the Master nor any other Officer or Rating is authorized to admit liability on the part of
the Company for any accident, injury, damage or loss.
Page 389 of 477
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6.1.4.26Y Handling and Control of Hazardous Substances
Numerous Hazardous Substances e.g. chemicals, explosives and radio-actives are used in the day
to day operations.
They can be defined as any article or substances contained in a receptacle, portable tank, container
or vehicle which is capable of posing significant risk to health, safety, property or environment.
Hazardous Substances are classed as listed below. The classes have been determined by the UN
Committee of experts on the Transport of Hazardous Substances and arranged for convenience by
the type of hazards involved and the order in which they appear does not imply a relative degree
of danger.
 Class no. 1 Explosives
 Class no. 2 Gases: compressed, liquefied, dissolved under
pressure or deeply refrigerated.
 Class no. 3 Inflammable Liquids
 Class no. 4 Inflammable solids: substances liable to spontaneous
combustion and which, on contact with water emit inflammable
gases.
 Class no. 5 Oxidizing substances; organic peroxides
 Class no. 6 Poisonous (Toxic) and infectious substances
 Class no. 7 Radio-active materials
 Class no. 8 Corrosives
 Class no. 9 Miscellaneous Hazardous Substances
6.1.4.26Z Labelling of Hazardous Substances

Each package of Hazardous Substances and each over-pack containing Hazardous Substances
should be properly labelled in compliance with the International Regulations (IMO, IATA, UN, etc)
All labels must conform, in shape; color, format, symbol and text, to the specimen designs
reproduced in above Regulations and no variations in specifications are permitted.
The material of every label, the printing and any adhesive thereon, must be sufficient durable to
withstand normal transport conditions and ensure that the label remains legible during
transportation’s.
Additional text, indicating the nature of the risk may generally be inserted on the label.
Page 390 of 477
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6.1.4.26A1 Chemicals
The most important consideration for anyone involved in the transport; handling or use of
chemicals is to be aware of the inherent dangerous properties of the chemicals he is in contact
with. Personnel must always ensure that they are aware of any potential dangers associated with
the chemical they are using, transporting or handling. All Chemicals must come with a Material
Safety Data Sheet (MSDS). If they have any doubts or inquiries, they should address them to their
superior.
Personnel working with hazardous chemicals (in any place) should use or handle the minimum
quantity, which is practical to meet the requirements.
Chemicals can have a variety of dangerous properties which can be categorized as :

 Flammable hazards
 Water or moisture sensitive hazards
 Toxic hazards
 Corrosive hazards
 Reactive hazards
 Fire and explosion hazards
 Fume and vapor hazards
Appropriate personal safety equipment should be available and used when handling chemicals. Any
query regarding protective equipment should be directed to Maxus Office.
When working with hazardous chemicals, nearby staff not involved in the operations should be
warned of the possible dangers.
6.1.4.26B1 Radioactive materials
Everyone involved with radioactive materials should be fully acquainted with the hazards associated
with using, storing, handling and transporting them.
They should be adequately instructed in all necessary safeguards and procedures and supplied with
such auxiliary devices as may be necessary for protection from exposure to ionizing radiation.
All persons handling radioactive substances or working in proximity to such substance shall as far
as practicable
 Handle only the minimum quantities necessary for the work in progress.
Page 391 of 477
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 Remain in proximity to such substances only for the minimum time necessary
 Keep the hands and body as far away as possible from such substances by handing
them with tongs or other suitable devices.
 Staff working with, or near to, sources of ionizing radiation’s or radioactive

substances shall wear personal dose rate alarm or dosimeter and film badges to
monitor his personal rate.
 All person handling radioactive materials must be qualified or competent.
6.1.4.26C1 Explosives
Experienced competent persons should only carry out the handling, transportation, storage and
usage of explosives.
Anyone who is in contact with explosives should be aware of the potential danger involved and
all safety precautions should be strictly adhere to. Particular attention should be given to
the use of explosives on any offshore platform or drilling vessel.
No explosives shall be left unattended unless in a safe place under lock and key.
Smoking is strictly prohibited in the storage, handling and transportation of explosives. Detonators
and explosives are to be stored and transported separately.
Page 392 of 477
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6.2.1 OH&S objectives
The organization shall establish OH&S objectives at relevant functions and levels in
order to maintain and continually improve the OH&S management system and
OH&S performance
The OH&S objectives shall:
a) be consistent with the OH&S policy;
b) be measurable (if practicable) or capable of performance evaluation;
c) take into account:
1) applicable requirements;
2) the results of the assessment of risks and opportunities
3) the results of consultation with workers
d) be monitored;
e) be communicated;
f ) be updated as appropriate.
Page 393 of 477
2nd October, 2019.
6.2.2 Planning to achieve OH&S objectives
When planning how to achieve its OH&S objectives, the organization shall
determine:
a) what will be done;
b) what resources will be required;
c) who will be responsible;
d) when it will be completed;
e) how the results will be evaluated, including indicators for monitoring;
f ) how the actions to achieve OH&S objectives will be integrated into the
organization’s business processes.
The organization shall maintain and retain documented information on the OH&S
objectives and plans to achieve them.
Page 394 of 477
2nd October, 2019.
6.2.2A Occupational Health and Safety Strategic Plan
6.2.2A.1 STRATEGIC PRIOTISED TOPIC
Vessel to pass on – hire assurance assessment of International Oil Companies, so

vessel to be mobilized and deployed for offshore security roles; which can be
achieved by instituting an occupational health and safety management culture
onboard and ashore.
Safety Culture instituted must ensure zero incidents involving personal injury,
property damage and pollution.
6.2.2A.2 METHOD & ACTIONS TO INSTITUTE

OCCUPATIONAL HEALTH & SAFETY CULTURE
The management of occupational health and safety onboard and ashore, requires
monitoring and assessment of the daily activities carried out onboard and ashore; to
ensure they in compliance with the procedures outlined in this manual.
This can be achieved, by having assessment form to record all activities onboard and
ashore, carry out review of information recorded, and recommend corrective action,
when then is a non-conformity.
Page 395 of 477
2nd October, 2019.
FORMS FOR MONITORING OF OH&S COMPLIANCE

Name of SMS Form Form No Retention Action
Crew Familiarization Checklist SMS 001 2 YEARS SHIPS FILE
Safety Meeting Report SMS 002 2 YEARS SHIP/OFF FILE
Shipboard Drill Report SMS 003 5 YEARS SHIP/OFF FILE
Safety Management System Review / SMS 004 /

5YEARS SHIP/OFF FILE
Master Review SMS 004A
Document Amendment Request SMS 004A 5 YEARS SHIP/OFF FILE

Job Safety Analysis Form / Risk
Assessment Booklet for Shipboard & SMS 005 1 YEAR SHIP FILE
Shore Tasks
Pre arrival and departure checklist
SMS 006A 2 YEARS SHIP FILE
006A
Pre arrival and departure checklist

SMS 006B 2 YEARS SHIP FILE
006B
Acknowledgement Letter SMS 007 2 YEARS OFFICE FILE
Bunker Checklist SMS 008 5 YEARS SHIP FILE
Monthly Vessel Certificate Record SMS 009 1 YEAR SHIP/OFF FILE
Non-Conformity Report SMS 010 5 YEAR SHIP/OFF FILE
Non-Conformity Report Register SMS 010A 2 YEAR SHIP/OFF FILE

Navigation & Pre-Command for SMS 011,
2 YEARS OFFICE FILE
Master & senior officers 011A
500 Meter Zone Checklist SMS 012 1 YEAR SHIP FILE
Permit to Work SMS 013 2 YEARS SHIP FILE
Permit to Work Register SMS 013A 2 YEARS SHIP FILE
Enclosed Space Permit SMS 014 2 YEARS SHIP FILE
Personnel Basket Transfer Checklist SMS 015 2 YEARS SHIP FILE
Electrical Isolation Permit SMS 016 2 YEARS SHIP FILE

Page 396 of 477
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Illness Report SMS 017 5 YEARS OFFICE FILE
Near Miss Report SMS 018 2 YEARS SHIP/OFF FILE
Statement Form SMS 019 5 YEARS OFFICE FILE
Critical Equipment Failure Report SMS 020 5 YEARS SHIP/OFF FILE
Tank Cleaning Permit SMS 021 5 YEARS SHIP FILE
Chief Engineer Hand over report SMS 022 5 YEARS SHIP/OFF FILE
POST ON SHIP NOTICE

PPE Requirement Chart SMS 023 PERMANENT
BOARD
Emergency Drill Schedule SMS 024 1 YEAR SHIP FILE
Incident Report SMS 025 5 YEARS SHIP/OFF FILE
Ship/Shore Based Emergency Drill

SMS 026 5 YEARS SHIP/OFF FILE
Report
Masters Handover report SMS 027 5 YEARS SHIP/OFF FILE

Safety Management Internal Audit
SMS 028 5 YEARS SHIP/OFF FILE
Report
Visitor/Contractor Familiarisation
SMS 029 2 YEARS SHIP
Checklist
Crew List SMS 030 1 YEAR SHIP/OFF FILE
Requisition/P.O. Tracking List SMS 031 2 YEAR SHIP/OFF FILE
Emergency Contact List SMS 032 PERMANENT SHIP/OFF FILE

VSO-Vessel Safety Officer / VMO-
Vessel Medical Officer / SSO-Ship SMS 033 1 YEAR SHIP/OFF FILE
Security Officer
DPR – DAILY REPORT SMS 034 1 YEAR SHIP/OFF FILE
Temperature Record SMS 035 2 YEAR SHIP/OFF FILE
Transmittal Form SMS 036 1 YEAR SHIP/OFF FILE
Vessel Defect Tracking List SMS 037 2 YEAR OFF FILE

Non-Conformity Report (NCR)
SMS 038 2 YEAR SHIP/OFF FILE
Tracking List
Vaccination List SMS 039 1 YEAR SHIP/OFF FILE
Safety Alert SMS 040A 5 YEAR SHIP/OFF FILE

Page 397 of 477
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Environmental Alert SMS 040B 5 YEAR SHIP/OFF FILE
Quality Alert SMS 040C 5 YEAR SHIP/OFF FILE
Internal Memo SMS 041 5 YEAR SHIP/OFF FILE
Company Circular SMS 042 5 YEAR SHIP/OFF FILE
Packing List & Spare Parts Inventory SMS 043 1 YEAR SHIP/OFF FILE
Crane Daily Maintenance SMS 044 1 YEARS SHIP/OFF FILE
Incident tracking list SMS 049 5 YEARS OFF FILE
Office Familiarisation SMS 050 2 YEARS OFF FILE
Management Review Meeting SMS 051 5 YEARS SHIP/OFF FILE
ISPS Internal Audit Checklist SMS 052 5 YEARS SHIP/OFF FILE
Monthly Hours of Rest Form SMS 053 2 YEARS SHIP/OFF FILE
PPE receipt acknowledgement SMS 054 2 YEARS SHIP/OFF FILE
Management of Change Form SMS 055 2 YEARS SHIP/OFF FILE
Office Internal Audit Form SMS 056 5 YEARS OFF FILE
On-Off Hire Certificate SMS 057 5 YEARS SHIP/OFF FILE
Management Visit to Vessel SMS 058 5 YEARS SHIP/OFF FILE
Declaration of Security SMS 059 2 YEARS SHIP
Record of Rest Hours SMS 060 2 YEARS SHIP/OFF FILE
Material Transfer Form SMS 061 2 YEARS SHIP/OFF FILE
Crew Pre-Joining Checklist SMS 062 2 YEARS SHIP/OFF FILE
Passage Planning SMS 063 2 YEARS SHIP
Crew Evaluation & Appraisal Report SMS 064 1 YEAR OFF FILE
Accident Control Technique SMS 065 2 YEARS SHIP/OFF FILE
Hazards Observation Cards SMS 066 2YEARS SHIP FILE
Ship Deck Sheathing Inspection SMS 067 2 YEARS SHIP FILE
Hose Test Procedure SMS O68 2 YEARS SHIP FILE

Emergency & Life Saving Equipment
SMS 069 2 YEARS SHIP FILE
Record
Page 398 of 477
2nd October, 2019.
Master Standing Order SMS 070 2 YEARS SHIP FILE
Chief Engineer Standing Order SMS 071 2 YEARS SHIP FILE
Ship / Office Emergency Muster List SMS 072 2 YEARS SHIP/OFFICE FILE
Office Fire Management Plan SMS 073 2 YEARS OFFICE FILE
Portable Equipment Test SMS 074 2 YEARS SHIP / OFFICE FILE

Ship Areas Safety Observation
SMS 075 2 YEARS SHIP FILE
Program
Steering Gear Drill Report SMS 076 2 YEARS SHIP FILE
Training Workers in PTW SMS 077 2 YEARS SHIP / OFFICE FILE
Ballast Water Exchanges Record SMS 078 2 YEARS SHIP FILE
Stability Calculation Record SMS 079 2 YEARS SHIP FILE
ISPS Drill SMS 080 2 YEARS SHIP FILE
Competency Assessment SMS 081 2 YEARS SHIP FILE

Page 399 of 477
2nd October, 2019.
6.2.2A.3 RESOURCES TO INSTITUTE SAFETY CULTURE
The Master onboard the ships, in liaison with the Designated Person Ashore and HSE
Superintendent of JEPP DYNAMIC LTD. need to appoint the Security, Safety and
Medical Officer on each ship; cause occupational health and safety management is
divided into Safety, Security and Medical Systems.
Crew need to be healthy, safe and secured.

Further, the DPA and HSE Superintendent, must request that the Master send weekly
reports of all the activities on the ship.
So, at the Office Safety Review or Safety Committee meetings, in which the Master
must partake; and Chief Executive may likely chair, the actions on the ship can be
analyzed if they are in conformity with the organization’s OH & S outlined goals, plans,
actions, methods and objectives.
If there is any non-conformity, recommendations are made for correction and

improvements. So, during the next IOC inspection for on-hire, the vessel has a safety
culture and system in place, to ensure vessel meets the requirements for marine
safety and quality assurance of IOCs.
6.2.2A.4 KEY PERFORMANCE INDICATORS
• number of IOC audits passed or time it took to pass an IOC audit, and IOC audit
may be passed possibly after it was conducted the third time, due to high
number of findings; if an IOC audit is passed the first time it was conducted, it
means the vessel have extremely few findings.
• The number of audit findings that can resolved from an IOC, Flag-State or Class
society inspection, after the inspection was first conducted; meaning if almost
all the audit finding were resolved and the inspection was passed when
conducted the second time.
• number of near-miss reports
• number of best practices identified.
Page 400 of 477
2nd October, 2019.
• Number of zero incidents involving personal injury, property damage and

pollution, from a specific task or operation
• Number of safety awards won by the organization, member of management,
personnel or contractors
• Number of improvements made to contractors’ safety systems from
integration to the company safety system and improvements to the company
systems from integration to client HSE systems
6.2.2A.5 GENERAL STAFF RESPONSIBILTY AND MANAGEMENT RESPONSIBILITY

DPA and HSE Superintendent at JEPP DYNAMIC LTD. are responsible for ensuring safe
and correct working conditions onboard and in the offices.
This is a key responsibility and cannot be delegated to others.
DPA and superintendents systematically monitor the effectiveness of verification and
inspection activities within their groups.
They also initiate and track necessary improvements to completion.
6.2.2A.6 TIME SCALE AND RISK RATING
Vessel must be able to pass annual class endorsements of its certifications, annual
flag-state inspections and annual IOC inspections.
Major audits are conducted annually, the company carries out monthly reviews and
recommend corrective actions, so as to be ready for major annual audit to be
conducted annual and have an EXCELLENT RISK RATING.
RISK RATING used by the vessel is aligned with ratings of IOCs
Page 401 of 477
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EXCELLENT RATING –
1. All Ship Statutory Certificates are valid and current
2. All Third – Party inspection certificates for equipment are valid and current
3. All Forms to records activities onboard and at shore are current and does not
report a major deficiency or incident
4. The number of audit findings by IOC pre – hire of ship is not more than 20
deficiencies without any MAJOR deficiency related to 1-3 above.
VERY GOOD RATING –

2. All Third – Party inspection certificates for equipment are valid and current
3. All forms activities onboard and at shore are current and does not report a
major deficiency or incident
4. The number of audit findings by IOC pre – hire is not more than 40 deficiencies,
without any MAJOR deficiency from 1-3 above
GOOD RATING –

2. Not All Third – Party inspection certificates for equipment are valid and current
3. All forms activities onboard and at shore are current and does not report a
4. The number of audit findings by IOC pre – hire is not more than 40 deficiencies.
FAIR RATING –
1. Not All Ship Statutory Certificates are valid and current

3. All forms activities onboard and at shore are current and does report some
Page 402 of 477
2nd October, 2019.
POOR RATING –

3. Not All forms activities onboard and at shore are current and does report some
FAIL RATING –
3. Not All forms activities onboard and at shore are current and does report some
4. The number of audit findings by IOC pre – hire is more than 70 deficiencies.
Page 403 of 477
2nd October, 2019.
Page 404 of 477
2nd October, 2019.
7.1 Resources
The organization shall determine and provide the resources needed for the
establishment, implementation, maintenance and continual improvement of the
OH&S management system.
Firstly, JEPP DYNAMIC LTD. has determined that the Occupational Health and Policy
statement and other Marine Safety Policies will be made available to personnel and
circulated across the organization.
Personnel will be provided with videos demonstrating the use of safety equipment
and carrying out of drills.
Company will carry out internal safety and security audits, to review personnel level
of familiarization with the ISO 45001 documented procedures.
Observations will be made, non – conformance noted, then a review meeting will be
held, to update the entire system, so personnel compliance levels can be improved.
It is pertinent that PERSONNEL is central to resources to be deployed in

establishment, implementation, maintenance and improvement of this OH&S
system; because once personnel is familiar with the system and can control its
application; Masters would task their crew on adherence and also liaise with
management on application.
Shore management represented by DPA and HSE Superintendent, would also seek to
bring to notice of top management in all its decision, not to ignore its commitment
to ensure personnel are safe, healthy and secure in the workplace.
Hence, the major resource required to achieve the objectives of the OH&S System; is
complete understanding, acceptance and control of the system by the worker.
Top management by virtue of the need to comply with all industry regulations, since
it is central to its vessels getting excellent rating during IOC inspection, which is a
Page 405 of 477
2nd October, 2019.
prerequisite for management to earn revenue or pass pre-qualification for task

mobilization.
Without vessels passing task mobilization, there would be no revenue to the

organization; without the worker understanding, accepting and being in control of
the OH&S system, vessel will not pass task mobilization.
Hence, the worker is in control of the system, IOCs are only interested in the workers
level of understanding and participation in the OH&S system, hence all its on-hire
assurance assessment, is to check if the worker can fully partake in drills, use safety
equipment, aware of company policies, etc.
Training and educating the worker through providing safety documentations, videos
demonstrating procedures, carrying out internal audits, reviewing the results of
internal audits and updating the system for better worker participation and control;
are the RESOURCES required for the complete compliance and improvement in
occupational safety culture of JEPP DYNAMIC LTD.
R
(1) DOCUMENTATION – For
E
Communicating Established policies &
S procedures
O (2) DEMO VIDEOS – For training of
personnel on implementation of
U policies and procedures
R (3) INTERNAL AUDIT – For maintenance
and instituting polices and procedures
C (4) REVIEW & UPDATE – for improvement
E of policies and procedures.
RESOURCES FOR PROVIDED BY TOP MANAGEMENT TO SUPPORT OH&S

Page 406 of 477
2nd October, 2019.
(1) The DPA and HSE Superintendent should have the requisite qualification and
experience to properly monitor and supervise the implementation and
maintenance of the OH&S System.
The OH&S system may have been developed by external consultants; but the
DPA / HSE Superintendent should be versed in carrying out internal audit to
check level of compliance to the system and they should be able to review
the system for improvement. With adequate internal auditing, it is always a
best evaluation to know areas that needs improvement or update.
(2) The Master should be able to maintain the three key areas of the
Occupational Health and Safety; which is safety, health and security, hence in
appointing who oversees these three-key areas, he and the shipboard officer
responsible, should be familiar with OH&S procedures.
DPA HEALTH MASTER

INTERNAL VESSEL MEDICAL OFFICER
HSE SAFETY
AUDIT VESSEL SAFETY OFFICER
SUPERINTENDENT SECURITY
SHIP SECURITY OFFICER
Page 407 of 477
2nd October, 2019.
7.3 Awareness
Workers shall be made aware of:
a) the OH&S policy and OH&S objectives – A Healthy, Safe and Secure Workplace
b) their contribution to the effectiveness of the OH&S management system, including

the benefits of improved OH&S performance – Ensure clients find the workplace
Health, Safe and Secure; to always hire the company’s ships.
c) the implications and potential consequences of not conforming to the H&S

management system requirements – Vessels will not meet client on-hire assurance
assessment requirements.
d) incidents and the outcomes of investigations that are relevant to them –

Observations and Recommendations from audit review always communicated to the
workers
e) hazards, OH&S risks and actions determined that are relevant to them – Hazards
been identified and Actions to be taken documented; and crew trained in taking
actions to prevent hazards.
f) the ability to remove themselves from work situations that they consider present
an imminent and serious danger to their life or health, as well as the arrangements
for protecting them from undue consequences for doing so.
Page 408 of 477
2nd October, 2019.
7.4 Communication
7.4.1 General
The organization shall establish, implement and maintain the process(es) needed for
the internal and external communications relevant to the OH&S management
system, including determining:
a) on what it will communicate – JEPP DYNAMIC LTD. communicates the OH&S Policy
and OH & Procedures
b) when to communicate – towards the end of the year, when the company requires
the renewal of its annual endorsements by classification societies
c) with whom to communicate:
1) internally among the various levels and functions of the organization – with each
vessel in its fleet and every department head in the office
2) among contractors and visitors to the workplace
3) among other interested parties;
d) how to communicate – OH & S Document is written in very simple English, backed

by videos to demonstrate procedures
Page 409 of 477
2nd October, 2019.
SAFETY INFORMATION COMMUNICATION SYSTEM CHART
QUERY RESPONSE
What will be communicated? OH&S Policy, site rules including
personal responsibilities, hazards, risk
assessments, Work Instructions,
minutes from committee meetings,
investigation results, organizational
structure, performance
When will communication occurs? Recruitment permanent or temporary,
induction internally and externally,
morning briefing, safety committee
meetings, pending legal requirements
during ship and shore annual
endorsement to renew certifications
Who will information be Workers including agency, contractors,
communicated to? external providers, product end users
and other interested parties
How will information be Notice boards, tool box, talks, email,
communicated? website, newsletters, supervision
Page 410 of 477
2nd October, 2019.
7.5.1 Documented information
As with all management systems the extent of documented information will vary
depending on the size, scope and complexity of processes within the organization.
A practical approach to development and control of documented

information will assist in business protection as well as providing sources of
information for workers relating to hazard identification.
Consider a risk-based approach to the level of documented information required

including consideration for literacy and language.
Documented information is not restricted to hard copy and will appear in a variety of
media including electronic format, emails and web based.
Page 411 of 477
2nd October, 2019.
Below is a selection of the variety of documented information:
DOCUMENTED INFORMATIONS SYSTEMS

Internal / External Type Use
Sources
EXTERNAL – Flag State REGULATORY Flag – State (NIMASA) website
and Classification Society instructions, leaflets, codes of practice
EXTERNAL – Materials, INFORMATION material safety data sheets,
Chemicals, Fuel and Oil certificates of conformity
Supplier
EXTERNAL – Critical INFORMATION Machinery installation instructions and
Equipment and Spares technical specifications
Manufacturer /
Authorized Dealers
INTERNAL – DPA & HSE INFORMATION Risk assessments and method
SUPERINTENDENT statements
EXTERNAL CERTIFICATES Fire Fighting system, Life Saving
Appliances, Insurance liability
documents, Crew qualifications
EXTERNAL TRAINING Certificates of competence (OH&S
awareness)
INTERNAL TRAINING Induction presentations and videos,
tool box talks
INTERNAL TRAINING Individual training records
INTERNAL INFORMATION Safe Systems of Work (Security Escort
Vessels Standard Operations
Procedures) /
Work Instructions (Navigation and
Sailing Instructions)
INTERNAL SYSTEM Evidence of maintenance (Ship
Planned Maintenance System) and
routine inspections (Safety
Observation Program)
Page 412 of 477
2nd October, 2019.
7.5.2 Creating and updating documented information
When creating and updating documented information, the organization shall ensure
appropriate:
a) identification and description (e.g. a title, date, author or reference number);
b) format (e.g. language, software version, graphics) and media (e.g. paper,
electronic);
c) review and approval for suitability and adequacy.
7.5.3 Control of documented information
Documented information required by the OH&S management system and by this

document shall be controlled to ensure:
a) it is available and suitable for use, where and when it is needed;

b) b) it is adequately protected (e.g. from loss of confidentiality, improper use or
loss of integrity
For the control of documented information, the organization shall address the
following activities, as applicable:
— distribution, access, retrieval and use;
— storage and preservation, including preservation of legibility;
— control of changes (e.g. version control);
— retention and disposition.
Documented information of external origin determined by the organization to be

necessary for the planning and operation of the OH&S management system shall be
identified, as appropriate, and controlled.
NOTE 1
Access can imply a decision regarding the permission to view the documented
information only, or the permission and authority to view and change the
NOTE 2
Access to relevant documented information includes access by workers, where they
exist, and workers’ representatives.
Page 413 of 477
2nd October, 2019.
Methods of controlling • Develop a spread sheet identifying the reasons why previous
revisions have been updated
Documented Information • Determine the method of issue for documented information
with consideration for recovery of pre-modified documented
It’s essential to have a robust but simple system of control for information and communication
documented information. This will ensure workers are always • Archive in electronic format previous revisions of documents
aware of the latest requirements relating to OH&S. In support based on risk ensuring there is a means of backing up and
of the latest revision of documented information there must recovering data
be the means to communicate the latest policies, practices • Determine and identify in the spread sheet the intended
and work instructions. As previously indicated documented document retention timescale. This may be based on legal
information will come from internal and external sources. requirements such as insurance documentation
Below are suggested means of controlling both internal and
external documented information: External
• Determine what should be communicated and retained
Internal based on risk
• Develop a document reference system within the header • Consider scanning to reduce reliance on paper
or footer e.g. Maintenance Procedure No. 1 – MP01, • Maintain the integrity of archived documentation
Maintenance Form 01 – MF01 etc
• Identify the revision status, revision date and author within Remember to create a simple system to use for all to
the document footer understand and access accordingly. Consider supporting the
• Use the same document control methodology for electronic chosen method with an instructional procedure with
documents and data applicable training.
Page 414 of 477
2nd October, 2019.
Page 415 of 477
2nd October, 2019.
8.1 Operational Planning and Control is the method in which the organization
determines what is required foreach process and the method in which requirements
are controlled to ensure workers are protected from
harm.
Operational Planning and Control is achieved by identifying the criteria for each
process which may include:
• The boundaries of each process and how they interact
• What resources are required to manage the process including leadership,

equipment, time, human (competency and training aspects) and financial
• What documented information is required to aid management of the process

including procedures and safe systems of work
• The method in which changes to the process are planned and controlled including
unintended events
• Application of legal and other requirements or manufacturer’s instructions for

equipment
• Engineering controls, for example interlocked guards and exhaust systems
The organization must also consider the adaptation of the work environment to
ensure it is suitable and sufficient for all workers.
Adaptation in broad terms may be induction of new workers or ergonomically

changed processes to protect workers from harm and improve process efficiency.
Page 416 of 477
2nd October, 2019.
8.1.1 General
The organization shall plan, implement, control and

maintain the processes needed to meet requirements of
the OH&S management system,
and
to implement the actions determined in Clause 6, by:

a) establishing criteria for the processes: Therefore, an OH&S can be thought of as a
single large process that avails many inputs to generate many outputs; by training
and educating the worker, he is able to have awareness on risks that can make his
workplace unsafe.
So, we can see that, every input made to OH&S System is to reach an outcome, this
serve as a criteria for the processes within the OH&S System.
Bottomline, the criteria is to make the workplace HEALTHY, SAFE AND SECURE.
b) implementing control of the processes in accordance with the criteria: training the
seafarer has to be controlled and managed, what he will be taught, the drills
schedule, the demonstration videos, the safety meetings topics.
Determining what, when and how to make an input into the OH&S System serves to
control the processes within the system.
c) maintaining and retaining documented information to the extent necessary to have

confidence that the processes have been carried out as planned:
the OH&S policy, the OH&S procedures, safety records and other training materials;
will be retained and reviewed; to ensure there is compliance to the OH&S system.
Page 417 of 477
2nd October, 2019.
d) adapting work to workers.
At multi-employer workplaces, the organization shall coordinate the relevant parts of

the OH&S management system with the other organizations.
Vessels of JEPP DYNAMIC LTD. have contractor on the ship, serving as security guards
for the installations or other offshore units to be escorted or protected.
Hence, the DPA and HSE Superintendent are to properly coordinate the OH&S
system, so it can be adapted to contractors.
8.1.2 Eliminating hazards and reducing OH&S risks
The organization shall establish, implement and maintain a process(es) for the
elimination of hazards and reduction of OH&S risks using the following hierarchy of
controls:
a) eliminate the hazard;
b) substitute with less hazardous processes, operations, materials or equipment;
c) use engineering controls and reorganization of work;
d) use administrative controls, including training;
e) use adequate personal protective equipment.

Page 418 of 477
2nd October, 2019.
NOTE In many countries, legal requirements and other requirements include the
requirement that personal protective equipment (PPE) is provided at no cost to
workers.
Page 419 of 477
2nd October, 2019.
LIST OF TASKS AND RISK ASSESSMENT TEMPLATE FOR HAZARD CONTROL
Reg. Work Activity Revision Date

No.
1 Welding & Cutting 01 -
2 Electric / Air power tools handling 01 -
3 Chipping and Scraping 01 -
4 Fuel Oil Tank Cleaning 01 -
5 Working Over Side 01 -
6 Refilling of Battery Water 01 -
6A Storage of Waste Treatment Chemicals
7 Tank Cleaning 01 -
8 Engine Room Machinery Maintenance 01 -
9 Mooring at Wharfs, Jetties & Boat 01 -
10 Cooking at Galley 01 -
11 Change Oil 01 -
12 Bunkering 01 -
13 Passenger Transfer of Passengers 01 -
14 Passenger Transfer <> A/B 01 -
15 Loading and Unloading of Cargoes 01 -
15A Packing and Storage of Ammunition & Firearms
16 Passenger on deck while vessel on transit 01 -
17 Additional risk assessment for passenger transfer to 01 -
platform
18 Installation & Dismantling of oil dispersant spray 01 -
boom
19 Stairway (Wheelhouse Companionway / 01
Accommodation Companionway)
20 Stairway (Engine Room) 01 -
21 Stairway (Astern Stairway Open Deck) 01 -
22 Stairway (Companionway / Accommodation 01 -
Companionway)
23 Docking At B Dock 01 -
24 Maneuvering at Offshore Platform
Page 420 of 477
2nd October, 2019.
8.1.3 Management of change
It is recognized that accidents can occur when processes

deviate from defined established control measures.
This may include changes in competent supervision and workers or the
introduction of new materials, machinery and processes.
The organization must define and implement a process which considers change
throughout the business.
This may be a written policy which accounts for different

scenarios based on risk and opportunity.
The change process may be supported by a documented system to acknowledge
issue and receipt of the notification to ensure it is communicated and understood.
Notification of change may be supported by training and competence requirements.
Change process could incorporate a mechanism to assess and prevent the

introduction of new hazards.
Examples of events where management of change might be necessary include but

this is not exhaustive:
Page 421 of 477
2nd October, 2019.
EVENTS AND RESPECTIVE CHANGE

Change event Method of management
Re-Deployment of (1) Master leaving the ship or Chief Engineer; must
knowledgeable leave handover notes
competent (2) Organization of re-training of existing member of
member of staff, Head of staff supported with an external provider until
Department or Ship the employee is competent.
Captain
Introduction of (1) Risk Assessment and Job Safety Analysis to be
a new piece of initially conducted, if the change has any
machinery, Contractor potential risk and how to mitigate the risks.
Equipment or Firearms (2) DPA to coordinate installation or transfer of
from Military Guards equipment to the ship, to ensure risk
assessment control measures are complied
with. Crew, Contractor or Military Guard
usage of new equipment or firearms is
appropriate
(3) Ensure there is control document or manual
of operation based on manufacturers
recommendations.
Flood within a (1) HSE Superintendent to conduct risk assessment
Building in the Office and coordinate relocation of staff to a safe
environment.
Introduction of (1) Project management coordination,
new software presentations and toolbox talks,
competence and awareness training.
Page 422 of 477
2nd October, 2019.
Introduction
The purpose of the MOC system is to verify that changes in facilities, documentation, personnel and
operations are evaluated and managed to ensure that the safety, health and environmental risks
arising from these changes are controlled.
The scope of MOC

This is intended to satisfy the requirements for the Shipboard and Shore to facilitate the
Integrity of the Safety Management System. It is a system where changes are made basis on
temporary, permanent, emergency requirements, including the linkages with other systems,
processes or procedures.
The Operational Changes listed below require the use of an MOC.

MOC assessment is required in the following circumstances, if there is consider being an
impact on the Safe Operation and the Environment.
 Changes to the modes of operation or scope of work.
 Changes in the logic of control, safety or monitoring systems.
 Changes in operations parameters with regard to the effect of regulatory
compliance, weather, environmental impact.
 Changes in operations flow path.
 Changes that will increase the hazard/risk to the environment, health, safety or
human factors within operations.
 Changes to existing operation/procedure upon discovered a new control measure
whereby analysis of Near Miss, Incident, Accident has been identified.
 Changes that will affect existing permits or require new permits.
 Changes to modification of equipment or component other than a “replacement in
kind.
 Changes in materials used in the process, such as raw materials, products, additives,
catalyst, desiccant or chemicals.
Approval of MOC
Changes or deviation to the existing practices will only be implemented if it deems Critical
to the operation and will only come into force upon the formal Management of Change process
being analysed. Any Management of Change initiated by respective departments need to forward
to Office for review and consideration.
All changes are made and dealt with differently.

 The individual respective department head can consent the changes made which
reflected the roles and the functionality on his capacity
Page 423 of 477
2nd October, 2019.
 and others changes may require further assessment where a chain of department is
involved.
Document Changes and Modifications

 Any changes to the documented System are recorded in the Content page in the
Revision Column.
 A track record of history of changes made is made available in the record of revision
 Staff may propose amendments to the System and these are to be submitted to the
DPA on a Document Change Request Form.
 The DPA holds the Master Copies of the System. On receipt of a
Document Change Request, the Issue Status of the request is checked against the
Master Copy for compatibility.
 The Originator must include the Section Number where the changes are requested
“Request for a Change to Document Number”.
 If the request is approved the appropriate pages are updated and circulated to
Controlled holders of the Manual along with a Letter of Acknowledgement.
 Where requests are rejected, the person making the request is notified of the
reason for rejection.
 The Document Change Request Form is then completed by the DPA
and it is filed in the central filing system. The Originator will be informed of the
changes to the system.
 It is the responsibility of the holders of the manuals to insert updated pages on
receipt and destroy pages, which have been superseded.
 Record/Revision List will be updated and corrected copies issued as above.
 All obsolete copies to be discarded and destroy upon receiving the revised version.
 The DPA maintains a Master List of all documentation and associated
Amendments that will be readily available for all personnel.
Page 424 of 477
2nd October, 2019.
Management of Operational Change Process Chart
Identity change or the need to request

change and appropriate form of recording
Consultation Need for change rejected

Discuss the need for change in
activities/procedures
Hazard identification and risk assessment
Develop or revise control measure
Obtain approvals
And authorise change
Communicate and implement approved

activities/procedures
Safe operation
Note: To ensure that a management of change process is in place and operates effectively to reduce any operational
risks.
Page 425 of 477
2nd October, 2019.
8.1.4 Procurement
The purchase of goods and services is a requirement for any business to function.
One of the major aspects where an Occupational Health

and Safety needs to be considered in procurement process,
is the purchase of Personal Protective Equipment
The standard requires the organization to put controls in place to ensure those
purchased goods and services do not introduce hazards and expose workers to harm
including contractors.
A robust procurement process is essential to control product and services inputs into
an organization.
Inputs may include raw materials for products, equipment including machinery,
consumables such as cleaning products and workers conducting maintenance as part
of a service agreement.
The organization is required to develop a process which should include an assessment

of the impact on safety of products and services prior to purchase.
This may include obtaining product or material safety data from an external provider
or by conducting a risk assessment. Risk assessment with an external provider may
be considered during activities such as the purchase and installation of machinery.
The assessment would identify potential hazards and suitable control measures
to protect both organizational workers and contractors.
Page 426 of 477
2nd October, 2019.
Within the process, consider the delivery of products to ensure they are inspected
against specified requirements prior to release. Consideration must also be made to
ensure those products and services are legally compliant.
This may be through the assessment of material safety data sheets, declarations of
conformity or business registration with trade associations. Personnel who are
responsible for procurement must ensure they utilize competent workers to assist
with assessments and to communicate safety information relating to
product or service.
Health and safety information may include material safety data sheets, training,
competence requirements and instructions for use.
Other equipment that requires OH&S Consideration: Fire

Fighting Equipment, Life Saving Appliances, Medical
equipment, Office Furniture and workstations.
JEPP DYNAMIC LTD. also subscribes to a fuel oil, lube oil and
hydraulic standard testing program. It ensures that only
standard grade of oil is supplied to the vessel, that meets
the specification of the manufacturer of the engine,
generators and other vessel machineries
Page 427 of 477
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FLOWCHART OF CONSIDERATION OF OH&S IN THE PROCUREMENT PROCESS

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EQUIPMENT STANDARDS SPECIFICATIONS

Item Pre-purchase Upon receipt
Description OHS specification (forward to supplier) Training Inspection Licence &
& testing registration
Personal
Protective
Equipment
Clothing AS4602 - High visibility safety garments. Y N N
AS4399 - Sun protective clothing - Evaluation and classification.
AS4453.1 - Protective clothing for users of hand-held
chainsaws - Test rig for testing resistance to cutting by a
chainsaw.
AS6529 - Protective clothing - Protection against chemicals -
Determination of resistance of protective clothing materials to
permeation by liquids and gases AS4503 - Protective clothing -
Protection against liquid chemicals - Test method: Resistance
of materials to permeation by liquids
DIN EN 343 - Protective clothing - Protection against rain.
AS2375 - Guide to the selection, care and use of clothing for
protection against heat and fire
AS4501 - Occupational protective clothing - General requirements
Eye AS1337 - Eye protectors for industrial applications. AS1067 - Y N N
Protection Sunglasses and fashion spectacles.
AS1609 - Eye protectors for motor cyclists
and racing car drivers. AS4066 - Eye
protectors for racquet sports.
Footwear AS2210.3 - Occupational protective footwear – Specification, use Y N N
and maintenance.
Gloves AS2161.1 - Occupational protective gloves - Selection, use Y N N
and maintenance. AS2225 - Insulating gloves for electrical
purposes.
AS4179 - Single-use sterile surgical rubber
gloves – Specification. AS4011 - Single-use
examination gloves – Specification.
AS2161 - Occupational protective gloves - Protection against
thermal risks (heat and fire)
AS2161 - Occupational protective gloves - Protection against cold
AS2161 - Occupational protective gloves - Protection against
ionizing radiation and radioactive contamination
Page 429 of 477
2nd October, 2019.
Item Pre-purchase Upon receipt

Description OHS specification (forward to supplier) Training Inspection Licence &
Headwear AS1800 -Occupational protective helmets - Y N N
Selection, care and use. AS1698 - Protective
helmets for vehicle users
AS1801 - Occupational protective helmets AS2063 - Pedal cycle
helmets
AS4499 - Protective headgear for cricket – Helmets
AS3838 - Helmets for horse riding and horse-related activities
Hearing AS1270 - Acoustics - Hearing protectors and AS1269.3 Y N N
protection Occupational noise management - Hearing protector
program.
Respirators AS1716 - Respiratory protective devices. Y Y N
AS1715 - Selection, use and maintenance of respiratory protective
devices
Item Description Pre-purchase Upon receipt
OHS specification (forward to supplier) Training Inspection Licence &
Plant and
Equipment
Audio/Visual AS60065 - Audio, visual and similar electronic apparatus – Safety Y Y N
Equipment requirements.
Chainsaws, brush AS3575 - Chainsaws, brush cutters and grass trimmers – Safety Y Y N
cutters and grass requirements.
trimmers
Electrical AS3190 - Approval and test specification - Residual N Y N
protection current devices (current- operated earth-leakage
devices devices)
Fire Equipment AS1841 - Portable fire extinguishers - Specific requirements Y Y N
for carbon dioxide type extinguishers
AS1221 - Fire hose reels
AS12239 - Fire detection and alarm systems - Smoke alarms
AS1603 - Automatic fire detection and alarm systems - Heat
detectors
AS1670 - Fire detection, warning, control and intercom systems
- System design,
Item Description Pre-purchase Upon receipt
OHS specification (forward to supplier) Training Inspection Licence &
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installation and commissioning

AS1851 - Maintenance of fire
protection systems and equipment
AS2118 - Automatic fire sprinkler
systems - General systems AS2941 -
Fixed fire protection installations -
Pumpset systems
AS2419 - Fire hydrant installations - System design, installation
and commissioning AS2293 - Emergency escape lighting and
exit signs for buildings - System design, installation and
operation
AS3504 - Fire blankets
AS2444 - Portable fire extinguishers and fire blankets - Selection
and location
Fixed platforms, AS1657 - Fixed platforms, walkways, stairways and ladders – Y Y N
walkways, Design, construction and installation.
stairways and
ladders – Design,
constr
uction
and
installa
tion
Hand held tools AS60745.1 - Hand-held motor-operated electric Y Y N
tools - Safety - General requirements.
Ladders AS1892.5 - Portable ladders – Selection, safe use and care. Y Y N
Lifts AS1735 - Lifts, escalators and moving walks - General N Y N

requirements
Machinery AS4024.1 - safeguarding of machinery – general principals. Y Y Y
Medical equipment AS3200.1 - Medical electrical equipment – General Y Y N

requirements for safety – Parent Standard.
Office AS3813 - Plastic monobloc chairs. AS4438 - height adjustable Y N N

Furniture swivel chairs.
and AS4688.1- Furniture – Fixed height swivel chairs –
workstatio Ergonomic and general requirements.
ns
AS3590 - Screen based workstations. AS4442 - Office desks.
AS4443 - Office panel systems – Workstations.
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Documented Information
The standard requires the organization to maintain documented information relating

to the procurement of products and services including contractor arrangements.
Below is a list of examples of documented information considered for retention:
• Risk assessment and method statements between the organization and contractor
• Material safety data sheets
• Email exchanges relating to safety aspects
• Certificates of conformity – Harnesses, guarding, emergency stops, PPE
• Contractor permits and licenses
• Completed external provider questionnaires
• Worker training records
8.1.4.3 Contractors and Outsourcing
Many businesses use the services of contractors (external providers) to fulfil gaps in
processes and to complete tasks requiring specialist knowledge.
JEPP DYNAMIC LTD. uses contractors or outsource mainly

for technical services, in its main role of providing logistics
to maritime security agencies; JEPP DYNAMIC LTD. is
utilized as a CONTRACTOR or Company which services are
Outsourced to.
It is required that HARPS MLS IOS need to conduct an assessment on those
contractors, who offer it technical services, including due diligence competency
checks.
Same way, JEPP DYNAMIC LTD. is required to be pre-qualified by IOCs, before its
vessels can be deployed for maritime security roles.
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The organization may consider the use of contractor selection criteria to ensure
services are within scope of the task.
The organization must be satisfied there is a process to protect contractors (workers)

and other workers who may be exposed to hazards due to their activities.
During the procurement process written agreements may be established between

the organization and contractor specifying the organizations
rules. This may be supported by risk assessments and method statements conducted
by both parties with communication of results.
It is key that necessary checks have been made to ensure contractors are competent
and may, in some circumstances, require confirmation of compliance to legal
requirements. For example, certification to work on electrical switch gear or to work
on a gas boiler.
Once the procurement process has been completed it is good practice to support site
activities with an induction program.
This will provide contractor workers with an understanding of the rules including any
specific requirements, for example, site hazards, authorized areas, near miss
reporting processes, safe walking routes, emergency.
The organization shall ensure that outsourced functions and processes are
controlled.
The organization shall ensure that its outsourcing arrangements are consistent with
legal requirements and other requirements and with achieving the intended
outcomes of the OH&S management system.
The type and degree of control to be applied to these functions and processes shall
be defined within the OH&S management system.
NOTE Coordination with external providers can assist an organization to address any
impact that outsourcing has on its OH&S performance.
Page 433 of 477
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8.2 Emergency preparedness and response
The organization shall establish, implement and maintain a process(es) needed to

prepare for and respond to potential emergency situations, as identified in 6.1.2.1
Planning for unexpected events is a good all-round organizational discipline.
The risk assessment process, for ISO 45001 identification of hazards, may have
highlighted potential emergency situations with possible catastrophic
consequences.
Therefore, it is necessary to put control measures in place to mitigate for these

potential events. Once emergency situations have been identified, which may
involve workers at every level of the organization, a plan needs to be formulated and
tested.
Check that emergency preparedness and response have been tested within the
internal audit plan.
Testing emergency response plans are critical to raise awareness of potential events
and ensure control measures function including supervision, individual
responsibilities, suitability of training and communication. Below are some
examples of when emergency plans will be required:
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RECOMMENDATIONS FOR DIFFERENT EMERGENCIES

Event Recommendation
Provision of first aid Testing of first aid response, consider shift patterns,
availability of equipment and competent staff etc.
Evacuation drill Method of raising the alarm, contacting the emergency

services, accountability of workers, staged evacuation,
changes in building layout etc.
Bomb threat Raising the alarm, what to do with workers – stay put or
evacuate to a safe area, keeping away from windows,
controlled method of raising the alarm.
Chemical spillage Raising the alarm, evacuation, containment, availability of

Material Safety Data Sheets.
Once the plan has been tested it is important to provide workers with feedback to
learn from experience. Again, there is a requirement to have suitable information
and records as documented information.
Page 435 of 477
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SECTION 9:
PERFORMANCE
EVALUATION
Performance evaluation is a constructive process that
aims to improve an organization’s operation and is
crucial to the ‘Plan, Do, Check and Act’ model prescribed
by ISO 45001.
These processes should help achieve and support

organizational strategy and goals.
• Monitoring, measurement, analysis and evaluation

• Planned Maintenance of General & Critical Equipment
Page 436 of 477
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9.1 Monitoring, measurement, analysis and performance evaluation
9.1.1 General
The organization shall establish, implement and maintain a process(es) for

monitoring, measurement, analysis and performance evaluation.
The organization shall determine:
a) what needs to be monitored and measured – personnel need to be appraised and

competency assessed; audit needs to be carried out on level of compliance to
occupational health and safety; ship equipment maintenance plan results need to
be analyzed for operational performance.
including:
1) the extent to which legal requirements and other requirements are fulfilled;
2) its activities and operations related to identified hazards, risks and
opportunities;
3) progress towards achievement of the organization’s OH&S objectives;
4) effectiveness of operational and other controls;
b) the methods for monitoring, measurement, analysis and performance evaluation,

as applicable, to ensure valid results – CREW APPRAISAL REPORT, INTERNAL ISM
AUDIT REPORT, INTERNAL ISPS AUDIT REPORT & PLANNED MAINTENANCE PLAN
c) the criteria against which the organization will evaluate its OH&S performance –
EXCELLENT RATING FROM IOC inspections
d) when the monitoring and measuring shall be performed – Monthly
e) when the results from monitoring and measurement shall be analyzed, evaluated
and communicated. The organization shall evaluate the OH&S performance and
determine the effectiveness of the OH&S management system.
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The organization shall ensure that monitoring and measuring equipment is

calibrated or verified as applicable, and is used and maintained as appropriate.
NOTE There can be legal requirements or other requirements (e.g. national or

international standards) concerning the calibration or verification of monitoring
and measuring equipment.
The organization shall retain appropriate documented information:
— as evidence of the results of monitoring, measurement, analysis and

performance evaluation;
— on the maintenance, calibration or verification of measuring equipment.
An organization should check, review, inspect and observe its planned activities to
ensure they are occurring as intended.
An organization must make sure they have determined the appropriate processes, so
they can evaluate how well they are performing based on risk and opportunities.
Monitoring generally indicates processes that can check whether something is
occurring as intended or planned.
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The tables below provide examples of monitoring and specific control measures:
Event Exhaust Ventilation System (EVS)

Monitoring Appointed person to weekly inspect airflow of an EVS
system to safely remove fumes from a process.
Measurement Use of a calibrated meter to check the airflow at two
inspection locations of the system according to a specified
Work Instruction. (Employee is trained and competent to
use the equipment).
Analysis Review of recorded data determining the airflow efficiency
of the system to ensure workers are safe. This may
include trends. This would be in compliance with
manufacturers specifications and regulatory requirements.
Evaluation The trend analysis indicates a reduction in airflow
therefore maintenance is triggered to isolate and inspect
the EV system.
Event Safe Walking Routes

Monitoring Appointed person daily site inspection of safe walking
routes to ensure they are in a condition to prevent slips,
trips and falls.
Measurement Visual inspection to ensure there are no obstructions
outside of defined safe walking routes. (Usually
measurement is associated with measurement equipment
to obtain data).
Analysis Examination of results from inspections. In this case there
may be a trend of equipment repeatedly left in the
same location of a Safe Walking Route.
Evaluation Determination of root cause of why equipment is
repeatedly left in the safe walking route. Resulting in
allocation
of designated safe place for equipment away from the safe
walking route.
Page 439 of 477
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9.1.2 Evaluation of compliance
The organization shall establish, implement and maintain a process(es) for evaluating
compliance with legal requirements and other requirements
(see 6.1.3).
The organization shall:
a) determine the frequency and method(s) for the evaluation of compliance;

b) evaluate compliance and take action if needed
c) maintain knowledge and understanding of its compliance status with legal
requirements and other requirements
Any equipment used to determine the measurement ‘indicator’ should be calibrated

and maintained so that a high degree of confidence is gained in the credibility of data.
Page 440 of 477
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The standard also requires the organization to implement a process to evaluate

legal and other compliance including:
• The frequency and method of evaluation
• If action is needed, the process in which it will be evaluated and implemented
• Maintain knowledge and understanding of its compliance status
• Retain documented information to support the evaluation of legal and other

requirements
In practice, you may consider putting a list of compliance obligations within a

spreadsheet as outlined under section 6 of this document.
Periodically this process should be audited within the internal audit program to
ensure all compliance obligations have been fulfilled.
Audit results including compliance status should be communicated to senior

leadership within the organization. Any outstanding or pending requirements can be
actioned by the leadership team.
This will ensure compliance to obligations and reduction in risk including

potential prosecution.
Page 441 of 477
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9.2 Internal audit
An internal audit is a systematic method to check organizational processes and

requirements, as well as those detailed in the ISO 45001 standard.
This will ensure the processes in place are effective and the procedures are being
adhered to. The internal audit program will aid the organization to achieve the OH&S
objectives and targets. It helps:
• Monitor compliance to policy and objectives

• Provide evidence that all necessary checks are carried out
• Ensure all current legislative and other requirements are met
• Assess the effectiveness of risk management
• Worker engagement leading to a positive safety culture
• Identify improvement using ‘fresh eyes’ to review a process
• Aid continual improvement
Internal audits must be conducted by competent staff with a degree of impartiality

to the area being audited.
A risk-based approach can be applied to areas being audited with an

increased focus on higher risk activities. Internal audits must be planned with an
expectation of each process being audited in regular intervals.
In addition to planned audits, unplanned audits may be conducted in reaction to

problematic areas, near miss reports or incident data with focus on accident
prevention.
It is beneficial to communicate audit results to applicable interested parties including

workers and set realistic completion timescales for identified ‘opportunities for
improvement’ or ‘nonconformities’.
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Top Management must be aware of deficiencies within the system to ensure

necessary resources can be allocated to mitigate the findings. Audit results will be
reviewed as part of the management review process.
9.2.1 General
The organization shall conduct internal audits at planned intervals to provide

information on whether the OH&S management system:
a) conforms to:
- the organization’s own requirements for its OH&S management system,

including the OH&S policy and OH&S objectives;
- the requirements of this document;
b) is effectively implemented and maintained.
9.2.2 Internal audit program of the organization shall:
a) plan, establish, implement and maintain an audit program including the

frequency, methods, responsibilities, consultation, planning requirements and
reporting, which shall take into consideration the importance of the processes
concerned and the results of previous audits;
b) define the audit criteria and scope for each audit;
c) select auditors and conduct audits to ensure objectivity and the impartiality of
the audit process;
d) ensure that the results of the audits are reported to relevant managers; ensure
that relevant audit results are reported to workers, and, where they exist, workers’
representatives, and other relevant interested parties;
e) take action to address nonconformities and continually improve its OH&S
performance
f) retain documented information as evidence of the implementation of the audit
program and the audit results.
Page 443 of 477
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9.3 Management review
Management Review is an essential element of the Occupational Health and Safety

Management System.
The aim of the review is for Top Management to assess the performance of the
management system to ensure it has been effective and suitable for the needs of the
business, ultimately preventing injury or harm to workers. The management review
is also a planned activity to review objectives including compliance and to set new
objectives.
Usually management review meetings are conducted annually, however many

organizations conduct management reviews every six months or quarterly to track
the performance of the system. If more frequent meetings are conducted, often the
meeting agenda is reduced with the full agenda occurring annually.
Top management shall review the organization’s OH&S management system, at

planned intervals, to ensure its continuing suitability, adequacy and effectiveness.
The management review shall include consideration of:
a) the status of actions from previous management reviews;

b) changes in external and internal issues that are relevant to the OH&S
management system, including:
1) the needs and expectations of interested parties;

2) legal requirements and other requirements;
3) risks and opportunities;
c) the extent to which the OH&S policy and the OH&S objectives have been met;
d) information on the OH&S performance, including trends in:
1) incidents, nonconformities, corrective actions and continual improvement;

2) monitoring and measurement results;
3) results of evaluation of compliance with legal requirements and other
requirements;
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4) audit results;
5) consultation and participation of workers;

6) risks and opportunities;
e) adequacy of resources for maintaining an effective OH&S management system;

f) relevant communication(s) with interested parties;
g) opportunities for continual improvement.
The outputs of the management review shall include decisions related to:
— the continuing suitability, adequacy and effectiveness of the OH&S management
system in achieving its intended outcomes;
—continual improvement opportunities; any need for changes to the OH&S
management system;
—resources needed;
—actions, if needed;
— opportunities to improve integration of the OH&S management system with other
business processes;
— any implications for the strategic direction of the organization.
Top management shall communicate the relevant outputs of management reviews

to workers, and, where they exist, workers’ representatives.
The organization shall retain documented information as evidence of the results of

management reviews.
On completion of the management review meeting the organization must decide

with senior leadership and support, what is needed to continuously improve OH&S
and satisfy the standard.
The following points outline the Management Review Meeting output requirements:
• Provide a wide-ranging conclusion to the continuing stability, adequacy and

effectiveness in achieving its intended outcomes
• Identify continual improvement opportunities
• Identify any required changes to the OH&S management system
Page 445 of 477
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• Identify required resources

• Identify any actions needed
• Identify any integration improvements with other business processes.
• This may be further harmonization with ISO 9001 or ISO 14001 management
systems
• Any implications to the strategic direction of the business. This is a broad scope
requirement to capture any topic to improve the OH&S management system
The organization is required to record the meeting minutes within documented

information. This information must be communicated to the relevant interested
parties and where applicable worker representatives.
It is good practice to transfer management review objectives into a separate

document with identified key performance indicators, expected completed
timescales and delegated responsibilities. These objectives may be communicated via
the organizations email or placed on notice boards.
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Page 448 of 477
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10.1 General
The organization shall determine opportunities for improvement (see Clause 9) and
implement necessary actions to achieve the intended outcomes of its OH&S
management system.
Company’s maintenance objectives
a. The Company has established procedures to ensure the vessels are maintained in
conformity with the provisions of the Management Agreement, relevant regulations
and where necessary, additional requirements as identified by the Company.
b. The Company’s objective is to maintain all vessels in the most cost-effective

manner and consistent with Company’s high maintenance standards.
10.2 Incident, nonconformity and corrective action
The organization shall establish, implement and maintain a process(es), including

reporting, investigating and taking action, to determine and manage incidents and
nonconformities. When an incident or a nonconformity occurs,
The organization shall:
a) react in a timely manner to the incident or nonconformity and, as applicable:

1) take action to control and correct it;
2) deal with the consequences;
b) evaluate, with the participation of workers and the involvement of other relevant
interested parties, the need for corrective action to eliminate the root cause(s) of the
incident or nonconformity, in order that it does not recur or occur elsewhere, by:
1) investigating the incident or reviewing the nonconformity;

2) determining the cause(s) of the incident or nonconformity;
3) determining if similar incidents have occurred,
4) if nonconformities exist, or if they could potentially occur;
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5) c) review existing assessments of OH&S risks and other risks, as appropriate

(see 6.1); d) determine and implement any action needed, including corrective
action, in accordance with the hierarchy of controls (see 8.1.2) and the
management of change (see 8.1.3); e) assess OH&S risks that relate to new or
changed hazards, prior to taking action; f ) review the effectiveness of any
action taken, including corrective action;
Unlike ISO 9001 Quality and ISO 14001 Environmental management systems, ISO
45001 introduces ‘Incident’ alongside nonconformity and corrective action.
Clause 3 ‘Terms of Definition’ within the standard provides the parameters in which
‘incident’ can be interpreted and reported.
An ‘incident’ is an occurrence that does not result in an

injury and / or ill health.
Therefore, the organization must implement a system of reporting that captures

events which have not necessarily been foreseen within processes of the
management system.
Often these are referred to as ‘near misses’, ‘near-hit’ or a ‘close call’. When a near
miss is reported there may be a process in which during the investigation the findings
are recorded within a non-conformance report.
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Page 451 of 477
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10.3 Continual improvement
The organization shall continually improve the suitability, adequacy and effectiveness
of the OH&S management system, by:
a) enhancing OH&S performance;
b) promoting a culture that supports an OH&S management system;
c) promoting the participation of workers in implementing actions for the continual
improvement of the OH&S management system;
d) communicating the relevant results of continual improvement to workers, and,
where they exist, workers’ representatives;
e) maintaining and retaining documented information as evidence of continual
improvement.
Page 452 of 477
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10.4 CREWBOAT OPERTATIONS, OFFSHORE PERSONNEL TRANSFER, MAN RIDING

& LIFTING PROCEDURES
i Purpose To ensure vessel operate Safely with the guide line provided and
execute and with all measure in place.
ii Scope JEPP DYNAMIC CONTRACTORS LTD.
iii Responsibility All Masters and Officers ( Deck & Engine).
10.4.0 Introduction
One of the activities specific to offshore operations is the transfer of
personnel between vessels and other offshore structures. Such transfers can
include movements of personnel at crew change and shift change from vessel to
vessel and also between vessels, offshore structures, barges and crew boats as well
as to and from the quayside.
10.4.1 This section is intended to provide guidance for the vessel to carried out safe
transfer of personnel at sea and the methods of personnel transfer between
vessels, offshore structures and the quayside. The primary methods of
personnel transfer covered are:
 Small boat or launch;
 Larger crew boat or support vessel;
 Personnel transfer basket;
 Gangways, bridge or accommodation ladders, including motion-compensated
hydraulic gangways;
 Mating ‘surfer’ structures allowing personnel to transfer safely.
10.4.2 This section covers the main safety issues and gives some information about
the specialist equipment that may be involved, such as ‘surfers’, as well as special
duties or responsibilities of personnel involved, particularly with regard to
communications.
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10.5.0 Personnel Transfers:

Masters should be aware of charterer’s / duty holder’s instructions with
regard to personnel transfers. Pre-planning must be used to avoid the necessity of
transferring personnel offshore except when it is absolutely unavoidable.
Vessel Masters must pay special attention to weather conditions ie wind, current,
safe movement and condition of the vessel. Also attention must be give to the
available free deck space and ensure the transfer takes place in a safe controllable
manner.
Prior to personnel being embarked / disembarked from small boats offshore, the
vessel must be turned onto a heading, which provides the best lee for those small
boats approaching alongside.
Visual and / or radio communications will be maintained by JEPP DYNAMIC

CONTRACTORS LTD. Pte Ltd vessels with all the parties involve ie, OIM Offshore
Installation, Crane Driver, Surfer Boat Master etc. involved in personnel transfer at
sea to and from that vessel.
Areas of the vessel where embarkation / disembarkation take place will be well lit
when embarking / disembarking personnel, at night or in poor light.
Personnel being transferred should be briefed prior to the transfer and should be
familiar with the method of transfer and the equipment being used. Personnel
involved in a transfer should be physically able to make the transfer, should
understand the intended activity and should have agreed to the transfer method
being proposed. Where available personal protective equipment
(PPE), including a safety helmet, should be worn. Personnel joining or leaving a
vessel or offshore structure at crew change may not be wearing appropriate PPE -
such as safety boots, for example. A risk assessment, including these factors and
consideration of the length of time personnel have been travelling and their
tiredness, should be conducted prior to the transfer.
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Where appropriate, an approved inflatable life jacket, fitted with light and whistle,
should also be worn. In selecting the type of life jacket to be used the possibility of a
fall from height should be taken into account.
In medical evacuation cases, specific risk assessments and methods would be

required. All luggage should be transferred as a separate operation. Personnel
should not carry luggage during the transfer.
10.5.1 Crew boat and Accommodation Vessel Risk Assessment

All personnel transfers at sea, irrespective of the method, should be treated
as a stand-alone operation, and a formal risk assessment should be carried out
beforehand. Should conditions change at the time of the transfer, the impact of
these changes should be considered and appropriate management of change
procedures implemented as necessary. If there are any concerns regarding the
safety of the operation, the transfer should be prevented.
If the transfer is not considered to be part of normal operations, or if specifically

required as part of an operating procedure, then it should be covered by a valid
permit to work (PTW) or crew transfer permit, and recorded as such. Account
should also be taken of any international or local regulations, codes of safe working
practice, or company or client requirements governing transfer of personnel at sea.
Risk assessment of personnel transfer at sea should include (but not be limited to)
the following issues:
 Necessity of the transfer and alternatives available;
 Frequency of transfers and numbers of personnel involved;
 Environmental conditions:
 wind speed and direction
 sea state including swell height and direction
 current or tide speed and direction
 visibility
 rain, snow and ice;
 Vessel movement (pitch, roll and heave);
 Action of the water upsurging between vessels or structures in close
proximity; Lighting in all areas of the transfer operation; Slip/trip hazards;
 Station-keeping ability of the vessel(s) involved; Seaworthiness of all vessels,
crew boats or small boats employed;
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 Condition of all equipment used in personnel transfer, including certification

where appropriate; Operability and constraints of lifting equipment; Condition and
availability of life saving equipment; Communications; Any simultaneous operations
(SIMOPS) or other relevant activities in the area;
 Training and competence of all personnel involved in assisting with and
making the transfer;
 During personnel transfer, the potential for man overboard is always present.
Consideration should be given to the recovery of personnel from the water;
 Consideration should be given to actions required in the event of injury to
personnel during transfer.
Those involved in any personnel transfer activity should be briefed with regards to:
 Safety aspects of the transfer;
 Company or client requirements and procedures and any regulatory
requirements;
 Potential emergency situations;
 Operational requirements for the personnel being transferred.
10.6.0 Training and Competence for Personnel Transfer

Whatever method of transfer is employed all personnel involved in the
transfer, whether making the transfer or assisting with it, should be competent to
do so and should have received appropriate training. This is particularly the case for
crane operators and personnel involved in lifting, for the coxswains and crews of
small boats and for the crew of larger vessels or 'crew boats' involved in personnel
transfer.
10.7.0 Responsibility for supervising personnel transfer
The duties of personnel supervising or otherwise involved in personnel
transfer should be clearly defined. The people likely to be involved are:
 Master(s) of the vessel(s) involved in the transfer;
 Offshore installation manager (OIM) of the offshore structure/mobile
offshore drilling unit (MODU)/barge;
 Coxswains and crew of boats including FRB crew;
 Crane operators;
 Banksmen and/or deck crew at each end of the personnel transfer operation;
 Personnel being transferred.
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The responsibility for the safety of personnel during the transfer lies with the
respective Masters or OlMs of the vessels or offshore structures involved. There
should be full co-operation between the respective Masters or OlMs. They should
consider and evaluate, with appropriate input from other relevant personnel,
whether or not the transfer can safely take place. The responsibility and final
authority to determine if the transfer should or should not take place remains with
the Master of the vessel from or to which the personnel are being transferred.
10.7.1 Communications during personnel transfer

Radio and visual communications between the personnel involved should be
established prior to transfer operations. Communications should be maintained
during operations and should be tested and verified at regular intervals throughout
the transfer operation. All participants involved in the transfer should be briefed
prior to the transfer to ensure that the procedures to be followed are understood.
10.8.0 Types of Personnel Transfer
The main methods of transferring personnel between vessels, offshore
structures and the quayside considered in this document are:
 Small boat or launch;
 Larger crew boat or support vessel;
 Personnel transfer basket;
 Gangways, bridge or accommodation ladders, including motion-compensated
hydraulic gangways;
 Mating 'surfer' structures allowing personnel to transfer safely;
 Helicopter
There may be some overlap between some of the techniques covered; for example,
persons transferring by small boat or crew boat may additionally need to make use
of ladders or gangways.
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10.9.0 Vessel to Vessel Transfer Using a Small Boat

For the purposes of this document a small boat is any craft of a type likely to
be stowed on a larger vessel, platform, barge or offshore structure, and most often
launched and recovered from some form of davit. Typically, such craft are less than
10m in length. Vessel to vessel transfer using a small boat should only be
undertaken when alternative means for the transfer are impracticable or less safe.
Such transfers can be particularly challenging, particularly for inexperienced
personnel. A person should be available in the small boat and on the vessel or
offshore structure to assist those being transferred.
Weather and sea state should be assessed by the Masters of the vessels involved so
as to determine if it is suitable for the use of a small boat and to allow close
approach and safe transfer even when making a lee. An FRB and crew should be
standing by and available for launching from one of the vessels.
Vessel to vessel transfer should be planned to avoid transfer during the hours of
darkness. If transfer of specific personnel becomes unavoidable at night, this should
be dealt with in a specific and dedicated risk assessment and the operation only
undertaken when it is considered safe to do so.
10.10.0 Equipment for small boat transfer

The small boat used should be outfitted for the number of persons to be
transferred and should comply with applicable regulations for the area of operation.
Persons being transferred should use an approved inflatable life jacket and, for
colder climates, an
appropriate survival suit should be worn.
The coxswain of the small boat employed for the transfer should ensure that:
 The small boat is sound and fully operational;
 Emergency equipment (water, radio, flares, torch, man overboard
equipment, etc.) is available onboard;
 Lifebelt and heaving line are available for use from either station at the
transfer point.
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10.11.0 Crew Boat Transfer

Personnel transfer can also be accomplished using larger vessels, sometimes
referred to as 'crew boats'. For the purposes of this document a 'crew boat' may be
defined as a vessel of less than 500 gross tonnage, generally used for personnel
transfer. Such vessels are not required to have either an international safety
management or an international ship security certificate, although it would be good
practice to follow the principles outlined within those two codes.
A smaller craft generally safe for use within three miles of land and not more than
three miles' radius from either the point of departure to sea or the seaward
boundary of protected waters, through to larger vessels that can range up to 150
miles from a safe harbour or shelter of any kind affording safe entry and protection
from the weather.
The seaworthiness, size and type of the crew boat to be used in the personnel
transfer should be carefully considered, as should the length of the voyage and the
means of transfer from the crew boat to the destination vessel. Crew boats used
should be appropriate to the area of operations, for example the prevailing sea and
weather conditions. It may be appropriate to obtain documentary confirmation of
the competence of the personnel handling the crew boat, as well as the condition
of the vessel being used, before going ahead with a crew boat transfer.
10.12.0 Embarkation/Disembarkation
The means of embarking and disembarking personnel to and from the crew
boat at either end of the transit is very important. This should be conducted in as
safe a manner as possible, as it can prove to be the most hazardous part of the
operation.
In practice, personnel transfer by crew boat may also include transfer by small boat,
basket, gangway, surfer or accommodation ladder. Participants involved in the
transfer should be briefed on the procedures and on the life saving and emergency
equipment available.
When the crew boat comes alongside a vessel or offshore structure, relative
movement should be taken into consideration, as should the relative heights of the
decks between which personnel transfer is made. Assistance should be available at
either end of the personnel transfer and there should be an experienced person
present to supervise the moment of transfer and maintain communications with the
bridge.
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Personnel should only step across with the ability to freely use both hands and
some form of hand rail or support should be provided. Where necessary there
should be access in or through bulwarks using movable gates, such that personnel
need not climb over rails or bulwarks during transfer.
The relative position of fenders on vessels and units should be taken into account,
together with any likely action of the water surging up between the crew boat and
the vessel or structure when in close proximity.
10.13.0 Surfers
Specially designed attachments to crew boats, larger vessels and offshore
structures, often referred to as 'surfers', are sometimes used. These may take the
form of a purpose built device on the bow of a crew boat ('male' section), designed
to fit into a receptacle frame or structure on a larger vessel or offshore structure
('female' section). The crew boat or smaller vessel approaches and docks with the
'surfer' receptacle allowing personnel to step safely across.
Personnel transfer from a crew boat to a larger vessel using a 'surfer'.
10.14.0 Swing Ropes

The use of swing ropes is largely prohibited in most location. However as a guidance
for those locations which permit the use of it. If regulations and relevant company
and client procedures allow their use for personnel transfer, great care should be
taken and at least the safety aspects highlighted in the guidance in this document
should apply, particularly with reference to the safety of equipment, the familiarity
of personnel with the equipment and method of transfer and their fitness and
ability to use it and the need for appropriate planning, control and supervision of
transfer.
The transfer of personnel to and from boats is carried out using the swing ropes
attached to fixed point above the boat landing areas on the installations and
facilities.
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There are special requirements for swing rope transfer between boats and
installations or facilities:
• Transfer shall only be carried out when the Sea State permits.
• Transfer shall only be carried out to and from boat landing areas or other
designated transfer points on an installation or facility.
• All personnel transferring, and personnel assisting at boat landing platforms,
shall wear approved floatation devices.
• All transfer points shall equip with the swing rope and attached firmly to the
bracket bar.
• Hand any baggage to a crew–member for separate transfer and collection
after the personnel transfer.
• Check that flotation devices are securely fastened
• Check that safety helmets have the strap securely fitted under the chin and
that articles will not fallout of pockets
• Firmly hold the rope with both hands
• Wait for a signal from a crewmember to allow the transfer to commence
• Choose your own time to swing across on the rope to the other side.
• Do not let go of the rope until after landing and regaining balance.
• Collect any baggage and clear the landing area.
10.15.0 Surfer / Crew Boat Equipment

The crew boat used for the transfer should be in seaworthy condition. The following
areas in particular should be considered:
 Hull including watertight doors and openings;
 Bridge;
 Main deck;
 Fenders;
 Painter;
 Heaving lines;
 Life buoys;
 Boat hooks;
 Tow line;
 Machinery spaces including sound insulation;
 Specific personnel transfer equipment and facilities;
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 Electrical equipment;
 Appropriate fire-fighting equipment.
There should be appropriate materials and equipment on board, including radar,

up-to-date charts for the area in which the crew boat is operating, radio, navigation,
safety and emergency equipment, to ensure the safety of the personnel in transit.
10.16.0 Passenger Accommodation and Safety Equipment

Crew boats should have sufficient life jackets and life rafts for all personnel
onboard. A safety briefing should be provided before the start of the voyage. It
should include alarm signals, muster stations, location of life jackets and life rafts,
fire-fighting equipment, escape routes in the event of emergencies, location of
emergency equipment such as flares etc.,
Locate on top of toilet and other comfort facilities and the approximate length of
the voyage. Escape routes should also be clearly signed.
Crew boats should have sheltered seating areas with comfortable seating
appropriate to the duration of transit, sufficient potable water available for the
number of personnel in transit and appropriate toilet facilities.
Crew boats engaged in longer voyages should have further relevant facilities
available which could include a galley to prepare meals for personnel in transit, an
appropriate supply of fresh water, a mess room and appropriate sleeping areas.
Where this is necessary the crew boat should have sufficient personnel and stores
to prepare meals for personnel in transit. Appropriate care should be taken to
minimise seasickness and fatigue amongst personnel in transit.
Luggage should be stored in a sheltered area and separate arrangements should be
made for the safe transfer of luggage to and from the crew boat at either end of the
journey.
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10.17.0 Personnel Transfer Basket / Man Riding / Lifting Plan

Subject to local regulations, company and client procedures, basket transfers by
personnel basket to or from vessels or offshore structures can be undertaken using
a number of different devices.
10.17.0A Lifting Plan
10.17.1A Lifting of personnel

Lifting of personnel by a crane is prohibited unless done by means of a bosun chair
and safety harness, or by an approved personnel basket. A positive attachment to
the lifting hook or load line is mandatory.
10.17.1B Lifting Operator
Lifting capacities will vary from person to person depending upon his / her personal
physique, age, condition, and the techniques employed. Any person operating
lifting appliances must be fully trained and competent to handle that appliance. He
should have good eyesight and be medically fit.
10.17.1C Lift Operations
Lifting Operation;
The Master or the nominated driver shall make every effort to agree a plan
with the supervisor on the offshore installation and the vessel deck crew prior to
commencement of operation. Such plan will have due consideration of;
 Clear lines of communications will be agreed and tested between the bridge,
deck crew and the installation. Where practicable this will allow direct radio
communication between deck crew and installation foreman/crane driver.
 Maintaining adequate stability of the vessel
 Predicted weather, tidal or current changes
 The order of loading so as to minimize the requirement for slotting in
sometimes known as 'cherry picking' and to provide a safe place of work for deck
crew throughout the cargo operation.
 The Master or the nominated driver shall minimize hazard to deck crew by
ensuring they adhere to the following safe practices;
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 Stand well clear of loads that are being lowered or raised from deck. Be
aware of any knock-on effect of deck cargo.
 Full use to be made of safe havens, i.e. behind crash barriers.
 Loads not to be approached until they are landed on the ship's deck and the
crane wire is slack
 Loads are not to be pushed in place when they are still suspended from the
crane.
 Tugger wires should be used for shifting loads, where practical. If necessary,
the crane should be instructed to wait until the first load is satisfactorily stowed.
 Deck crews should work as a team, one man to operate hook, a second to
mind the crane wire.
 The installation should be requested to change out hooks that are excessively
heavy to lift.
 Attached lifting straps and shackles on cargo should be visibly inspected prior
to discharge taking place, inspect cargo for safeguarding against falling items.
 Any suspect lifts should be held until its method of discharge (or not) is
agreed between deck crew, Master, and crane driver/foreman.
 Consideration must be given to using all available means to prevent the
movement of cargo during load and discharge. This should include, but not be
limited to;
 Use of chains, stretchers and tuggers
 Positioning vessel to minimize movement
 Additionally for tubulars - use of wooden wedges, stanchions and order of
stow/discharge to list the vessel.
 All crane operations are carried out in joint consultation with Masters, OIM
(client representative on the installation); and crane drivers, any of whom can stop
the operation.
 Use of self-locking safety hooks is mandatory unless otherwise agreed
between master and OIM (client representative on the installation).
 Crane operators should swing the load away from the vessel deck before
lowering or hoisting to prevent risk in event of lift failure.
 Crane drivers should have clear view of vessel’s deck. Where this is impaired,
a banksman should be provided; however Masters or OIM (client representative on
the installation) may then restrict operations.
 The Crane driver shall take instruction from the Installation banksman when
the cargo is at and within the installation. Once the Crane hook had passed clear the
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installation and lowering down toward the vessel, all instruction shall come from
the vessel banksman.
10.17.1D Lifting Colour Codes
Color Code Months

JAN FEB MAR
APR MAY JUN
JUL AUG SEP
OCT NOV DEC
QUARANTINE
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10.17.1E. Safe Working Load (SWL)
All lifting equipment be sufficiently strong, stable and suitable for the proposed use,
with an appropriate factor of safety against failure built in. Similarly the load and
anything attached to it must be suitable and of adequate strength.
1 It is essential to positioned or installed all gears as low as reasonably

practicable preventing the risk of the equipment or the load striking people, or the
risk of the load drifting, falling freely or being released unintentionally.
2 It is therefore essential that lifts over people are minimised and unauthorised
access to the work area prevented. Equipment should also be installed and
positioned to prevent crushing when the equipment is in its extreme position.
3 Wherever possible, hooks and other similar devices used for lifting should
have either safety catches fitted or be shaped to prevent the accidental
displacement of the sling. Where two or more items of lifting equipment are used
they, or their loads, should be prevented from coming into contact with each other.
4 All gears to be marked with their safe working load (SWL). Where it is not
practicable to mark the equipment itself (e.g. ropes, slings, karabiners, strops, and
harnesses for rope access), a coding system should be used to provide the user with
the SWL (e.g. colour coding, label).
5 A properly planned by a competent person i.e. person has adequate practical

and theoretical knowledge and experience of lifting operations and to carried out in
a safe manner. The plan must address identified risks, resources required,
procedures and their responsibilities etc;
 weight, shape, centre of gravity and lifting points of the load;
 where the load is and where it is to be moved to (including route, visibility
etc);
 how often the lifting equipment will be used;
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 how loads will be attached/detached, compatibility of lifting accessories, safe

working loads of equipment, overloading;
 the environment in which the lifting is to take place;
 likelihood of overturning, proximity hazards;
 number of persons involved, their knowledge, training and experience,
requirement for supervision;
 pre-use checks;
 means of communication, failure of equipment, reliable means of rescue etc.
1 A thorough examination/inspection by a competent person’s, be someone

with appropriate practical and theoretical knowledge and experience of the
particular lifting equipment and having an element of impartiality personality.
7 Before any lifting equipment is to be used, a thorough examination must be

carried out by a competent person unless there is physical evidence available to
show that it is safe to use. This would include if the equipment:
 has not been used before and there is documentation drawn up within the 12
months prior to its first use, an initial test certificate in the form of an "Declaration
of Conformity" or
 has been obtained from another organisation (e.g. hired or borrowed) and is
accompanied by evidence that the necessary thorough examination has been
carried out, (e.g. a copy of the latest test certificate is available).
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10.18.0 Lift Planning / Procedure
Prior lifting all involved personal must call up a safety meeting. Individual
vessel/barge/offshore installation must carried out their own assessment and
establishing safe operation and fit for it purpose.
1 A separate safety meeting/toolbox meeting to be carried out by the Head of
the Operation with the other operator Head’s “vessel/barge/offshore installation”
and establishing the best method approach and advising each other of their
difficulties and highlighting areas need more attention/care etc. before
commencement. All Lifts to be categorized as follows:
2 Routine Lift:
Lift plan shall be written by Deck Foreman or Crane Operator and Approved
by PIC (Person in Charge) of Lifting Operation
3 Simple Lift:
Lift plan shall be written by Rigger, Deck Foreman or Crane Operator and
Approved by PIC (Person in Charge) of Lifting Operation
4 Complicated Lift:
Complicated Lift Plans shall be written by an Approved Lift Planner and Approved by
all the following individuals “Barge Master, Crane Operator, OIM, Platform Master,
Equipment Supplier etc”.
5 It is not anticipated that any of the lifts will be in the complex or complicated
category, therefore are not covered by this lift plan, however if any lift becomes
complex or complicated, then the job will stop and a separate lift plan will be
written.
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10.18.1 Lifting Responsibilities / Tasks

The responsibility for ensuring a safe lifting operation on board the vessel, is the
Master.
The responsibilities of all involved in the Lifting Operation are as follows:
ROLE NOMINATED PERSON RESPONSIBILITIES/TASKS
Person-in-Charge (PIC) of the lift
Barge Master - He may delegate the supervision of Routine and Simple Lifts to the
Deck Foreman Appointed by the barge master as the designated individual who
is responsible:
 For co-ordination and control of the lifting operation, including ensuring that
involved people are competent for performing their task, aware of the task, aware
of the procedures to be followed and aware of their responsibilities;
 Ensuring that the lifting equipment is inspected and appropriate for use;
 That the JSA/JHA/Risk Assessment is reviewed and followed and the toolbox
talk is held prior to the lift.
 Confirm cargo weight with manifest.
Banksman
Deck Foreman Appointed by the barge master as the designated individual who
is responsible:
 For co-ordinating the lifting movements and maintains radio and/or visual
communication with the crane operator and persons close to the load.
 Participates in the JSA/JHA/Risk Assessment is review.
 Should not get involved as Rigger when also performing the role of a
Banksman.
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Rigging and Slinging
Riggers and Slingers Appointed by the barge master as the designated

individual who is responsible:
 For inspecting the rigging prior to use.
 May contribute to selecting rigging to suit the load.
 Connects/disconnects the load and participates in the JSA/JHA/Risk
Assessment for the lift.
 Control loads with the Tag lines.
Crane Operator
Crane Operator Appointed by the barge master as the designated individual who
is responsible:
 Responsible for the crane operations under his control;
 Follow the banksman’s signals;
 Ensure crane rated capacity indicator is set for off board lifting operations
(DF 2.0)
 To duly complete all required crane operation logs, pre-use inspections and
checks;
 Participates in the JSA/JHA/Risk Assessment for the lift.
ROLE NOMINATED PERSON RESPONSIBILITIES/TASKS

Tugger Winch Operator
Tugger Winch Operator Appointed by the barge master as the designated
individual who is responsible:
 For inspecting the rigging prior to use.
 Control the load with the Tugger winch as directed by the banksman
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10.19.0 Safe Approach To Lifting

All safety regulations and safety precautions are to be adhered to at all times
including when preparing, during and after the lifting operation. It is mandatory to
have a Tool Box meeting for the lift so that co-ordination between all parties can be
effectively carried out.
1 Only personnel trained in Rigging and Slinging may be at the lifting area and
be involved in performing the various rigging and slinging duties.
2 Any person may STOP the lifting operation if he sees something unsafe being
done or about to be carried out.
 Ensure pennant is used.
 Ensure crane hook is directly on above the load’s centre of gravity and plumb.
 Mandatory PPE must be worn: coverall, safety helmet, safety boots and hand
gloves by all involved in operations.
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10.20.0 The three main MAN RIDING devices used today are:
10.20.1 Billy Pugh

The oldest personnel transfer basket design, in which personnel are transferred
whilst holding onto the outside of the lifted structure.
Personnel transfer using a 'Billy Pugh'.
10.20.2 Esvagt
A rigid framed construction with buoyancy ring and fenders, in which personnel
stand inside the basket.
Personnel transfer using an 'Esvagt' device.
10.20.3 Personnel transfer capsule

A rigid framed device with buoyancy panels, in which personnel sit strapped in
bucket seats.
Personnel transfer using a personnel transfer capsule.

In some situations, basket transfer may be the only feasible means of transferring
personnel at sea, for example, when there is a significant height difference between
respective decks. All basket transfers should be considered a high-risk operation at
all times and they should only be undertaken when transfer is essential and cannot
be undertaken by other means. It would not be appropriate to use personnel
baskets for routine crew changes in open waters when other more appropriate
methods of transfer are available.
Personnel baskets should be visually checked before use to ensure all parts are in
safe working order. Formal inspection and replacement of this lifting equipment
should follow local legislation and company and client requirements. Tag lines
should be used.
The following additional factors should be taken into consideration:
 The necessity of the transfer and alternatives available;
 The suitability of the vessel(s) to maintain station;
 The likely route of the basket during transfer and any differences in freeboard
between the vessels or offshore structures involved;
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 Any wind speed, vessel movement or other operating limitations of the crane
to be used.
It should be ensured that:
 The crane operator is competent for man-riding operations;
 The crane is fully operational and validated for man-riding operations;
 The transfer basket is visually inspected before starting the transfer;
 Communications between banksmen, crane and vessel are in place and
working;
 Environmental and vessel motion conditions are suitable;
 Relevant crane operator and banksmen have good visibility of the pick-up,
transfer and landing area.
In exceptional circumstances, only with prior approval of the Senior Site Supervisor,
transfer can be carried out by personnel basket. For this operation the
requirements are for:
Agreement by all parties involved that the transfer shall take place Both Crane and
Basket to be certified for man riding
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10.21.0 Crane Equipment

The crane used in the transfer operation should be adequate and suitable for lifting
persons and should be certified for man-riding, that is for use in carrying personnel,
under any relevant legislation, company and client requirements. Freefall or non-
powered lowering should not be used during personnel basket transfer operations.
The transfer basket should be correctly rigged onto the crane prior to transfer and
the crane hook pennant should be of sufficient length to keep the hook well clear of
the personnel being transferred. The certification, security and integrity of the
entire lifting system, including wire ropes, rigging, shackles, safety slings and hooks,
should be checked as appropriate for man-riding.
Tag lines are often attached to the underside of the basket to enable control of the
swing when raising and lowering the basket. Consideration should be given to the
length/position of the tag lines to guard against the possibility of the tag lines
becoming snagged.
The personnel basket should be checked before use and should be in good
condition at the time of use. The basket should be marked with its safe working
load. It should be appropriately certified with a current certificate of test and/or
inspection. The basket must NOT be operated beyond its safe working load.
In exceptional circumstances, only with prior approval of the Senior Site Supervisor,
transfer can be carried out by personnel basket. For this operation the
requirements are for:
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Agreement by all parties involved that the transfer shall take place Both Crane and
Basket to be certified for man riding
• Personnel being transferred to wear floatation devices.
• Not more then the maximum requirement capacity as approve by the
manufacturer.
• Personnel to travel on the outside of the basket with both arms crosses and
firmly holding on to the rope webs.
• Personnel must not be inside the basket as it was designed, only upon the
designated crane operator is to operate the crane used for the transfer.
• Only light hand baggage to be transported inside the basket.
• The Signal-man and crane-operator to be direct line of sight of each other
throughout the operation. Where this is not physically, radio communication shall
be used.
10.22.0 Gangway, Bridge and Accommodation Ladder Transfer

Gangways and accommodation ladders are the primary means by which personnel
transfer between a vessel and the quayside, and occasionally from one vessel or
offshore structure to another.
There is a wide variation in types of gangway. Gangways and accommodation
ladders should be constructed of appropriate material, be of appropriate width and
should be fitted with non-slip walkways and handrails. Equipment should be
regularly inspected and maintained; including a visual check to ensure it is clean and
free of slip/trip/fall hazards. Appropriate certification of the gangway or
accommodation ladder may be required. Where there is the possibility of
personnel falling from the gangway or accommodation ladder, an appropriate
safety net should be used. Where required, a life buoy fitted with a line and water
activated light should be available.
Gangways and accommodation ladders should be adequately lit along their full
length. Their approaches and egress routes should be kept free of obstructions and
trip hazards and should provide direct and safe access to the deck at each end.
Gangways and ladders should not be used at angles of inclination which render their
use unsafe. All gangways and personnel using them should be monitored and
controlled. The fittings, such as stanchions and handrails, should be monitored and
adjusted as required.
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10.23.0 Personnel Transfer Bridges

Some larger vessels (for example heavy-lift crane vessels, pipelay barges,
accommodation vessels or MODUs) have long (around 50m) bridges to effect
transfer of personnel. These can be fixed at one end and slide on rollers at the other
end to allow for relative movement. Such equipment can also be hydraulically
controlled and can be lifted into place and supported by a crane or else have its
own dedicated support mechanism. They may be fitted with alarm systems
activated by a certain amount of movement. The bridges and the personnel crossing
them should be closely monitored and controlled.
10.24.0 Hydraulic Gangways

These are purpose-designed gangways mounted on a vessel which connect to
another vessel/offshore structure to allow personnel to pass safely across. They are
fitted with hydraulic heave compensation which adjusts the gangway length and/or
horizontal/vertical angles to compensate for the vessel relative movement. Such
equipment may also be fitted with a 'traffic light' system to prevent movement of
personnel onto the gangway if any automatic adjustments are taking place.
Personnel transfer using a purpose-
designed hydraulic gangway.
Other factors to take into account when considering the use of gangways, bridges
and accommodation ladders include:
 The angle at which the gangway or accommodation ladder is installed;
 The height difference between access points on vessels and any movement
resulting from tidal changes;
 The requirements of the ISPS Code particularly with reference to gangway
watches when in port.

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10.25.0 Helicopter
A Safety Video screening will be shown before passenger are allow to board
the helicopter. Safety aspect will be broadcast in details and your attention and
awareness needed. Walk in the Safe passage quadrant toward the Helicopter as
directed by the Helicopter Crew Officer or Helicopter Landing Officer (HLO)to your
assigned seat. Seating arrangements and general information on the interior layout
of the helicopter must be observed.
Life jacket shall be donned and secured and then seatbelts fastened. Safety
instruction cards showing emergency exits and procedure are available in seat
pockets and passengers should carefully study one after sitting down. The ‘NO
SMOKING’ and ‘FASTEN SEATBELT’ signs must be obeyed at all times. During the
flight, passengers are required to:
 follow the instructions of the helicopter crew
 obey the signs at all times
 remain seated with life jacket and seatbelt secured at all times
 not move around in the cabin
 wear hearing protection for the duration of the flight
 communicate with cabin attendant, if required
 passenger must not tamper with aircraft doors or equipment in flight
 In the event of an in-flight emergency, the helicopter pilots or cabin
attendant will give clear instructions on the actions to take
Passengers must follow instructions as instructed during any emergency exercise.
On arrival and landing, the identity of the installation or facility shall be announced
over the helicopter public address system. Passengers shall remain seated with
lifejacket and seatbelt fastened until ‘FASTEN SEATBELT’ sign is switched off and the
helicopter cabin attendant indicates that disembarkation should proceed.
Passengers shall remove life jackets. Hearing protection shall be removed only when
clear of the helicopter landing area.
After collecting baggage from the baggage compartment, passengers shall proceed
through the safety zones to the heli-deck access stairs directed by the Helicopter
Page 477 of 477
2nd October, 2019.
Landing Officer (HLO), leave the heli-deck and make their way to the Administration
to;
 Register their arrival
 To attend Safety briefing
 If resident, be allocated a cabin and receive a safety card
 If day-visiting, receive a visitor pass stating allocated muster station,
emergency procedure and telephone numbers
 transit to another destination, confirm connecting travel arrangements
 Check the allocated time of departure
10.26.0 Pilot Transfer

Pilot transfer arrangements is available in SOLAS Chapter V Regulation 23and
should be referred to for further guidance. Pilot ladders, for use by pilots boarding
or leaving a vessel, are purpose-made ladders fitted with wide spread rungs at a
particular spacing and rigged together with manropes. Pilots are competent with
their use and it should not be assumed that other personnel would be proficient in
climbing or descending a pilot ladder, or fit to do so.

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Page 2 of 477

OCCUPATIONAL HEALTH AND SAFETY MANAGEMENT

(OH & SM)

Regulations, Guidelines and Procedures

Approval & Authorization Checked Support &

This publication is developed with guidelines and procedures, to ensure compliance

JEPP DYNAMIC is a new Nigerian Offshore Vessels Operator, dedicated and

The Occupational Health & Safety Management publication, is to create a reference

Contractors and vendors will be required to integrate their safety documentations to

SECTION HEADING REFERENCE PAGE

1.1.1 Scope of risk assessment – hazard identification 56

4.2.1 Internal Interested parties – expectations of 83

FIG 19 Roles and Responsibilities Chart 120

5.3.8B Second Officer 143

Guideline B3.4.10 – Safety & Health Education of 165

Chapter IV Radio-Communications (GMDSS) 198

6.1.2.1.2 Responsibility of Permit Issuer 223

6.1.2.3.4C Designated Competent Persons 246

6.1.2.3.27.5 Sparks 264

6.1.4.13K Casualty Incident 306

6.1.4.26H Reporting of Hazards 374

7.2 COMPETENCE 401

SECTION Improvement 442

10.21.0 Crane Equipment 473

SECTION HEADING REFERENCE PAGE

SECTION HEADING REFERENCE PAGE

SECTION HEADING REFERENCE PAGE

ISO 45001:2018 is a new International standard which provides a framework,

ISO is the International Organization for Standardization, it’s a worldwide federation

OHSAS 18001:2007 (initial version OHSAS 18001:1999) is the predecessor to the

The adoption of an OH&S management system by JEPP DYNAMIC LTD., is intended to

FIG 1: OH & S – EQUIPMENT

Hence, it is of critical importance at JEPP DYNAMIC LTD., to eliminate hazards and

Table 1: ‘Annex SL’ Structure

Adoption of the high-level structure of

The standard provides a systematic approach

Implementation is a demonstration and

This commitment also provides assurances to

The standard promotes worker participation

In addition to internal process controls,

The standard provides a structure to monitor

Both internal and external audit programs

With an emphasis on workers taking an active

Implementation is also recognition for having

Revised Guidelines were adopted by resolution A.913(22) in 2001, and subsequently

Safety can be defined as: -

The state in which the risk of harm (to persons)

FIG 2: SAFETY PICTOGRM

It can also be thought of as “Freedom

In the maritime sense, this refers to

Safe Ship Management is the major

Management, Personnel, Crew and Contractors are

The established Safety Management System is written in simple ENGLISH LANGUAGE,

JEPP DYNAMIC LTD. Safety Management aims and objectives:

1. provide for safe working practices and a safe working environment

2. establish safeguards against possible risks

3. continuously improve safety management skills of personnel ashore and aboard

TABLE 2: STRUCTURE OF THE ISM CODE FOR SAFETY MANAGEMENT SYSTEM

1. General, objective, application, functional requirements

The major benefits of the implementation of the ISM Code: