Oil Tanker Operation Manual

CONTROLLED Revision: 01 J an 2014
Approved by DPA/DMR
Revision Page

THOME
SHIP MANAGEMENT PTE LTD
Operations Manual
Quality Assurance into the
21st Century and beyond
Revision Record
RECORD OF CHANGES
Change No. And Description Date of
Change
Date of
Update
Initials Signature
Change No. 1
OPS Docs 000, 008, 013, 022 - 024
OMD Checklist 001-006, 008-016
OME Docs 001, 008
OME Checklist 001- 004
01 J an
2005

Change No. 2
OPS Docs 001-006, 009-012, 017, 019, 020
OMD Checklist 007
OME Docs 004, 009, 011-014
OME Checklist 005
01 Apr
2005

Change No. 3
OPS TOC
OMD Docs 017, 023
OME Doc 015
01 Sep
2005

Added
OMD Doc 025
OMD Checklist 004A, 017-019
Replaced
OMD Doc 006, 013
OMD Checklist 006
Change No. 4
OPS TOC
OMD Doc 003 Pg 2 Bridge Watch I, Pg 13-16
3.6 Masters Standing Orders
OMD Doc 017 Pg 14 17.11 Cargo Sampling
Procedures Loading Samples
OMD Doc 020 Pg 10 Gas Detection
OMD Checklist 001 No. 1r, s, t added
OMD Checklist 002 No. 1h, 1k removed, No. 1j
added
OMD Checklist 003 No. 3m, n, o, No. 10 added
OMD Checklist 007 No. 6 added
OMD Checklist 008 No. 6a, No. 7c, k, l m, No.
01 J an
2006

THOME
Operations Manual
Revision Record

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Page 2 of 7

Change
Date of
Update
Initials Signature
11, No. 14, No. 15 added
OME Checklist 003 & 005 Pg 1-3 Steering
Gear Test
Change No. 5
OMD Doc 003 004, 006 007, 010, 017 019,
025
OMD Checklist 002 003, 006, 009, 013
OME Doc 005, 007, 011, 014
OME Checklist 003, 005
01 Oct
2006

Added
OME Checklist 006 Regular Testing of Safety
System and Critical Equipment
Replaced
OME Checklist 001 002
Change No. 6
Release of 3rd generation HSSEQ System to
include OHSAS 18001 Management Standard
OPS TOC
OMD Doc 003, 005 007, 010, 013 014, 023,
017, 019 020, 022 023
OMD Checklist 001, 003
OME Doc 004, 006, 013-014
OME Checklist 006
Global changes:
SQEMS HSSEQ System
QA HSSEQ
Quality Department HSSEQ Department
QA Manager Group HSSEQ Manager
Managing Director President and CEO
Director of Fleet Personnel Fleet Personal
Manager
Chief Mate Chief Officer
Second Mate Second Officer
Third Mate Third Officer
01 J un
2007

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Operations Manual
Revision Record

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Page 3 of 7

Change
Date of
Update
Initials Signature
Added
OMD Doc 026 Cargo Heating
Change No. 7
OMD Doc 017, 024
OMD Checklist 001 013
Global changes:
Group HSSEQ Manager Director of Marine &
HSSEQ
01 Mar
2008

Change No. 8
OPS Doc 015
OMD Doc 006, 012, 013, 017, 018, 019, 020, 023
OMD Checklist 005, 014, 017
OME Doc 001, 004, 014
OME Checklist 001, 006
01 J un
2008

Change No. 9
OMD Doc 006
01 Sep
2008

Added
OMD Doc 027 Crude Oil Washing System
Change No. 10
OMD Doc 004, 013, 017
OMD Checklist 003
OME Doc 003
01 Mar
2009

Change No. 11
OMD Doc 004, 006, 017
Global Changes:
Crewing Manager Director of Group Crewing
and HR
SAFIR removed
01 J un
2009

Change No. 18
OME 003
01 Mar
2010

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Operations Manual
Revision Record

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Page 4 of 7

Change
Date of
Update
Initials Signature
Change No. 19
OMD 018, 023, 027
OMD Checklist 001 004, 017 018
01 J an
2010

Change No. 20
OMD 006
01 Apr
2010

Change No. 21
OMD 002
17 J un
2010

Change No. 22
OMD 001, 004
01 J ul
2010

Change No. 23
OMD 003
OMD Checklist 007
01 Sep
2010

Change No. 24
OMD 005, 007 010, 012 014, 022
OMD Checklist 001 004, 010 - 012
01 Oct
2010

Change No. 25
OMD 028
01 Nov
2010

Change No. 26
OMD 017
OME 006 009
01 Dec
2010

Change No. 27
OMD 015 016, 021
01 J an
2011

Change No. 28
OMD 029
01 Feb
2011

Change No. 29
OMD 011
28 Mar
2011

Change No. 30
OMD Checklist 004A, 005
18 Apr
2011

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Change
Date of
Update
Initials Signature
Change No. 31
OMD 020
24 May
2011

Change No. 32
OME 014
22 J un
2011

Change No. 33
OMD checklist 007
01 J ul
2011

Change No. 34
OMD 17A
01 Aug
2011

Change No. 35
OMD 004
01 Sep
2011

Change No. 36
OMD 001 003, 007 011, 013 017, 018 022,
024 029
OMD Checklist 004A, 011, 014
OME 001 003, 005 - 015
01 Apr
2012

Change No. 37
OMD 023
02 Apr
2012

Change No. 38
OME 004
17 Aug
2012

Change No. 39
OMD Checklist 006
31 Aug
2012

Change No. 40
OMD 021
06 Sep
2012

Change No. 41
OMD 015
15 Oct
2012

Change No. 42
OMD Checklist 009
31 Oct
2012

Change No. 43
OMD 023
01 Nov
2012

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Operations Manual
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Change
Date of
Update
Initials Signature
Change No. 44
OMD 010
OMD Checklist 001 003, 007 008
14 Nov
2012

Change No. 45
OMD 017
22 Nov
2012

Change No. 46
OMD 004
6 Dec
2012

Change No. 47
OMD Checklist 014 and 015
01 Mar
2013

Change No. 48
OMD Checklist 005
01 Apr
2013

Change No. 49
OMD 012
22 J ul
2013

Change No. 50
OMD 005
23 J ul
2013

Change No. 51
OMD 023
26 J ul
2013

Change No. 52
OMD 020
27 J ul
2013

Change No. 53
OMD 002, 003, 009, 011, 019
01 Aug
2013

Change No. 54
OME 004
23 Sep
2013

Change No. 55
OMD 015
28 Oct
2013

Change No. 56
OMD 025
OME 005
05 Dec
2013

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Change
Date of
Update
Initials Signature
Change No. 57
OMD 006
06 Dec
2013

Change No 58
OMD 017
OME 014
09 Dec
2013

Note: The table above is to be completed every time a revision is received and included. The discarded
sections or pages are to be destroyed.

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Page 1 of 4

THOME
Operations Manual
OPS Document
No. 000
0. TABLE OF CONTENTS
PART A OPERATIONS MANUAL DECK DOCUMENTS
001 Bridge Team Management 1
st
Apr 2012
002 Passage Planning 1
st
Aug 2013
003 Bridge Watch 1
st
Aug 2013
004 Safe Navigation 6
th
Dec 2012
005 Deck Log and Bell Book 23
rd
Jul 2013
006 Operational Reporting 6
th
Dec 2013
007 Stay in Port 1
st
Apr 2012
008 Bills of Lading 1
st
Apr 2012
009 Charter Parties 1
st
Aug 2013
010 Navigation Equipment 14
th
Nov 2012
011 Under Keel Clearance 1
st
Aug 2013
012 Ballast Operations 22
nd
Jul 2013
013 Vessel Moorings 1
st
Apr 2012
014 Stevedore Damage 1
st
Apr 2012
015 Bulk Carrier / Dry Cargo Operation
1
28
th
Oct 2013
016 Container Loading 1
st
Apr 2012
017 Tank Vessel Operations 9
th
Dec 2013
017A Tank Cleaning Guidelines 1
st
Aug 2011
018 Inert Gas Systems 1
st
Apr 2012
019 Bulk Liquid Cargo Transfer 1
st
Aug 2013

1
Distributed only to Bulk Carriers, refer to OMD 015 Bulk Carrier Operations Manual

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OPS Document No. 000
Table of Contents

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Page 2 of 4

020 Gas Tanker Operations
2
27
th
Jul 2013
021 Statutory Certificates and Records 6
th
Sep 2012
022 Cargo Gear Register 1
st
Apr 2012
023 Chemical Tanker Operations
3
26
th
Jul 2013
024 Asphalt Tanker Operations 1
st
Apr 2012
025 Anchors and Anchori ng 5
th
Dec 2013
026 Cargo Heating 1
st
Apr 2012
027 Crude Oil Washing System 1
st
Apr 2012
028 Electronic Chart Display and Information System 1
st
Apr 2012
029 Ice Navigation 1
st
Apr 2012
PART B OPERATIONS MANUAL DECK CHECKLISTS
001 Bridge Familiarization 14
th
Nov 2012
002 Bridge Dail y Tests and Checks 14
th
Nov 2012
003 Bridge Preparation for Sea 14
th
Nov 2012
004 Bridge Embarkation / Disembarkation of Pilot 1
st
Oct 2010
004A Pilot Card 1
st
Apr 2012
005 Bridge Pilot Information Exchange 1
st
Apr 2013
006 Bridge Coastal Waters / Congested Waters / Traffic
Separation Schemes
31
st
Oct 2012
007 Bridge All Watches Changing Over the Watch 14
th
Nov 2012
008 Preparation for Arri val in Port 14
th
Nov 2012

2
Distributed only to Gas Tankers, refer to OMD 020 Gas Tanker Operations Manual
3
Distributed only to Chemical Tankers, refer to OMD 023 Chemical Tanker Operations Manual

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009 Anchoring and Anchor Watch 31
st
Oct 2012
010 Restricted Visibility 1
st
Oct 2010
011 Navigating in Heavy Weather 1
st
Apr 2012
012 Ice or Extreme Cold Conditions 1
st
Oct 2010
013 Vital Systems Survey 1
st
Mar 2008
014 LNG / LPG Pre Arri val Checklist 1
st
Mar 2013
015 Cargo Engineer Pre Arri val Checklist 1
st
Mar 2013
016 LNG Cargo Engineer Departure Checklist 1
st
Jan 2005
017 LNG Change of Watch during Cargo Operation 1
st
Jan 2010
018 LNG In Cargo Tank Checklist 1
st
Jan 2010
019 LNG Prior to Gas Freeing of Cargo Tanks 1
st
Jan 2006
PART C OPERATIONS MANUAL ENGINE DOCUMENTS
001 The Engineer of the Watch (EOW) 1
st
Apr 2012
002 Work Planning 1
st
Apr 2012
003 Engine Room Operational Requirements 1
st
Apr 2012
004 Main Engine Maintenance 23
rd
Sep 2013
005 Planned Maintenance 5
th
Dec 2013
006 Documentation 1
st
Apr 2012
007 Spare Parts 1
st
Apr 2012
008 Readiness of Machinery 1
st
Apr 2012
009 Engine Precautions against Freezing 1
st
Apr 2012
010 Dry Dock / Repair Periods 1
st
Apr 2012

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011 Maintenance 1
st
Apr 2012
012 New Building Guarantee Claims 1
st
Apr 2012
013 Fuel and Lube Oil Anal ysis 1
st
Apr 2012
014 Bunkering Management and Operations 9
th
Dec 2013
015 LNG Technical Operations 1
st
Apr 2012
PART D OPERATIONS MANUAL ENGINE CHECKLISTS
001 Engine Checklist Prior Arri val / Departure 1
st
Jan 2010
002 Engine Operation in Extreme Cold 1
st
Jan 2010
003 LNG Engine Checklist Prior Arri val Departure 1
st
Jan 2010
004 Regular Testing of Safety Systems & Critical
Equipment
1
st
Jan 2010

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THOME
Operations Manual
Deck
OMD Document
No. 001
1. BRIDGE TEAM MANAGEMENT
Purpose
To specify requirements for Bridge Team Management
Application
All vessels
Responsibility
Master
Navigating Officers
Watch Keepers
1.1 INTRODUCTION TO BRIDGE TEAM MANAGEMENT
Bridge Team Management is the interaction of team members which allows the Team to adapt to and
fulfil Team roles that have been identified and assigned. Bridge Team Management is the use of all
physical and personnel assets and the creation of an environment to maximise their effectiveness.
Thome requires that all company vessels carry the publication by the International Chamber of
Shipping, Bridge Procedures Guide. Thome requires that all vessels be navigated in accordance
with the Bridge Team Management Principles contained within.
Bridge Team Management is a concept that when accepted by the Mariner is the single most
important method for eliminating one person error. The term Bridge Team Management is not a
navigational skill or management act by one person, nor should it be confused or interpreted as
navigation by committee. Bridge Team Management is the interaction of team members which
allows the Team to adapt to and fulfil Team roles that have been identified and assigned.
1.2 GOALS OF BRIDGE TEAM MANAGEMENT
The primary goal of Bridge Team Management is the elimination of one person errors. All members
of the Bridge Team are to keep themselves aware of all vessel operations. Pilots are considered
team members and they play a critical role on the Bridge. It is the responsibility of the Bridge Team
to assist the pilot whenever practical.
Thome's Bridge Team is expected to achieve these goals by the effective use of:
Appropriate Steaming Watch Conditions and assignment of tasks to Team
members
All Bridge equipment and personnel
Manoeuvring characteristics of the vessel
Management of stress and distractions
Creation of a Team environment
Communications

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OMD Document No. 001
Bridge Team Management

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Bridge Team / Pilot Information Exchange
Operational and emergency checklists
Formulation, usage, and monitoring of Passage Plans
1.3 MANAGEMENT OF STRESS AND DISTRACTIONS
Each Bridge Team member should be conscious of the inherent stress and distractions in Bridge
situations. Stress affects each individual differently. Stress levels may increase or decrease our
effectiveness in performing our tasks on the Bridge. Team members need to be aware of how stress
affects the other Team members. Bridge tasks may need to be reassigned or changed, depending
on the stress levels and the personnel involved. Tasks that are stressful to one person may not be
stressful to another.
Signs of stress include:
Difficulty in thinking
Inattention
Slow reactions
Procedural violations or skipping procedures
Muscle aches
Chills
Pale complexion
Dull or bloodshot eyes
The inability to deal with distractions and prioritise is often an indication that situational awareness is
breaking down. Distractions can be caused by stress, excessive work load, fatigue, emergency
conditions, and all too often inattention to detail. Assigning tasks is one way of not allowing stress
and distractions to disrupt the effectiveness of the Bridge Team.
1.4 CREATING A TEAM ENVIRONMENT
It is the responsibility of all Team members to create an environment conducive to the free exchange
of observations and information. Masters shall ensure that all Team members participate in Bridge
Operations and dispel any possible belief of a Team member that his/her information may be
irrelevant, redundant, or obvious.
Masters are to ensure that:
Individual team members are well aware of their duties and responsibilities as
well as the chain of command when the Pilot is on board
They are also to clarify without doubt, the limitation of the Pilots authority whilst
he is on board and working as part of the bridge team
A discipline within their Bridge Teams is established so that no member
hesitates to question the decision/command of anyone else
To bring about an awareness in their Bridge Teams, of the Human Factor and
errors arising from the same

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1.5 COMMUNICATIONS
Clear and concise communications are essential to Bridge Team Management. Every member of the
Bridge Team should pass information or orders in a loud and clear voice so that all other Team
members stay informed.
The reasons for using proper communications are to:
o Make for a better understanding in all matters
o Promote a safer and more efficient operation
o Establish a professionally run Bridge
Elements of proper communication are:
o Clarity
o Accuracy
o Brevity
o Standard Protocol
o Listening Skills
o Feedback (Avoidance of Disagreement)
Barriers to proper communication - external:
o Noise
o Crew workload / distractions
o Physical location of equipment
Barriers to proper communication - internal:
o Voice (tones inflection, clarity, speed, cadence, volume)
o Body Language (eye contact, facial expression, distance)
o Choice of Words (technical vs. non-technical)
o Rank / Position / Age
o Fear / Intimidation
o Background / Education
o Disorganized Thought
o Wishful Hearing
o Assumptions
o Attitude / Bias / Perceptions / Mind Set
o Ego
o Poor Self Image
o Unwillingness to Communicate
o Conflict in Relationships
o Stress / Fatigue

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1.6 STANDARD PROTOCOL FOR VHF RADIO USE:
All Deck officers shall utilise the IMO Recommended Phraseology for Maritime Communications and
comply with FCC regulations i.e. Use of call signs.
The IMO Book is supplied to all Managed vessels.
1.7 STANDARD ORDERS TO THE HELM
One of the barriers to good communication is the use of vague or unfamiliar language. For this
reason, all Masters and Deck Officers shall use the Standard Orders to the Helm. The helmsman is
an important part of the Bridge team. Deck Officers shall train and ensure that all helmsmen clearly
understand the Standard Orders to the Helm. It must be understood that it is the responsibility of the
Bridge Watch to assist Pilots with the use of Standard Orders to the Helm.
Figure 1-1 Standard Orders to the Helm
Order Meaning and Action Required
Midships Rudder to be held in the fore and aft position
Port/Stbd five, ten, twenty 5 degrees, 10 degrees, or 20 degrees Port or Stbd
rudder to be held
Hard Starboard / Port Rudder to be held fully over Starboard or Port
Ease to five, ten, twenty Reduce the amount of rudder to 5 degrees, 10
degrees or 20 degrees and hold.
Steady or Steady as she goes Steer a course on the compass heading indicated at
the time of the order. Helmsman is to call out the
compass heading (in three digits) upon receiving the
order. When the ship is steady on that heading the
helmsman is to call out Steady on XXX (course in
three digits)
Nothing to the Port of XXX (course) Use appropriate rudder in either direction to keep the
vessel on or to the starboard of a given course but
nothing to the port.
When the conning officer requires a course to be steered by compass, the direction in which he
wants the wheel turned shall be stated followed by each numeral being said separately (course in
three digits).

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Figure 1-2:
Order Course to be Steered
Port, steer one eight two 182 degrees
Starboard, steer zero eight two 082 degrees
Port, steer three zero five 305 degrees
On receipt of an order to steer a course, the helmsman should repeat the order and bring the ship
around steadily to the course ordered calling out the heading every ten degrees in the process.
When the ship is steady on the course ordered, the helmsman is to call out: "Steady on XXX" (course
in three digits). The conning officer should then acknowledge the helmsman's call out with: Very
Well, or 182 Very Well, etc.
1.8 BRIDGE TEAM / PILOT EXCHANGE
The Pilot is an important part of the Bridge Team. It is the responsibility of the Master and the Watch
Officers to incorporate the Pilot into the Bridge Team. The Bridge Team / Pilot exchange needs to
take place in a timely manner and at an appropriate pace. In conjunction with the Master / Pilot
Exchange Card, a copy of the Passage Plan shall be made available to the Bridge Team / Pilot and
discussed at an appropriate time.
While discussing the Passage Plan, special reference should be made to the following:
Parallel Indexing techniques
Alteration points to be marked off with bearings/ranges of terrestrial targets
and/or geographical co-ordinates
No Go areas to be clearly marked off taking into account the draught of the v/l,
the proximity of navigational hazards and the possibility of other vessels in the
vicinity
Means of position fixing are to be in strict conformance with the Passage Plan.
It has been noted in instances that the Passage Plan reflects position fixing
means by way of GPS, terrestrial as well as celestial observations. However,
the only means used have been GPS fixes. In other instances, terrestrial fixes
are plotted using only one bearing and range where a fix constitutes at least
three reference lines to make a Cocked Hat
Frequency of Position fixing to be at intervals not exceeding that as indicated in
the Passage Plan. Repeated non-conformance is evident here also
The importance of inserting the T&P notices on relevant Charts
The importance of filing and keeping logs of T&P notices and Navtex messages
segregated for Navigation warnings and Weather messages)
The importance of using all navigation equipment applicable in the prevailing
circumstances and conditions with special reference to marking off Echo
sounders and course recorders at relevant times such as E.O.P., Pilot boarding,
etc.

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The proper calculation and interpretation of the UKC requirements
1.9 OPERATIONAL AND EMERGENCY CHECKLISTS
Checklists required to be completed:
prior to getting underway
changing over the watch (underway or at anchor)
arrival
after daily (noon) Bridge tests
A checklist is a written memory aid used to accomplish a series of tasks. A checklist is not a
substitute for thorough knowledge of the ship or procedures. The use of a check list prior to port
entry/departure, change of the watch, and for the daily (noon) Bridge check is required. The
completed check lists must be signed and retained aboard the vessel for one year.
Benefits of a checklist:
Focus attention on the task at hand
Help establish priorities
Serve as an aid against failure of human memory, especially during periods of
stress and emergency
Help to balance workloads
Eliminate guesswork and substitute standard procedures

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Experience Feedback
HSSEQ Circular 13-2006 - Incident Awareness Grounding
HSSEQ Circular 02-2008 - Incident Awareness Contact with container vessel in
Singapore Straits
HSSEQ Circular 11-2008 - Incident Awareness Collision with a fishing vessel
HSSEQ Circular 14-2009 - Incident Awareness Grounding of bulk carrier Port of
Ningde, China
HSSEQ Circular 10-2010 - Incident Awareness Grounding of managed tanker
Documentation and filing
ICS Bridge Procedures Guide - "Bridge Check-Lists"
o File No. 21.1
Distribution
Full Management Vessels
o File originals
References
ICS Bridge Procedures Guide
Nautical Institute's Bridge Team Management

CONTROLLED Revision: 01 Aug 2013
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Page 1 of 6

THOME
Operations Manual
Deck
OMD Document
No. 002
2. PASSAGE PLANNING
Purpose
To specify requirements for Passage Planning
Application
All Vessels
Responsibility
Master
2.1 PASSAGE PLANNING
Use of a Passage Plan is compulsory. The Purpose of a Passage Plan is to establish a navigational
procedure to pre-plan a vessels route and monitor its progress along the route. A Passage Plan is a
means of sharing information with all Bridge Team members, including the pilot. The Passage Plan
also incorporates a system of procedures and checks to guard against "one person errors."
Passage plans shall be on a berth to berth basis. The arrival port passage plan shall be
completed on passage prior to arrival when all details are well known such as berthing
schedule, anchorage times etc.
Passage plan should take the environmentally sensitive areas into consideration
Passage plans shall remain onboard for a period of one year
The aim of the bridge team is safe passage for the ship for each of its voyages. To achieve
this each passage needs careful preparation, planning, execution and monitoring
Upon receipt of the voyage orders, the Navigating Officer, under the guidance of the
Master, is to plan the voyage by the most expeditious route bearing in mind that the safety
of the vessel is of the prime importance
The Master exercises management control over the passage plan by approving the plan
before commencing the intended voyage
2.2 PREPARATION
The charts and publications for the intended voyage are to be on board and corrected up to the latest
Notice to Mariners, including temporary (T) and preliminary (P) notices and any radio navigational
warnings (Navtex, EGC, etc.).
The Master is to ensure that the declaration as stated in Checklist A of the TSM 001 Passage Plan
(Masters declaration) is complied with before intended voyage.
If the charts for the intended voyage are not available onboard, the Master should contact the Marine
& HSSEQ Department or the Marine Manager. At the same time, the following measures are to be
taken:
Try obtaining the charts from the departure port or via an agent enroute if possible.
Consider the possibility of obtaining the charts at the anchorage before proceeding in bound
to berth

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Page 2 of 8

The Marine & HSSEQ Superintendent is to ensure that electronic copies of the charts are
provided to the vessel
The Marine & HSSEQ Superintendent should evaluate the extracts from the Office ECDIS
and determine if it is feasible for the vessel to proceed with just the electronic charts
Original charts are to be obtained for office evaluation
Master to provide Risk Assessment to proceed with scanned charts
A full review of all documents received by the Office will be done along with the Marine
Manager prior any approval being given
The final approval for the vessel to proceed without original charts must be obtained in writing from
the DPA or the Marine Manager.
Routing Charts and Current Atlases
Current directions and rate of set
Expected weather conditions, fog etc. and whether avoidable
Recommended routes
Tides - Times, heights, direction and rates of set
Draft of the ship during the voyage, allowances for squat and effects of heel - See under
Keel Clearance Section
Advice and recommendations of Sailing Directions
Navigational aids:
o Light characteristics, anticipated rising range etc.
o Land marks, radar conspicuous and visual ranges (For beam bearings,
transit bearings, parallel indexing etc.)
Traffic separation and routing schemes
Means of position fixing to be used:
o Radio Navaids: availability, accuracy, frequency and limitations
o Visual fixes: availability, quality and reliability
Vessels limitations i.e. draft, speed, manoeuvring characteristics, defects etc.
Organisation of bridge watches: Identifying areas where additional manpower may be
required as per bridge watch conditions
VHF channels and Contact frequencies for vessel traffic systems and Pilot
Availability of weather routing advice
Directives contained in this guide
Areas of political unrest / piracy

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Indian Charts
In February 2013, the Gujarat Maritime Board (GMB) issued a notice that Indian charts were to be
kept on board when entering into the Gujarat Coast.
So far there is no penalty for not having the charts on board, but that could change after 1st J une
2013.
Please refer to HSSEQ Circular 21 2013 for further guidance.
2.3 PLANNING
Having made the fullest preparation, using all available information, the Navigating Officer will make
a detailed passage plan. This plan must cover the whole passage i.e berth to berth, including all the
waters where a pilot will be onboard. The formulation of the plan will involve the following:
Plot the intended passage on the appropriate charts and mark clearly, on the largest scale
charts available, all the areas of danger and the intended track, taking into account all the
margins of allowable error. Where appropriate, due regard should be given to the need for
an advance warning on one chart of the existence of a navigational hazard upon transfer to
the next. The planned track should be plotted to clear hazards at as safe a distance as
circumstances allow. A greater distance should always be accepted in preference to a
shorter, more hazardous route. The possibility of machinery breakdown at a critical
moment must not be overlooked
Indicate clearly, in 360 degree notation, the true direction of the planned track on all charts
Mark on the chart any transit marks, clearing bearings or clearing ranges, which may be
used to advantage
Decide upon the key elements of the plan, these should include but not be limited to:
o Safe speed having regard to the manoeuvring characteristics of the ship
and, in ships restricted by draft, due allowance for reduction of draft due to
squat and heel effect when turning
o Speed alterations necessary to achieve desired ETAs en-route, e.g. where
there may be limitations on night passages, tidal restrictions etc.
o Positions where a change in machinery status is required
o Course alteration points with wheel over positions - where appropriate, on
large scale charts taking into account the ships turning circle at the planned
speed and the effect of any tidal stream and current on the ships movement
during the turn
o Minimum clearance required under the keel in critical areas
o Air draft clearance required, as appropriate
o Points where accuracy of position fixing is critical and the primary and
secondary methods by which such positions must be obtained for maximum
reliability
o Contingency arrangements i.e. alternative routes, emergency anchoring etc.
in the event of an emergency
o Point of no return
In addition to noting the details of the plan onto the Passage Plan forms the prominent details of the
plan should be marked on the charts.

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SPOS, a weather forecasting software, has been rolled out to the majority of our fleet vessels to
assist our Masters in the consideration of weather conditions, with up to date weather forecasts
received twice a day by e-mail direct into the program.
Within the vessels passage plan the Master must ensure the 2/O utilises this medium to support his
passage plan, both in the attempt to prevent weather related incidents onboard while maximising
weather conditions for speed efficiencies.
This software tool does not relieve any watch keeping officer from his duty in ensuring all practical
means of monitoring the vessels safe position and track at all times.
Particularl y sensitive sea areas
When an area is approved as a particularly sensitive sea area, specific measures can be used to
control the maritime activities in that area, such as routeing measures, strict application of MARPOL
discharge and equipment requirements for ships, such as oil tankers; and installation of Vessel
Traffic Services (VTS).
List of adopted PSSAs
The following PSSAS have been designated:
The Great Barrier Reef, Australia (designated a PSSA in 1990)
The Sabana-Camagey Archipelago in Cuba (1997)
Malpelo Island, Colombia (2002)
The sea around the Florida Keys, United States (2002)
The Wadden Sea, Denmark, Germany, Netherlands (2002)
Paracas National Reserve, Peru (2003)
Western European Waters (2004)
Extension of the existing Great Barrier Reef PSSA to include the Torres Strait (proposed by
Australia and Papua New Guinea) (2005)
Canary Islands, Spain (2005)
The Galapagos Archipelago, Ecuador (2005)
The Baltic Sea area, Denmark, Estonia, Finland, Germany, Latvia, Lithuania, Poland and
Sweden (2005)
The Papahnaumokukea Marine National Monument, United States (2007)
The Strait of Bonifacio, France and Italy (2011)

Ships routeing measures to protect PSSAs
A PSSA can be protected by ships routing measures such as an area to be avoided: an area within
defined limits in which either navigation is particularly hazardous or it is exceptionally important to
avoid casualties and which should be avoided by all ships, or by certain classes of ships.
The IMO Publication Ships' Routeing includes General provisions on ships' routeing, first adopted by
IMO in 1973, and subsequently amended over the years, which are aimed at standardizing the
design, development, charted presentation and use of routeing measures adopted by IMO.

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2.4 VOYAGE PLANNING STANDARD FORMAT
TSM Form 001, Voyage Plan is to be compiled in accordance with the IMO STCW Code, and the ICS
Bridge Procedures Guide.
The plan is to be prepared by the officer responsible for navigation, and approved by the
Master prior to commencement of the intended voyage
In case the port of destination is not known, the plan shall cover a minimum of 72 hours of
the intended voyage prior to departure
2.5 INFORMATION FOR VOYAGE PLANNING
General info
Intended speed shall be the speed as per charter-party or as indicated by the charterers
Acknowledgement
o All officers involved in navigating the vessel, including deck cadets, are to
study the plan prior to departure, and sign acknowledgement and
understanding
Port of departure
Estimated Draft On Departure - this part must always be completed prior to departure
Port of destination
o If the port of destination is known, the general details must be completed.
Times of high and low water may be entered later when a more accurate
time of arrival is available
General waypoint information
Charts and publications to be used during the voyage
o The numbers of all charts to be used during the voyage shall be entered,
followed by NZ for New Zealand, Aus for Australia, etc.
Navigational information between waypoints to be completed only when there is significant
information between waypoints. If the additional information permits, more waypoints may
be entered on one page (e.g. Ocean Passages, Great Circle, etc.). If more pages than
available in this plan are needed, loose pages may be inserted
Parallel indexing information
o Whenever possible, parallel indexing must be used as an aid to navigation,
not only to keep the vessel on her intended track, but also for accurate
planning of course alterations. Officers must compare the intended course
alteration against the actual track in order to become fully familiar with the
behaviour of the vessel
2.6 MONITORING
The close and continuous monitoring of the ships progress along the pre-planned track is essential
for the safe conduct of the passage. If the officer of the watch is ever in any doubt as to the position
of the ship, he must at once call the Master and, if necessary, take whatever action he may think
necessary for the safety of the ship.

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The performance of the navigational equipment should be checked prior to sailing, prior to entering
restricted or hazardous waters and at regular intervals during the passage.
Advantage should be taken of all navigational equipment with which the ship is fitted for monitoring,
bearing in mind the following points:
Visual bearings are usually the most accurate means of position fixing
Every fix should, if possible, be based on at least three position lines
Transit marks, clearing ranges and clearing bearings can be of great assistance
When checking fixes, use systems which are based upon different data
Positions obtained by navigational aids should be checked by visual means
The value of the echo sounder as a navigational aid
Buoys should not be relied upon for fixing but may be used for guidance when shore marks
are difficult to distinguish visually
The functioning and correct readings of instruments used
The frequency with which the position is required to be fixed
Radar can be used to advantage in monitoring the position of the ship by the use of parallel
indexing techniques. Parallel indexing, as a simple and most effective way of continuously
monitoring the ships progress in restricted waters, can be used in any situation where radar
conspicuous navigation marks are available
o Parallel Indexing is compulsory when in coastal navigation

2.7 COMPANY REVIEW OF PASSAGE PLAN.
Company should carry out Radom sampling of the Passage plan and UKC at regular intervals. These
should be also checked and verified during the Superintendents visits and during the internal audit.

The main purpose for checking is to confirm compliance with Companys requirement.

Confirm that the relevant sailing directions, available port information been studied and information
contained therein been given consideration when planning the passage, whether the current / tidal
stream atlases been consulted, whether the charted aids to navigation been studied and highlighted
for landfall and position monitoring purposes, whether the requirements regarding traffic separation
schemes / vessel traffic routing services Particularly Sensitive Sea Areas (PSSA's), Archipelagic Sea
Lanes (ASL) been considered when planning the passage , whether the planned route takes into
account applicable Environmental protection measures, whether study of pilot boarding areas and
anchorages been made.

Below is a list of items to be checked for compliance:-
Checklist A -columns for Navarea / Warning and Charts affected have been completed.
-Masters Declaration section signed by Master.
-Signatures and Dates signed by all Duty Officers.

Checklist B - Completion of the Passage Plan Appraisal & Checklist to check the various
Publications used in the planning of Voyage.

Masters Comment sheet To check whether specific remarks regarding anticipated Ocean
currents, Visibility & Other Metrological Conditions; Areas of high traffic density ; Ship

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operations which may require additional sea room e.g. tank cleaning or pilot embarkation; the
availability and reliability of navigation aids, marks lights and radar conspicuous objects etc
have been completed.

DEPARTURE PORT INFO Sheet - To verify all details such as Drafts, Tidal Information,
Remarks column and Prevailing Current / Weather Information has been completed.

Berth to Pilot sheet - Details on Frequency of Position fixing / T&P notices/ UKC Remarks
column and Watch Level to be checked for accuracy.

Sea Passage sheet- Details on Frequency of Position fixing / T&P notices/ UKC Remarks

ARRIVAL PORT INFO Sheet- To verify all details such as Drafts, Tidal Information, Remarks
column and Prevailing Current / Weather Information has been completed.

Pilot to Berth sheet- Details on Frequency of Position fixing / T&P notices/ UKC Remarks

IMPLEMENTATION SHEET- Has it been confirmed by the Duty Officer in whose watch the
next Voyage Chart is to be used. This should not be Ticked YES on computer, but to be
done manually by pen.

Under Keel Clearance Calculation(TSM Form 002) should be reviewed to see that
Companys Minimum Under-Keel Clearance policy for ocean passage, shallow water, within
port limits and while alongside the berth has been complied.

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Experience Feedback
HSSEQ Circular 13-2006 - Incident Awareness Grounding
HSSEQ Circular 19-2007 - Incident Awareness Contact with Dock
HSSEQ Circular 02-2008 - Incident Awareness Contact with container vessel in
Singapore Straits
HSSEQ Circular 05-2008 Navigation Breach of IMO Regulations
HSSEQ Circular 08-2008 Navigation Contravention of TSS Navigation rules
HSSEQ Circular 11-2008 - Incident Awareness Collision with a fishing vessel
HSSEQ Circular 19-2008 - Grounding
HSSEQ Circular 14-2009 - Incident Awareness Grounding of bulk carrier Port of
Ningde, China
HSSEQ Circular 10-2010 - Incident Awareness Grounding of managed tanker
HSSEQ Circular 11-2010 - Incident Awareness Collision during the ice convoy
TSM Form 001 - "Voyage Plan"
o File No. 21.2
Distribution
o File originals
References
HSSEQ Circular 03-2006 Marine Department Feedback

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Operations Manual
Deck
OMD Document
No. 003
3. BRIDGE WATCH
Purpose
To specify Bridge Watch Conditions, duties, and tasks
Application
All vessels
Responsibility
Master
Navigating Officers
Watchstanders
3.1 BRIDGE WATCH CONDITIONS
Bridge manning requirements vary substantially depending upon location, traffic density and weather
conditions. This section describes how underway Bridge Watches should be manned, and the duties
of watch officers and crew members involved for each different Bridge Watch set. The Pilot is not
considered part of the vessels complement. However he may be considered the 2nd or the 3rd
licensed officer on the Bridge in pilotage waters. These are a minimum and should be increased if
considered necessary by the master.
The Master has a responsibility to set the proper Bridge Watch and to ensure a
proper vessel lookout
A change of Bridge Watch condition (i.e., from Bridge Watch I to Bridge Watch
II) does not automatically change the Con. Until the senior officer orders a
change, the con will remain with the Deck Watch Officer who had it before the
change of Bridge Watch condition. Any change of con must be logged in the
Deck Logbook
All personnel, including officers and unlicensed seamen who may be assigned
to any duty station in any Bridge Watch, shall understand fully the duties
expected of them. It is the Master's responsibility to ensure that all officers and
crew members are properly trained. All watch personnel shall be entered in the
deck log book
When underway, Bridge Watches shall be set at the Master's direction and
discretion according to prevailing conditions
o Refer to Table 3.1-1

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Table 3.1-1: Bridge Watch Conditions
Primary Conditions
Open Waters
Clear Weather, little or no traffic Bridge / Engine Watch I / Engine UMS
Clear Weather, higher density traffic Bridge / Engine Watch II
Restricted visibility, little or no traffic Bridge / Engine Watch II
Restricted visibility, higher density traffic Bridge / Engine Watch III
Restri cted Waters (Limited Manoeuvring Room)
Clear Weather, little or no traffic Bridge / Engine Watch II
Clear Weather, higher density traffic Bridge / Engine Watch II or III
Restricted visibility, little or no traffic Bridge / Engine watch II or III
Restricted visibility, higher density traffic Bridge / Engine Watch III
Restricted waters should be specifically recognized in the Passage plan. They include but are not
limited to:
Port arrival and departure
Anchorages arrival and departure
Ship to ship manoeuvring operations (which includes ship to barge operations,
storing operations with supply launch etc.)
Mooring and tug handling operations
Pilot boarding and disembarkation
Traffic Separation Scheme
High traffic density area, fairway and roadstead transit
The Bridge level III of manning would require the concerted effort of the bridge team and not normally
be in force for prolonged durations, keeping the fatigue factor in consideration.
The following as minimum can be considered High density traffic areas where the ME to be on
standby:
Singapore Straits and One Fathom Bank
Sections of the English Channel, especially in the Dover Straits
The Bosporus and Dardanelles
Baltic Sea areas at Masters discretion
The Magellan Strait

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Any other waterways or in any other circumstances at Masters discretion
At any Time When the Fol lowing Conditions Exist:
High navigational intensity plus collision avoidance Bridge / Engine Watch III
Bridge Watch I
This watch has only one Deck Watch Officer on the Bridge during daylight hours providing that all
conditions and recommendations stated in OMD Document 004, Lookouts are fulfilled.
Assistance should be immediately available to the bridge when any of the conditions change. When
at sea, a minimum of one crew member (other than the Deck Watch Officer) should be in constant
contact with the bridge by radio at all times and to perform lookout duties when required. When in
coastal waters, the crew member (other than the Deck Watch Officer) should be on the bridge or
close to the bridge.
In addition to the above, a watchman is also required during hours of darkness from sunset to
sunrise.
Bridge Watch II
This watch requires two Deck Watch Officers on the Bridge. Though one officer is usually the
Master, under special circumstances the Master may delegate authority to another Deck Watch
Officer. By doing so, the Master does not thereby delegate responsibility. If it is anticipated that the
vessel will be in this condition for a long period of time it would be normal to double watches with the
Master in charge of one watch and the Chief Officer in charge of the other.
Conning Officer
o The Conning Officer is the watch coordinator and supervisor and shall
ensure that the vessels course and speed are regulated for safe navigation.
He is normally the senior officer
Watch Officer
o The Watch Officer's primary duties shall be radar operation for both collision
avoidance and navigation
Aside from other duties ordered by the Master, the Deck Watch Officer shall:
o Acknowledge the Conning Officer's helm and engine orders, making sure
they are carried out properly
o Operate the engine order telegraph or throttle and watch for proper
response. The RPM indicator shall be checked to ensure correct response
to engine orders as well as to ensure radar plot calculation accuracy with
respect to speed over the bottom
o Be aware of the vessels speed to ensure compliance with VTS local
regulations, and to ensure accuracy of rapid radar plotting and ARPA data
o Keep current radar and other navigation plots (using soundings when
applicable) on the appropriate charts. Any problems maintaining the track
must be promptly communicated to the Conning Officer who shall take
corrective action
o Plot closing targets a Duty Officer others called for by the Conning Officer to
obtain Closest Point of Approach, CPA, time of CPA, and the course and

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speed of the targets. Data must be promptly and accurately reported to the
Conning Officer who shall acknowledge receipt of the data
o Properly maintain all Bridge logs and records
o Handle all communications
Bridge Watch III
This watch requires three Deck Watch Officers on the Bridge. The senior officer is always the
Master. The Master will take the Con. This watch is the most critical and demanding and calls for
the most rigorous attention to priorities.
Conning Officer
o The Master is the watch coordinator and supervisor and shall ensure that
the vessels course and speed are regulated for safe navigation. The
Master must use the two Deck Watch Officers on the Bridge with maximum
effectiveness and minimum confusion. Given the demanding conditions of
this Bridge Watch, watch personnel must operate as a smoothly functioning
team. The Master must manage the watch in a manner which optimises
communication. Deck Watch Officers must be alert and not hesitate to
advise each other and the Master quickly of any significant navigational or
traffic developments
o The Master shall assign one Deck Watch Officer as the Radar Watch
Officer and the other as the Navigation Watch Officer
Radar Watch Officer
o This Deck Watch Officer shall have no responsibilities other than to operate
the vessel's radar as ordered by the Master with specific reference to
collision avoidance
o The radar-derived information must be promptly and accurately reported to
the Master who must acknowledge it
o Radar navigation data shall be provided to the Navigation Watch Officer,
preferably using the alternate radar
Navigation Watch Officer
o This Deck Watch Officer shall be responsible for all navigation duties,
excluding radar operation. In addition, he will also handle communication
duties
o Particular, attention must be paid to the vessel's plotted navigational
progress, especially with regard to speed and possible position deviations
from the planned track
3.2 STEAMING WATCH CONDITIONS AND BRIDGE TEAMS TASK
It should be recognised that assigning Team members to specific tasks will create the most effective
Team, especially in high stress situations. Accidents are always unexpected. Most accidents occur
because there is no system in place to detect and prevent one person from making a mistake
Table 3.2-1: Steaming Watch Conditions and Tasks
CON TRAFFIC COMMS NAVIGATION OTHER HELM LOOK

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DUTIES OUT
Con
ship
Radar
and
ARPA
Handle
external
VHF
comms
Fix ships
position
Tend EOT
Monitor helm
and engine
Keep Logs
Equipment
tests / checks
Steer
ship
Keep
Lookout
BW I Watch Officer AB available
BW II Master Watch Officer AB Lookout
BW III Master Watch Officer Watch Officer AB Lookout
BW II, assuming the Con is at the discretion of the Master and must be clearly
stated when it occurs
BW II, the Chief Officer may substitute for the Master under special
circumstances
The pilot is not to be considered part of the vessel's complement and shall not
assume any of the Bridge Watch organisational positions other than the Con
Con is the person giving the orders for the navigational control of the vessel
Figure 3-2 is an example of how Bridge Team tasks may be delegated
o Tasks should be delegated depending on the personnel involved and the
specific circumstances
For watch keeping matrix, please refer to OMD Document 004 Section 4.1 Lookouts.
3.3 DUTIES OF THE OFFICER OF THE WATCH
The Officer of the Watch is the Master's representative, and his primary responsibility at all times is
the safety of the ship. He is responsible for ensuring that the planned passage is properly carried out
during his watch. He must at all times comply with the International Regulations for Preventing
Collisions at Sea (COLREGS) and the Basic Principles to be Observed in Keeping a Navigational
Watch of the International Convention on Standards of Training, Certification and Watch-keeping for
Seafarers, STCW Convention. He will also comply with any additional instructions (verbal or written)
of the Master.
The Officer of the Watch should keep his watch on the bridge: Under no
circumstances should he leave the bridge until properly relieved. A fundamental
responsibility of the officer of the watch is to ensure the efficiency of the
navigating watch. It is therefore of particular importance that he ensures that an
efficient lookout is maintained at all times. On a vessel with a separate chart
room, the Officer of the Watch may visit it, when essential, for a short period in
order to carry out his navigational duties, but he should first satisfy himself that it
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The Officer of the Watch continues to be responsible for the safety and
navigation of the vessel despite the presence of the Master on the bridge until
the Master informs him specifically that he has assumed that responsibility
The Master should establish a recognized procedure for monitoring the actions
of the Officer of the Watch in preference to taking over control himself, since in
this way he will be able to train the officer by correcting errors and at the same
time satisfy himself of the safety of the ship
It is the duty of the Officer of the Watch to be aware of any work being carried
out near the radar and radio aerials, and of sound signalling apparatus, so that
the appropriate warnings can be given. The use of warning notices to hang on
equipment controls when such work is in progress is recommended
If the duty watch officer is in any way unclear as to his responsibilities or duties,
he shall immediately advise the Master
Full duties of the various navigating officers are fully listed in HSSEQ System
Main Manual
Newly joining officers are to report to the Master and, with the officer being
relieved, inspect all items for which he is responsible. Only when he is familiar
with the operation of all equipment and procedures will he take over
responsibility for the watch. The time taken for this will be dependent on the
officers experience with the equipment and the vessel etc.
Keeping a Good Watch
The Officer of the Watch is responsible for the maintenance of a continuous and alert watch. This is
one of the most important considerations in the avoidance of collisions, stranding and other
casualties.
In order to keep an efficient watch the Officer of the Watch should ensure the following:
an alert all-round visual and aural lookout to allow a full grasp of the current
situation, including the presence of ships and landmarks in the vicinity
close observation of the movements and bearing of approaching vessels
identification of ship and shore lights
close monitoring that the course is being steered accurately and that wheel
orders are correctly executed
observation of the radar and echo sounder displays
Observation of changes in the weather, especially the visibility
Changing Over the Watch
If a manoeuvre or other action to avoid a hazard is taking place at the moment the Officer of the
Watch is to be relieved, hand over should be deferred until the action is completed, i.e. The vessel is
on track proceeding towards the desired waypoint at the ordered speed.
The Officer of the Watch should not hand over the watch if he has any reason to
believe that the relieving officer is suffering from any disability (including illness,
drink, drugs or fatigue) which would preclude him from carrying out his duties
effectively. The oncoming officer must comply with the work hours and rest
period requirements laid down. If in doubt, the duty officer should consult the
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The relieving Officer of the Watch should ensure that members of his watch are
fully capable of performing their duties and in particular that they have adjusted
to night vision. He should not take over the watch until his vision has fully
adjusted to the prevailing light conditions and he has personally satisfied himself
concerning the use and condition of Bridge navigating instruments and
equipment
The officer being relieved shall complete all Log book entries and check
operation of all recorders prior to leaving the bridge
After handing over the watch, the officer relieved should carry out rounds on
board to check for fire, flooding or any other unusual circumstances (e.g. Oil
escaping from hydraulic lines)
Periodic Checks of Navigational Equipment
The Officer of the Watch should make regular checks to ensure that:
the helmsman or the automatic pilot is steering the correct course
the standard magnetic compass error is established at least once a watch and
after any major alteration of course
the standard magnetic and gyro compasses are compared frequently and
repeaters synchronised
the automatic pilot is tested in the manual position at least once a watch
The navigation and signal lights and other navigational equipment are
functioning properly
Restricted Visibility
When restricted visibility is encountered or expected, the first responsibility of the Officer of the Watch
is to comply with the International Regulations for Preventing Collisions at Sea (COLREGS) and the
Master's Standing Orders, particularly with respect to:
Informing the Master
Posting lookout(s) and calling additional personnel
Advising Engine Room of prevailing conditions
Exhibiting navigation lights and observing sound signal requirements
Operating the radar
All these actions should be taken in good time before visibility deteriorates
All actions / precautions taken shall be duly logged in the deck logbook.
Calling the Master
The Officer of the Watch should notify the Master immediately under any of the following
circumstances:
If in doubt as to the correct action to take for any reason
If visibility deteriorates to the level laid down in the Master's Standing
Instructions
If the movements of other vessels are causing concern

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If difficulty is experienced in maintaining course due to heavy traffic or to
meteorological or sea conditions
Failure to sight land or a navigation mark or to obtain soundings by the expected
time
If either land or a navigation mark is sighted unexpectedly or if an unexpected
reduction of sounded depth occurs
If an unexpected hazard to navigation is sighted
If in doubt of the vessels position or the accuracy of any navigational equipment
The breakdown of the engines, steering gear or any essential navigational
equipment
If it is necessary to reduce speed for any reason
If traffic density increases substantially
If in any doubt about the possibility of weather damage
Sighting any distress signal or receipt of a distress message
Despite the requirement to notify the Master immediately in the foregoing circumstances, the Officer
of the Watch should not hesitate to take immediate action to ensure the safety of the ship whenever
circumstances require.
If the Master can not be contacted, either the ships public address system or two short rings on the
ships alarm shall be used. Alternately, the Chief Officer or another crew should be called to assist.
Watch-Keeping Personnel
The Officer of the Watch should give the watch-keeping personnel all appropriate instructions and
information necessary for maintaining a safe watch, including a proper lookout and ensure the Bridge
is manned as per the Passage Plan Watch Level requirements.
Main Engines
The Officer of the Watch should bear in mind that the engines are at his disposal for assistance in
manoeuvring. He should not hesitate to use them in case of need, although timely notice of an
alteration of engine movements should be given when possible. He should also be fully aware of the
manoeuvring capabilities of his ship, including its stopping distance.
The Officer of the Watch should pay particular attention to the following when controlling main
engines:
Control of revolutions ahead and astern. The officer of the watch should be
familiar with the operation of the engine/propeller mechanism and aware of any
limitations. He should appreciate that the type and configuration of the ship's
engines will have implications when changing speed or motion. Direct drive
diesel, diesel through gearbox or clutch, turbo-electric and gas turbine engines
have relatively quick responses to change provided the engines are on "stand-
by". Geared turbines are not as responsive, neither is their change from ahead
to astern or vice versa achieved as quickly. The delays and constraints built
into engines when operating unmanned will have a substantial bearing on ship
manoeuvring. The officer of the watch should therefore be familiar with the
actual mechanical procedures initiated by an unforeseen variation in engine
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Condition and readiness. The Officer of the Watch should know the time taken
to achieve both an emergency and a routine stop in both 'open sea' and
manoeuvring conditions
Standby Condition
The Officer of the watch should ensure that whenever a vessel is navigating in restricted waters as
identified under Table 3.1 1: Bridge Watch Conditions, navigating in adverse weather conditions, in
high density traffic areas, port approach or in any other circumstances deemed necessary, the main
engine should be in a state of increased readiness or in standby condition as required by the Master.
The bridge will normally give the engine room one hours notice before manoeuvring speed and
additional systems are required. On expiry of this notice period the main engine will be on standby for
immediate manoeuvring as required by the bridge.
At the time of giving one hours notice to the engine room, requirements regarding doubling up of
steering gear systems, requirements for additional alternators, requirements for hydraulic machinery
and or steam driven machinery must also be considered and similar notice to be given.
Appropriate entries are to be made in both the bridge and engine room log books regarding the
notice period and standby condition requirements.
The OOW should bear in mind that it may not always be possible to give the one hours notice as
described above and that the main engine is available for use at all times. However, when the vessel
is in UMS mode and where circumstances permit, time should be allowed for the Duty Engineer
Officer to man the Engine Room before using the engine.
Arri val Port Preparations:
The following should be marked on the chart, where it enhances safe navigation:
Notice to ER 2 hours or 1 hours notice to be determined taking into account
the traffic density, port which the vessel is calling etc.
Changes in machinery status; - ME testing to be marked on the chart which
should be carried out at least 6 miles before pilot station.
Master calling point and position when he has to be on bridge.
Master taking over of Con.
Parallel indexing (not from floating objects unless they have been first checked
for position);
Chart changes;
Methods and frequency of position fixing;
Prominent navigation and radar marks;
No-go areas (the excessive marking of no-go areas should be discouraged)
Landfall targets and lights;
Clearing lines and bearings;
Transits, heading marks and leading lines;
Significant tides or current;
Safe speed and necessary speed alterations;
Minimum under keel clearance;

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Positions where the echo sounder should be activated;
Crossing and high density traffic areas;
Safe distance off;
Anchor clearance;
Contingency plans;
Abort positions;
VTS and reporting points, etc.,
Helmsman/Automatic Pilot
The widespread use of automatic pilots may mean that helmsmen are less experienced than in the
past. Provided the equipment is reliable, the autopilot may therefore provide the most accurate
means of keeping track in congested waters.
The Officer of the Watch should bear in mind the need to station the helmsman
and change over the steering to manual control in good time to allow any
potentially hazardous situation to be dealt with in a safe manner. With a vessel
under automatic steering, it is highly dangerous to allow a situation to develop
where the officer of the watch is without assistance and has to break the
continuity of the lookout in order to take emergency action. The changeover
from automatic to manual steering and vice versa should be made in good time
by the Officer of the Watch or under his supervision
The watch officer must be aware of the possibility that auto-pilot may
malfunction and carefully monitor its performance particularly during change
over between systems
The use of a manual override at the conning position, giving the Officer of the
Watch direct access to the steering gear, should be encouraged
Instructions for change over between systems and emergency operation of
system must be clearly displayed by the steering console. All officers must be
familiar with the proper method of change over
All Deck Officers and Helmsmen must be thoroughly familiar with the sound and
operation of the alarm indicating the helm is being turned while in automatic
steering mode. This alarm signals the need to change from the automatic
steering mode to manual steering mode in order to initiate steering manually
Helicopter Operations
Masters and officers of the watch of vessels likely to be engaged in the transfer of personnel or
stores by helicopter should make themselves familiar with the ICS Guide to Helicopter/Ship
Operations.
System Controls - Monitoring and Operation
The Officer of the Watch is responsible for monitoring other systems and their controls which are
located on the bridge. These will include some or all of the following:
fire detection
watertight integrity
machinery condition

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radio communications
o GMDSS equipment located at the bridge
ballast control
cargo humidity
reefer condition
gas pressure and detection
other specialised requirements
During critical phases, enough manpower must be available to operate all system controls which are
fitted on the bridge.
Bridge and Emergency Check Lists
The Officer of the Watch should be fully conversant with the procedures in this guide. When time
permits, whether the action taken is routine or emergency, the appropriate check list should be
consulted in order to ensure that all necessary steps are taken. Vessels fitted with bow thrusters,
shaft generators, auxiliary engines, ballast pumps etc. which are controlled from the bridge should
have their check lists appropriately supplemented by the procedures to be followed with respect to
these controls. Masters should develop Vessel Specific check lists when necessary. The checklist is
to be delivered using the samples in the ICS Bridge Procedure Guide.
Compass Error
Conditions permitting, compass error shall be determined at least once each watch at sea and at
anchor, and for each course steered. This data shall be recorded in the Compass Record Book and
Deck Logbook. In restricted or pilotage waters, compass error shall be determined by the use of
transit bearings and ranges, and the results similarly logged.
During the watch, simultaneous checks between the gyro and magnetic
compasses shall be made at least hourly
Frequent checks shall be made between the master gyro and all repeaters, and
other equipment utilising the gyro including the course recorder. Significant
discrepancies shall be investigated, corrected if possible, and logged in the
Deck Logbook
A current deviation table shall be maintained and available to the Deck Watch
Officer
Determining the Vessels Position
All of the vessels navigational equipment must be used, as necessary, to determine the vessel's
position. The advantages and limitations of each aid must be fully understood.
To obtain confirmed fixes, each fix shall be compared to another fix obtained by
an alternate means (GPS is not to be used as a sole means of navigation). All
terrestrial fixes shall consist of three position lines - a single bearing and range
is open to error. All fixes must be plotted on the navigation chart in use
A buoy or any such market liable to shift, and a fixed point shall not be used as
a range unless no alternative exists

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Radar bearings taken to points of land must be selected carefully. Isolated
rocks, beacons, etc., which are clearly defined and shown on navigation charts
and not subject to shifting with winds and currents are preferable
Positive identification of navigation lights (lighthouses, buoys, beacons, etc.)
shall be made
Deck Logbook entries shall be made of time, distance off, and vessel speed
when abeam of navigational lights, aids, and prominent points as applicable
Fixes shall remain on charts until the passage is completed
Soundings are to be taken using the echo sounder when making a landfall,
when the vessel is in unfamiliar, restricted, or shoal waters, or at any other time
when soundings may assist in establishing the vessel's position
Whenever dangers to navigation exist in restricted waters or in coastal areas,
the Master and Deck Watch Officers must ensure that frequent checks of the
vessel's position are made by alternative methods to eliminate the risk of
grounding or stranding because of human or mechanical error
Navigation in Coastal Waters
The charts used should be the most suitable for the planned passage. The Officer of the Watch
should positively identify all relevant navigation marks. Position fixes should be taken at regular
intervals, the frequency depending upon factors such as distance from nearest hazard, speed of ship,
set experienced etc.
Radar is generally used in coastal waters to supplement visual fixing. When
navigational marks are not clearly visible, or in restricted waters where
continuous monitoring of the ship's position is desirable, radar should be used
for parallel indexing and can replace visual fixing altogether
Ship at Anchor
A continuous anchor watch is to be maintained. The officer of the watch should:
ensure that the vessel exhibits the appropriate lights and shapes and that in
restricted visibility the appropriate sound signals are made
ensure that an efficient lookout is maintained
ensure that the state of readiness of the main engines and other machinery is in
accordance with the Master's instructions
determine and plot the ship's position on the appropriate chart as soon as
practicable, and at sufficiently frequent intervals check this position by taking
bearings of fixed navigational marks and, or marks monitored by automatic
radar plotting aids or readily identifiable shore objects
observe weather, tidal and sea conditions
notify the Master if the vessel drags its anchor and undertake all necessary
remedial measures
notify the Master if visibility deteriorates
ensure than an inspection of the vessel is made periodically
Under appropriate circumstances maintain anti-piracy precautions as laid down
in the Master's Standing Orders

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An anchor watch may be dispensed with on a vessel in management which is laid up or dead ship.
Use of Anchors
Prior to entering restricted waters, conditions permitting, both bow anchors shall
be cleared ready for letting go and at least one crew member shall standby
ready forward. Note that this requirement is not to be complied with those ports
where it is required for anchors to be secured
Prior to anchoring the vessels position will be checked and a swing circle
calculated to ensure the vessel will swing clear of all obstructions and has
sufficient under keel clearance through out the period at anchor
The amount of cable used will be at the Masters discretion in line with good
seamanship and anticipated conditions
3.4 DUTIES OF THE OFFICER OF WATCH WHILE IN PORT
Watch Keeping Officer Should:
Make rounds to inspect the ship at appropriate intervals
Pay particular attention to:
o The condition and fastening of the gangway, anchor chain or moorings,
especially at the turn of the tide or in berths with a large rise and fall and, if
necessary take measures to ensure that they are in normal working
condition
o The draught, under keel clearance and the state of the ship to avoid
dangerous listing and trim during cargo handling or ballasting
o The state of the weather and sea
o Observance of all regulations concerning safety precautions and fire
protection
o Water level in bilges and tanks
o All persons on board and their location, especially those in remote or
enclosed spaces
o The exhibition of any signals or lights
In bad weather, or on receiving a storm warning, take the necessary measures
to protect the ship, personnel and cargo
Take every precaution to prevent pollution of the environment by his own ship
In an emergency threatening the safety of the ship, raise the alarm, inform the
Master, take all possible measures to prevent any damage to the ship and, if
necessary, request assistance from the shore authorities or neighbouring ships
Be aware of the state of stability so that in the event of fire, the shore fire-
fighting authority may be advised of the approximate quantity of water that can
be pumped on board without endangering the ship
Offer assistance to ships or persons in distress
Take necessary precautions to prevent accidents or damage when propellers
are to be turned

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Enter in the appropriate log book all important events affecting the ship
Taking Over the Watch
The officer of the watch should not hand over the watch to the relieving officer if he has any reason to
believe that the latter is obviously not capable of carrying out his duties effectively, in which case he
should notify the Master accordingly.
The relieving officer should be informed of the following by the officer being relieved:
The depth of water at the berth, ship's draught, the level and time of high and
low waters; fastening of the moorings, arrangement of anchors and the slip of
the chain, and other features of mooring important for the safety of the ship;
state of main engines and availability for emergency use
All work to be performed on board ship; the nature, amount and disposition of
cargo loaded or remaining, or any residue on board after unloading ship
The level of water in bilges and ballast tanks
The signals or lights being exhibited
The number of crew members required to be on board and the presence of any
other persons on board
The state of fire fighting appliances
Any special port regulations
The Master's standing and special orders
The lines of communication which are available between the ship and the dock
staff or port authorities in the event of an emergency arising or assistance being
required
The Relieving Officer Should Satisfy Himself That:
Fastenings of moorings or anchor chain are adequate
The appropriate signals or lights are properly hoisted and exhibited
Safety measures and fire protection regulations are being maintained
He is aware of the nature of any hazardous or dangerous cargo being loaded or
discharged and the appropriate action in the event of any spillage or fire
No external conditions or circumstances imperil the ship and that his own ship
does not imperil others
If, at the time of handing over the watch, an important operation is being performed it should be
concluded by the officer being relieved, except when ordered otherwise by the Master.
3.5 FIRE PATROLS
The practice for the Watch Officer to leave the bridge at hourly intervals through the night and make
rounds to the accommodation has been assessed as a high risk. It was generally stated that the
rounds would take about 15 minutes and with the time required to re-adjust his eyesight for darkness,
the Watch Officer was not able to carry out his primary duties for a significant time.

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The Watch Officer on duty should not leave the bridge as it is important to maintain a proper watch at
all times. The vessel fire alarm should also be routinely tested to provide safe monitoring for fire.
Every part of the ship is to be visited regularly. It must be remembered that when few crews are
aware and about, there is a greater need for fire patrols. Rounds are to be made by the relieved duty
Officer of the Watch at the following times: 2000 hours, 0000 hours, 0400 hours, irrespective of
whether the ship is at sea or in port. When rounds have been made, the fact must be noted in the
Deck Logbook.
All Masters are to ensure that the companys procedures are fully complied with.
3.6 MASTERS STANDING ORDERS
The master shall prepare a comprehensive set of Standing Orders, which should cover fully the
actions required of the OOW, but not conflict with the ships safety management system.
The Master standing order should be in two parts.
A. Bridge
B. In port
These Standing Orders should be in English but may also be written in an additional language if the
Master considers this to be beneficial.
The Master should sign and date these orders and fix them on the front page of the Master Night
Order book.
The Master should ensure that all deck officers on joining the vessel read these Standing Orders and
then sign their name, time and date to show that they have read and understood them and are fully
conversant with them.
These orders will be supplemented from time to time with additional instruction in the NIGHT ORDER
BOOK
Part A Bridge
The Managers require that the Masters standing order should read this in Conjunction with the
following Publications:
Colregs 72
ICS Bridge Procedures guide
Bridge team management (By Capt A.J Swift)
Master should state in the Order that the OOW first duty is to ensure the Safety of the ship and of all
those on board. All his action should be in compliance with the above manuals and should also
comply with all local regulations / requirements which may be applicable to the ship while navigating
in these areas
The Managers require that the Standing Orders should include at least the following:
General conduct of the watch, at sea, in port, and at anchor. Reference should
be made to the ICS Bridge Procedures Guide, TSM Bridge Instructions, TSM
Poster 004, OMD 3.4, and the Ship Security Plan
Watch keepers should have thorough knowledge of the Collision avoidance
regulations (COLREGS 72)
Composition of the watch in compliance with the Watch levels

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All company bridge checklists to be completed and filled
The Masters requirements for the safe navigation of the vessel, safety and
security of ship and of all those on board
Master must include the minimum requirements relating to security aspects of
the vessel as per the trading area. This should include but not be limited to the
requirement of keeping extra lookout in piracy prone areas so that a constant
360 degree scan around the vessel can be maintained. The watch keepers must
be made be aware of the possibility of other vessels mirroring own vessels
movements, approaching closer than normal, or behaving in any threatening or
suspicious manner. The duty officer must be instructed to report all such
situations immediately to the Master and the Ships Security Officer. The master
must instruct the Bridge Watch Keepers to get familiarized with the vessels
contingency plan as per the Ship Security Plan in order to take immediate action
in case of a Breach of Security scenario.
Watch keeping principles as laid down in STCW A-VIII, Part 3
Keeping a safe lookout at sea and at anchor
Safe passing distances
Master to specify his requirement for position fixing durations when in open sea,
proximity of navigational Hazards, making landfall, close proximity of land,
pilotage water
Passage plan should be prepared in consultation with the procedures as laid
down in Chapter 3 of the Bridge Team Management. Passage plan is
established so that the vessel is navigated in the most efficient and economical
way, consistent with the safety of personnel and property. Time and distance
saving must be secondary to safe navigation of the vessel. OOW should also
comply with all local regulations/requirement which may be applicable to the
ship while navigating in these areas
Changes in course, speed and position-fixing intervals other than those listed in
the passage plan
Pilot presence will not relieve the watchkeepers of his duties. In Master
presence the OOW will continue to carry out his duties with full responsibility.
Master to indicate when taking over or handing over to the officer and this to be
documented in the Deck log / Bell book.
Position-fixing methods, and the use of parallel indexing techniques, maps and
trail manoeuvre
The largest scale charts available should always be selected for each section of
the voyage. The Master is to personally verify the scale of the charts when
approving the passage plan
Officer leaving the bridge Watch keepers shall not be leave the Bridge unless
properly relieved
Change of watch procedures for both relieving officer and relieved officer
During change of watch the officer relieved must ensure that the relieving officer
is in full command of the situation and in no way incapacitated to keep an
effective watch.

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Watchkeepers should have a thorough knowledge of collision avoidance
regulations (COLREGS72).
Requirements for the use of bridge equipment, e.g. comparison of compasses,
compass errors to be taken and logged, when to use the radar or ARPA, Echo
sounder to be kept on during transit where dept can be recorded
Actions when under pilotage. Pilot presence does not relive the OOW of his
duties
Master to establish his procedures when navigation in restricted Visibility Man
on wheel, post extra lookout, keep both radars on, reduce speed if required,
sound appropriate sound signals. Actions to take in the event of reduced
visibility, visibility limits to be specified (such actions should not be less stringent
than those recommended in the Bridge Procedures Guide)
All officers to be fully conversant with all bridge equipment and all manuals to be
read and understood.
Close quarter situation with all vessels must be avoided and any action taken
must be positive, made in ample time with regards to vessel size and draught.
Do not hesitate to slow down or even stop engine in avoiding a close quarter
situation if that is the best action. If time permits please inform duty engineer
AS A THUMB RULE CPA IN OPEN SEA SHOULD BE AT LEAST 2 MILES
AND IN CONGESTED WATERS AT LEAST 1 MILE WHEN EVER POSSIBLE
TAKING INTO ACCOUNT OTHER TRAFFIC IN THE VICINITY
Compare radar fixes with fixes available from various other sources. OOW to
strictly comply with following to ensure a safe navigation passage
o Position fixing duration should matches the time as mentioned in the
Passage plan
o Position transfer from one chart to another charts when changing charts -
when changing Charts and ensure the Position / Time are matching on both
charts.
o When land fixes are available, same to be used as primary position fixing
method and GPS to be used as secondary method
o One Position to be logged in Deck log book once a watch
o Logging of position once a watch in the deck log book. When land fixes are
shown on the chart, same has to be logged in deck log book once a watch
o At anchor, anchor position are logged once a watch in the deck log book
and safety and security rounds are undertaken as required
o Compliance of the requirements of the Ship Security Plan for the relevant
security level, at sea and in port, keeping in mind that safety takes
precedence over Security
Calling the Master and the Masters presence on the bridge. This section must
specify the times and occasions when the Master must be called and the duties
of the OOW when the Master is on the bridge. The following should be taken
into consideration:
o Under normal conditions the Masters presence on the bridge does not
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o The Master must verbally tell the OOW that he is taking over the con if he
plans to do so and ensure that he has all information required to safely
navigate the vessel
o The OOW must pass to the Master all relevant navigational and traffic
information before the Master takes the con
o The Master is to make clear, in writing, that he is to be called before a
doubtful situation develops into a close quarters situation or an emergency
and early enough to allow the Master time to analyse whatever problem has
arisen. Master can reiterate the following in his Standing Order
o Main engines, Steering gear and Navigational equipment should be brought
to full readiness and tested as soon as news of impending severe weather
is received.
o In an Emergency situation, the Engine room is to be informed verbally and
Main Engines used to their full potential. However, please use good
judgement when pilots place undue demands on Main Engines under
normal operating conditions. (E.g.: High Revolutions soon after departure
from berth, Increase of RPM beyond manoeuvring speed, etc ...)
Unreasonable requests should be declined, so that vessels interests are
safeguarded.
o In poor visibility, navigate with utmost caution. Man the wheel and post extra
lookouts. Keep both radars on and monitor the movements of traffic closely.
Reduce speed if necessary and sound appropriate sound signals
o Compass error to be verified at least once a watch weather permitting.
Same to be recorded in the compass error book. Comparison of the ships
heading by Master Gyro, Gyro repeaters and standard compass to be
carried out frequently to ensure correct course is being steered
o Hand steering to be tried out once a watch and changing over to be done by
the OOW only. Helmsman should frequently be given practice in steering in
the NFU mode so that he is well versed with this mode of steering
o If weather deteriorates avoid the use of auto-pilot to prevent excessive load
on the system. Alter course or reduce speed in order to avoid slamming and
pounding. Observe the deck and ensure the safety of all personnel is not
endangered. Call additional personnel on watch if required
o Echo sounder should be kept during transit area where depths can be
recorded by the echo sounder. (This echo sounder can pick up depths up to
400 metres). Ensure depths are logged frequently once below 100 metres.
Course recorder to be kept on all the time unless otherwise instructed or
whilst in port.
o In coastal water Parallel Indexing must be carried out with the radar on
relative motion. Make full use of the ARPA including mapping and trail
manoeuvre. Keep one radar on all the time unless otherwise instructed
o Navtex to be kept on when in range and monitored closely for any
navigational warnings and reports. It is the responsibility of the officer of the
watch to monitor any warnings etc. received on navtex and notify me
promptly if the matter is of concern
o Radar log to be filled out by the watchkeeping officer if radars are in use
during his watch.

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o In US waters tests prior getting underway or prior entering their waters must
be carried out as per 33 CFR 164.25, which is kept in the deck logbook.
o Please fill up the deck logbook correctly, as per instructions provided in the
beginning. Chief officer is in charge of the deck logbook and must ensure
that all entries are correct and up to date.
o Garbage log to be filled up by chief officer and to ensure all reg., for
disposal of garbage is complied with
o Following entries to be made prior arrival and departure ports as a Minimum
o Drafts, deadweight, displacement, ROB bunkers, Cargo loaded.
o Testing of equipments prior arr. and dep. ports.
o All cargo operations with times.
o Stowaway search carried out on dep.
o Familiarize yourself with the following as minimum:
o Change over procedure between normal and emergency steering
o Manoeuvring characteristics of the vessel
o Williamsons turn
o Rules regarding the boarding for pilots
o Monitoring & operations of bridge located system/System controls
o All OOW should ensure that they should not be reluctant to disturb the
Master early enough. Remember it is prudent to call the Master well in time
rather than at the last moment
The Master is to make clear, in writing to the OOW in charge of the navigational
watch that he shall notify the Master Immediately if following; (STCW A-VIII/2
part 3-1, No 40)
o If restricted visibility is encountered or expected (master to define the limit
VISIBILITY DETERIORATES TO LESS THAN 3 NM)
o If the traffic conditions or the movement of the other ships are causing
concern
o If any suspicious craft is sighted in vicinity or if any other vessel in the
vicinity is approached by suspicious crafts
o If difficulty is experienced in maintaining course
o MINIMUM CPA (2.0 MILE IN OPEN SEA AND 1.0 MILE IN RESTRICTED
WATER) CANNOT BE ATTAINED FOR SOME REASONS.
o On failure to sight land, a navigational mark or to obtain soundings by the
expected time
o If unexpectedly, land or a navigational mark is sighted or a change in
sounding occurs
o On breakdown of the engine, propulsion machinery remote control, steering
gear or any essential navigational equipment, alarm or indicator
o If the radio equipment malfunctions
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o If the ship meets any hazards to navigation such as ice or a derelict
o In any other emergency or if in any doubt
Responsibilities and expectations of the bridge team when the pilot is onboard:
o To speak-up if any dangerous situation is observed
o Monitoring of condition on deck at sea and in port.
Part B In port
Chief Officer is the person-in-charge (33CFR 155.710) and responsible for all Oil Transfer Procedure
including COW, Ballast and Deballast operations. Chief Officer will be closely assisted by the deck
officers who will normally keep 6 on/6 off watches whilst in Port / Lighterage operations.
Chief officer will ensure that all the officer including himself are properly rested in order to keep an
efficient watch in port and for Oil transfer operations
All officers, junior officers, cadets involved in Cargo operations must read, understand and sign these
set of standing instructions. Chief Officer and Duty Officer are to comply with Masters standing orders
for Bridge to the OOW.
All relevant checklists for cargo operations to be completed
Ship safety checklist TSM 013 to be completed and ensure the items required for Repetitive checks
are done within the specified time.
o In port, instructions including but not limited to compliance with the ship-
shore checklist, Company Pre-arrival form OMD 008, terminal regulations
and compliance with the requirements of OMD 3.4.
As a minimum the following to be specified in the Standing order.
Safety Check Lists
In addition to the Terminal Ship/Shore checklist and ISGOTT ship / shore safety checklist, ensure
that TSM 013 Ship/Shore checklist is complied. All items are to be physically checked prior to
commencement and during cargo operations. The following to be included:
Gangway net in place, Warning notices regarding No Unauthorized visitor, No
naked lights, No smoking to be put up at gangway.
Visitors register and helmets at gangway and same to be used by visitors.
All flaps around accommodation to be shut. A/C on recirculation.
Emergency escape route established
All FFA equipment in readiness and all Scuppers blanked and cemented from
outside.
Fire plan at Gangway with Cargo plan and latest crew list included.
Emergency towing wire/fire wire in readiness and frequently adjusted as per
drafts.
Ensure Cold weather checklists/precautions are complied with when required.
Ensure all garbage drums lids on poop deck are properly secured. This is to
avoid any rain collection in the drums and overflow of same causing pollution.
Ensure smoking rules and regulations are complied by ship/shore personnels
and smoking only restricted to approved areas.

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Emergency Cargo shut down procedure are known and fully understood by all
watchkeeping officers.
All relevant checklists to be maintained in positive status and any defects to be brought to the notice
of Chief Officer / master and same to be rectified immediately
All safety checks are to be done once every 4 hours and checklist to be signed. Ensure all items are
being maintained when taking rounds on Deck, pump room, engine room block, and poop deck. duty
officer must handover / takeover watches in detail regarding Cargo work / mooring / gangway /
adverse weather / communication onboard and with terminal, lighterage vessel and barge. IF IN
DOUBT INFORM CHIEF OFFICER / MASTER.
Cargo Log and Entries
All timings are to be maintained in a neat and proper manner. All facts and incidents no matter how
minor must be recorded. In addition the following records to be maintained.
Description Interval
Cargo ullage / Rate calculation sheet Hourly & as applicable
Ballasting / Deballasting rates Hourly or less
Pump room checks to be recorder Hourly or less
IG pressure / O
2
content in tank and line Hourly
Crude oil washing As applicable
Weather, Moorings monitoring and tending Continuously
Bunkering. Storing As applicable
Vetting surveyors, Cargo surveyors, Port state inspectors, USCG
Names, timings and purpose to be logged
As applicable
Loadicator
The computer will be ON all the time during cargo operations. Same to be used for hourly stress /
drafts calculations. Feed only ballast and cargo related figures on the Loadicator and do not alter any
other figures (Bunkers, FW, Constant etc). If in doubt ask chief officer. Under no circumstances
should SF/BM exceed 100 % or more in the Sea going condition during cargo operations.
Vessel has hourly calculations file under lotus, same to used to calculate rate by feeding in the
ullages / sdgs only.
Deck Log Book
The deck logbook is to be filled up at the end of each watch. Weather to be logged after every watch
and frequency to be increased in case of approaching bad weather.
Drafts and Density
Visual drafts and dock water density to be obtained on arrival and departure berth, port, lighterage
area and same to be recorded in the Deck log book. Same to be compared with the

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Loadicator drafts and a record to be maintained in the cargo logbook. After completion of lighterage
operations drafts must be visually checked and DWA/FWA to be calculated and applied for even keel
arrival at berth. Vessel could not exceed max allowable draft/airdraft by the terminal / port.
IMO / USCG / VRP / SOPEP / WSM / Owners / Operators / Port and Terminal Regulations
Be fully conversant with the above in respect to Safety and Cargo handling. Emphasis is once again
stressed upon the Safety and Environment Protection therefore ensure all regulations are being
complied with for that Port when taking Safety rounds and for Ballast/cargo operations.
Vessels Cargo Handling Equipment
To ensure safe and efficient operations, all personnels including new on-signers involved in cargo
handling are to be fully familiar with their duties, the vessels cargo systems design, equipments and
layout in cargo tanks on deck, in pump room, in cargo control room, engine room. Watch schedule
and rest periods to be posted in cargo control room and bridge.
Moorings
Moorings fwd and aft to be attended continuously and to be adjusted for Draft/Trim changes due to
tides, currents, loading, discharging, deballasting, ballasting, bunkering operations.
Vessel to be always moored well alongside berth with sufficient mooring lines. special attention to be
paid when traffic/vessels passing in the vicinity. Ensure mooring lines and equipments in good
condition and good working order. duty officer to personally check vessels moorings fwd and aft and
keep chief officer updated regarding the same, if any problem same to be rectified immediately.
Weather / Moorings Monitoring
Weather and moorings to be monitored frequently as per Master standing order for Bridge / Port,
SBM checklist 5 and as per terminal and port requirements. If pressure falls 3 mb or more in 4 hrs,
wind forces 5 and picking up or forecast for Bad weather, inform Chief Officer and Master
immediately. Thereafter Moorings to be tended continuously, call all crew for stations. Ensure
vessels kept alongside, Cease all cargo operations. Contact terminal and give extra line fwd and aft.
Pump room and Deck Rounds
P/e entry procedure to be complied with and portable gas instruments to be carried when entering
pump room.
Thorough pump room safety rounds to be undertaken from top to bottom, all bilge areas to be
checked for any oil build up. These rounds to be undertaken hourly or less. Watch keepers to take
round frequently in pump room. All equipment, COL and hull to be checked. Any deficiency to be
reported to the Chief Officer and same to be rectified immediately.
Deck rounds to be taken by the duty crewmember and continuously monitor COL/COW, deck
machinery. The Manifold to be continuously monitored and to be manned during entire cargo
operations. Keep an eye for Funnel Smoke and same to be informed to engine room if required.
Emergency Cargo/ Bunkering Shutdown and Poll Prevention
Cargo handling to be carried out safely considering environment protection and pollution prevention
as the foremost criteria. Anti-pollution gear/equipment to be kept in readiness as per VRP/SOPEP
and SBM pt 1,2,3.
Following personnel during cargo/ballast operations:
One seaman to be in constant attendance at the shore side manifold with
walkie-talkies

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Two seamen will be on main deck for safety, mooring and pump room rounds.
At least one with a walkie-talkie
Cadet/Pump man under chief officer and duty officer instructions
Duty officer in cargo control room / deck / pump room as read by chief officer
Chief officer in cargo control room
During oil spill due to transfer systems leaks, tank overflows, fuel oil tank overflow, immediately stop
the oil transfer operation on emergency basis, release pressure and reduce outflow of offending
tanks/leaks pipeline by opening an empty or slack tank. Ring emergency alarm, activate pollution
emergency team and perform on board clean up. For suspect pump room sea-valves leaks open line
to an empty tank or depressurise using stripping pump. When all under control and after appropriate
clean up inform port authorities and obtain permission to start cargo operations.
Ensure compliance with VRP/SOPEP.
Some Important Points for Extra Attention during Cargo Operations
Good seamanship practices to be used for keeping Oil transfer operations at
ports.
Ensure safety rules and regulations are complied by Ship and shore personals.
Chief Officer and Duty Officer to act immediately to rectify any deficiencies and
not to allow it to develop into an Incident/Accident, hence be alert at all times.
(Moorings, Deck-pump room machinery and leaks, cargo / bunkering system
leaks, gangway, shore hoses/arms, communications system and to maintaining
a clean environment be given a top priority and any problems to be attended to
on an urgent basis.
All safety instruments to be calibrated and all logs up-to-date.
Ensure emergency procedures are discussed with the terminal/ship watch
keepers for oil transfer operations.
Continuous gangway and manifold watch to be maintained. All visitors to be
reported to Cargo Control Room and purpose of visit to be noted.
All anti-pollution gear / fire fighting appliances to be deployed as per VRP.
Companies no alcohol policy to be complied with.
Anti-narcotics and anti-stowaways watch to be maintained.
Arms/Hose connection / disconnection for cargo/bunker operations to be carried
out under the supervision of duty officer without any delays. If carrying gas
cargo such as H
2
S ensure proper precautions taken prior disconnection and
avoid same being drained on the drip tray.
ROB/OBQ/Ullage surveys to be carried out in the presence of Chief Officer.
Free water and traces to be recorded in the ullage report. All ROB report to be
remarked by Chief Officer ALL ROB QUANTITIES ARE UNREACHABLE OR
INHERENTLY UNPUMPABLE WITH THE SHIPS CARGO EQUIPMENT IN
GOOD WORKING CONDITION
Ensure vessels Loading/discharging lining up double checked prior
commencement of cargo operations by Chief Officer or Duty Officer. Start
operations at a slow rate and once all confirmed normal increase to max rate
slowly. Ensure sufficient tanks are open to avoid over pressure and all closing of

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v/v to be done properly to avoid pressure surge on the loading arms. Reduce
the loading rate towards the end of loading and adjust the rate as required.
Sufficient or agreed notice to be given for increase / decrease in the loading /
discharge rates are given to the terminal.
Never load more than 98% and do not overflow SBT tanks. Ensure 35% of DWT
is maintained at all times.
Compare cargo figs with shore at regular intervals.
Vessel to operate under closed loading/discharging conditions. All IG valves to
be kept open and locked in port and also if any surveyor request to open ullage
port for gauging and sampling inform chief officer and Master.
Vessel to maintain 100psi at ships manifold or max requested by terminal. Do
not exceed 100 psi. Manifold pressure to be recorded hourly.
During loading/discharge monitor H
2
S and other gas concentration in pump
room, deck, accommodation, engine room.
During pump room rounds check p/p temperature, bilge soundings and same to
be reported to cargo control room.
Oxygen content in tanks and line to be monitored and logged and same to be
compared with the oxygen meter in cargo control room. Have the paper
recorder on during cargo operations and if O
2
goes above 5% inform engine
room and if above 8% stop cargo operations. Delivery at no time should exceed
5%.
Observe cold weather precautions if vessel is in such area.
Ensure all tanks are strip dry prior commencement of slop discharge. Have the
tanks gauged if surveyor on board
Garbage
Garbage to be properly separated for plastic, oil rags, cans, bottles, trash, food waste. All garbage is
to be retained on board during vessels stay in port. During vessel coasting and in special areas
garbage are to be disposed off in compliance with MARPOL rules and regulations.
Cargo Plan
Chief Officer is to prepare plan prior arrival and same to be verified by Master. Duty Officer is to be
fully conversant with the plan. Please do not hesitate to clarify if in doubt. Ensure ballasting and
Deballasting operations when do concurrent with loading/discharging are done with extra special
care and double valve segregation to be complied with to avoid contamination.
Shipboard Security
Ensure strict compliance with ISPS code & Ship Security plan.
Port Security to be addressed but not limited to gangway watch, stowaway precautions, security
searches, posting of contact detail as per Vessel Security Plan.
Monitoring of security consistent with the security level maintained, at sea and in port, in accordance
with the requirements of the Ship Security Plan and as discussed with the Ship Security Officer and
the Master

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Night Orders
The Master shall, when the vessel is underway or at anchor, write orders to supplement his standing
orders in the Master Night Order book every night before turning in and at any other time he
considers it necessary.
If there is nothing of significance to record, then the entry, Observe Standing Orders should be
made.
All entries should be dated, timed and signed by the Master.
The OOW should read and sign the night orders to show their understanding of them prior taking
over the Watch.

Deck Log or Bell Book
o Entries documenting Check-Lists Used
ICS Bridge Checklists
o File No. 21.2
Distribution
References
Masters Standing Orders
STCW 95

CONTROLLED Revision: 06 Dec 2012
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Page 1 of 12

THOME
Operations Manual
Deck
OMD Document
No. 004
4. SAFE NAVIGATION
Purpose
To specify requirements for safe navigation
Application
Thome Office
All Fully Managed Vessels
Responsibility
Master
Navigating Officers
Watchstanders
4.1 GENERAL REQUIREMENTS
Standing Orders
Standing orders must be composed by the Master. The Standing Orders should be signed and dated
by the Master. The Master's Standing Orders must be posted on the bridge.
The Standing Orders should be read, signed and checked by each Deck Watch Officer prior to
standing the first watch on the vessel
The Master may enhance the navigation practices set forth in this manual only by addition or
expansion, to ensure the vessels safe operation
Closest Point of Approach (CPA)
All TSM vessels should maintain a safe CPA in accordance with circumstances and conditions
having due regard to the available sea room and proximity of navigational hazards.
As a guide at sea, a CPA of around one mile shall be maintained whenever conditions allow,
and in accordance with Regulations for Preventing Collisions at Sea ("COLREGS").
Master on the Bridge
As outlined below, the Master should be on the bridge:
In periods of restricted visibility
When there is heavy traffic in the vicinity of the vessel, as determined by the Master
While underway in restricted waters
During heavy weather conditions
When entering or leaving port, docking, unlocking, or shifting the vessel
When embarking or disembarking a Pilot, or Mooring Master
When anchoring or weighing anchor and

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At any other time when the Master judges conditions to be a potential threat to the vessel's
safety
Delegating Authority
Although Masters remain responsible for their vessels at all times, conditions may arise under which
Masters must rest or attend to other responsibilities. Masters, therefore, must pre-plan their
presence on the bridge and consider delegating their authority to the Chief Officer or a Deck Watch
Officer in order to allow themselves adequate rest.
Deck Watch Officers must know where they can contact the Master at all times. Failing this, two
short rings of the General Alarm or a PA announcement shall be the preferred method for contacting
the Master in an emergency.
In the event that the Master can not be located the Chief Officer must be contacted.
It must be clearly stated and logged whenever the Master relieves the Deck Watch Officer of the con,
or returns the con to the Deck Watch Officer. Unless otherwise stated it is to be accepted that the
Master has the con when
The Main Engines are in a standby condition
On arrival Between End of Passage and All Fast
On departure between commence un-moor and Full Away on Passage
The navigation practices set forth in this manual shall be strictly followed by all Masters and Deck
Watch Officers
The Company recognises that unusual events may arise which are not addressed by orders. In
any case, the Master and officers shall adhere to the intent of orders as closely as possible
The safety of personnel, environment, vessel, and cargo shall be the foremost consideration in
choosing a course of action
At all times when the vessel is at sea or at anchor, the Bridge Watch must be under the control of a
responsible, licensed Deck Watch Officer who is signed on as a Deck Watch Officer. The Deck
Watch Officer must not leave the Bridge unless properly relieved
Masters Order Book
Each Master must maintain a Master's Order Book. Entries are to be made when ever specific
circumstances occur that require instructions in excess of those contained in this manual or his
standing orders. Entries shall include all information deemed necessary to enable the Deck Watch
Officer to navigate the vessel prudently.
Before relieving the watch, each Deck Watch Officer shall read, initial, date, and thoroughly
understand the orders written in the Master's Order Book
Use of Established Sea Lanes
Consistent with good seamanship and COLREGS, if water depth permits and it is safe and practical
to do so, the Master is expected to use established sea lanes or other traffic separation schemes.
The intent is to keep the vessel in a position which exposes the vessel to the least risk of
encountering or creating hazardous traffic situation
Officer of the Watch
The bridge shall be manned by a licensed deck officer at all times when the ship is at sea or at
anchor. The officer of the watch shall at no time leave the bridge until properly relieved.

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The officer of the watch is responsible for the safe navigation of the vessel. If at any time he is in
doubt about what is expected about him he must immediately advise the Master.
It is the Masters responsibility to ensure that all deck officers are capable of using all the vessels
navigational instruments and bridge equipment proficiently. The Master must satisfy himself that
newly joined Officers are familiar with all procedures and know how to set up and operate all
appropriate equipment before allowing them to take over a watch.
Helmsmen
Officers shall ensure that their vessels are properly steered. Helmsmen must be supervised to
ensure their understanding of and ability to execute steering orders properly.
Helmsmen shall have no other duties when assigned to the helm
It is the Deck Watch Officer's responsibility to ensure that the Helmsmen are trained to steer
properly in the various modes and that they are fully aware of the vessel's steering peculiarities
and capabilities
Helmsmen shall not change the steering mode (hand, gyro, non-follow-up control) unless
supervised and instructed to do so by the Officer in charge. Changeover instructions must be
prominently posted near the ship's wheel
When a Pilot's or Mooring Master's native language differs from the crew's, order
acknowledgment and execution must be monitored closely, and extra supervisory care is
required to prevent miscommunications between the Pilot or Mooring Master and the
Helmsman
Lookouts
When underway every vessel should at all times maintain a proper lookout by sight and hearing as
well as by all available means appropriate in the prevailing circumstances so as to make a full
appraisal of the situation and any risk of collision.
Lookouts are to be posted where they can perform best under the existing circumstances. The
Lookout is to have no other duties; specifically his duties are separate to those of the helmsman.
The Lookout shall be posted:
In or approaching heavy traffic
In or approaching diminishing visibility
Arriving or departing a port, or in restricted waters
From sunset to sunrise
At any other time as directed by the Master
The Deck Watch Officer shall ensure that the Lookout:
Knows how to report for duty (alert, properly clothed)
Is properly ]instructed in what to observe, report, and how to report
Is relieved or rotated on station as necessary
In addition to the Deck Watch Officer, a minimum of one additional crew member shall be in constant
contact with the bridge by radio at all times while at sea to perform lookout duties if required. In
coastal waters the crew man should be on or near the bridge.

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As all Officers and Lookouts who stand a watch on the bridge know, there are times when it can be
very easy to lose concentration. This is more prevalent around about 0300 to 0500 hours when the
bodys bio rhythms are at their lowest.
During a review of incidents within the industry, it was found that a high percentage of incidents
occurred between a time frame of 0200 0500 hours. In view of this review, a change in the watch
keeping hours on the bridge is required.
The advantages of the change are as follows:
Every two hours there is a fresh member of the bridge team revitalising the watch system
Fire watches can be performed during the night at intervals of 2 hours without contravening
STCW 95, enhancing fire prevention and safety
Evening meal relief for lookouts are no longer required

Below is the new watch keeping matrix showing how the system will work.
Time 00 02 04 06 08 10 12 14 16 18 20 22 24
Watch Off 1
Watch Off 2
Watch Off 3
Lookout 1
Lookout 2
Lookout 3
Lookout 1 works from 0200 hrs to 0600 hrs and 1400 hrs to 1800 hrs
Radar Use
Radar on Company vessels is for unrestricted use by all Deck Watch Officers.
It is the responsibility of Deck Watch Officers to be proficient in and use properly all available
means including electronic plots, radar reflection plotters, and plotting charts. The primary
means of plotting shall be the efficient use of all Automatic Radar Plotting Aids, ARPA
The use of a single bearing and range to fix the vessels position is to be avoided. A third
position line or other navigation system will be used to verify position
Radar will usually be operated in the North - Up mode
It is the responsibility of each Deck Watch Officer to be knowledgeable about the radar's
operation and limitations as set forth in the manufacturer's operating manual

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Corrections to Charts and Publications
One officer should be responsible for keeping charts and other nautical publications up-to-date using
the latest available Notices to Mariners and hydrographic and navigational radio warnings. A record
should be kept of all hydrographic and navigational warnings, together with details of cleared routes
and areas still dangerous to shipping from mines or other causes.
Care should be taken when using charts which have differing scales and different sounding units.
Masters are urged to follow the good practice of monthly random checks for proper chart correction.
Charts must be corrected for all world-wide folios maintained on board. The company requires that
all charts on the Bridge must be kept updated.
T & P Notices must be corrected on worldwide chart folio and not only on current voyage
charts
It is the Master's responsibility to ensure that navigational corrections to charts and publications from
Notices to Mariners and other sources are properly made.
It is the responsibility of all Deck Watch Officers to ensure that they are aware of these
corrections and changes
Vessels are guided that Local Charts on board should be corrected in the following manner -
Details of such charts to be provided to the Marine Department with the edition and
correction dates.
Marine Department would email the respective corrections applicable for the charts
printed from the respective Admiralty Notice to Mariners.
In case of failure to above, agents will be requested to provide the latest editions /
corrected charts
At all times these charts are to be used as reference charts only not as the primary
source of monitoring positions.
Operation in Heavy Weather
When the vessel is approaching, or is operating in heavy weather conditions, the Master shall ensure
that all departments take necessary precautions to prevent injury to the crew, damage to the ship,
her equipment and cargo. Vessel should have prepared ship specific procedures for ballasting of
heavy weather ballast tank. Vessels are required to comply with OMD Checklist No. 011.
The Officer of the Watch shall:
Adjust the ships speed and course as necessary to minimise stress on the vessels hull and
machinery
The Chief Officer shall ensure that:
Ballast disposition is adjusted as necessary to relieve longitudinal stresses and give the best
handling conditions
All movable objects on deck and in deck stores are secured
Paints, solvents and other liquids are properly stowed and secured
All forecastle, deck house accommodation openings onto main / weather deck are closed and
secured
Personnel are not to be allowed in exposed or dangerous deck areas unless absolutely
necessary and appropriate precautions are taken

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The Duty Engineer shall ensure that:
Oil levels in all machinery are maintained at safe levels to prevent loss of pressure due to
rolling and pitching
Water levels in boiler feed and machinery cooling water tanks are maintained at a safe working
level
Water levels in all bilges and void spaces are kept to a minimum
Fuel and lubricating oil filters are maintained in a clean condition and prevented from clogging
Fuel service tanks are maintained at a safe working level
All movable machinery components, tools, etc. in the engine room, engine room store and
workshop are secured
Ventilation system(s) are placed on full recirculation to prevent the ingress of water
The Chief Steward / Cook shall ensure that
All furniture is secured
All crockery and cutlery is properly stowed
Storm bars are fitted on stoves
Decks in accommodation, pantry and galley are kept clear of spills and debris
Speed Consideration
At all times and particularly when sailing in waters known to be dangerous due to currents, shoals,
heavy traffic, or other obstructions, the vessels course and speed shall be set to provide an ample
margin for safe navigation. Speed and time, while important, must always be secondary to safety.
When heavy weather is encountered, it is the Master's responsibility to reduce speed and/or
alter course as necessary
Changes of Course or Speed
Deck Watch Officers should not hesitate to alter the vessels course and/or speed as necessary to:
Ensure the safety of personnel, environment, vessel, and cargo
Act in an emergency in the Master's absence
Follow the Master's planned track, advising the Master of adjustments for set and drift
Avoid threatening traffic in compliance with international and local rules and regulations
Take early and decisive action to avoid close quarters situations
Avoid any suspicious craft
Any alteration of course and/or speed must be substantial and taken in sufficient time, especially if
your vessel is the "giving way" vessel under COLREGS or when your vessel is manoeuvring against
traffic when not in sight of the traffic. In altering course and/or speed, Deck Watch Officers must
leave other vessels with no doubt as to their manoeuvring intentions
Beginning and Ending Sea Passages
Sea passage begins and ends while the vessel is at full, or charterer's specified speed.

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The distance between sea buoy and speeding up to full speed or slowing down to harbour
manoeuvring speed is considered harbour approach and is not for use in the calculation of sea speed
performance.
Manoeuvring Characteristics of the Vessel
All Deck Officers must have a working knowledge of what can be expected from their vessels
performance. This includes engine manoeuvrability and limitations, turning information, stopping
times, and distances. All Deck Officers shall be completely familiar with the "Manoeuvring
Characteristics" placard on the Bridge. It must also be understood that the manoeuvring
characteristics are for loaded and ballast drafts. Variables such as depth of water, under-keel
clearance, draft, trim, and environmental conditions can greatly affect the handling characteristics of
the vessel. Deck Officers should endeavour to familiarise themselves with the handling
characteristics of the vessel for all conditions of operation.
4.2 PILOTAGE
The Master must employ a Pilot or Mooring Master whenever the safe navigation of the vessel or
regulations makes it necessary, unless other arrangements have been made with the company. With
regard to Masters piloting their own vessels, Thome will evaluate each case on an individual basis,
and not have a standardised policy applicable to all ports and all Masters. No Master will pilot a
Thome vessel without prior authorisation, except in cases of emergency.
Pilot Embarkation and Disembarkation
When the vessels pilot station ETA has been established, the Deck Watch Officer or Master will
contact the pilot station to arrange for the Pilots boarding. The Deck Watch Officer will communicate
with the pilot boat as soon as possible via VHF to confirm ETA and to establish on which side of the
vessel the Pilot will board, and the vessel's heading and speed at the time of boarding.
Pilot Ladders
Pilot ladders are:
To be maintained in clean good working order and be constructed of a single length of rope
with spreaders and non-slip steps made of hardwood or equivalent except the bottom four
steps, which may be constructed of rubber
To be rigged properly:
So that the pilot only has to climb 9 meters after which a combination ladder or gangway is rigged
On the parallel body and clear of over side discharges and scuppers
With no tripping lines
Always secured to deck strong points
When pilots are embarking or disembarking there is to be:
A deck officer in attendance at the pilot ladder
Instant communication with the navigating bridge
Two man-ropes available
A life buoy with light available
Proper illumination (light facing forward and down)

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A heaving line
A lee is to be provided from the weather
The requirements for SOLAS Pilot Transfer Arrangements have been amended in 2010, and have
come into force on 01 J uly 2012. They will affect the fitting of new installations on new and existing
ships, and may impact existing arrangement on existing ships.
These regulations, contained in IMO Resolution MSC.308 (88), are summarized below:
New Pilot Transfer Arrangements
Pilot transfer arrangements installed on or after 1 J uly 2012 are to comply with the latest
amendments to SOLAS regulation V/23, which revise some of the previous requirements.
Some of the notable revisions are:
Pilot ladders are to be certified by the manufacturer as complying with SOLAS or with an
acceptable international standard (e.g., ISO 799:2004, "Ships and marine technology - Pilot
ladders").
Pilot ladders used for pilot transfer are to be clearly identified with tags or other permanent
markings to enable identification of each appliance for the purposes of survey, inspection
and record keeping. A record is to be kept as to the date the ladder is placed into service
and when is undergoes any repairs.
A mechanical pilot hoist is no longer a valid pilot transfer arrangement.
IMO Assembly Resolution A.889(21) has been superseded by A.1045(27). A significant
change between these resolutions was adopted for pilot transfer arrangements using
accommodation ladders in conjunction with pilot ladders. While A.889(21) allowed a
maximum inclination angle of 55, resolution, A. 1045(27) now requires that, "The length of
the accommodation ladder should be sufficient to ensure that its angle of slope does not
exceed 45. In ships with large draft ranges, several pilot ladder hanging positions may be
provided, resulting in lesser angles of slope. The accommodation ladder should be at least
600 mm in width."
A.1045(27) also contains requirements for pilot ladder winch reels, when these are
provided, with regard to its arrangement/positioning, securing, etc.
At this time the following guidance is provided for determining when a pilot transfer arrangement is
considered to be "installed on or after 1 J uly 2012":
1) For ships with a building contract placed on or after 1 J uly 2012, or in the absence of the
contract, constructed on or after 1 J uly 2012, "installed on or after 1 J uly 2012" means any
installation on the ship.
2) For ships other than those ships prescribed in 1) above, "installed on or after 1 J uly 2012"
means a contractual delivery date for the system to the ship on or after 1 J uly 2012 or, in the
absence of a contractual delivery date, the actual delivery of the system to the ship on or
after 1 J uly 2012. (This does not apply to equipment and arrangements installed on or after 1
J uly 2012, which are a replacement of existing equipment and arrangements that were
installed onboard before 1 J uly 2012.)
As the guidance in item 2 above will be the subject of further discussion at IMO during MSC 90 in
May, acceptance by the vessel's flag state would be needed prior to the application of this guidance
in specific cases at this time.
Existing Pilot Transfer Arrangements
Arrangements on ships constructed before 1 J anuary 1994 are required to comply, no later than
the first survey on or after 1 J uly 2012, with regulation V/23.5.

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Marking of gangways and Accommodation Ladders
Each accommodation ladder or gangway should be clearly marked at each end with a plate
showing the restrictions on the safe operation and loading, including the maximum and minimum
permitted design angles of inclination, design load, maximum load on bottom end plate, etc. Where
the maximum operational load is less than the design load, it should also be shown on the marking
plate.
Master-Pilot Data Exchange
When employing the services of a Pilot, Masters will use the Master/Pilot check list and Pilot card to
facilitate the exchange of information between the Master and Pilot. After reviewing local navigational
and weather conditions, the Master will discuss the vessels manoeuvring characteristics and light or
loaded condition with the Pilot or Mooring Master promptly upon boarding, acquainting them with any
unusual characteristics or malfunctioning equipment.
Manoeuvring Characteristic diagrams will be conspicuously posted in the wheelhouse for easy
viewing by all ship handlers. At a safe and convenient time after the Pilot or Mooring Master boards
the vessel the Master will complete the Master/Pilot Check List form. The Master should question the
Pilot, using the checklist on the front of the card listing important questions regarding the Pilots
intended transit plans, including an understanding of the courses and speeds at which the vessel will
proceed. The Masters objective should be to ensure that the plan is safe, and that the expertise of
the Pilot or Mooring Master is fully supported by the Bridge team. The back of the card should
provide a plan outline of the vessel for illustration of anticipated tug tie-up and mooring line
arrangements by the Master or the Pilot or both. This activity must not distract from the Pilots duties.
Master, Deck Watch Officer and Pilot Relationship
The Master is the ultimate authority on the vessel and is responsible for its safe navigation. Pilots
and Mooring Masters are important advisers to navigation, but the Master remains responsible for
their actions, whether they are acting alone or with the Master. The Master will ensure that Deck
Watch Officers are capable of acting on the Master's behalf with a Pilot or Mooring Master should the
Master need to leave the Bridge. Diplomacy and tact must govern commands made to the Pilot or
Mooring Master to obtain the safest ship handling performance.
Whilst the Pilot is on board, all due courtesies are to be extended to him. However, the Pilot should
be left with no doubt that he is on board on an advisory basis and the Master (and the bridge team)
needs to be satisfied of the Pilots intended actions for the safe transit of the vessel to/from berth, or
as the case may be.
Masters should not hesitate to question the Pilot in case of any doubts and retorts such as Dont
worry, I have been pilot for x number of years, I am Senior Pilot etc., should not deter the Master
in any way.
A diplomatic and amicable discussion is of course the preferred solution. However, if these
approaches do not work, then the Master needs to be as firm as may be required under the
circumstances to establish his authority and command of his vessel. More importantly, the rest of the
Bridge Team need to be totally aware and in compliance with the Masters disposition and mind frame
in these circumstances and should have no hesitation in whose orders to follow.
Masters are reminded once again that the safety of their vessels remains their responsibility at all
times and they need to take whatever action as may be required to ensure the same.
Pilots or Mooring Masters Compliance with Rules
Masters and Deck Watch Officers must insist when proceeding in all waters that the Pilot or Mooring
Master complies with COLREGS and observe speed restrictions when navigating rivers and narrow

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channels, with due regard for the conditions likely to be encountered en route to the vessels
destination.
Judging the Pilots or Mooring Masters Ability
Masters and Deck Watch Officers must remain alert to the Pilot's or Mooring Master's handling of the
vessel and be prepared to intervene when necessary to safeguard personnel, environment, vessel,
and cargo. Masters and Deck Watch Officers must observe the helm and engine orders advised by
the Pilot or Mooring Master and promptly determine whether the Pilot's or Mooring Master's orders
will produce the desired results, based upon their understanding of the vessel's handling
characteristics.
In the event that the Pilot or Mooring Master fails to act on the Master's or Deck Watch Officer's
direction when the Master or Deck Watch Officer judges the safety of the vessel to be in jeopardy,
the Master or Deck Watch Officer must countermand the Pilot's or Mooring Master's instructions. He
must act so as ensure the safety of the vessel. Full details of any such actions must be entered in
the Deck Logbook.
Navigation with Pilot Embarked
The presence of a pilot does not relieve the Master or the Officer of the Watch of their duties and
obligations. The Master should inform the pilot of the ship's characteristics using a pilot card. An
example of a pilot card recommended internationally is reproduced in ICS Bridge Procedures Guide.
This card should be completed as directed by the Master and handed to the pilot on boarding. The
Master should request information from the pilot regarding local conditions and his navigational
intentions. This information should be in a form to enable the Master or Officer of the watch to
monitor the planned passage.
The Officer of the Watch should cooperate closely with the pilot to assist him where possible and to
maintain an accurate check on the ship's position and movements. If the pilot requires the use of a
radar or other bridge equipment, then the use and limitations of the same should be discussed with
the pilot and the proper operation of the equipment should be monitored by the Officer of the Watch.
If the Officer of the Watch becomes unsure of the pilot's actions or intentions, he should seek
clarification and, if still in doubt, should inform the Master immediately and take the necessary action
before the Master arrives on the bridge. If the Master is of the opinion that the Pilot is manoeuvring in
an unsafe fashion or at speeds which are too high, he should immediately express his concern to the
pilot. In the event that the Pilot does not accept the Masters advice, then the Master should take
appropriate action. Masters are reminded that except in the case of the Panama Canal, the Master
remains in command of the vessel. In the case of the Panama Canal, it is suggested that a log entry
be made and the Canal Authority be advised of the Pilots actions.
In the event of an accident occurring whilst the pilot is on board, a certificate exonerating the pilot
from responsibility for such mishap shall under no circumstances be given. When a ship is under
pilotage the Master shall not be absolved from his responsibility for the safe navigation, even when
the pilotage is compulsory. He shall intervene, or take over from the pilot, whenever necessary in
order to avoid a close quarters or dangerous situation.
The Chief Engineer is to make his requirements for the general running of the Engineering
Department and watch-keeping, emergency, and other individual duties known to the engineers by
means of Standing Orders. These orders should be typed, posted in the engine room, and must be
signed by each Engineer serving concurrently with the Chief Engineer.

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Experience Feedback
HSSEQ Circular 03 2006 Significant Grounding Incident
HSSEQ Circular 06 2006 Incident Awareness Navigational
HSSEQ Circular 13 2006 Incident Awareness Groundings
HSSEQ Circular 12 2006 Incident Awareness Collisions
HSSEQ Circular 08 - 2007 Safety Alert Grinding wheel / Lifeboat
HSSEQ Circular 05 2007 Incident Awareness Collision
HSSEQ Circular 02 2008 Incident Awareness Contact with container vessel in
Singapore Straits
HSSEQ Circular 08 2008 Navigation Contravention of TSS Navigational Rules.
HSSEQ Circular 11 2008 Incident Awareness Collision with a fishing vessel
HSSEQ Circular 15 2008 Incident Awareness Collision with anchored vessel
HSSEQ Circular 19 2008 Incident Awareness Grounding
HSSEQ Circular 02 2009 Incident Awareness Collision with Barge under Tow
HSSEQ Circular 14 2009 Incident Awareness Grounding of Bulk Carrier Port of
Ningde, China
HSSEQ Circular 10 -2010 Incident Awareness Grounding of managed tanker
HSSEQ Circular 12 2010 Incident Awareness Contact with berth during unberthing
HSSEQ Circular 07 2013 Experience feedback Officer arrested in India after
collision with fishing boat
HSSEQ Circular 28 2013 Navigational Alert Allison with jetty during unmooring
HSSEQ Circular 31 2013 Navigational Alert Vessel touched bottom in dedicated
anchorage on uncharted obstruction
HSSEQ Circular 64 2013 Experience feedback Near Miss and contravention of
Colregs
o File No. 21.2
Master's Standing Orders
o Posted on the Bridge
Manoeuvring Characteristics Placard (Turning Circle)
ICS Pilot Card
o Discussed with Pilot
ICS Master/Pilot Check List
o File 21.2
Deck Logbook

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o Entries as required
Distribution
File originals
References
MCA Marine Guidance Note MGN 285 (M+F) Electronic Charts The Use of Risk
Assessment Methodology When Operating ECDIS in the Raster Chart Display System
(RCDS) Mode
HSSEQ Circular 16 2009 The role of the pilot during pilotage

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THOME
Operations Manual
Deck
OMD Document
No. 005
5. DECK LOG AND BELL BOOK
Purpose
To outline procedures for use of the Deck Log and Bell Book
Application
Responsibility
Master
5.1 DECK LOG BOOK ENTRIES
The Deck Logbook is the vessel's primary operating record and to be used continuously both at sea
and in port to record navigational activities and incidents which are of importance to safety of
navigation and which must contain sufficient detail to restore a complete record of the voyage.
Particular care must be taken to ensure all entries are neat, correct, and as complete and concise as
possible. The Master and Chief Officer are to review and sign the log daily.
Deck Logbook entries shall be made in English except as otherwise required by national law.
Deck Logbook entries shall include standard meteorological data which must be carefully
assessed. In port, weather notations should be made for substantial phenomena such as storms,
strong wind, heavy rain etc. and records kept every four hours as per sea watches.
The Deck Logbook, when filled, should remain on board indefinitely, stored in a safe but convenient
location.
Deck Logbook should have entries to quantify the Companys Operation i.e. navigation, cargo-
carriage & communication policy compliance
Deck Logbook should have entries required to quantify the Port or Industrial specific compliance
Masters are guided to further include vessel specific, special flag-state or port requirements as
applicable.
Master should confirm that all entries are there as per the stated requirements above prior signing
for the day.
A clear declaration to be made in this log stating the working language of the vessel.
Refer to HSSEQ Circular 10 2008 for further guidance.
5.2 OFFICIAL LOG BOOK
Some Flag States have an Official Log Book, which is separate to the Deck Log Book. The Official
Log Book should contain important facts. Matters concerning crew for example, discipline, illness,
warnings, dismissal, etc shall be entered in the Official Log Book. As prescribed by flag state
authorities.
Official and Deck Logbook entries when referring to the same occurrence must be identical / similar
wording.

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5.3 GMDSSS LOG BOOK
GMDSS Logbook should contain the following information
A summary of communications relating to distress, urgency and safety traffic and the time
such communications occurred
A record of important incidents connected with radio service and the time such incidents
occurred
A record of test and checks performed
The position of the ship at least once a day
Master has to review and sign the log daily.
Refer to HSSEQ Circular 10 2008 for further guidance.
5.4 BRIDGE BELL BOOK ENTRIES
Orders to the engine room must be recorded. Where orders of responses are not recorded
automatically by data logger then an entry shall be made in the Bell Book not withstanding "standby
engines" and "finished with engines" shall also be recorded in the Bridge Bell Book. All notations
must be made in pen.
The officer keeping the Bridge Bell Book and the Master must sign it at the end of each watch or
Bridge assignment.
Concise notations are required and are to include, but are not limited to:
Signals given to the engine room and their corresponding times
Name of the Pilot or Mooring Master and time of boarding
Name of each tug and its "alongside," "made fast, " and departure times
Events of navigational importance such as passing fishing boat piers, dredge ahead, moored
vessel, etc
The vessels position when in buoyed channels (e.g. entering/exiting, passing turn buoys, major
construction/wharves, etc.)
Any unusual event such as "anchoring," "approaching fog bank," avoiding traffic," etc
In circumstances when the master is in doubt as to the pilots action it should be discussed and a
notation made in the bell book - in extreme circumstances where the master overrides the pilot, this
shall be recorded
All other information pertinent to the vessels movement
5.5 METHOD OF ENTRIES
On ships fitted with automatic loggers the date, time and port will be marked on the recorder chart
prior to arrival and departure.
All entries made in the Deck Logbook, Bridge Bell Book, or on the Course Recorder shall be made
in ink.

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If an error is made in the Deck Logbook, Bridge Bell Book, or Course Recorder, corrections shall
always be made by drawing a single line through the error and writing above or below the incorrect
entry. The correction shall be initialled by the officer making it.
No erasures shall ever be made in any of the aforementioned documents. Under no circumstances
will liquid paper be used.
o All existing stocks of white correction fluid must be disposed of and it is
further prohibited to purchase white correction fluid
In summary, it is difficult to record too much information and after the event, it is too late to switch on
the echo sounder or note the time the vessel left the channel and accidents are always unexpected.
Deck Log Book
Official Log Book (on some flags)
Bell Book
o File on Bridge
Distribution
o File originals
References
Flag Regulations
HSSEQ Circular 10 2008 Deck Logbook & GMDSS Log Book Entries and Records

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THOME
Operations Manual
Deck
OMD Document
No. 006
6. OPERATIONAL REPORTING
Purpose
To specify standard requirements for vessel reporting
Application
All vessels
Responsibility
Master
Chief Operating Officer (Tanker & Bulk)
Superintendent
Fleet Group Manager
Marine Manager
HSSEQ Manager
Insurance Manager
Company Security Officer
6.1 GENERAL
Thome shall be kept fully informed of ship's movements, operation, condition, maintenance, safety,
all incidents and accidents, and other situation or conditions.
The vessel is for normal and routine communication with Thome, and others ashore, to use the most
convenient and cost-effective means of communication, preferably E-mail, keeping in mind the
urgency and volume to be sent. The messages sent by telex/fax/E-mail should be short and precise.
Do not connect several times per day, combine them and connect only as necessary.
Electronic means of reporting is the preferred method for transmission and record keeping
o Ocean Manager
o AMOS
o Other software as deemed appropriate by the company
With Thome
During office hours, Thomes office in Singapore can be contacted by email, phone, fax, telex or
cable
After office hours and during weekends, the Superintendent in charge of the vessel can be
contacted by phone. If he is not available, the Fleet Group Manager or Marine Manager can be
contacted
A special telephone, manned twenty-four (24) hours a day, is for use in emergency or urgent
cases when the Fleet Group Manager or Superintendent, looking after the ship, cannot be

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contacted in the normal way as described above. The emergency phone should only be used if
they are not available and it is essential that the Master speaks with someone
The office phone, fax and telex numbers, after office hours telephone numbers and the
emergency telephone number can be found in the Emergency Contingency Manual, SOPEP and
Vessel Response Plan
The Master should report to Thome by phone, telex or email if he has no reply on his first attempt
on the emergency phone
Within the Ship
The Master should ensure that his officers and crew are properly informed in relation to their duties,
safety and operational matters, and that he himself is properly informed of all matters relating to the
operation of the vessel.
The normal line of communication should be through the chain of command
The Master should use the weekly Planning Meetings, Safety Committee meetings, memos and
other ways he deems necessary to inform and get feedback
The Master should ensure that all verbal agreements and orders made to Thome and third
parties are confirmed in writing
6.2 REPORTING TO THOME SHIP MANAGEMENT
The following shall be reported immediately or as soon as practicable via the Emergency Phone, to
the office emergency team, Fleet Group, Marine Manager, Designated Person, and Company
Security Officer or Insurance Manager when appropriate:
All accidents where crew (or other persons onboard) are injured or killed
Incidents of collision (with other vessels, groundings, docks, navigation buoys etc.)
Incidents of pollution whether own ship or other ship generated (oil or alleged oil spills, air, noise,
garbage, chemicals, etc.)
Security incidents or problems
o All other incidents (stowaways, robbery, piracy, allegations made against own ship, etc.)
Major technical and safety deficiencies, damages identified by either routine testing and checking
or through breakdown including those items requiring notification to class and or flag state
authorities
o Any structural defect that affects the seaworthiness of the ship
o Any sub-standard condition or critical equipment breakdown
o Any Major Non-Conformity or Significant Problem
Changes in statutory and trading certificate status
All reports, records and deficiencies from class society survey inspection, port state control, flag
state inspection, ITF (or other trade union) inspection, cargo terminal inspection, oil major vetting
inspection, other non-statutory body inspection and harbour authority inspection. If no deficiency
or finding is recorded then this is also to be reported
o The results of all inspections, audits, and surveys

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Any difficulties experienced with government or port authorities
o Submit the Intertanko Feedback Form
Daily position reporting
Port arrivals and departures
Deviations from planned voyages (weather, breakdown, piracy, distress call assistance, etc.)
Summarised departure cargo information and port log
Any deviations from planned and approved cargo procedures (stowage changes, shortages,
loading/discharge sequence changes, etc.)
Tank or Hold cleaning difficulties including any non-acceptance of nominated tanks or holds
Any difficulties experienced with terminal representatives, cargo surveyors, stevedores and
stevedores safety officers, receivers, shippers, oil major vetting inspector and agents
All near misses or hazardous occurrences
Any identified crew incompetence or substance abuse
All cargo defects and claims
Safety Committee Meeting Minutes
Maintenance of Critical Equipment
o Prior to taking any critical component out of service, the office is to be notified to
ensure concurrence with the planned maintenance to be carried out
This listing is not exhaustive and the Master is advised to bring any matter thought to be important to
the attention of Thome whenever it is warranted.
Masters are advised to use the most practicable communications method available in the situation at
hand. If using the telephone then a written confirmation of the message with any agreements
reached is to be forwarded as soon as practicable after the call is completed. Master shall co-
ordinate with Thome for reporting to owners, charterers and any others (governmental agencies,
media, crew families, etc) for further reporting requirements.
Masters and those making reports shall use the correct form and format when making and sending
reports. Your attention is drawn to MSM Master-List 002 for reporting requirements and submission
of forms and Ocean Manager for reporting deficiencies, non-conformities, improvement proposals
and customers complaints.
Please refer to HSSEQ Ci rcular 08 2013 Reporti ng requirements for further guidance.
For SEEMP and EEOI reporting, please report to seemp@thome.com.sg with cc to vessel s e-
folder.
Reporting To Owners and Charterers
In order to satisfy owners and charterers, Masters are advised that all problems, incidents or any
unplanned events (however minor they may appear) are to be reported to Thome for remedial action
and attention as soon as practicable after discovery. Thome will advise the owners or charterers
except in routine matters, where the Masters may inform the owners or charterers directly but copy
Thome in on the message, such as:
Daily position reporting
Port arrivals and departures

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Deviations from planned voyages (weather, breakdown, piracy, distress call assistance, etc.).
Summarised departure cargo information and port log
Any deviations from planned and approved cargo procedures (stowage changes, shortages,
loading/discharge sequence changes, etc.)
Tank Hold cleaning difficulties including any non-acceptance of nominated tanks or holds
Any difficulties experienced with terminal representatives, cargo surveyors, stevedores and
stevedores safety officers, receivers, shippers, oil major vetting inspector and agents
Messages Required By Charterer Parties
o Masters must careful observe the voyage orders and charter party requirements to ensure
that the reporting requirements are followed
Where charterers have placed their own manuals on board with details of reporting requirements
Masters are requested to comply fully.
Masters are advised to use the most practicable communications method available in the situation at
hand. If using the telephone then a written confirmation of the message with any agreements
reached is to be forwarded as soon as practicable after the call is completed.
Masters attention must be drawn to the fact that hard copies of communications are the only
recourse against any further actions or penalties started against the vessel after the event. Failure to
send and record hard copies of telephone calls may result in serious problems for TSM and the
vessels owner.
Reporting to Flag state and Class Society
Masters / Thome Ship management has an obligation to report immediately to the Flag state and/or
Class society (as applicable) the following items.
All Incidents / Items are required under the Flag State rules. Individual flag state rules should be
referred to confirm each Flag State reporting requirements
Any sub-standard condition or breakdown of any equipment which are listed in the Cargo Ship
safety Certificates (Form E and Form R or Form C, as applicable); the International Oil Pollution
prevention certificate ( Form A or Form B, as applicable); International Sewage pollution
Prevention : International Air Pollution prevention certificate and all other such certificates issued
under the SOLAS, MARPOL and other IMO conventions
If the Vessel is unable to meet any Flag rules or requirement e.g. Safe manning requirement
Any Major Non-Conformity or Significant / Serious deficiencies which are clearly hazardous to
safety, health or the marine environment and which cannot be dealt with on time
Major Incidents, Casualties, Personal Accidents & Serious Illness
This listing is not exhaustive and the Master is advised to bring any matter thought to be important to
the attention of statutory bodies such as Flag State / Port State whenever it is warranted. Masters are
required to familiarize themselves with Flag State reporting requirements including the specific forms
to be used.
Master shall co-ordinate with Thome for reporting to Flag State, Class and any others governmental
agencies for reporting the above items.

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6.3 REPORTING AS REQUIRED BY LAW
Masters attention is drawn to the following:
Obligatory reporting as per SOLAS chapter V Regulation 2
Mandatory reporting as per MARPOL Protocol 1
Mandatory reporting as per USCG requirements when calling US Ports
Mandatory and voluntary ballast management reporting
o Masters are to confirm with agents Ballast Water Management recording and
reporting procedures prior to arrival at the next port and ensure compliance with
local regulations.
o Mandatory Ballast Water Management reporting is transmitted to the National
Authorities in accordance with national requirements and ship specific ballast water
management plan
6.4 REPORTING, REPORT FORMS AND RECORDS
MSM Master-List 002 is a List of the Standard Forms used by Thome.
Forms are computerised and latest versions are to installed in the computer(s) onboard
Distribution, Filing, Frequency of Reporting
MSM Master-List 002 also shown is the frequency with which these forms are intended to be
used.
As not all ships are commercially managed by Thome. Cargo documentation and forms are only
to be sent to Thome when instructed to do so by Thomes Marine Section.
6.5 ACCURACY OF SHIPS STORES & CREW EFFECTS DECLARATION
INCLUDING BALLAST WATER REQUIREMENTS FOR ALL SHIPS CALLING
ARGENTINEAN & BRAZILIAN PORTS
Argentinean customs authority has long been practicing detailed itemized checking on all ships
stores and crew effects declaration. Items not declared on the list are being subjected to seizure /
forfeitures at the same time imposing heavy penalties to vessels. Thru this notice all vessels calling
Argentinean ports are required to make a full complete declaration of a detailed inventory of ships
equipments, stores, crew effects including items that may solicit value to a FINE hunting customs
eye.
Emphasis should focus on the following items;
Ships consumable stores i.e. chemicals, paints, fuel oil, diesel oil, lubricating oil, hydraulic
oil, waste / sludge oil, provision stores (with manufacturing / expiry dates no expire items
should exist including medicines. Should there is expired items on board this should be
declared and arrange agent for proper disposal), slop chest and bonded stores, etc.
Ships equipments / instruments / tools i.e. computers, printers, copy machine, fridge, wash
machines, engine / deck tools and stores, mooring ropes including old and spares, wires,
navigation equipments, etc.

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Crew effects i.e. personal gadgets, laptops, cell phones, jewelleries and other personal
items.
In addition focus is also directed to
Ballast Water: conform to customary ballast water exchange procedures i.e. 200 miles off shore
and at least with minimum depth of 200 metres. Argentina requires water treatment for the ballast.
Ensure to have the required treatment chemicals / tablet on board. Please see below local
requirements;
Whole ballast must be renewed 12 miles of argentine sea.
Ballast water rob must be treated with sodium hypochlorite in a proportion of 15kg/1000mt
Vessel must proceed under yellow flag from Recalada (Argentina) into port.
Valves with exit to sea must be sealed.
Points a/b/c (including seals numbers) must be recorded in log book.
6.6 BALLAST WATER EXCHANGE REQUIREMENTS BY COAST GUARD
BEFORE ARRIVAL
Vessels position (lat/long) and date/time where commenced and completed
exchange of ballast water.
Approximate quantity of ballast water exchanged (cbm or mton).
Origin / place of ballast water exchanged.
Quantity and capacity of each ballast tank (cbm or mton).
Quantity of ballast water not exchanged that remain on board (if any) and their
location.
Vessels position (lat/long) and date/time where completed change of ballast
water.
Method used for ballast water exchanged i.e. flow through or empty and re-fill
Evidence of documents submission
A documentary evidence (singed or email copy of early requirements)of similar sets of documents
being submitted either to the agent or direct to the customs authority should be retained on board to
prevent allegations of mis-declaration or other form of subtle fault finding to the vessel.
6.7 REPORTING OF BREAKDOWNS, ACCIDENTS AND DEFECTIVE
EQUIPMENT IN AUSTRALIAN WATERS
The Australian Maritime Safety Agency (AMSA) have found that there is an increasing number of
vessels that are failing to report defects to ships equipment as required by the Navigation Act and
SOLAS.
There are requirements under both the Commonwealth Navigation Act [Section 268] and SOLAS
[chapter 1, Reg11(c)] for ships to report incidents, accidents, breakdowns and defective equipment.

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SOLAS Chapter 1, Regulation 11(c) - Whenever an accident occurs to a ship or a defect is
discovered, either of which affects the safety of the ship or the efficiency or the completeness of its
life-saving appliances, or other equipment, the Master or owner of the ship shall report at the earliest
opportunity to the Administration [Flag state], the nominated surveyor or recognized organization
[classification society] responsible for issuing the relevant certificate, who shall cause investigations
to be initiated to determine whether a survey is necessary.
If the ship is in the port of another Contracting Government [port state i.e. Australia], the Master or
owner shall also report immediately to the appropriate authorities [AMSA] and the nominated
surveyor or recognized organization shall ascertain that that such a report has been made.
Method of Reporting
The correct method of reporting to AMSA is by use of the AMSA Form 18 Incident Alert [to be
completed within 4 hours] and AMSA Form 19 Incident Report [to be completed within 72 hours].
These forms are available from the AMSA web site www.amsa.gov.au and should be sent in the first
instance to reports@amsa.gov.au
Additional methods of reporting for ships when in the AUSREP AREA is to follow the information in
Section 7.2 of the AUSREP Book and report via the RCC.
It should be noted that penal provisions do apply for failure to report under the Navigation Act.
Vessels failing to report under the SOLAS requirements may find themselves undergoing additional
scrutiny and or deficiencies being issued in a PSC inspection.
As a reminder to all Masters of Thome Fleet, the DPA along with the Marine / technical
Superintendents should also be notified if any vessel has a defect which effects its statutory
certification. Whether, that is equipment which affects the safety of the vessel or the marine
environment, wherever that vessel may be.
Incident Reporting
Incident reporting in Australia is covered by two separate mechanisms that must be followed by the
shipping industry. The mechanism to be employed is determined by the nature of the information to
be reported. The two mechanisms are:
General Incident Reporti ng: covering accidents, damage to ships, injuries to crew and births,
deaths and marriages.
Pollution Reporting (MARPOL): covering discharges, or probable discharges of oil, chemicals, or
harmful substances in excess of permitted limits, or damage, failure or breakdown of a ship of 15
metres or more in length.
It should be recognised that the two mechanisms are not mutually exclusive and some incidents will
require reporting under both mechanisms. An example of such a situation would be a collision that
also results in the release of oil and/or dangerous cargo into the environment.
Report of Suspected Non-compliance with Navigation Act or Safety/Pollution Conventions
(SV-HH): In addition to the two formal reporting mechanisms noted above interested third parties
may report suspected deficiencies to AMSA by completing the attached form (Report of Suspected
Non-compliance.docx)
General Incident Reporting
The requirements for general incident reporting as they relate to individual legislative requirements
are described in detail below
Format of General Incident reporting
Incident reports are made using form AMSA 18 and form AMSA 19.

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Form AMSA 18 is an incident alert designed to inform the authorities that an incident has occurred,
however, this will not include all the information that will eventually be required. This report must be
submitted by the master within 4 hours of the incident occurring and may be sent by:
Fax to: +61 2 6230 6868 or 1800 622 153 (free fax within Australia), or
Email to: Reports@amsa.gov.au
If additional information is required in respect of the submission of this form the Rescue Coordination
Centre (RCC) can be contacted on 1800 641 792 and they will provide advice.
To provide the details of the incident a detailed report (form AMSA 19) is to be forwarded to AMSA,
Canberra within 72 hours of submission of the incident alert (form AMSA 18). The details for faxing or
emailing incidents reports (Form AMSA 19) are: Fax to: +61 2 6279 5058 Email to:
Reports@amsa.gov.au
When Is Incident Reporting Required?
The requirements for reporting are detailed below. It should be noted that Australian legislation
provides significant penalties for failing to comply with any report requirements. The information
provided below is a summary of the principal requirements of the relevant legislation; however, is it
recommended the legislation itself be consulted when more information is needed? This legislation is
available on the AMSA website.

Reporting Under MARPOL
The requirements for reporting pollution or potential pollution incidents as contained in MARPOL and
associated documents are described in detail below. Details of who to report such incidents to are
provided in Shipboard Oil Pollution Emergency Plans. Relevant contact points in Australia are
provided in the AMSA notice on reporting MARPOL incidents which should be retained with the
Shipboard Oil Pollution Emergency Plan when in Australian waters
A listing of global contact points or points responsible for the receipt, transmission and processing of
urgent reports on pollution incidents from ships to coastal states is maintained by IMO as an MEPC.6
(sent to the fleet ever Quarter)

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For ships in a port at the time of an incident, or probable/potential incident, notification should also be
made to the local authorities in addition to AMSA/RCC as described in the links above. This will
ensure compliance with Australian Commonwealth/State/Territory legislation obligations and that the
relevant local contingency plan is activated in a timely manner, if necessary.
Purpose of Reporting
The purpose of the MARPOL reporting obligations is to enable the Australian Maritime Safety
Authority and other responsible agencies to be informed quickly and accurately about actual or
potential accidental spillages or cargo losses. This will enable any necessary response actions or
assistance to be initiated promptly.
Format of MARPOL Incident reporting
These reports are to be submitted in the standard format adopted by IMO for this purpose in IMO
Resolution A.851(20) as amended by Resolution MEPC.138(53). It should be noted that the reporting
format for Oil or Noxious Liquid Substances (NLS) is different to that for packaged dangerous goods,
however this is detailed in A.851(20) (Please refer to Vessels SOPEP / SMPEP Manual(Section 2) for
the reporting procedures.
When is MARPOL Incident reporting required?
Article 8 and Protocol I of MARPOL contain comprehensive requirements for a report in the required
format to be made to the nearest coastal , without delay, when an incident involves:
a. A discharge above the permitted level or probable discharge of oil or of noxious liquid
substances for whatever reason including those for the purpose of securing the safety of the
ship or for saving life at sea; or
b. A discharge or probable discharge of harmful substances (see note) in packaged form,
including those in freight containers, portable tanks, road and rail vehicles and shipborne
barges; or
c. Damage, failure or breakdown of a ship of 15 metres in length or above which:
i. affects the safety of the ship; including but not limited to collision, grounding, fire,
explosion, structural failure, flooding and cargo shifting; or
ii. results in impairment of the safety of navigation; including but not limited to, failure or
breakdown of steering gear, propulsion plant, electrical generating system, and
essential shipborne navigational aids; or
d. A discharge during the operation of the ship of oil or noxious liquid substances in excess of
the quantity or instantaneous rate permitted under the present Convention.
Note: For the purpose of Annex III of MARPOL a harmful substance is in packaged form is one
identified as a marine pollutant in the IMDG code.
Who is responsible for MARPOL reporting?
The master or other person having charge of any ship involved in an incident is required to make the
report. If this cannot be done, then the owner, charterer, manager or operator of the ship, or their
agent is responsible for making the report.

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6.8 VESSEL POSITION REPORTING
Noon reports
The noon report is to be made daily at noon, while at sea.
Sunday Noon report message to enlist:
aa. Certificates / Annual Service or Equipment Calibration due in the next 02 months.
bb. Any Sub-standard condition or critical equipment Breakdown.
cc. Date and place of last Port State Control:
dd. Any outstanding deficiencies as reported by any Port State Control ? If yes, provide details:
Port position reports
The port position report is to be made daily at noon, while in port limits.
This includes while at anchorage, drifting or alongside. Relevant fields in the report to be updated
Port Position Report
Arri val port report
The arrival port report is to be made on arrival port. This includes the Voyage calculations.
Departure port report
The departure port report is to be made on departure port. (Either update the relevant fields or attach
a Stowage plan)
Also, include in the message
aa. Last three cargoes (Last / 2 Last / 3 Last):
bb. Last three charterers (Last / 2nd Last / 3rd Last):
cc. Last three voyages (Last / 2nd Last / 3rd Last):
TSM Form 007 Vessel Position Report
The TSM Form 007 covers the above four reports which include Noon Report, Port Position Report,
Arrival Port Report and Departure Port Report.

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Instructions for completing TSM form 007
Agent Disch. Port
Discharge Port
ETA
Loaded / Ballast
Fax no. ( Sat)
Hand phone
Time Zone GMT (+/-)
Voyage No.
Load Port
ETA
Date / Time (Local)
Agent Load Port
Vessel Position Report
Vessel Name
Call Sign
Email address
Telephone No. (Sat.)
Cargo details

The above part of TSM form 007 remains common for each report. This would require to be updated
on commencement of voyage.
Report Type NOON REPORT

Use the Drop down menu bar to choose the type of report, which is to be submitted, and press
Create report button.
The relevant fields are required to be completed. Follow the instructions in the comments field for
entering the data
6.9 REPORTING FOR VESSELS ARRIVING OR DEPARTING FROM USA
96 Hour Advance Notice of Arri val to USCG
Reference is made to CFR33 160.211 (Notice of arrival) where the Master is to ensure that the
Captain of the port or place of destination is duly notified at least 96hrs prior arrival or entering that
port or place. The message format is given in the above mentioned regulation.
Notice of departure is to be tendered as per CFR 33 160.213.
Generally, these messages are sent to the Captain of the Port by the agent. However, Masters
are to ensure that same are tendered as required.
QI Notification
The appropriate Qualified Individual in the United States is to be notified prior to each arrival in
accordance with the procedures listed in the OPA 90 VRP. Thome contracts three different Qualified
Individuals:
O'Briens Oil Pollution Service

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Mitsui Bulk Shipping USA - Capt. Mike Gravelle
Compliance Systems Inc.
Masters are advised to refer to the VRP onboard and identify the QI OSRO and salvage operations
designated for the vessel.
Reporting to Administration for Marshall Island vessels
The Marshall Islands Administration established a 96-hour pre-arrival reporting requirement to the
flag State for vessels bound for U.S. ports in November 2002 per Marine Safety Advisory 27-02.
A recent detention of a Marshall Islands ship in the United States, that failed to report its arrival to the
Administration, brings to their attention the need to provide yet another Marine Safety Advisory
stating notice of arrival requirement.
Masters and/or vessel agents must notify the flag State of a vessel destined to a U.S. port
concurrently with U. S. Coast Guard National Vessel Movement Centre (NVMC) notice (96 hour
NOA). NVMC provides an electronic version of the Notice of Arrival called e-NOA which is available
on their website: http://www.nvmc.uscg.gov/Forms/NOAForm.xls.
The preferred method of notification of the Administration is by e-mail to the address:
NOA@register-iri.com
If 96-hour pre-arrival notification is made by fax, the Administrations preferred facsimile number is
+703-860-2284, Attn: Duty Officer.
6.10 REPORTING FOR THOME COMMERCIALLY OPERATED VESSELS
Arri val / Departure Email
For commercial operations, reports must be prepared to meet charterers requirements on a case by
case basis
6.11 YEAR END REPORTING
The total lube oil received for last quarter (e.g. October to December)
Fax or e-mail the 31 December Wages Summary (with breakdown of Others column into
Seniority, Uniform, Slop chest profit etc.), Bonded stores and Masters cash statement
o Originals with Wages Accounts, Overtime sheets etc must be couriered to reach Thome
Manila (Phils) or Thome Singapore as advised each vessel by 8th J anuary
6.12 OTHER REPORTS
Maintenance
All maintenance work and repairs carried out shall be recorded and reported to Thome as
instructed
Other testing, inspections and repairs shall be recorded and reported monthly to Thome

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Crew Changes
Any changes to crew, both off signing and on signing is to be reported immediately after
departure to Thome and TSM(P). This applies to additional personnel, family members, riding
crew and others
Lube Oil ROB / Victualing
On a quarterly basis (i.e. 31/03, 30/06, 30/09, 31/12), Master must advise TSM Singapore the
following
o Victuals ROB as at the end of each quarter (this applies only for vessels whose provisions
are not supplied by Garrets)
o Lube Oil ROB as at the end of each quarter
o Total purchase in the month ending the quarter (i.e. March, J une, September and
December)
The reporting deadlines for the above quarterly information are as follows:
o March 1
st
April
o J une 1
st
J uly
o September 1
st
October
o December 1
st
J anuary
6.13 MONITORING REPORTS
Shipboard Reporting
For monitoring scheduled reporting, MSM Master-List 002 and, or AMOS-D or other similar approved
software onboard are to be referred to.
Office Monitoring
The extent and frequency of reporting is stipulated in MSM Master-List 002
The Marine Manager will monitor the ship's position reporting
The Accounts Department will monitor financial reporting and advise the Managing Director and
Chief Operating Officer should problems arise in order to facilitate liaison between accounts and
the Master
The Crewing Department shall also monitor specific requirements as will Insurance, Safety and
Training and Operations
All other report monitoring is the responsibility of the Technical Superintendent, including:
o Results obtained from the laboratories are to be advised to the ship in a timely manner with
comments as appropriate and confirmation of their receipt obtained if necessary
o Superintendents are to ensure that representatives of the chemical supply company visit
their ships and independently check all relevant systems onboard
o Test result records received from the ship are to be copied to the relevant chemical
company for their review and comments

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o FGM are responsible for ensuring the Superintendents are monitoring reports and taking
appropriate action
The Chief Operating Officer, Crewing Manager, Marine Manager and HSSEQ Manager are to be
advised of deficiencies, defects, damages, any serious disturbances among Officers and crew
and any incidents of a serious nature
o The Classification Society and Flag State will be notified when appropriate
o Reported operational problems, damages, defects, accidents and incidents should be
reported to the owner by the Fleet Group Manager or superintendent after consultation with
and as advised by Managing Director.
In addition to the formal reporting above Superintendents are to monitor that onboard inspections
as required, i.e. Structural, Cargo and Ballast Tanks inspections are performed and recorded as
required
Distribution of Reports
Reports from the vessels shall be distributed to the Superintendent in charge of the vessels. He shall
go through the reports, initiate action if deemed necessary and inform Fleet Group Manager and or
other managers as relevant.
6.14 AMVER
Ships should report to AMVER ship reporting system. The only exemption is vessels in inter-island
trade in Indonesia and or on short coastal voyages where Master deems this impractical.
6.15 MASTREP REPORTING IN AUSTRALIAN WATERS
Vessels are hereby advised of the transition of the Australian Ship Reporting System (AUSREP) to
the Modernized Australian Ship Tracking and Reporting System (MASTREP) as prescribed in Marine
Order 63 (MASTREP) 2013, which will take effect on 1 J uly 2013.
6.16 DOCUMENTS REQUIRED IN ELECTRONIC FORMAT FOR INITIAL
PANAMA CANAL TRANSIT
Panama Canal Authority (Autoridad Del Canal De Panama) in its effort to provide the best possible
service, advises the maritime fraternity that with effect form 1
st
September 2012 all vessels transiting
the Panama Canal for the First Time shall provide the documents stated underneath in electronic
format utilizing Word, Excel, PDF, TIFF, J PEG or similar format:
International Tonnage Certificate (ITC - 69)
PC / UMS Documentation of Total Volume, Suitable Substitute
Volume Calculations (If available)
Suez Canal Certificate (If available)
Load Line Certificate (If multiple load line exist, provide the one with lease freeboard)
Ship Particulars

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Certificate of Registry (COR)
Ship Classification Certificate
Minimum Crew Safe Manning Certificate
International Oil Pollution Prevention Certificate (IOPPC)
Certificate of Fitness
The drawings shall be provided in PDF or Autocad format only, in a single plan & not in sections /
parts. Following drawings are required:
General Arrangement Plan (GA Plan)
Capacity Plan with Deadweight Scale
Midship Section Plan
Lines Plan
Shell Expansion Plan
Docking Plan
Trim & Stability Booklet
The documents must be legible, of good quality & shall include all pages.
The above mentioned documents & drawings shall be submitted at least 96 Hrs prior arrival Panama
Canal Waters, to Arqueadores@pancanal.com or ACP-Shipplans@pancanal.com.
Please specify the following in the Subject of the mail:
Vessels Name
IMO Number
Panama Canal Ship Identification Number / Vessels SIN (If available)
Receiving the information in advance will allow the authorities to expedite the vessels scheduling
process, proper assessment of tolls & facilitate the inspection process on arrival.
6.17 LIGHTERING, STS OR BUNKERING OPERATIONS IN US WATERS
Oil Tankers
Prior to carrying out any oil cargo lightering or STS operations in US waters then Average Most
Probable Discharge (AMPD) coverage must be arranged by vessels contracted Oil Spill Response
Organization (OSRO).
AMPD coverage will normally take 24 hours to arrange and a standby vessel will attend the lightering
or STS operation. If notice is not given and AMPD coverage not arranged, the operation will not be
allowed to proceed by the USCG.
If charters give short or no notice then a letter of protest must be issued to protect owners interests.
Al l Vessels Bunkering in California
The same rules for tankers as above applies to all vessels bunkering by barge in Californian waters.
In all cases of bunkering, lightering or carrying out STS operations, consult Compliance Systems
Inc (CSI) 24 hours at telephone number:

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o 1-912-233-8181 to initiate necessary arrangements

6.18 CANADA - CARRIER CODES & PRE-ARRIVAL CONVEYANCE
MESSAGES
Please refer to HSSEQ Circular 46 2013 for all information regarding Canada Carrier Codes & Pre-
Arrival Conveyance Messages.
6.19 SINGAPORE PRE ARRIVAL NOTIFICATION OF SECURITY (PANS)
Please refer to HSSEQ Circular 44 2013 for all information regarding Singapore Pre Arrival
Notification of Security (Pans) messages.
6.20 REGULATIONS OF THE PEOPLES REPUBLIC OF CHINA ON THE
PREVENTION AND CONTROL OF MARINE POLLUTION FROM SHIPS
As of 1 J anuary 2012 it is a legal requirement that owners / operators of:
a) Any ship carrying polluting and hazardous cargoes in bulk; or
b) Any other vessel above 10,000 GT,
to enter into a pollution clean-up contract with a Maritime Safety Agency (MSA) approved pollution
response company before the vessel enters a PRC port.
Ships entering a PRC port and if it has not contracted with an approved, relevant clean up contractor
where necessary could be subject to administrative penalties and other possible measures.
Thome Ship management has signed a Pollution Control Management Agreement with OSRO China
Ltd. who is also our sole service providers for Oily Waste Management in all Chinese ports.
Interim guidance for masters if they are bound for a mainland China port on or following 1 J an 2012
is to simply email info@osro.com.hk advising:
1) Name of vessel
2) Name of technical manager. (Thome Ship Management or Timur Ship Management)
3) Name of master
4) Port and ETA
Email to OSRO China should be sent at least two days in advance of arrival if possible.
OSRO China Ltd. will then check to see if an agreement is required for that particular port and if
required forward the necessary documents to the vessel prior to arrival along with the authorization
form that allows the master to also sign the document in the event that is required by the local MSA.
If an agreement is not required then the master will be advised accordingly.
If any party requests information regarding this issue, please reply advising that Thome Ship
Management has an agreement in place with OSRO China Ltd.

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6.21 PORT STATE CONTROL INSPECTIONS
All PSC inspections must be reported to the TSM office immediately after the inspection. Messages
are to be copied to both vessels superintendent and Marine department.
Where no deficiencies are noted then a short email message is sufficient
Where deficiencies have been identified then a faxed copy of inspection report must be sent
Ocean Manager to be utilised when reporting.
Where deficiencies are identified, the Master with assistance from the office, will respond to the PSC
authorities to ensure that all items identified are closed out by the issuing PSC office.
Email reports for Port State Control Inspections should be made to e-file 5.2
Correction of Deficiencies found in Panamanian Flag Vessels
In order to improve the exchange of information regarding Port State Control (PSC) Inspections to
Panamanian Flagged vessels, this Administration requires to all Masters, the Company and
Recognized Organization to report immediately to the Panamanian Port State Control Section, all
PSC inspections reports.
The actions taken by the operators/owners to correct the deficiencies found during PSC inspections
must be sent, duly documented, as soon as possible to the Panamanian Port State Control Section
The Recognized Organization shall send the survey report to the Port State Control section in cases
where the attendants of the Recognized Organizations are required by the port state control officers.
All the correction of deficiencies shall be sent by the Masters using the format in appendix I of the
Panama Merchant Marine Circular No. 172 Correction of Deficiencies Reports Form (F-J ERP-02-
01).
The contact details of the Panamanian Port State Control Section are as follows:
Phone: (507) 501-5092 / 501-5094 / 501-5033
Fax: (507) 501-5083
Email: psc@amp.gob.pa
Assistance and Notification on Marshall Island vessels
As per Marine Guideline No. 5-34-2 the Master should never hesitate to seek any assistance during a
Port State Inspection if deemed necessary.
If so, immediate reporting to the Maritime Administrator, Marine Safety office, via telephone (+1 - 703
- 620 4880), Duty Officer fax (+1 703 860 2284) or email (dutyofficer@register-iri.com).
This will allow the Maritime Administrator to intercede as necessary while the action i s
actuall y taking pl ace.
6.22 FLAG STATE INSPECTIONS
Correction of Deficiencies found in Annual Safety Inspections for Panamanian
Flag Vessels
In order to improve the exchange of information regarding Annual Safety Inspections (ASI) to
Panamanian Flagged vessels, the Panamanian Flag Administration requires that all Masters to report

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to the Panamanian Flag State Section the corrections of deficiencies raised during Annual Safety
Inspections within the next 30 days, as stated on the ASI Form, Page No. 8 to the following email
address: marsegur@amp.gob.pa
The actions taken to correct the deficiencies found during ASI inspections must be sent, duly
documented (pictures, if it is required), as soon as possible to the section mentioned on the previous
paragraph.
The correction of deficiencies shall be sent by the Masters using the format in appendix I of the
Panamanian Merchant Marine Circular No. 201: Monitoring and Correction of Deficiencies Reports
Form (F-IASI-01-01).
6.23 HARMONIZED VESSEL PARTICULARS QUESTIONNAIRE (HPVQ)
All tank vessels are required to have a complete updated HPVQ onboard at all times. Vessels are to
send an updated HPVQ in vpz format to the Marine Department every three months or prior to a sire
vetting inspection or immediately when there are changes to the particulars or trading certificates.
The Master is to ensure that data entered in the HPVQ is accurate. Any discrepancies may result to
vessel being rejected by oil major.
New tank vessels recently entered into the management are to send a complete HPVQ to the Marine
Department no later than a week after take over.
The Marine Department is to upload the HPVQ into the OCIMF SIRE System and ensure that the
HPVQ in the OCIMF SIRE System is less than six months old.

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TSM Form 007 Noon Report
TSM Form 068 Survey Report
o File No. 5.1
MSM Master-list 002 List of TSM Forms, Filing and Distribution
E-mail Reports to Thome
o File No.1.1
AMOS Database
Distribution
Vessels
o File copy, either paper or electronic
o Documented AMOS Database Entry
Thome Singapore
o Original Forms
o Monthly Import of updated AMOS Database
References
CFR 33
Emergency Contingency Manual
MAPOL
OPA 90
SOPEP
SMPEP
SOLAS
Ships Security Plan
AMSA Form 18 Incident Alert
AMSA Form 19 Incident Report
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THOME
Operations Manual
Deck
OMD Document
No. 007
7. STAY IN PORT
Purpose
To provide guidance for the vessels stay in port
Application
All vessels
Responsibility
Master
Superintendent
7.1 GENERAL
Before Arri val
Before arriving at a port the Master should familiarise himself with all information available relating to
navigation, inward clearance, regulations etc.
The voyage plan should be double checked for correctness and pilot to berth
information
The Master and Chief Engineer shall conduct a pre-arrival tour of deck and engine spaces to ensure
no significant deficiencies exist
A wipe down of oily surfaces shall be standard procedure after tie up
Masters are directed to set In Port Routine prior to arrival at each port of call, which is to include:
Wearing of clean uniforms or boiler suits with name and rank by all personnel on
duty
The conduct of a post arrival wipe down of all oily surfaces in deck and engine
departments
Re-stowing of all paints and tools and other loose gear that might create a
sloppy appearance
Relationship with Authorities
A good relationship with the authorities in the various ports is important for both the vessel and the
Company. Representatives of the local authorities should therefore, should always receive the best
possible treatment. For clearance to take place quickly and without complications, the Master
should, ascertain, prior to arrival, that:
Crew, customs, stores, personal effect, vaccination and other lists have been
prepared
The file of the ship's "Trading Certificates" etc., is complete and up to date
Passports, certificates, service books, vaccination certificates, articles and pay
accounts are ready for members of the crew who will be signing off

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Dutiable articles in excess of permitted quantities have been collected
A gangway watch is assigned to challenge and escort visitors
Relationship with Agents
Ships operating on a voyage or consecutive voyage basis will receive the names of agents from the
operator. Ships operating under time charters will receive the names of agents from the charterers is
important to establish a good relationship with the agents. If the Master finds reason to doubt
whether the agent is giving the vessel's interests full and proper attention, he should investigate the
matter carefully. Any complaint in this respect should be made through the head of the agency firm.
At the same time, a report should be forwarded to Thome.
Owners Agents
o The Marine Manager is responsible for the making Agency appointments.
o If an Owners' Agent is deemed necessary the Marine Manager shall be
advised of the full details of the services required in order to make the
appropriate appointment. i.e. Docking, large crew change, repair call, etc.
o Office staff shall refer to the Marine Manager for Agency details.
Relationship with Ships Suppliers
In the case of ship-chandlers, suppliers and service firms representatives, efforts should be made to
maintain the best possible relationship on a pure business level. In this way, we are able to act freely
in the event of it being necessary to file complaints concerning work performed, goods delivered or
invoices received.
Manning in Port
Either the Master or the Chief Officer must be onboard at all times.
Either the Chief Engineer or the Second Engineer Officer must be onboard at all
times.
Sufficient Deck and Engineering Officers are to be onboard in order to take
charge during routine operations or in the event of an emergency.
Sufficient ratings are to be onboard at all times in order to operate the vessel
safely during routine operations and provide adequate numbers to manage
emergencies, including the moving of the vessel if required.
Watch
In ports where the use of a shore watchman or gate guard is not provided, the
Master should consult the agent and Ship Security Plan
In port watch routines shall be adequately established to ensure that the safety
and security of all deck and engine spaces is not compromised
Telephone Log
In many ports, a public telephone is brought aboard. Calls to any country can
be made from these telephones, often by direct dialling.

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It rests with the Master to ensure that all long-distance calls from the ship are
recorded in a telephone log and charged to the person who makes them.
The telephone log should record, caller, number called, the time involved, and
the cost of the call.
If the telephone is attended by a watchman from shore, he may be charged with
the task of keeping the telephone log. To facilitate control, the watchman
should be given a copy of the crew list.
Information to Crew
Information concerning customs regulations, smoking, traffic in the dock zone,
landing cards etc. should be given to the crew members as early as possible.
Board Showing Time of Departure
A board showing the ship's estimated time of departure and end of Shore Leave
is to be displayed at the gangway, or on the ships notice board.
Repairs to Machinery
The Chief Engineer must not commence any work that will make engines or vital
auxiliaries inoperative without obtaining the Master's consent and local
authority's approval.
Suppl ying Information to Outsiders
During inward or outward clearance, the Masters of our ships will be required to
give some routine information to the port authorities and others entitled to such
information. However, the information given should be confined to essentials.
In connection with accidents or oil pollution etc., media representatives often
seek interviews with the ship's officers and crew. The comments made at such
interviews may have a harmful effect on subsequent proceedings. Therefore, it
is impressed upon Masters that, until special permission has been obtained
from Thome, no information other than what is strictly necessary should be
given to the public.
Information Concerning Next Port of Call
Before leaving port, the Master must ascertain that the ship possesses
adequate approach and harbour charts for the next port. All necessary
information concerning the next port of call should be procured before
departure.
If re-directed whilst at sea, the Master is to immediately ascertain whether
adequate information is available concerning the new port of call. If in doubt on
any point, he should contact the agent, Thome or the instructing party.
Testing of Ships Safety Systems
No testing or simulations of Emergency Generators, ODMs, Sewage Plants,
launching of Lifeboats, etc shall take place while the ship is loading or

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discharging, without the express permission of both the Master and the Chief
Engineer.
o This is to avoid a shutdown, or Cargo Operations interference, which could
lead to accidents, pollution or other consequential incidents.
TSM Form 001 Voyage Plan
o File No. 22.2
Distribution
Vessels
o File originals
References
Ship Security Plan

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THOME
Operations Manual
Deck
OMD Document
No. 008
8. BILLS OF LADING
Purpose
To clearly define the procedure for checking and signing Bills of Lading
Application
All Vessels
Responsibility
Master
8.1 GENERAL
The legal document in connection with a charter transaction is the Charter Party. Therefore, the Bill
of Lading is, normally, a simple form which refers to the terms and conditions of the Charter Party. It
is an extremely important document which serves three purposes:
a receipt for the cargo, by the vessel
a document of title through which ownership of the cargo may pass from one
party to another
a contract governing the carriage and delivery of the cargo
A Bill of Lading should be checked with the utmost care before it is signed. The Captain signs the Bill
of Lading on behalf of Owners and not on behalf of Charterers or Shippers. Third parties (charterers
or shippers) have limited powers to interfere with the Captain signing it. In particular, the Captain has
no authority to sign for goods which he knows have not been shipped, nor has he authority to vary
the terms of the Charter Party governing the vessel's employment, and no third party can require him
to do so.
Six points should be checked before the Bill of Lading is signed:
Description of cargo
Date of Bill of Lading
Terms and conditions
Ports of loading/discharging (often unknown)
Payments of freight
Quantity
Description of Cargo
The description of the cargo must be consistent with the cargo details contained in the fixture. No
false statements are allowed in the Bill of Lading, e.g. description blended in the ship's tanks.
Date of Bill of Lading
The Bill of Lading must be dated correctly, as an incorrectly dated Bill of Lading is a fraudulent Bill of
Lading.

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Please note: The correct date is the date on which loading was completed - hoses were
disconnected.
In case of need, the day before is acceptable, provided the vessel was physically loading that day.
Terms and Conditions
It is important that the Captain incorporate the terms of the Charter Party in the Bill of Lading.
The Bill of Lading should contain the following words: This shipment is carried under and pursuant
to the terms of the Charter Party dated ..... at..... between..... and..... as charterer and that all terms
whatsoever of the said Charter are to apply to and govern the right of the parties concerned in this
shipment"
The blanks should be filled in with the date and place and the names of the owner and the charterer.
Ports of Loading/Discharge
Port or Ports of loading is to be stated correctly. The destination may be stated as a named port or
as a range of ports, however, the description of the destination must be consistent with the Charter
Party terms.
Payment of Freight
Freight is usually payable at the destination, and statements such as "FREIGHT PAID" or "FREIGHT
PREPAID" should under no circumstances be allowed in the Bill of Lading unless specific instruction
or approval has been given by Thome, even if vessel is on time charter or sub-let on Time Charter to
a third party.
Ensure the Bill of Lading contains the clause "Freight payable as per governing Charter Party. For
use when agents are not in possession of the acceptable Bill of Lading forms and for issuance of a
fresh set of Bill of Lading as mentioned earlier, the vessel should maintain a supply of blank
"INTERTANKBILL 78" or "CONGENBILL" Bill of Lading forms.
Quantity
Sellers or shippers do not load more than they have to. At the discharge end the receivers or
consignees want what they have paid for, it is, therefore, essential that the Captain does not sign for
more than what has actually been loaded on board the vessel.
In order to have a uniform system for signing or accepting the differences between ship and shore
figures the following sequence and explanation should be consulted, by Captains, and used as a
guideline when deciding to accept the figures or not.
Some product carriers have an "experience factor", showing the vessel to be either over, or under
calibrated, and the Captain should include this in his ship's figure calculation, while following the
sequence.
When shore and ship's figures are identical for up to a difference of +/- 0.1%, the Master can sign the
Bill of Lading as clean and no Letter of Protest need be issued.
In all other cases, the guidelines in the sketch should be followed.
Please note : In some ports, particularly in Rumania and the USSR, the Bill of Lading weight can be
calculated on the basis of specific gravity "in vacuum" as against the normal "in air". If this is the
case, it must be clearly stated in the Bill of Lading

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8.2 STANDARD PROCEDURES FOR SIGNING BILLS OF LADING
Procedure for Checking Quality
Ship Figure (equals) Bill of Lading Figure
o Sign the Bill of Lading
Ship Figure up to 0.1% (less than) Bill of Lading Figure
Ship Figure 0.1% - 0.25% (less than) Bill of Lading Figure
o Issue Letter of Protest for difference between ship and Bills of Lading
figures to shippers
Ship Figures 0.25% - 0.5% (less than) Bill of Lading Figure
o Re-gauge and recalculate ship figures
o Advise agents, charterers, owners and Thome of the difference
o Contact the P&I club and advise of the difference and request instruction
o Issue Letter of Protest for the difference between ship and Bills of Lading
figures to shippers
o Sign the Bill of Lading after receiving instruction from either owners and, or
P&I club
Ship Figure more than 0.5% (less than) Bill of Lading Figure
o Refuse to sign Bill of Lading
o Request Bill of Lading be corrected by shipper by correcting all originals or
issuing a complete new set of Bills of Lading
o Re-gauge and recalculate ship figures with independent surveyor
o Advise owners and Thome
o Follow the advice of owners and, or P&I club
Ship Figure up to 0.1% (more than) Bill of Lading Figure
Ship Figure 0.1% - 0.5% (more than) Bill of Lading Figure
figures to shippers
Ship Figure 0.5% - 1.5% (more than) Bill of Lading Figure
o Re-gauge and recalculate ship figures

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o Contact the P&I club and advise the difference and request instruction
figures to shippers
o Sign the Bill of Lading after receiving instruction from either owners and, or
P&I club
Ship Figure more than 1.5% (more than) Bill of Lading Figure
o Refuse to sign Bill of Lading
o Request Bill of Lading to be corrected by shipper by correcting all originals
or by issuing a complete new set of Bill of Lading
o advise agents, charterers, owners and Thome of the difference
o Re-gauge and recalculate ship figures with independent surveyor
o Advise owners and Thome
o Follow the advice of owners and, or P&I club
Procedure for signing Bill of Lading
All ship figures must have Vessel Experience Factor (if any) applied before entering this table.
If possible have shippers and independent surveyors attend any ship re-gauging.
In the cases of extremely small parcels or small parcels in large tanks then issue protest making
reference to this, protest difference and sign Bill of Lading (refer to P&I club if in doubt).
If shippers or charterers become unreasonable due to failure to sign Bill of Lading (or refuse to re-
issue or correct Bill of Lading) because the Master is following the procedures in this table then
advise that Masters instructions are to clause or to endorse the Bill of Lading with ships figures:
Vessels measurements are stated below, and this Bill of Lading is issued without prejudice to the
Owner's rights to rely on said measurements as evidence of the weight or quantity shipped. Vessel's
measurements on completion of loading are noted as ..
Where the vessel is issuing Bill of Lading (discharging to another vessel / lightering, etc) then the
Master is to receive clear instruction from the charterers for the format of the Bill of Lading and these
instructions are to be made known to Thome and the vessels owners.
In all cases of doubt, arising from Bill of Lading presented then refers to the P&I club for instruction.
8.3 BLANK BILLS OF LADING
The signing of blank Bills of Lading is not acceptable and if a blank Bill of Lading is presented by the
Shippers then the Master is to refuse to sign. If this practice is encountered then it is to be brought to
the immediate attention of Thome, Owners and Charterers.
The Master is authorised to sign a blank Bill of Lading after receiving written instructions from the
vessels Owners and advising Thome accordingly.
Masters are not to sign any blank Bills of Lading on the instruction from any other party (charterer,
agents, shippers, surveyors, etc).

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8.4 BILLS OF LADING OR DISCHARGE OF CARGO
Bills of Lading are the owners document and the cargo should only be delivered against, or in return
for, the surrender of an original Bill of Lading, when the Bill of Lading is said to be accomplished.
As a matter of good practice, the Master should always seek confirmation from
the agent that the delivery of cargo will be made against an original Bill of
Lading.
If this is not the case, the Master should immediately contact the owners for
instructions.
Under no circumstance should the Master commence discharging unless
original Bill of Lading is surrendered or the fact that an owner has accepted an
LOI is confirmed.
Bill of Lading
o Voyage File
Distribution
Vessels
o File copies
References
P & I Club Instructions
Masters Role in Collecting Evidence

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THOME
Operations Manual
Deck
OMD Document
No. 009
9. CHARTER PARTIES
Purpose
To specify guidelines for vessels on charter
Application
All vessels
Responsibility
Master
Operations Executive
Fleet Group Manager
Superintendent
9.1 CHARTER PARTIES - GENERAL
Thome has provided the vessel with a file containing copies of the most commonly used Charter
Parties. Should you come across a C/P form reference which is not available onboard please inform
Thome. Each Charter Party has a commercial Code name, which will be stated in our cable/telex
with fixture details for your ready reference.
Thome fixture details message will also contain the essence of special conditions and clauses
negotiated for the particular voyage, which are of interest to the vessel, such as notice clauses,
pumping rates etc.
9.2 TIME CHARTER
Under a time charter the vessel is put at charterer's disposal for a certain period of time, usually
against a monthly payment expressed as a rate per ton summer deadweight, or on a daily hire basis.
The Time Charter Party contains the terms and conditions agreed upon between owner/charterer,
e.g. time and place of delivery and redelivery, trading limits, cargo allowed and the hire. Under a
Time Charter the vessel is under the direction of the time charterers, and they are under obligation to
give you all instructions in writing. The time charterers pay for bunkers, port charges, pilotage, canal
dues etc. While the owner pays only the expenses pertaining to his own business, e.g. maintenance
of the vessel and expenses incurred in connection with master, officers and crew. Overtime and
communication expenses are, usually, a fixed amount monthly, in addition to charter hire.
Responsibility
Masters will receive all voyage and loading instructions from the charterer.
These instructions must be adhered to. Basically the duties of the vessel will
be the same as under a Voyage Charter, except that the voyages are performed
on behalf of the Time Charterer.
Masters are to copy Thome the initial voyage instructions received from the
charterer. If charterer's instructions are not in accordance with the Charter

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Party terms you must immediately inform us so that we can discuss/clarify the
instructions with the charterers.
Bunkers
All fuel and diesel onboard at the time of delivery on Time Charter will be bought
by the charterer, who will also be in charge of further bunkering.
When the vessel is redelivered, the charterers will sell all fuel and diesel
onboard back. It is normal practice to engage a surveyor to establish the exact
quantities of bunkers at time of delivery and redelivery. Nevertheless, the
charterer shall be able to get exact information about bunkers onboard at any
time during the charter period.
o It is still the vessel's responsibility, always to ensure that there are sufficient
bunkers onboard, including established safety margins, for the voyage in
question.
9.3 DEADFREIGHT
In the event that quantity supplied by shippers is less than what charterer's voyage orders call for, the
Captain is to contact charterers immediately to advise them of the situation and obtain their orders in
writing whether to await further cargo from shippers or complete loading with whatever quantity made
available to vessel by shippers and then on behalf of charterers lodge protest to shippers regarding
the quantity short loaded compared to quantity called for in the voyage order and in all respect
adhere strictly to charterers revised load orders or requests for protest to be issued by Captain, If
any.
If the quantity of cargo requested by the vessel in accordance with the Charter
Party is not supplied, the vessel has the right to claim deadfreight for the
difference.
When the Bill of Lading is presented, the Captain should present a protest with
the following wording (see Form TSM 25) :
"According to the Charter Party dated........... the vessel is fixed for (quote our
fixture/telegram,) however on completion of the loading a short loading of ........
M/T has been ascertained.
I hereby formally protest and reserve on behalf of owners all rights, which they
have in terms of the governing Charter Party to ensure the timely payment of
deadfreight on the quantity short loaded."
A representative from the installation should sign the protest and the Calculation
of Deadfreight. (Forms TSM 24 & 25)
The Captain should include the deadfreight tonnage claimed in the departure
telex/telegram and copies of the protest and the calculation should be mailed to
TSM.
Should the representative refuse to sign or receive the receipt of the protest, the
protest should be telexed or cabled to the shipper or charterer before departure
of the vessel to give this party the opportunity to supply the required additional
cargo.
An entry should be made in the logbook saying that the representative refused
to sign.

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An independent surveyor can be called in to verify your calculation by his
separate statement/report in the event charterers' representative refuses to sign
your calculation.
When a Captain is notified that the vessel is sub-chartered to a third party, he is
to make sure that all instructions received from the new charterers are in
accordance with the governing Charter Party and that the instructions do not go
beyond the original Charter Party between Thome and the original charterers.
o The Captain must copy Thome the initial voyage orders and any changes
thereto.
9.4 SUB CHARTER / SUB-LETTING
It might happen on Time Charter and very seldom on a Voyage Charter that the charterers "sublet"
the vessel to a 3rd party. In such a case, the Captain is acting both as owners' and as the charterers'
(T/C Owners') representative, and he is to take care of all matters on their behalf, bearing in mind
always to protect Thome interests.
9.5 VOYAGE CHARTER
Under a voyage charter the vessel is put at charterer's disposal for the carriage of a full or part cargo
from one or more ports to either named port(s) of destination or port(s) within a certain range at
rate(s) and conditions agreed to in C/P.
The charterers are granted a certain amount of time (laytime) within which to
load and discharge the vessel, usually 72 hours SHINC (Sundays, Holidays
included).
For time spent in excess of agreed laytime, charterers are charged demurrage,
(no dispatch in tanker trade).
9.6 FREIGHT EARNINGS
Vessels are, usually, fixed according to "World Scale" or, as an alternative, on a lump sum basis.
If fixed on basis World Scale, freight is earned on the basis of cargo intake or
minimum quantity guaranteed by charterers. Flat rate is obtained from World
Scale as per ruling tariff, i.e. any combination of loadports/discharge ports
worldwide have a special "flat rate" per ton cargo scale points owners/charterers
have negotiated/agreed upon. As an addendum to this paragraph please find
the introductory pages to the current world scale.
When fixed on world scale terms and conditions it is imperative, subject to
charterers voyage orders, that vessel loads maximum cargo available but
always subject to quantity stated in Charterers voyage orders, Owners normally
obtain freight in excess of cargo fixed, for instance if fixed 27,000 mt. Any cargo
lifted in excess of this quantity will be paid for by charterers usually at half the
basic freight rate (called 50% overage). Consequently, it is important that when
charterers voyage orders are received, the Captain calculates max. cargo
intake with due consideration to the restrictions prevailing in loadport/discharge
port, which weather zones vessel will transit enroute, as well as bunker
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enroute, if there is no draft restriction at the loadport, but only restriction being at
the discharge port.
Above max cargo intake to be conveyed to Thome who will inform charterers in
an endeavour to persuade them to accept maximum lifting over and above
quantity actually fixed.
If the vessel is fixed on lump sum - owners/vessel are only obliged to lift the
cargo as per fixture details and as such we do not have the same incentive to
increase the cargo intake as described above, as we do not obtain additional
freight for excess cargo over and above what actually fixed.
o Ship owners have to pay all operating expenses out of the freight, e.g. port
charges, cost of bunkers, agency fees etc.
o Possible loss of time enroute due to weather is also for owner's account.
o Thome will issue or relay to vessel voyage orders/ instructions to be
adhered to.
Bunkers - Voyage Charter
In order to achieve the most economical operation and optimal purchase of bunkers, Thome will
contact vessel giving the intended bunkering programme for vessel's consideration and evaluation,
taking into account vessel's safety margin for the given voyage. We remind Captains that it is their
responsibility that vessel's safety requirements are always maintained and vessel is able to perform
the voyage in question. After receipt of vessel's comments/agreement to the bunkering programme,
stem will be placed via Thome, who in turn will give full details of stem to suppliers/agents and
vessel.
9.7 NOTICE OF READINESS
It is the Captain's responsibility to notify the charterer or his agent, in writing, as soon as the vessel
has arrived at the Port and is in all respect ready to load or discharge.
This advice is given in the form of a "NOTICE OF READINESS" (NOR) by using TSM Form 012.
NOR is also to be tendered to the parties stipulated in the Charter Party, and or the Voyage Orders,
by either cable or direct telex upon arrival in port. The cable or telexed, NOR, must be followed up by
the printed NOR form which to be signed by charterers' representative upon berthing. Before the
NOR may be tendered, the following conditions must be met:
The vessel must have arrived at the place for loading or discharging as
stipulated in the Charter Party and or voyage orders or as near to as the vessel
can get with safety.
o NOR is to be tendered when arriving at the customary anchorage or arriving
at the pilot station whichever comes first.
o Time and location when giving NOR is to be entered in vessel's log book.
The vessel must be actually ready to load or discharge cargo at the specified
time. However it is the custom of the trade that the NOR is valid when tendered
even though the vessel is arriving with ballast on board.
o If the vessel arrives before laydays commence, NOR should be tendered
anyway in order to give the charterer the opportunity to accept the vessel
earlier and to use the customary 6 hours' notice time, unless otherwise
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o The rules for calculation of laytime vary considerably, the Captain should
carefully read the clauses concerning notices, laytime and demurrage in
each Charter Party to ensure "Notice of Readiness" is tendered at the right
time, to be safe, ensure notice is tendered immediately upon arrival load or
discharge port.
o Please ensure that the governing dates and hours are clearly stated in the
"Statement of Facts". (TSM Form 017)
NOR per Charter
It is extremely important that all instructions and notices as per Charter Party
and charterers' voyage orders are strictly adhered to. As the Notice of
Readiness (NOR) establishes the start of laytime the procedure of establishing
same requires correct communication procedure.
NOR by telex: Charterers designated NOR receivers should be telexed direct
and the vessel must receive the correct answer back from the recipient.
If the above procedure is impossible NOR must be sent as a cable to the
designated receivers.
If the vessel arrives before laydays commence, NOR should be tendered
anyway in order to give the charterer the opportunity to accept the vessel earlier
and also to use the 6 hours' notice time unless otherwise instructed by owners
or charterers.
The rules for calculation of laytime vary considerably, therefore, the Captain
should carefully read the clauses concerning notices, laytime and demurrage in
the Charter Party in question and ensure "Notice of Readiness" is tendered at
the right time, but to be safe, ensure that you tender immediately upon arrival
load/discharge port.
o Please also ensure that the governing dates and hours are clearly stated in
the "Statement of Facts". (Form TSM 017)
9.8 LAYTIME
Laytime means the period of time agreed between the parties in the Charter Party during which the
owner will keep the vessel available for loading/discharging free of charge. Laytime normally
commences 6 hours after Notice of Readiness has been given or when all fast, which ever occurs
first but the Charter Party should in each case be consulted in order to have the correct basis for
calculation of laytime, and runs until the cargo hose(s) has been disconnected. In certain instances,
such as an unreasonably long time to complete paper work (in excess of 3 hours), laytime will
continue until relevant documents are onboard, which therefore must be recorded. The following
does not count as laytime:
Sailing time from anchorage to first berth (all fast/moored)
Bunkering and possible steaming in this connection prior/after loading and
discharging, (Unless using waiting time.)
Time used for deballasting, unless same carried out concurrent with cargo
operations.
Stoppages ordered by ship for technical reasons.

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It is important that the dates and hours governing the periods not counting as
laytime are clearly stated in the statement of facts.
Further, the times and the calculation of laytime/demurrage should be included
in the departure telex/cable from the loading/discharging port enabling TSM to
make out the invoice as fast as possible. To expedite this kindly ask agents to
telefax your completed Statements of Facts to us, alternatively ensure you mail
signed copies of Statement express to Thome.
9.9 DEMURRAGE
If the vessel does not complete loading/discharging within the laytime allowed according to the
Charter Party, the charterer must pay for the delay at an agreed rate. The vessel is then said to be
working "on demurrage" which means that the laytime has expired. Once the vessel is on
demurrage, time counts continuously unless otherwise provided in the Charter Party. The Captain
must keep a current check on the laytime being used, and as soon as the laytime stipulated in the
Charter Party has been used, the charterers, shipper, receiver, and Thome should be notified by
telex that the vessel is on demurrage. The following wording should be used for this Notice:
Without prejudice to owners claim for demurrage. "This serves to notify you that
according to my calculation the laytime of (72) hours stipulated in the Charter
Party has been used as of (date hour), wherefore the vessel is now operating on
demurrage." Captain
The following shows examples of calculation of demurrage.
o Examples
o Examples based on Asbatank Voy 2 Charter Party according to which
Notice of Readiness is to be tendered on arrival at the customary
anchorage. Laytime starts to count 6 (six) hours after Notice of Readiness
is tendered or when the vessel is all fast at berth/mooring, whichever occurs
first.
Table 9.9-1: Example Laytime Madras
NOR 16.11 1112
Hoses disconnected 20.11 1605 4d 4h 53m
Less:
6 hours grace 6h 00m
Shifting to berth 17.11 1940 - 2245 3h 05m
Deballasting 17.11 2245 - 18.11 0515 6h 30m
Time used Madras 3d 13h 18m
Table 9.9-2: Example Laytime Corpus Christi
NOR 28.12 1940

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Hoses disconnected 02.01 0430 4d 8h 50m
Less:
6 hours grace 6h 00m
Shifting to berth 31.12 0620-1045 4h 25m
Time used Corpus Christi 3d 22h 25m
Total Laytime used 7d 11h 43m
Laytime allowed 3d 0h 00m
Demurrage 4d 11h 43m
9.10 CARGO QUANTITY AND DEAD FREIGHT
Advice on Cargo Quantity
In Voyage Charter Parties the quantity agreed between charterers and owners may be described in
various ways as per the following examples:
"Full cargo 31,000 mton 5 percent moloo" (more or less in owners option):
o Owners guarantees vessel is able to load minimum 29450 mton.
o Vessel may demand up to 32,550 m ton.
o Possible deadfreight claim to be based on quantity of cargo demanded. If
draft should restrict intake, loss of deadweight is for charterer's account.
Intake restrictions because of limited cubic capacity is for owner's account.
"Part cargo 28,000 mton 5 percent moloo basis departure draft loading port 34
feet saltwater."
o Owners guarantees vessel is able to load minimum 26,600 m ton. Vessel
may demand cargo up to 34 feet draft saltwater. Possible deadfreight
claim to be based on quantity of cargo demanded. If actual draft should
restrict intake to less than 34 feet draft, loss of dead weight up to 34 feet is
for charterer's account. Intake restrictions because of limited cubic capacity
is for owner's account.
"Minimum 30,000 mton - charterer's option to complete to full cargo".
o Owner guarantees vessel is able to load minimum 30,000 mton and
charterer guarantees to supply at least this quantity. Possible deadfreight
to be based on 30,000 mton. If draft should restrict intake below 30,000
mton, loss of deadweight is for charterer's account.
"Min/Max 30,000 mton"
o mton should be loaded as close as possible.
o Owners guarantees that vessel is able to load 30,000 mton and charterer
guarantees to supply the same quantity. Possible deadfreight to be based
on 30,000 mton, loss of deadweight is for charterer's account.

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mt 5 pct moloo cpp undarker 2.5 npa max 2 grds wnns min. s.g. 0.74 at loaded
temperature."
o If s.g. proves to be less than 0.74 then we have the possibility of claiming
deadfreight for cargo short-loaded provided that the vessel is loaded to
maximum cubic capacity. The vessel is to prepare a telex
calculation/statement available for cargo multiplied by min. s.g. compared
with actual loaded quantities i.e. vessel's figs and B/L figs.
Note that, in all the examples quoted, the charterer has a perfect right to load
less than the fixed quantity, and loading instructions from charterer should
always be followed to the letter. The significance of the fixed quantity is that the
charterer is liable for deadfreight as outlined above.
Cargo Capacity - Advice to Loading Port.
As freight is calculated on basis of the maximum tonnage within the limits of the fixture, it is very
important to inform the port of loading of the vessel's total loading capacity. Please, therefore,
include the following in arrival notices to the agent in every loadport:
"Please inform suppliers: Vessel's Cargo Capacity :......... Metric tons equal to
......... long tons or cubic metres basis sg .......... at ......... degrees celsius
estimated draft departure loadport .......... feet .........inches salt/freshwater
estimated draft arrival discharge port ....... feet.....inches salt/freshwater"
9.11 STAY IN PORT
Load Port Arrival
o The commencement of laytime requires tendering of Notice of Readiness.
It is therefore essential that this notice is given at the earliest possible time
preferably upon arrival at the pilot station unless this is obviously
unreasonable in which case NOR should be tendered as soon as Master
considers vessel to be in the right position.
Waiting at Anchorage (if applicable)
o If, after tendering NOR, vessel is instructed to wait at anchorage, vessel
should anchor as near as possible to the eventual berth with minimum
deviation from the direct line to berth. If the actual anchorage involves
deviation of significance from the direct line to berth, Master should
estimate how much longer time the shifting from anchorage to berth takes
compared with direct proceeding to berth. The actual time to anchor will be
performed in the "notice time".
Notice Time
o Most Charter parties will provide for the first 6 hours after tendering NOR as
Charterers free time for preparations. This time will run continuously until
used, unless the vessel is all fast in berth before expiry of 6 hours in which
case laytime will commence from all fast in berth.
o SHELLVOY 4 and BEEPEEVOY 2 "83" are slightly different from the other
most used Charter parties.
Shifting from Anchorage to Berth

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o This time is Owners time and shall not count as laytime. It is important to
observe that shifting is a word for movement and starts with actual
departure from anchorage and ends with vessel being "all fast" in berth
normally FWE. Many Time Sheets will show only time for pilot boarding
and if departure from anchorage occur after pilot boarded, it is essential that
time for departing anchorage is reflected in the Time Sheet, otherwise
Charterers will want time deducted from an earlier time.
o It should also be observed that all fast is the time of FWE or similar and not
when gangway is down which is a different matter. Time of departing
anchorage and time of all fast should always be quoted in messages to
Owners. As shifting is Owners time it should be as fast as possible.
o If the vessel leaves anchorage, but must slow down or interrupt the voyage
because there is an unexpected delay for previous vessel to leave berth
etc., a remark should be made in respect of duration of interruption/time lost
in slowing down as Owners will then charge this lost time against
Charterers.
Pre-loading Time
o Apart from eventual clearance of the vessel, this is a period of mixed
activities such as shore/ship planning of cargo operation, connecting of
ballast/cargo hoses, tank inspection when applicable. If these activities are
permitted during clearance formalities, Master should not accept any
reference in Time Sheet for delay caused by vessel's clearance by simply
referring to "cargo preparation/work being effected without interruptions".
Deballasting
o Deballasting time is Owners time, but in practice Charterers will allow time
to count if vessel has segregated ballast when deballasting effected
concurrently with loading. Also large vessels being able to load while
ballasting will earn laytime during deballasting if same is effected only while
loading.
Segregated Ballast
o Since Charterers normally allow time to run while deballasting, if concurrent
with loading, vessel should always await commencement of loading prior to
deballasting. If vessel is allowed to berth, but cargo is not ready, then
laytime will be interrupted if vessel commences deballasting while waiting
for cargo.
o Unless specifically instructed from shore vessels should never commence
deballasting before loading commences, while alongside berth, unless
shore are prepared to write N/A (NOT APPLICABLE) in column for
deballasting in Time Sheet.
o For segregated ballast vessel's Master should in addition try to avoid any
references to deballasting in the "official" Time Sheet unless installation
insists.
Ballast in Cargo Tanks
o Such vessels cannot avoid interruption in laytime for deballasting, but it
should always be observed that if vessel only carry minimum safe ballast
quantity the interruption of laytime will be less than if no consideration given
in respect of quantity with loss of earnings/extra expense as a result for
Owners. If a vessel can deballast while loading and Master consider this to

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be safe, then this should always be considered as it is extremely
advantageous to Owners compared with separate deballasting.
Time between De-ballasting & Commencement of Loading
o Most significant will be tank inspection for vessels without segregated
ballast.
o Many installations will try to identify "ship lining up" as being a delay. This
is positively wrong as the "lining up" is an integral and unavoidable part of
the preparation for loading, which does not qualify for interruption of laytime
and will often be carried out concurrently with other charterers' activities
such as tank inspection. Any reference to lining up should preferably be
avoided. The time between deballasting/commencement of loading should
be exclusively laytime/charterers time.
Loading
o This is Charterers' time unless there is something wrong with the vessel
causing delay.
Time between Loading and Disconnecting of Hoses
o This time spent for ullaging, sampling etc. is Charterers' time.
Disconnecting of Hoses
o Disconnecting of hoses is Charterers' time and when hoses disconnected
vessel is considered to be fully at Owner's disposal. This is normally the
time when laytime ends. This time should always be quoted in messages to
Owners.
Time between Hoses Off and Sailing
o This time is Owner's time with one important consideration to be made.
o After loading there will be a period of establishing the loaded quantity to be
inserted in the Bills of Lading. There is also some time necessary for
laboratory tests etc., which may take considerable time. As vessel itself will
require some time herself before she is ready to sail it has been accepted
that Charterers are not delaying vessel if they present cargo documents
within "reasonable time".
o "Reasonable time" has been identified as 2 hours, any additional time can
be charged as detention of the vessel.
o Master should, therefore, always quote time when receiving cargo
documents in messages to Owners. Likewise, if vessel leaves berth and
awaits cargo documents at anchorage the "interruption" of the voyage i.e.
time between stop and receipt of document is detention. Such time should
always be quoted in messages to Owners. If cargo documents needs to be
checked before signing so that there will be significant time between
received and signed, then time for signature should be reported.
o Ideally, all times specifically mentioned as important should also be
reflected in the Statement of Facts, and Master should endeavour to have
times inserted.
Discharge Port Arrival
o The commencement of laytime requires tendering of Notice of Readiness.
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preferably upon arrival at the pilot station unless this is obviously
unreasonable in which case NOR should be tendered as soon as Master
considers vessel to be in the right position.
Waiting at Anchorage (if applicable)
o If, after tendering NOR, vessel is instructed to wait at anchorage, vessel
should anchor as near as possible to the eventual berth with minimum
deviation from the direct line to berth. If the actual anchorage involves
deviation of significance from the direct line to berth, Master should
estimate how much longer time the shifting from anchorage to berth takes
compared with direct proceeding to berth. The actual time to anchor will be
performed in the "notice time".
Notice Time
o Most Charter Parties will provide for the first 6 hours after tendering NOR is
Charterers free time for preparations. This time will run continuously until
used, unless the vessel is all fast in berth before expiry of 6 hours in which
case laytime will commence from all fast in berth.
o SHELLVOY 4 and BEEPEEVOY 2 "83" are slightly different from the other
most used Charter parties.
Shifting from Anchorage to Berth
o This time is Owner's time and shall not count as laytime. It is important to
observe that shifting is a word for movement and starts with actual
departure from anchorage and ends with vessel being "all fast" in berth
normally FWE. Many Time Sheets will show only time for pilot boarding
and if departure from anchorage occurs after pilot boarded, it is essential
that time for departing anchorage is reflected in the Time Sheet, otherwise
Charterers will want time deducted from a previous time.
o It should also be observed that all fast is the time of FWE and not when
gangway is down, which is a different matter. Time of departing anchorage
and time of all fast should always be quoted in messages to Owners. As
shifting is Owner's time it should be as fast as possible.
o If the vessel leaves anchorage, but must slow down or interrupt the voyage
because there is an unexpected delay for previous vessel to leave berth
etc., a remark should be made in respect of duration of interruption/time lost
in slowing down as Owners will then charge this lost time against
Charterers.
Pre-discharging Time
o Apart from eventual clearance of the vessel, this is a period of mixed
activities such as shore/ship planning of cargo operation, connecting of
cargo hoses, sampling, ullaging etc. If these activities are permitted during
clearance formalities, Master should not accept any reference in Time
Sheet for delay caused by vessel's clearance by simply referring to "cargo
preparation/work being effected without interruptions".
Discharging
o This is Charterers' time unless there is something wrong with the vessel
causing delay.

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o Please observe carefully references to pumping warranties under
DEFINITIONS for normal clean/dirty voyages performed on WORLDSCALE
TERMS. For such voyages a Pumping log should always be kept and copy
mailed to Owner's office together with Time Sheet and NOR. For vegetable
oils, chemicals, molasses etc. There are different terms which are dealt
with under DEFINITIONS.
o IMPORTANT: If discharging appear to be completed at a time when sailing
will be delayed because of tide/no night manoeuvring, please bear following
in mind:
o If discharging completed 0030, hoses disconnected 0100, earliest sailing
0700 the time between 0100 and 0700 will be Owner's account. If
discharging completed 0630, hoses disconnected 0700, then time to 0700
will be Charterers' account.
o Therefore, if pressure at manifold is maintained at, say, 9 kg and
discharging completed 0030, it would be better to perform at 7,5 kg (Which
is still within the warranty and complete at 0630 as then all time will be paid
by Charterers rather than 6 hours waiting from 0100 0700 at Owner's
expense.
o Such considerations should be kept in mind in order to minimize time at
Owner's expense if vessel can slow down without protest from the
installation. This sensitive matter is entirely the discretion of Master.
o Please observe reference to COW Booster pumps, ballasting, Line
displacement, RPM, Volume, Non concurrent discharge etc.
Ballasting
o Any references to ballasting should preferably be avoided. If unavoidable,
Master should only mention commencement of ballasting at the earliest
when hoses disconnected as any ballasting before disconnecting hoses has
been carried out on Charterers' time concurrently with discharging.
o If time for ballasting must be shown prior to disconnecting, Master should
make remark on Time Sheet that ballasting did not interfere with
discharging. See remarks under DEFINITIONS. This is less important after
ASBA II was abolished.
Time between Discharging and Disconnecting of Hoses
o This time spent for various activities including inspection for obtaining dry
certificate etc. This time is Charterers' time.
Disconnecting of Hoses
o Disconnecting of hoses is charterers' time and when hoses disconnected,
vessel is considered to be fully at Owner's disposal. This is normally the
time when laytime ends. This time should always be quoted in messages to
Owners.
Time between Hoses Off and Sailing
o This time is Owner's time.

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9.12 OFF HIRE
All Time Charter parties contain, in the main body of the document, an "Off-Hire Clause" whereby the
ship's Owners, or Owner's Agents, may become liable for any deficiencies, or defaults on the part of
the vessel, its crew and/or equipment.
These penalties may be incurred by any kind of vessel, regardless of type or
trade, i.e. tanker, bulker, dry cargo, etc. on Time Charter.
Of particular concern are the agreed, or stated, performance criteria. Vessels
may incur penalties for both over-performing and under-performing. The exact
wording of all clauses, especially the Rider clauses should be carefully
examined to ensure that vessels perform according to the terms of their C/P's.
It is the responsibility of the Marine Manager to review all C/P and advise Fleet
Group Managers, Superintendents and Masters during pre-joining meetings of
the terms of the C/P for the respective vessel.
The Marine Manager should keep all Off-Hire records for the Thome managed
fleet. He is also responsible for reviewing Off-Hire and performance claims
received by charterers. The Marine Manager will report Off-Hire figures to Chief
Operating Officer every quarter on a specific format.
Dry-docking
In the duration of a Time Charter, Owners have the right and obligation to drydock the vessel at
regular intervals within time limits mutually agreed upon. Charterers require notice of the Owners
intention to dock the vessel. Charterers may nominate a port for delivery of the ship for docking in
which case the vessel will be off-hire from time of arrival at such port until drydocking is completed
and vessel ready in every respect to resume service at that port. This may vary pending the type of
C/P.
The Marine Manager is to advise Fleet Group Managers and Superintendents of
the relevant Off-Hire clause to be applied in connection with each docking.
If the Owners require the vessel, instead of proceeding to the offered port, to
carry out a periodical docking at a port of their own choice, the vessel will be off-
hire from the time she is released to proceed to the special port until she next
presents for loading in accordance with Charterers' instructions. It is usual for
charterers to credit owners, in this instance, with the time which would have
been taken on the passage at the service speed had the vessel not proceeded
to drydock. (Shelltime 4).
On & Off-Hire / Re-Delivery Surveys
On-Hire Surveys are carried out at the time of the vessel's delivery to
Charterers, usually at the commencement of a Time Charter.
Off-Hire Surveys are carried out prior to re-delivery of the vessel, from the
Charterers back to the Owners, on the last voyage.
On/Off-Hire surveys are usually held jointly by Owners and Charterers, by one
independent surveyor, with the costs being shared equally. However, it cannot
be over stressed that the onus is on the Master, as Owners' Representative, to
carefully check the C/P clauses in every case and to ensure that remaining fuel
and diesel oil represent a true account of the facts, in the Owners' best
interests.

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The Operations Executive shall review the prevailing C/P clauses and advise
the Master and relevant Fleet Group Managers prior any Off-Hire survey which
Thome personnel is to be involved in.
Off Hire Reporting
Each Superintendent is to keep a record of "Off-Hire" time for his vessels, based
upon information received from the ships via TSM Form 036: "Off-Hire
Statement". A copy shall be given to the Marine Manager, who shall keep full
statistics and records for the entire Thome managed fleet.
All times, dates and R.O.B.'s should be as accurate as possible. I.e. two
decimal places. An explanation should accompany each report.
A copy of each Off-Hire report is to be passed to the Marine Manager for his
analysis, comments and filing. Every quarter an Off-Hire report covering the
total fleet is to be prepared by the Marine Manager and submitted to Chief
Operating Officer.
Notification and explanations of any "Off-Hire" periods are to be immediately
sent to the Owner by the Fleet Group Managers and thereafter to be included in
the Quarterly Management Report.
9.13 CHECKING AND SIGNING OF STATEMENT OF FACTS
The Statement of Facts is a very important document, and as such merits special attention. For
tankers, Form TSM 17 shall be used.
The Laytime calculation and hence demurrage or dispatch on voyage charters, and also off-hire due
to winch breakdown, or other causes attributed to the vessel, when on time-charter are based on the
information shown on the Statement of Facts.
Hence, it is of the utmost importance to record accurately, in your vessel's log book, all the activities
taking place such as:
Date and time of arrival at roads and in port (at berth)
Date and time Notice of Readiness was tendered and accepted
Date and times that loading or discharging commenced, number of gangs, and
at what holds cargo work is performed.
Dates and times of any interruptions such as bad weather, Stevedore meal
times, breakdown of shore gear, breakdown of ship's gear, strike by stevedores,
gang availability, cargo availability etc.
Date and time that loading or discharging completed into each compartment.
Date and time that securing of cargo (if any) completed.
Date and time that shore gear is removed and stevedores disembarked.
Total cargo loaded or discharged per ship's and shore figures Draft - fore and
aft and amidships.
Date and time pilot boarded and vessel left berth.
Any other relevant and important information
Bunkers and fresh water ROB on completion of loading or discharging

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Before signing the statement of facts, the master is required to check it carefully, item by item, and
satisfy himself that the statements contained are accurate and correct and in agreement with any log
entries. If there is any discrepancy at all, it must be corrected on the spot, before signing the master
must endorse the statement of facts with any remarks as to any discrepancies. If there is any blank
space on the last page of the statement of facts, under the signature ensure that a cancelling line is
drawn across the page, so that no additional remarks can be made after it has been signed.
9.14 LETTER OF PROTEST
In order to ensure owners claims against parties involved or to annul any claims against owners the
following protest are to be issued in the English language in circumstances given in the following list,
which is not exhaustive:
The vessel is delayed waiting for a berth.
Delay at the berth (e.g. delays due to waiting for customs or immigration
clearance; waiting for pilot(s), tug(s); waiting for orders to start loading
/discharging; waiting for another ship to finish, waiting for daylight; other).
The loading rate is less than that requested by the vessel.
There is a significant difference between the API or temperature shown on the
cargo documents, and those quoted in the loading orders and used to calculate
the vessels cargo requirements and final figures.
The agreed cargo nomination was not supplied in full, or was significantly
exceeded on a shore stop.
When the vessels departure is delayed for Terminal requirements after leaving
the berth (usually to await the delivery of cargo documents)
Difference between B/L and ships figure (if the difference is more than 0.1% of
total quantity)
In case of short supply of cargo against required quantity. If the B/L quantity is
shorter than the required quantity, the Master is requested to prepare the
Protest Letter for short loading or for Dead freight Claim. (Refer OMD 9.3)
Slow loading or discharging rate at the request of the terminal
Difficulty measuring ullages due to inclement weather/sea conditions
Free water in ships tanks
Any Restrictions imposed by discharge terminal
Any restriction by terminal for Crude oil washing at discharge terminal.
Unsafe port or berth
If Free Pratique is not granted to the vessel within 6 hours of her arrival at port.
Any other LOP as per Charterers and Owners instruction.

When the ship is presented with a LOP, it shall be signed by the Master with an
acknowledgement of the claim (" For receipt onl y" ) without an admission of
liability.

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Charter Party Information
o Masters File
TSM Form 012 Notice of Readiness
o File No 15.1
TSM Form 017 Statement of Facts
o File No 11.2
TSM Form 024 Dead Freight Statement
TSM Form 025 Letter of Protest B/L
TSM Form 036 Off Hire Statement
o File No. 11.2
Quarterly Management Report
o Fleet Group File Copy - Original to Owners
Distribution
As per MSM Masterlist No. 002
References
SHELLTIME 4
BPVOY 4
NYPE 93
Vessel Current Charter Party
CONTROLLED Revision: 14 Nov 2012
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THOME
Operations Manual
Deck
OMD Document
No. 010
10. NAVIGATION EQUIPMENT
Purpose
To specify requirements for use and maintenance of Bridge Navigation Equipment
Application
All vessels
Responsibility
Master
Navigating Officers
Watch Standers
10.1 GENERAL
It is vitally important that watch-keeping officers are completely familiar with all navigation equipment
on board. Navigation equipment should be checked each watch by the Officer of the Watch to
ensure that it is fully operational. Defects should be recorded and brought to the attention of the
Master. It is of prime importance that bridge watch-keeping officers acquaint themselves with the
contents of operating manuals for equipment, particularly with regard to the setting up of controls and
the procedure to be followed in the event of a fault.
The Master should ensure that regular maintenance of all navigational equipment is carried out in
accordance with manufacturers' instruction manuals. The upkeep and maintenance of individual
items of navigational equipment should be the responsibility of a nominated officer, and their
operational status should be recorded.
Thome Ship Management requires that any equipment (whether personal or shipboard) which is not
approved and / or not included in the Cargo Ship Safety equipment Form E cannot be used for
navigation. This would include but not be limited to personal laptops, GPS units or ECDIS systems
(non-approved). In case the Vessel has been provided with extra navigation aids, they should be
appropriately marked Caution! Not to be used for Navigation
10.2 RADAR AND AUTOMATIC RADAR PLOTTING AIDS (ARPA)
The Master should ensure that at least one radar is available for use by the Officer of the Watch:
As an instrument for fixing and monitoring positions parallel indexing, etc;
As an aid for assessing the risk of collision;
For practicing plotting, etc.
The radar should be switched on in sufficient time before it is required, to establish that it is operating
correctly and to adjust it to obtain optimum performance
If weather conditions are such that visibility may deteriorate, the ship's radar should be operating at
all times to monitor for START signals and especially in reduced visibility. The display should be
observed as frequently as the prevailing circumstances require.
The life and operating efficiency of radar sets are affected less by continuous operation than by
frequent switching on and off. If two sets are fitted, at least one should be operating at all times.

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The performance of the radar equipment should be checked before sailing and at least once every
four hours while radar watch is being maintained. Where fitted, a performance monitor should be
used for this purpose.
Whenever the ship's radar is switched on and at the commencement of each watch if the radar is in
operation, the trace should be checked and, if necessary, adjusted to ensure that it is rotating about
the centre of the display. At the same time the alignment of the heading marker should be checked
as shown in the operating manual.
When using radar for fixing or monitoring the ship's position the following should be checked:
the radar's overall performance
the identity of the fixed objects observed
gyro error and the accuracy of the heading marker
the accuracy of the variable range marker, bearing cursor and fixed range rings
On true motion, that the display is correctly ground stabilised
When operating ARPA, the use of audible operational warning signals to denote that a target has
closed to a particular range, or that it is transiting a selected guard zone, does not relieve the Master,
or the Officer of the Watch, of the duty to maintain a proper lookout by all available means. When the
ARPA is operating in an automatic acquisition mode, such warning devices should be used with
caution, especially when in the vicinity of inconspicuous radar targets. Users should familiarise
themselves with the effect of errors on the automatic tracking of targets as described in the ARPA
operating manual.
It is important that the speed input for all anti-collision plots on radar or ARPA should be speed
through the water and not speed over the ground.
The use of speed over the ground can lead to errors especially when predicting the effect of intended
manoeuvres.
If speed input to the radar or ARPA is from a Doppler log, it should be noted that the Doppler log may
automatically switch from water tracking to ground tracking.
In such cases a warning notice must be posted advising officers of the need for manual speed input.
When reduced visibility is encountered or expected, a radar plot should be promptly established. A
reduction of speed may allow more time for plotting. The high standard of proficiency necessary for
the use of radar in reduced visibility will not be achieved unless regular anti-collision and plotting
practice is carried out. The Master should ensure that all Officers of the Watch practice radar plotting
regularly in clear weather, particularly when approaching coastal waters after a long ocean passage.
10.3 STEERING GEAR AND AUTOMATIC PILOT
The Officer of the Watch should comply with the requirements for the operation and testing of the
steering gear and the automatic pilot contained in SOLAS Chapter V.
All Deck Watch Officers and Helmsmen must be thoroughly familiar with the proper method of
changing over from one steering mode to another. The changeover procedures for each vessel shall
be posted close to the helm for ready reference. Any change of steering mode must be supervised
by the Deck Watch Officer. Helmsmen are not to make any steering mode changeover, interfere
with, or operate the steering mode controls unless supervised by the Deck Watch Officer. The
Master shall be responsible for training all Deck Watch Officers and Helmsmen in proper procedures
for changing over the steering mode.
The off-course alarm, when fitted, should be adjusted to suit the prevailing weather conditions. The
alarm should be in use at all times when under automatic steering. If the alarm becomes

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unserviceable the Master should be informed immediately. The use of an alarm does not in any way
relieve the Officer of the Watch from frequently checking the course being steered.
The auto pilot alarm must be tested at noon each day at sea and prior to entering restricted waters.
These tests shall be logged as completed.\
USCG Marine Safety Bulletin - Steering Tests Prior To Entering US Waters
33 Code of Federal Regulations 164.25 (please see below)states no person may cause a vessel to
enter into or get underway on the navigable waters of the United States unless no more than 12
hours before entering or getting underway, the main steering gear is tested from the alternative
power supply (emergency generator), if installed.
Details
Masters and/or operators of vessels are reminded that it is their responsibility to ensure that the
vessel is in compliance with 33 Code of Federal Regulations part 164 (Navigation Safety
Regulations) prior to entering or being operated on the navigable waters of the United States. Failure
to ensure compliance with these regulations subjects the vessel to a civil penalty for each violation.
However, it is not the Captain of the Port New Orleans' intention to issue monetary fines, just gain
compliance with the rules and regulations to safely operate on the navigable waters of the United
States.
Title 33: Navigation and Navigable Waters - PART 164NAVIGATION SAFETY REGULATIONS
164.25 Tests before entering or getting underway.
(a) Except as provided in paragraphs (b) and (c) of this section no person may cause a vessel to
enter into or get underway on the navigable waters of the United States unless no more than 12
hours before entering or getting underway, the following equipment has been tested:
(1) Primary and secondary steering gear. The test procedure includes a visual inspection of the
steering gear and its connecting linkage, and, where applicable, the operation of the following:
Each remote steering gear control system
Each steering position located on the navigating bridge
The main steering gear from the alternative power supply, if installed
Each rudder angle indicator in relation to the actual position of the rudder
Each remote steering gear control system power failure alarm
Each remote steering gear power unit failure alarm
The full movement of the rudder to the required capabilities of the steering gear.
(2) All internal vessel control communications and vessel control alarms.
(3) Standby or emergency generator, for as long as necessary to show proper functioning, including
steady state temperature and pressure readings.
(4) Storage batteries for emergency lighting and power systems in vessel control and propulsion
machinery spaces.
(5) Main propulsion machinery, ahead and astern.
(b) Vessels navigating on the Great Lakes and their connecting and tributary waters, having once
completed the test requirements of this subpart, are considered to remain in compliance until arriving
at the next port of call on the Great Lakes.

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(c) Vessels entering the Great Lakes from the St. Lawrence Seaway are considered to be in
compliance with this sub-part if the required tests are conducted preparatory to or during the passage
of the St. Lawrence Seaway or within one hour of passing Wolfe Island.
(d) No vessel may enter, or be operated on the navigable waters of the United States unless the
emergency steering drill described below has been conducted within 48 hours prior to entry and
logged in the vessel logbook, unless the drill is conducted and logged on a regular basis at least
once every three months. This drill must include at a minimum the following:
Operation of the main steering gear from within the steering gear compartment.
Operation of the means of communications between the navigating bridge and
the steering compartment.
Operation of the alternative power supply for the steering gear if the vessel is so
equipped.
10.4 GYRO AND MAGNETIC COMPASSES
It is recommended that the gyro compass should be run continuously. Should it stop for any reason,
it should be restarted and subsequently checked before use to ensure it has 'settled' and is reading
correctly.
Where there is a scheduled power outage then switch the gyro off to protect it. After any scheduled
or unscheduled power outage the gyro must be checked frequently to ensure it has settled.
Latitude and speed corrections should be applied to the gyro compass by a designated officer.
Repeaters should be synchronised with the gyro at least once a watch. The gyro alarm should be
checked daily. As a safeguard against the gyro and gyro repeaters wandering, frequent checks
should be made between the magnetic and gyro compasses. Care should be taken to monitor errors
induced by the ship's manoeuvring as such errors can reach 5 degrees or more. As far as
practicable, compass errors should be checked and recorded each watch using either azimuth or
transit bearing, or by comparison with the magnetic compass.
All liquid magnetic compasses should be checked regularly for air bubbles. They should be covered
at all times when not in use.
Gyro & Magnetic compasses are to be serviced / calibrated by a qualified technician / Compass
Adjuster once every year.
Magnetic compasses will be adjusted whenever significant deviation occurs.
Where fitted as a standby system, the magnetic compass control of the automatic pilot should be
tested and exercised not less than once a week and in clear visibility.
10.5 CHRONOMETERS / CLOCKS
Where necessary, chronometers should be wound daily at the same time and checked with a radio
time signal. The chronometer error should be recorded on the ship's chronometer rate card and the
Master informed of any unusual change in rate. Where quartz or electronic chronometers are fitted,
batteries should be changed at the manufacturer's recommended intervals and a record kept.
Prior to getting underway, as part of the Bridge Equipment Tests, clocks shall be compared and
synchronised, and the synchronisation entered in the Deck Logbook. Bridge and engine room clocks
shall also be synchronised daily at noon and prior to arrival. The engine room must be notified
whenever necessary to ensure that engine room and Bridge clocks are synchronised.
When it is necessary to advance or retard vessel clocks, all clocks shall be advanced or retarded at
the same time, i.e. the Bridge clock, chartroom clock and engine room clock shall always indicate the

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same time. Time zone changes, and any time changes due to Daylight Savings Time, shall be
logged when made.
10.6 ECHO SOUNDERS
The echo sounder should be used, both when making a landfall and in coastal waters, and
particularly in areas where charted depths must be treated with caution.
When approaching sounding depths, the echo sounder should be switched on in ample time, and the
operator should ensure that a zero mark is recorded. The echo sounder should be operated on all
ranges and scales regularly until a sounding is obtained. Care should be taken to check whether
units of soundings on the echo sounder are different from those on the chart in use.
The time of crossing the more important depth contours should be recorded in the deck log, with the
distance recorder reading
Whenever the echo sounder is used a notation should be made on the recording paper of the vessel
position and time.
SOLAS requires the echo sounder be checked against known or charted depths on each and every
voyage.
10.7 SPEED / DISTANCE RECORDERS
The speed/distance recorder should be operated as soon as it is practicable to do so.
Readings of distance through the water should be entered in the deck log at the end of each watch
and at times of establishing positions (where these are recorded in the deck log) and when course or
speed is altered. Readings should be entered on the chart alongside the ship's position.
10.8 ELECTRONIC POSITION FIXING AIDS
Electronic position fixing aids shall be tested and aligned prior to getting underway.
Electronic position fixing aids should be employed in conjunction with other available aids to
navigation. The Officer of the Watch should be thoroughly familiar with their use and limitations,
including the application of corrections to readings.
The manufacturer's operating handbook and current navigational warnings should be consulted to
ensure that proper corrections are applied.
GPS positions are referenced to the World Geodetic System 1984 Datum (WGS 84) and it is
recommended that the GPS receiver is maintained referenced to that datum.
This may not be the same as the horizontal datum of the chart in use, meaning that the position when
plotted may be in error. The receiver may convert the position to other datum; however these facilities
should be used with caution. In this case the observers must ensure that they are aware of the datum
of the displayed position. Where the difference in datums is known, a note on the chart provides the
offset to apply to positions referenced to WGS 84 for plotting on the chart, but where this offset is not
provided, the accuracy of the plotted position should be treated with caution. DGPS positions are
normally referenced to WGS 84 though regional datums, corresponding to WGS 84, may be used
[e.g. North American Datum 1983 (NAD 83) in the USA] and European Terrestrial Reference System
1989 (ETRS 89).
Many areas of the world have not been surveyed to modern standards hence the positional accuracy
of the charted detail on the paper chart, Raster chart or ENC may not be as accurate as the GNSS

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(Global Navigation Satellite System) receiver derived position. Masters and Navigating Officers
should allow a sensible safety margin to account for any such discrepancies.
The prudent navigator should never rely totally on GNSS navigation and should regularly cross check
the ships position using other means particularly in areas where the charts are based on old surveys.
Navigating Officers must read the note on satellite-derived positions on the Admiralty charts for more
information. Further information can be found in the Mariners Handbook (NP 100) and in Annual
Summary of Admiralty Notices to Mariners, No19.
Volume 2 of The Admiralty List of Radio Signals published by UKHO contains full descriptions of all
GNSS systems, with notes on their correct use and limitations. Also included are descriptions and
examples of over-reliance on GNSS, and a full account of the problems caused by differing horizontal
datums. All Masters and navigational Officers using satellite navigation systems are strongly advised
to study the information and follow the advice contained in this publication.
10.9 GENERAL ALARM
The Deck Watch Officer is responsible for and must test the vessel's General Alarm system prior to
getting underway, at noon each day at sea, and prior to entering restricted waters. These tests shall
be logged as completed.
10.10 RADIOS
Prior to getting underway, Bridge V.H.F. radios shall be checked to ensure that they are operational
on the proper channel(s).
The GMGSS System operational
The AIS operational
Bridge radio equipment use should be restricted to distress traffic, navigational safety, and official
Company business. Transmissions shall be kept to a minimum. With the Master's permission, this
equipment may be used for public correspondence.
Bridge-to-Bridge VHF Channel 13 use is mandatory for all vessels in U.S. waters.
Deck Watch Officers must feel free to use Bridge radio equipment as needed, especially to determine
other vessels' manoeuvring intentions and to announce their own vessel's intentions.
All Deck Watch Officers must know the different VHF channels used for the services they may need,
whether vessel-to-vessel or otherwise.
A continuous listening watch shall be maintained at sea on the approved distress frequencies.
Use of VHF as Collision Avoidance Aid
Channel 13 is designated for use on a worldwide basis as a navigation safety communication
channel, primarily for intership navigation safety communications.
Although VHF at sea makes an important contribution to navigation safety, its misuse causes serious
interference and, in itself, becomes a danger to safety at sea
There have been a significant number of collisions where subsequent
investigation has found that at some stage before impact, one or both parties
were using VHF radio in an attempt to avoid collision. The use of VHF radio in
these circumstances is not always helpful and may even prove to be dangerous.

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At night, in restricted visibility or when there are more than two vessels in the
vicinity, the need for positive identification is essential but this can rarely be
guaranteed. Uncertainties can arise over the identification of vessels and the
interpretation of messages received. Even where positive identification has
been achieved there is still the possibility of a misunderstanding due to
language difficulties however fluent the parties concerned might be in the
language being used. An imprecise or ambiguously expressed message could
have serious consequences.
Valuable time can be wasted whilst mariners on vessels approaching each other
try to make contact on VHF radio instead of complying with the Collision
Regulations. There is the further danger that even if contact and identification is
achieved and no difficulties over the language of communication or message
content arise, a course of action might still be chosen that does not comply with
the Collision Regulations. This may lead to the collision it was intended to
prevent.
Although the practice of using VHF radio as a collision avoidance aid may be resorted to on
occasion, for example in pilotage waters, the risks described in this circular should be clearly
understood and the Collision Regulations complied with.
Due to inherent limitations, Thome Ship management does not advocate Use of VHF as a Collision
Avoidance Aid
VHF Communication Technique
Preparation
Before transmitting, think about the subjects which have to be communicated and, if necessary,
prepare written notes to avoid unnecessary interruptions and ensure that no valuable time is wasted
on a busy channel.
Listening
Listen before commencing to transmit to make certain that the channel is not already in use. This will
avoid unnecessary and irritating interference.
Discipline
VHF equipment should be used correctly and in accordance with the Radio Regulations. The
following in particular should be avoided:
Calling on channel 16 for purposes other than distress, and very brief safety
communications, when another calling channel is available
Non - essential transmissions, e.g. needless and superfluous signals and
correspondence
Communications not related to safety and navigation on port operation
channels; communication on channel 70 other than for Digital Selective Calling
Occupation of one particular channel under poor conditions
Transmitting without correct identification
Use of offensive language

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Communications with coast stations
On VHF channels allocated to port operations service, the only messages permitted are restricted to
those relating to the operational handling, the movement and safety of ships and, in emergency, to
the safety of persons, as the use of these channels for ship-to-ship communications may cause
serious interference to communications related to the movement and safety of shipping in port areas.
Instructions given on communication matters by shore stations should be obeyed. Communications
should be carried out on the channel indicated by the shore station. When a change of channel is
requested, this should be acknowledged by the ship.
Communications with other ships
VHF Channel 13 is designated by the Radio Regulations for bridge to bridge communications. The
ship called may indicate another working channel on which further transmissions should take place.
The calling ship should acknowledge acceptance before changing channels.
The listening procedure outlined above should be followed before communications are commenced
on the chosen channel.
Distress communications
Distress calls/messages have absolute priority over all other communications. When heard, all other
transmissions should cease and a listening watch should be kept. Any distress call/message should
be recorded in the ships log and passed to the master.
On receipt of a distress message, if in the vicinity, immediately acknowledge receipt. If not in the
vicinity, allow a short interval of time to elapse before acknowledging receipt of the message in order
to permit ships nearer to the distress to do so.
Addressing
The words I and You should be used prudently. Indicate to whom they refer.
Example of good practice:
Seaship, this is Port Radar, Port Radar, do you have a pilot?
Port Radar, this is Seaship, I do have a pilot.
10.11 RECORDERS
All recorders shall be operated on UTC (Coordinated Universal Time - formerly GMT) and shall be
kept on when underway, at anchor (and while loading or discharging, if applicable). Notations made
on recorder charts shall be made in local time. All recording equipment shall be checked for clock
agreement, recording paper and ink supply, and proper printing/marking, as applicable.
10.12 RPM RECORDER OR BELL LOGGER
The RPM Recorder or Bell Logger shall be checked for alignment and clock agreement, recording
paper and ink supply, and proper printing/marking, as applicable, at the conclusion of each watch,
during pre-arrival testing, and testing prior to getting underway. Checks prior to arrival and getting
underway shall be logged as completed in the Deck Logbook.
RPM Recorder or Bell Logger tapes shall be operated on UTC and notations made in local time.
Notations shall include details of the port prior to arrival and departure. When completed, these
tapes must be dated (start and finish), and the voyage number noted. These tapes and the Bridge

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Bell Book shall be kept aboard the vessel indefinitely. If removed, a record shall be kept of their
removal and return.
10.13 COURSE RECORDER
The Course Recorder shall be checked for pen alignment and clock agreement, recording paper and
ink supply, and proper printing/marking as applicable, at the conclusion of each watch, and during
pre-arrival testing and testing prior to getting underway. Checks prior to arrival and getting underway
shall be logged as completed.
In the event of a vessel accident, the entire course recorder roll shall be removed from the recorder
even if only partly used, properly identified with the vessels name and date in ink, signed by the
Master and Deck Watch Officers on duty at the time of the accident, and retained pending
instructions from Vessel Operations.
Course recorder chart entries must be made and initialled as they occur, if possible, or at the end of
each watch. The entries made shall include but not be limited to:
The vessels daily noon position, whether by fix or dead reckoning.
The time and date of pre-arrival testing and testing prior to getting underway.
Vessel heading at above times.
During harbour transit when passing major buoys, etc.
Used course recorder charts shall be retained on board.
10.14 TELEPHONES
The Deck Watch Officer is responsible for and must test the telephones prior to getting underway.
At noon each day at sea and prior to entering restricted waters, the vessel's telephones shall be
tested. These tests shall be logged as completed.
10.15 NAVIGATION LIGHTS
Navigation lights must be tested prior to getting underway. Both bulbs in the running lights shall be
tested at noon each day.
Running lights shall be left on at all times when the vessel is underway.
10.16 SIGNALLING EQUIPMENT
Third Officers are responsible for the care and maintenance of the vessels visual signalling
equipment, including all flags, blinker lights, searchlights, distress signals, and flares. They are also
responsible for maintaining a current International Code of Signals Book.
The vessel's signal flags and national ensign are also the responsibility of the Third Officer. Proper
sets are to be on board and ready for use prior to getting underway and entering port.
10.17 WHISTLES
The Deck Watch Officer is responsible for and must test the vessels whistles prior to getting
underway.

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At noon each day at sea and prior to entering restricted waters, the vessels whistles shall be tested.
The whistles must never be tested when a nearby vessel could mistake this test for a signal. These
tests shall be logged as completed.
10.18 SHIP SECURITY ALERT SYSTEM
The SSAS is to be switched ON at all times onboard the vessel. Third officers are responsible for the
operational check, and maintenance of the SSAS. He shall conduct daily visual check on the SSAS
to ensure that the SSAS is switched ON and in operational status. He shall refer to the SSAS
Makers Manual for detailed instruction on the routine maintenance tasks and intervals for the SSAS.
10.19 USE AND LIMITATIONS OF AIS
The Automated Identification System (AIS) shall be kept operational at all the times unless and
except when safety considerations such as during loading and discharging of volatile cargo in bulk,
prohibit its continued operation. Once the cargo is loaded or discharged, the AIS will be reactivated.
The Ship Security Officer shall inform the Port Facility Security Officer immediately before and after
the activation and reactivation of the AIS respectively.
Relevant information such as Static data, Voyage related data and Dynamic data shall be checked by
use of Daily and Pre departure Bridge Checklists ( OPS Part B : Deck Checklist )
Use and Limitations of AIS in Navigation
AIS is designed to be able to provide additional information to existing Radar or
ECDIS displays
AIS provides identification of targets together with static and dynamic
information
This information must be used with caution noting the following important points:
Collision avoidance must be carried out in strict compliance with the Collision
Regulations. There is no provision in the Collision Regulations for use of AIS
information therefore decisions should be taken based primarily on visual and /
or radar information.
The use of VHF to discuss actions to take between approaching ships is fraught
with danger and is discouraged. The identification of a target by AIS does not
remove the danger. Decisions on collision avoidance should be made strictly
according to the Collision Regulations.
Not all ships will be fitted with AIS, particularly small craft and fishing boats.
Other floating objects which may give a radar echo will not be detected by AIS.
AIS positions are derived from the targets GNSS position. (GNSS =Global
Navigation Satellite System, usually GPS). This may not coincide exactly with
the target.
Faulty data input to AIS could lead to incorrect or misleading information being
displayed on other vessels. Mariners should remember that information derived
from radar plots relies solely upon data measured by the own-ships radar and
provides an accurate measurement of the targets relative course and speed,
which is the most important factor in deciding upon action to avoid collision.
Existing ships of less than 500 gt. which are not required to fit a gyro compass
are unlikely to transmit heading information.

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A future development of AIS is the ability to provide synthetic AIS targets and
virtual navigation marks enabling coastal authorities to provide an AIS symbol
on the display in any position. Mariners should bear in mind that this ability
could lead to the appearance of virtual AIS targets and therefore take
particular care when an AIS target is not complemented by a radar target. AIS
will sometimes be able to detect targets which are in a radar shadow area.
Limitations of AIS
The officer of the watch should always be aware that other ships, in particular leisure craft, fishing
boats and warships, and some coastal shore stations including Vessel Traffic Service (VTS) centres,
might not be fitted with AIS.
The Officer on watch should always be aware that other ships fitted with AIS as a mandatory carriage
requirement may switch off AIS under certain circumstances by professional judgement of the
master.
In other words, the information given by the AIS may not be a complete picture of the situation
around the ship.
The users must be aware that transmission of erroneous information implies a risk to other ships as
well as their own. The users remain responsible for all information entered into the system and the
information added by the sensors.
The accuracy of the information received is only as good as the accuracy of the AIS information
transmitted.
The Officer on watch should be aware that poorly configured or calibrated ship sensors (position,
speed and heading sensors) might lead to incorrect information being transmitted. Incorrect
information about one ship displayed on the bridge of another could be dangerously confusing.
If no sensor is installed or if the sensor (e.g. the gyro) fails to provide data, the AIS automatically
transmits the not available data value. However the built in integrity check cannot validate the
contents of the data processed by the AIS.
It would not be prudent for the Officer on watch to assume that the information received from the
other ship is of a comparable quality and accuracy to that which might be available on own ship.
Use of AIS in Collision Avoidance Situations
The potential of AIS as an anti collision device is recognised and AIS may be recommended as such
a device in due time.
Nevertheless, AIS information may be used to assist collision avoidance decision making. When
using the AIS in the ship to ship mode for anti collision purposes, the following precautionary points
should be borne in mind:
AIS is an additional source of navigational information. It does not replace, but
supports, navigational systems such as radar target tracking and VTS
The use of AIS does not negate the responsibility of the Officer on watch to
comply at all times with the Collision Regulations.
The user should not rely on AIS as the sole information system, but should make use of all safety
relevant information available.
The use of AIS on board ship is not intended to have any special impact on the composition of the
navigational watch, which should be determined in accordance with the STCW Convention.
Once a ship has been detected, AIS can assist tracking it as a target. By monitoring the information
broadcast by that target, its actions can also be monitored.

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Changes in heading and course are, for example, immediately apparent, and many of the problems
common to tracking targets by radar, namely clutter, target swap as ships pass close by and target
loss following a fast manoeuvre, do not affect AIS. AIS can also assist in the identification of targets,
by name or call sign and by ship type and navigational status.
Switching Automatic Identification System (AIS) to Low Power Transmission
Mode during cargo operation
In compliance to AIS carriage requirement and Guide to onboard operational use of AIS adopted by
IMO resolution A.917(22) dated 25 J an 2002, all vessels are equipped with an AIS onboard.
In order to reduce the overall radio transmission from the vessel during cargo operations, please note
that the AIS is to be switched to "low power emission" mode at Oil Terminals, Single Buoy Mooring
(SBM), or Ship To Ship (STS) locations, unless otherwise as spelled out by the Terminal Operator at
the time of cargo operation.
In the event that the AIS is unable to be switched to "low power emission" mode, due to limitations of
password entry or if the unit lowest power is 2W, Terminal Operator's permission shall be sought
prior to switching off the AIS, and it shall be switched on upon completion of cargo operation and
prior to vessel's departure from the Terminal.
AIS Maintenance Records must be available to Class
Although AIS maintenance may be included in security equipment maintenance records incorporated
into TSM Form 178-1, it must be noted that AIS maintenance is not confidential and must be
available for Class review.
The preferred method of record keeping is by inclusion in the AMOS Planned Maintenance System.
All vessels with computerized maintenance systems should ensure AIS Maintenance, in accordance
with the makes instructions is entered.
Pilot plugs are required to be fitted in the AIS for use by the Pilot when entering
and leaving port
Further guidelines and details of Handling of AIS could be found in respective AIS Instruction Manual
on board and should be fully complied with at all the times. Guidelines of AIS is given in ISGOTT 5th
Edition 4.8.4 and 26.4 Guidelines to Completing Checklist Item 40.
Use of AIS for Collision Avoidance
It is guided that for the purpose of collision avoidance, Speed through water is used.
USCG holds up vessel over the non availability of Speed over Ground in the Automatic
Identification System
USCG insists that the Speed input into the system should be Speed over Ground, prior allowing the
vessel to enter the Mississippi river.
There had been reports from Vessels calling United States that the Port/ Pilot and VTS Authorities
have insisted on Speed over Ground input into the AIS. Hence it is recommended that for all Ships
calling US waters should change-over their AIS to transmit the Speed over ground. In case the
equipment is not designed as such, please contact your technical superintendent for further advice.
Please post a caution notice near the AIS unit, cautioning for switch-over to Speed over ground when
entering US Waters
When the vessels are calling US waters and the AIS is displaying Speed over ground, the
Navigating officers / Masters are cautioned against using the data from the AIS for the purpose of
collision avoidance (e.g. data feed to ARPA / relying on CPA-TCPA as calculated)
Use of AIS while transiting High Risk Areas

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While transiting High Risk Areas security teams advise against turning on the AIS or providing
complete voyage information data which may be used by the pirates in tracking the vessel.
10.20 VOYAGE DATA RECORDERS
Voyage Data Recorder, or VDR, is a data recording system designed for all vessels required to
comply with the IMO Res.A.861(20) and SOLAS in order to collect data from various sensors on
board the vessel.
Ships of 3000 gross tonnage and upwards constructed on or after 1 J uly 2002 must carry voyage
data recorders (VDRs) to assist in accident investigations, under regulations adopted in 2000, which
entered into force on 1 J uly 2002.
Like the black boxes carried on aircraft, VDRs enable accident investigators to review procedures
and instructions in the moments before an incident and help to identify the cause of any accident.
The Voyage Data Recorder, or VDR, is a data recording system designed for all vessels required to
comply with the IMO's International Convention SOLAS Requirements (IMO Res.A.861(20)) in order
to collect data from various sensors on board the vessel. It then digitizes, compresses and stores
this information in an externally mounted protective storage unit. The protective storage unit is a
tamper-proof unit designed to withstand the extreme shock, impact, pressure and heat, which could
be associated with a marine incident (fire, explosion, collision, sinking, etc).
The protective storage unit may be in a retrievable fixed unit or free float unit. As per SOLAS
requirement the time for which all stored data item are retained should be at least 12 hours (in some
models more than 12 hrs). Data items which are older than the time specified by the makers may be
over written with new data. The stored data in protected unit can be recovered and replayed by the
authorities or ship owners for incident investigation. The VDR also provides an interface to download
and playback the data for investigation purposes. Although the primary purpose of the VDR is for
accident investigation after the fact, there can be other uses of recorded data for preventive
maintenance, performance efficiency monitoring, heavy weather damage, accident avoidance and
training purpose to improve safety and reduce running cost.
In the event of any incident on board ship where it is possible to continue the voyage after the
incident the master should take a back up of the data as per the instruction from makers and in
consultation with the Marine Manager or the Office Emergency Response Team and in any case in
the event of a major incident should switch off the VDR in order to save the data from being
overwritten. As per SOLAS, if the ships emergency source of electrical power fails the VDR should
continue to record the Bridge audio from the dedicated reserve source of power for a period of 2
hours. At the end of this 2 hour period recording should cease automatically.
The Master should ensure the proper instructions are displayed near the VDR as follows:
Recording time of the VDR
Source of Power including emergency source
In case of incidents
o Master to contact Marine Manager or Office Emergency Response Team to
take specific instructions regarding the time when to stop the VDR
o Normally the VDR must be stopped within 2 to 8 hours after a Marine
Casualty Incident
The OOW should monitor the VDR /S-VDR is functioning properly and in case
of any alarms of the system should inform the Master immediately. In the case
of any faults in the system which cannot be rectified, the master should
immediately contact the office so as to provide the vessel with the necessary
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An entry should be made into the log book in the case of any faults in the
system stating the time of failure and the alarm condition and further on
rectification of the fault
The maintenance of the VDR/S-VDR is to be carried out as per equipment
makers instructions including annual servicing of the equipment
Simplified VDRs
The S-VDR is not required to store the same level of detailed data as a standard VDR, but
nonetheless should maintain a store, in a secure and retrievable form, of information concerning the
position, movement, physical status, command and control of a vessel over the period leading up to
and following an incident.
To assist in casualty investigations, cargo ships, when engaged on international voyages, shall be
fitted with a VDR which may be a simplified voyage data recorder (S VDR) as follows:
In the case of cargo ships of 20,000 gross tonnage and upwards constructed
before 1 J uly 2002, at the first scheduled dry-docking after 1 J uly 2006 but not
later than 1 J uly 2009;
In the case of cargo ships of 3,000 gross tonnage and upwards but less than
20,000 gross tonnage constructed before 1 J uly 2002, at the first scheduled dry-
docking after 1 J uly 2007 but not later than 1 J uly 2010; and
Administrations may exempt cargo ships from the application of the requirements when such ships
will be taken permanently out of service within two years after the implementation date specified
above.
Simplified Voyage Data Recorder (S-VDR), as defined by the requirements of IMO Performance
Standard MSC.163(78), is a lower cost simplified version VDR for existing ships with only basic ship's
data recorded.
Annual Performance Check and Certification
Regulation 18.8 of SOLAS Chapter V requires that:
The voyage data recorder (VDR) system, including all sensors, shall be subjected to an annual
performance test. The test shall be conducted by an approved testing or servicing facility to verify the
accuracy, duration and recoverability of the recorded data. In addition, tests and inspections shall be
conducted to determine the serviceability of all protective enclosures and devices fitted to aid
location. A copy of a the certificate of compliance issued by the testing facility, stating the date of
compliance and the applicable performance standards, shall be retained on board the ship.
Onboard inspection of equipment is conducted to ensure batteries, enclosures and location aids are
in good condition and operational. This should be undertaken in accordance with the manufacturer's
instructions by suitably qualified / experienced personnel. Successful completion of the maintenance
routine should be recorded in the ships onboard planned maintenance system.
Training
At the time of the VDR Annual Performance Check and Certification the Master must request the
attending technician to instruct all deck officers in the use of the VDR and the procedures for the
recovery and preservation of the data in case of an accident.
Voyage Data
The information recorded in the unit may include the following:-
GPS - Date, time and position

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Speed log - Speed through water or speed over ground
Gyro compass - Heading
Radar - As displayed or AIS data
Bridge audio - Including bridge wings
VHF radio communications
Echo sounder - Depth under keel
Main alarms - All IMO mandatory alarms
Hull openings - Status of hull doors as indicated on the bridge
Watertight & fire doors - Status as indicated on the bridge
Hull stress - Accelerations and hull stresses
Rudder - Order and feedback response
Engine/propeller - Order and feedback response
Thrusters - Status, direction, amount of thrust % or RPM
Anemometer and weather vane - Wind speed and direction
Guidelines on VDR Ownership and Recovery
Ownership of VDR information
The ship owner will, in all circumstances and at all times, own the VDR and its information.
However, in the event of an accident the following guidelines would apply. The owner of the ship
should make available and maintain all decoding instructions necessary to recover the recorded
information.
Recovery of VDR and relevant information
Recovery of the VDR is conditional on the accessibility of the VDR or the information contained
therein.
Recovery of the VDR information should be undertaken as soon as possible after an accident to best
preserve the relevant evidence for use by both the investigator and the ship owner.
As an incident investigator is very unlikely to be in a position to instigate this action soon enough after
the accident, the master must do all possible to ensure the timely preservation of this evidence.
In the case of abandonment of a vessel during an emergency, masters should, where time and other
responsibilities permit, take the necessary steps to preserve the VDR information.
VDR input from Radar
All vessels to check and display near the radar the equipment which is giving the feed to the VDR.
Further to the requirements of OMD Document No. 010 ( 10.2- Radar and Automatic Radar Plotting
Aids (ARPA)) governing the use of the Radar, please post a notice on the radar with VDR output
stating that TO BE KEPT ON IN ALL CONGESTED WATERS INCLUDING CONGESTED
ANCHORAGES, AND IN ALL COASTAL WATERS
The Companys OPS document 003 Bridge watch gives details of the area which are considered as
High Traffic areas which can be used as basis for the master to decide the areas he considers as
congested anchorages.

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Singapore Straits and One Fathom Bank
Sections of the English Channel, especially in the Dover Straits
The Bosporus and Dardanelles
Baltic Sea areas at Masters discretion
The Magellan Strait
Any other waterways or in any other circumstances at Masters discretion
Please confirm action taken as per above in your next safety meeting minutes sent to our Marine/
HSSEQ Superintendent.
10.21 LONG RANGE IDENTIFICATION AND TRACKING SYSTEM
The SOLAS V/19-1 Long Range Identification and Tracking (LRIT) regulation has a compliance date
of 31 December 2008.
The regulation applies to ships engaged on international voyages, including all passenger ships,
cargo ships of 300 gross tonnes and above.
The LRIT System components consist of the following:
The ship borne LRIT information transmitting equipment;
The Communication Service Provider(s);
The Application Service Provider(s);
The LRIT Data Centre(s), including any related Vessel Monitoring System(s);
The LRIT Data Distribution Plan; and
The International LRIT Data Exchange.
Inmarsat C, which includes mini-C, will be the primary system used for LRIT as it is a reliable, proven
system and the majority of ships required to comply with the regulation are already fitted with LRIT
compatible Inmarsat C GMDSS or mini-C equipment.
The terminal must be capable of being configured to transmit the following minimum information set
in an Automatic Position Report (APR):
The identity of the ship,
The position of the ship, and
The date and time of the position.
In addition, the terminal must be able to respond to polling for an on-demand position report and
instructions to modify the APR interval to a frequency of a maximum of one every 15 minutes. APRs
will be transmitted at a minimum 4 times per day to a National Data Centre (NDC), a Cooperative
Data Centre (CDC), or a Regional Data Centre (RDC) nominated by the flag.
10.22 BNWAS BRIDGE NAVIGATION WATCH ALARM SYSTEM
Purpose
The purpose of BNWAS (Bridge Navigational Watch Alarm System) is to monitor bridge activity and
detect operator disability which could lead to marine accidents.

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BNWAS monitors the watch officers presence through watch safety system functions.
A watch officer is required to press the button on a Timer Reset Panel or to operate navigation
equipment (e.g. ECDIS, Radar, etc.) at certain intervals.

When the officer fails to press the button within pre-set intervals, visual and audible alarms will be
generated in the wheelhouse.

If the officer doesnt respond to the alarm, the system transfers the alarm to the Cabin Panels
installed in other sections of the vessel in order to inform backup officers of the watch officers
incapacity.
Operational Requirement
As required by SOLAS Chapter V Regulation 19, the bridge navigational watch alarm system shall be
in operation whenever the vessel i s underway at sea.
BNWAS installed prior to 01
st
J uly 2011 may subsequently be exempted from full compliance with the
standards as laid out in MSC 128(75), at the discretion of the flag state
BNWAS should incorporate the following 3 operational modes:

Only Master has the authority to change the operational modes
The access to the change of modes (Password and / or Keys) is restricted to the Master only.
Any change in the operation mode is required to be documented in the deck log book
complete with date, time and position.

No. Mode Activity Required by Thome
1 Automatic* The BNWAS is automatically activated
when the vessel is navigating by means
of heading or track control system
(autopilot/trackpilot), and inhibited as the
heading/track control system is
deactivated.
Open Sea Voyages during day
time (0800 - 2000 Hrs)

2 Manual ON* The BNWAS is always in operation Open Sea Voyages during night
time (2000 - 0800 Hrs)
Coastal Voyages
While at Anchor / STS
Operations Drifting etc
3 Manual OFF The BNWAS is turned off completely When the Bridge is not manned,
i.e while alongside berth etc
* If the bridge is manned, the BNWAS should either be on Automatic mode or ON mode. Though
Thome requirements are tabled above, howsoever Master has the right to upgrade the system to
"ON" mode at any time.
*if the equipment is not fitted with Automatic mode, ( fitted prior 01
st
July 2011, and accepted by
Flag state), the equipment would be kept on ON mode, except when vessel is made fast alongside a
berth, and bridge is unmanned

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Familiarization with the Equipment
All watch keeping Officers must familiarize themselves with the setting and features of the equipment.
Reference must be made to manufacturers guidelines for operational and maintenance requirements
of the system
The BNWAS will incorporate the following operational modes:
Automatic: Automatically brought into operation whenever the ships heading or track control
system is activated and inhibited when this system is not activated.
Manual ON: In this mode, the System will be activated continuously irrespectively of the Auto
Pilot or Track control activated or not activated. In this Mode, Master will require to put in to
operation BNWAS when ship is at sea and on Auto Pilot by using the key or password as
provided. Similarly, Master will be required to use the key or password as provided for
inhibiting when vessel is Manoeuvring and is on manual steering.
Manual OFF: This will inhibit the System completely and there will not be any monitoring or
Alarm. This should Never be selected unless the system is faulty or under maintenance.
Al arm Criteria
Once the System is made active or has been reset, it remains dormant for a period of 3 - 12 minutes
time delay. At the end of this dormant period, Alarms are initiated in following sequence:
It initiates a visual indi cati on on the bridge.
If not reset, the BNWAS will additionally sound a first stage audible alarm on the bridge 15
seconds after the visual indication is initiated.
If not reset, the BNWAS will additionally sound a second stage remote audible alarm in the
back-up officers and/or Masters location 15 seconds after the first stage audible alarm is
initiated.
If not reset, the BNWAS will additionally sound a third stage remote audible alarm at the
locations of further crew members capable of taking corrective actions 90 seconds after the
second stage remote audible alarm is initiated.
It is recommended that the Equipment Specific Alarm criteria should be displayed on the Bridge at
prominent location close to the BNWAS console for clear understanding of the OOW.
Note:
Only Master has the authority to change the Alarm timings as deemed necessary.
The Setting Key or Password of the BNWAS is to be clearly handed over during Change of
Command and recorded in Masters Handover Checklist (TSM Form 077).
Resetting the Alarm
The timer reset may be facilitated by one of following means:
Pressing the reset button on the Main Panel/Timer Reset Panel
Provoking the motion sensor
Initiate operation of various navigation equipment

The Reset button function is only available on the Bridge and in following locations:
1. Inside Bridge
2. Bridge Wings
3. If fitted on board by Track Ball movement of Radars / ECDIS / ARPA

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The reset is done by a single operator action, by resetting a Push Button or By Track ball movement
of Radars, ECDIS and ARPA units if enabled.
Means of activating the reset function should only be available in positions on the bridge giving
proper lookout and preferably adjacent to visual indication.
Emergency Call Facility
Some of the equipment may be provided with emergency call facility on the bridge to immediately
activate the second and subsequently third stage remote audible alarms by means of an Emergency
Call push button or similar arrangement.
This function if provided will help the OOW in times when he needs more resources to be called on
bridge immediately.
Testing the Alarm
The Second Officer is responsible for the testing of BNWAS and Emergency Call Alarm (as fitted).
Other Periodic Testing as per Makers recommendations shall be carried out by the 2nd Officer as
per the Instruction Manual. The alarm functions must be tested on a daily basis while the equipment
is in use.
OMD Checklist No. 002 Bridge Dail y Test and Checks shall be completed each day at noon.

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ICS Bridge Procedures Guide - "Bridge Check-Lists"
o File No. 21.2
TSM Form 013 Ship/Shore Safety Checklist
Distribution
o File originals
References
Nautical Institute's Bridge Team Management
ISGOTT
UNITED STATES COAST GUARD SECTOR NEW ORLEANS - Volume XI, Issue 92 20
September 2011
Experience Feedback
HSSEQ Circular 20 2011: Experience Feedback Incident Delay Caused Due To Non
availability of Speed Over Ground In The AIS

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Operations Manual
Deck
OMD Document
No. 011
11. UNDER KEEL CLEARANCE
Purpose
To provide guidelines for establishing minimum Under Keel Clearance.
Application
All types of vessels
Responsibility
Master
Navigating Officers
11.1 INSTRUCTIONS FOR UNDER KEEL CLEARANCE
Thome Ship Management advocates a Minimum Under-Keel Clearance policy for ocean passage,
shallow water, within port limits and while alongside the berth or at SBM/CBM mooring.
Thomes guideline for under keel clearance is based on the recommendations of the Society of
European Pilots for vessels calling at Rotterdam, Amsterdam and Antwerp which are:
Ocean Passage
o 20% of Dynamic Draft
Fairways outside ports (Shallow waters)
Fairways inside ports (Within Port Limits)
Whilst alongside the berth
o 10% of Static Draft
Whilst at SBM/CBM moorings
o 10% of Static Draft

For Fairways inside Port limits, if the Port / USCG / Pilot recommended UKC required is more than
10% of the draft, Vessels are required to comply with Port / USCG / Pilot recommended UKC.
Deep draught vessels and VLCCs shall allow for an under keel clearance of at least 3.5 metres at all
times during the entire passage through the Straits of Malacca and Singapore as stated in the
RULES FOR VESSELS NAVIGATING THROUGH THE STRAITS OF MALACCA AND
SINGAPORE in PORT MARINE CIRCULAR NO. 20 OF 2006 by the MARITIME AND PORT
AUTHORITY OF SINGAPORE.

Please refer Passage Planning guide - Malacca and Singapore straits and BA 5502 -Mariners'
Routeing Guide Singapore and Singapore Strait.

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Thome instructs that Under Keel Clearance calculations are to be done using TSM Form 002 by all
ships. These forms will be filed and retained along with the passage plans.
As a minimum, Under Keel Clearance Calculations must be computed for
Each arrival and departure, for all ports.
Any Course leg, if the depth is less than 50 mtrs
Vessels are required to inform Office if
UKC computed is less than Thome under keel clearance criteria
Under Keel Clearance computed is less than 2 metres (During Ocean Passage)
Under Keel Clearance computed is less than 1 metres (During during Port
approach, Pilotage / Port transit or at Anchorage / Alongside berth
While informing Marine Department, the Vessels should include
Completed TSM Form 002
If while deviating from Thomes requirement, still being in full compliance with
the local government regulations, Masters to include a completed Risk
Assessment highlighting the risk control measures that would need to be
implemented in order to lower the risk to an acceptable value
While evaluating the Vessels transit, the Marine Department are required to
Confirm that the risk control measures noted in the Risk assessment are
sufficient to reduce the risk
Inform / Consult the Marine Manager or HSSEQ Manager and obtain his
concurrence
Inform / Consult the Owners PIC and obtain his concurrence
Under keel clearance can be affected by several factors and allowances should include, but not
necessarily be limited to:
The predicted height of the tide
Changes in the predicted tidal height, which are caused by wind speed and
direction and high or low barometric pressure
Nature and stability of the bottom i.e. sand waves, siltation etc.
Accuracy of hydrographic data, a note as to the reliability of which is often
included on charts
Change of water density and the increase in draft due to fresh water allowance
The vessels size and handling characteristics and increase in draft due to heel
Wave response allowance, which is the vertical displacement of the hull due to
heave, roll and pick motions
The reliability of draft observations and calculations, including estimates of
hogging and sagging
Reduced depths over pipelines and other obstructions

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If within port limits, obtain the latest sounding information, including the nature of the bottom, directly
from the local authorities or terminal well before arrival. Should this not be available, the master
should request guidance from Thome Ship Management.
If alongside, vacate the berth if any doubt about the risk of grounding.
11.2 SHIP'S DRAFT AND MANOEUVRING INFORMATION
The Master should ensure that the draft of the ship is readily available to the Officer of the Watch
throughout the voyage. The draft should be displayed in the wheelhouse and adjusted as necessary
to take account of changes which occur as the voyage progresses. A nominated officer must ensure
that changes in draft due to ballasting (particularly at sea) are calculated and properly recorded.
A wheelhouse Turning Circle Diagram containing the general ship's particulars
and detailed information describing the manoeuvring characteristics of the ship
will be permanently posted on the bridge for ready reference. The operational
status of propulsion machinery and navigational equipment should be noted
next to or on this poster.
It should be borne in mind that the ship's manoeuvrability information will not
necessarily indicate the performance of the ship at any one time as this
performance will vary according to the environmental, hull and loading
conditions experienced.
11.3 BOW CUSHION / BANK SUCTION EFFECT
When a ship is transiting close to land and has deep water on the other side, there is a tendency, due
to the vessels form, for the bow to turn away or the stern to be pulled towards the land. This is
called a Bow cushion or a Bank suction effect and could cause a vessel to violently sheer away from
the course she is following.
11.4 SMELLING THE GROUND
This happens when a vessel in transit passes by a shallow bank on any side. The resultant effect is
for the bow to swing towards the shallow area. This is known as Smelling the Ground.
11.5 SQUAT
All officers are to be aware of the effect of SQUAT particularly in shallow waters. Specifically they
must recognise that the vessels draft will increase and trim will change with a subsequent alteration
in manoeuvring characteristics. The main Shallow water effects that affect a transiting ship are:
A ship transiting through shallow waters experiences an increase of draft and
this effect is known as Squatting. Vessels start to Squat when the depth of
the water decreases to approximately two and a half times the maximum draft.
When the squat effect takes place, then:
o the ships speed decreases
o Propeller paddle wheel effect is accentuated due to cavitation of the
propeller
o Rudder effect is reduced due to cavitation of the propeller

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o Increases Bow cushion or Bank suction and Smelling the ground effects
o Increases ship interaction effects
o Increases vibration effects onboard the ship
Squat effect depends upon the block co-efficient of the vessel and is directly
proportional to the square of its speed. Other factors governing Squat are:
o The relation between the ships draft and the water depth
o The ratio between the ships midship underwater section and the channel
cross-section.
Vessels having a block coefficient (C
b
) of less than 0.70 are know as fine
formed vessels and have a tendency to trim by the stern.
Vessels having a block coefficient (C
b
) of more than 0.70 are known as full
formed vessels and have a tendency to trim by the head.
o A rough mathematical guide for squat calculation can be used as follows:
In Open Waters:
SQUAT (mtrs) =
C
b
(mtrs)
X v
2
(kts)
100
In Confined Waters:
SQUAT (mtrs) =
2 X C
b
(mtrs)
X v
2
(kts)
100
Squat calculations must allow expected maximum speed and vessel-specific block co-efficient.
When depth of water is less than 2.5 times the vessels draft, consider it to be confined waters and
compute Squat calculation accordingly.
As can be seen from the above formulae and the following tables Shallow water and Squat effects
are largely dependent on the ships speed. To minimise these effects, the ships speed should be
low. Thome has clear guidelines on under keel clearance requirements and Masters should strictly
adhere to the same.
A table of Squat Values should be drawn up and posted on the Bridge.
Table 11.5-1: Instructions for completing Under Keel Clearance calculations Form TSM 002
Under keel Clearance Calculations cite four different scenarios, during the UKC may be calculated
Ocean Passage
Fairways outside Port limits
Fairways inside Port Limits
o Pilotage / Port Transit
o During Anchorage / Alongside

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11.6 MINIMUM AIR-DRAFT CLEARANCE
A minimum air draft of 2 metres is required for passing under bridges or overhead cable. After
calculating for all variables such as trim and tide, Thome must be consulted if calculations indicated
that clearances may be less than this.
Calculations to determine safe limits for any other restrictions such as air-draft, water line to manifold
UKC etc. must be shown.
All cargo loading plans must include calculations to show the minimum under keel allowance based
on the depth in the berth at lowest predicted tide using Total tide. The name of the terminal and the
berth must be stated in the plan. If the height of the tide is included in calculations for maintaining the
minimum UKC then this must be stated in the plan together with an estimate of the expected berthing
window relative to the tide. Thome must be consulted when there is any doubt regarding a safe UKC
in line with OPS Document No. 011.
Experience Feedback
HSSEQ Circular 11-2007 Touching Bottom
HSSEQ Circular 04 2013 Experience Feedback Touching bottom at PPG Terminal
TSM Form 002 Under Keel Clearance Calculation
o File No. 21.2
Distribution
o File originals
References

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THOME
Operations Manual
Deck
OMD Document
No. 012
12. BALLAST OPERATIONS
Purpose
To outline recommendations and requirements for ballasting a vessel
Application
All vessels
Responsibility
Masters
12.1 BALLAST QUANTITY
Efficient ballasting can reduce stress and corrosion, and improve the vessels performance. This can
add up to 1/2 knot on the vessel's speed. Ballasting quantities and patterns are directly controlled by
the ship and is one of the most important ways a Master can control the vessels propulsion
efficiency.
Minimum quantities of ballast are to be taken. Sufficient ballast must be taken
on to submerge the propeller, maintain the vessel's manoeuvrability, avoid
excessive vibration, operate within stress limitations, and retain sufficient bow
immersion to avoid undue slamming.
Before taking on heavy weather ballast, the vessel's speed should first be
reduced. Only when sea conditions are such that a speed reduction alone is not
sufficient to reduce pounding, heavy weather ballast should be taken on.
Speed reduction:
o Improves vessel motion
o Saves propulsion fuel
o Eliminates the need to burn extra fuel for ballasting and deballasting
operation
The amount of ballast required to enable the vessel to ride sea conditions smoothly will vary with
weather conditions. Therefore, the following is recommended.
Fair Weather
For wind force up to force 4 minimum ballast is to be taken. This may be in the region of 30% DWT.
Moderate Weather
With wind force 4-6 additional ballast will need to be taken and ballast may be increased to 37%
DWT.
Heavy Weather
With wind force 6 and above, additional ballast of up to 42% DWT will need to be taken.

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Ducted Propellers
Ships fitted with ducted propellers require deeper aft drafts than light ballast if maximum power is to
be used without excessive vibrations. This draft can be established by experience and recorded on
board.
12.2 DISTRIBUTION OF BALLAST
Ballast is to be evenly distributed to minimise stress. To minimise corrosion clean ballast is to be
stowed in tanks with cathodic protection. If this is not fitted, the ballast pattern is to be varied to
prevent uneven corrosion in isolated areas of the vessel. Tanks, whenever possible are to be either
empty or fully pressed up; slack tanks are to be avoided.
A good stern trim will give good propulsion efficiency. Stern trim is not to be excessive so as to
hinder the operations of pumps in the engine room, or interfere with the readings of boiler water level
gauges in the engine room, or cause the bow to pound. Optimum trim can be found by experience.
To ensure that the maximum time is spent on ballast passage at optimum draft and trim, tank
cleaning and changing ballast is to be completed as soon as practicable after discharge.
It is desirable to keep ballasting at discharge terminals to a minimum. The two main advantages are:
Reduction of berth occupancy costs.
Reduction of ballast pumping time; therefore saving fuel.
The primary required departure condition is to have the propeller immersed. Vessels trading to the
Mississippi and other U.S. Gulf ports may be limited by air draft. Trimming the vessel by the stern
reduces the mean significantly.
After departure, ballast may be adjusted to suit the prevailing weather conditions etc.
12.3 RECORDING BALLAST INFORMATION
Deck Log Book
The following entries are to be made in the deck log book of ballasting including tanks used, lines
and places.
On C.B.T. Tankers:
o Dirty ballast taken at sea or in port.
o Dirty ballast taken on in river or sea.
o Clean ballast taken.
o Dirty ballast discharged at sea.
On all vessels requiring a ballast change due to quarantine requirements
o The Port where the initial ballast was taken and quantity.
o Time of commencement of ballast change and position.
o Time of completion of ballast change and position.
Oil Record Book
All details of ballasting operations into cargo or fuel tanks are to be entered.

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Port Log
The clean ballast disposition is to be shown in the loading Port Log and dirty ballast disposition in the
discharge Port Log.
Ballast Record
For evaluating optimum ballast condition, and corrosion control, the above will prove invaluable.
12.4 POLLUTION PREVENTION REQUIREMENTS - BALLAST
Ballasting is considered by the company to be a critical operation where:-
There is a high risk of transporting water containing living organisms that may
constitute a natural disaster if released in a coastal area other than where the
organisms were found.
Oil may be introduced onto the sea via deballast operations
The special care procedures required for pollution prevention when carrying out ballasting operations
is highlighted below:
Masters are reminded that proper stability considerations must be in place before
any mid-ocean ballast exchange takes place. The complexity of exchange
sequences on certain vessels pose very real safety concerns as human error and
equipment failure could potentially endanger the vessel.
This part of the procedure applies to the overboard discharge of ballast water or contaminated water
from tanks, holds and spaces in the cargo area.
For overboard discharge of engine room bilge water or tank ship slops refer to the current MARPOL
requirements for the type of vessel.
The requirements of the IMO Ballast Handling Guidelines, MARPOL and the companies Ballast
Management and EMS Manual are to be complied with.
This will include the proper operation and use of any oily water separators or detection units and
overboard ballast decontamination or sediment removal devices (if fitted).
Additionally port state, local authority, national regulations and, or terminal directions are to be
complied with.
The company requires that:
Ballast handling is to comply with instructions in the vessels operational manuals, MARPOL P&A
manuals and the companies Ballast Management Manual.
Stresses and Bending Moments when ballast handling must always remain within limits.
Trims and lists should not become extreme or dangerous.
Ballast must be checked or inspected to stop or reduce the potential for oil pollution into the sea by
ballast water and the following guidelines emphasised:
Prior to arrival in port ballast pipes and dedicated ballast sea-chests are to be
flushed through to ensure no discoloured water will be sighted on start up of de-
ballast operations.
Prior to any deballasting:

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o A visual inspection of the ballast water is to be carried out to ensure there is
no oil on top. This may be done visually, electronically (UTI, MMC, etc.) or
by other methods (sampling the surface with clean white rags, etc.).
o A notice to this effect is to be permanently marked at the ballast pump
controls.
o Sampling via tank sounding pipes may not be a proper indicator of oil
contamination where the sounding pipe is solid.
o Where manhole covers or tank vents heads are removed then these must
be properly re-secured after inspection.
o Where inspection is by overflowing to confirm no oil on top then ensure the
tanks are not over pressurised.
o A stock of oil finding paste is to be carried onboard.
o A check of tanks adjacent to ballast tanks to be made to ensure no transfer
has occurred.
On commencement, during and on completion (stripping of tanks) of
deballasting the area around the vessel is to be checked for signs of oil.
All those involved in the ballasting process be aware of procedures and ensure
the Chief Officers instructions are followed properly.
To Note:
The vessel must at no stage be placed in danger to accomplish the requirements for
ballast control. This includes stress and bending moment limits, the placing of chemicals
(e.g. calcium hypochlorite) that may damage the vessel or toxic or dangerous chemicals
that may injure the crew.
Where the Master is encountering difficulty complying with local or international rules the
company is to be consulted for assistance.
It is company policy not to discharge oil or contaminated water other than what is permitted by
current law (MARPOL). Furthermore where water from oil tanker cargo spaces is discharged it must
be through an ODME device. If any oil pollution is suspected then all operations are to cease and
the vessels oil pollution emergency action plan is to be activated.
12.5 MARINE INFESTATION - BALLASTING
The company advises Masters and those in charge of ballasting operations that if ballast
replacement procedures are not properly followed then the risk of infestation to another environment
is greatly increased and the company stresses that this is not acceptable.
Several countries in the world have experienced problems with marine organisms being transferred
in ships ballast water that has resulted in harm to local marine life (e.g. affecting fisheries, etc.)
In an effort to control infestation, some countries are implementing governmental control of ballast
water discharges within their jurisdiction by introducing regulation to allow quarantine officials to
sample ballast water for analysis. Where infestation is found in ballast water heavy penalties for
ships or restrictions on ballast discharge may be imposed.
Master are guided to refer to the Ballast Water Management Plan, and follow the guidelines for the
Ballast exchange as required by the Port of call. Class approved ballast water management plans are
provided on each vessel, with different port requirements of ballast-exchange as well as reporting
requirements.

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Where Masters are not familiar with ballast requirements in the next port then the company, port
agents or charterers are to be consulted for relevant port information and regulations.
The Kuwait Convention established the Regional Organisation for the Protection of the Marine
Environment (ROPME), which comprises the states of Bahrain, Iran, Iraq, Kuwait, Oman, Qatar,
Saudi Arabia, and the United Arab Emirates. These states have agreed to implement ballast water
legislation, which are in force since 1 November 2009. For further guidance please refer to Circular
10 -2009 and MEPC 59 / INF.3.
The Ballast water management plans / documentation are reviewed on random basis by the office
especially during the Shipboard attendances.
12.6 OIL POLLUTION - CBT BALLASTING - TANKERS
A notice is to be placed near any sea-chest leading to a cargo pump advising of the dangers of
pollution and that the sea-chest may only be opened:
On the orders of the Master or Chief Officer, and
After the pump has started. Start Pump before Opening Sea Suction.
Upon commencement of ballasting oil cargo tanks there is a high potential for pollution into the sea
where oil remaining in cargo pipes may back-flow through the sea chest(s) prior to the pump taking
or gaining suction from the sea. To prevent this:-
Drain all deck and pumproom cargo pipelines into aft most tanks to remove
static head of oil prior to pump start-up.
Ensure the ballasting system is properly lined up with the sea-chest valves
remaining shut.
Start the cargo pump and ensure it is operating before opening sea-chest valves
(e.g. an increase in vacuum on the suction side of the pump will indicate the
pump is operational after which the sea-chest may be opened).
When starting CBT ballasting operations a good watch is to be maintained overboard for signs of oil
pollution.
12.7 OIL POLLUTION SEA CHEST VALVES TANKERS
There is a high potential for pollution from a leaking sea-chest valve therefore the following
precautions are to be taken:-
Reference the ICS/OCIMF Manuals:-
Prevention Of Oil Spillages Through Cargo Pump room Sea Valves
International Safety Guide For Oil Tankers & Terminals (ISGOTT 5
th
Edition),
Chapter 24.7.2
A sea-chest test and drain system installed between the inner and outer sea chest valve is to be
installed as per the guidance in the ICS/OCIMF Manuals - Prevention Of Oil Spillages Through Cargo
Pump room Sea Valves.
The sea-chest valves are to be tested before arrival at loading ports and the results recorded. This
will include draining of the section between sea-chest valves to indicate if any water has entered
through the outboard valve.

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Note The requirements of this section are applicable only when the sea-chest is connected directly
to the cargo pipeline system.
12.8 ATMOSPHERIC CHECKS OF BALLAST TANKS AND VOIDS
Required Testing Procedures
Routine Testing of ballast tanks and void spaces is to be incorporated into the Tank Vessel loading
plans.
As far as practicable, testing is to be carried out using multiple sampling points.
Manholes and tank access covers are to be removed to help in sampling of otherwise inaccessible
areas if gas is detected at the sampling points.
Atmosphere tests are to be carried out as soon as possible, on departing from the load port and
thereafter on a daily basis, weather permitting.
12.9 SPECIAL BALLAST OPERATIONS
When carrying solidifying or high viscosity, or heated cargoes temperature control is critical to ensure
quality and avoid discharge problems, therefore, Masters, Chief Officers and Duty Officers shall
ensure that the Charterers instructions in this respect are strictly adhered to.
Ballasting operations during discharge operations and similarly, de-ballasting operations during
loading have to be carefully planned. Vessels are required to draw out a risk assessment of the
hazards, which in this case may be primarily the effect of temperature of Sea water on the
temperature on the cargo. The precautions would include but not be limited to
1. During Loading / De- ballasting operations - The Cargo plan should be made in such manner
that the Ballast tank adjacent to the Cargo tank to be loaded is empty prior the cargo is
loaded.
2. During Discharging / Ballasting operations The Cargo plan should be made in such manner
that the Ballast tank adjacent to the Cargo tank to be discharged is maintained empty till the
cargo is completely discharged from the tank.
3. Any lines which are passing through the ballast tanks should be efficiently drained / striped
after the operation to avoid the solidification in the lines.
4. Similarly, the wells (in double hull/ bottom Ships) should be completely drained / stripped
prior loading operations & after discharge operations. So that the effect of the temperature of
the Ballast is not transmitted to the Cargo.
5. Temperature of the Cargo and the vapor space should be monitored regularly to confirm that
the Vessel is always maintaining the temperature limitations.
6. All personnel onboard involved in the scheduled loading / discharging operations should be
fully briefed on the intended cargo plan. If any variation in the agreed plan occurs such as
tank rejections, cargo stowage / quantity changes, the plan is required to be immediately
revised and agreed upon.
Any such Special ballast operations would require a risk assessment process to identify the hazards,
associated risks & evaluation followed by risk elimination measures. The Ballast plan should include
the risk assessment as documented.

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Experience Feedback
HSSEQ Circular 20 2008 Flooding of Steering Gear Room
Deck Log Book
TSM Form 155A Ballast Water Reporting Form
o File No. 15.4
TSM Form 155B Ballast Water Handling Log
o File No. 15.4
Oil Record Book Part A
Port Log
Ballast Management Plan
Distribution
o File originals
References
ICS/OCIMF Manuals
ISGOTT 5
th
Edition
MARPOL
Circular 10 -2009 Guidelines to MEPC 59 New ballast water rules for the middle
east
MEPC 59 / INF.3.
HSSEQ Circular 25 Biofouling Maintenance Guidelines

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THOME
Operations Manual
Deck
OMD Document
No. 013
13. VESSEL MOORINGS
Purpose
To specify requirements for the safe and efficient mooring of vessels and maintenance of
ropes
Application
All vessels
Responsibility
Master
Navigating Officers
Watch-keepers
13.1 GENERAL
When alongside the berth, sufficient mooring lines shall be sent out to ensure that the vessel remains
securely moored at all times.
Masters shall use additional moorings whenever it is considered necessary to
keep the vessel safely moored at the berth (e.g. strong tidal current, very
adverse environmental conditions etc.).
Deck OOW is responsible for ensuring that moorings are properly secured to meet anticipated or
changing weather, tidal and freeboard conditions.
Moorings shall be effectively tended during the entire vessel's stay at the berth.
Safe Handling of Moorings
All Officers and Crew must clearly understand that the following hazards to personnel (Ship and
Shore Personnel) can be controlled by their actions alone:
Manual handling risks due sending ashore two or more heavy lines together
Use of weighted monkeys fists
Inadequate assessment of tidal situation and effect of bow thruster, tug and
propeller wash when sending lines away
Failure to have anchors home and housed
Failure to recognize risk of line boat getting trapped between ship and quay,
particularly with onshore wind or tide
Ropes being paid out from winch drums getting trapped and heaved back in,
instead of paying out.
Lowering too much line too quickly into the water
Sending heavy lines or wires as first lines ashore, often with vessel still moving
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Not watching whats happening on the jetty, due to having an adequate number
of personnel on bow/stern, making assumptions and failing to warn
Failure to appreciate the risk to shore personnel working within the snap-back
zones on the jetty
Tensioning or heavingin ropes on quick-release hooks, and on small dolphins,
without waiting for instructions that shore crew are clear
Heaving in lines at high speed without warning the shore crew, or while they are
still in an unsafe position
Not allowing shore crew enough time to get a jammed rope off the bollard
before starting to heave it in
Failure to give due regard to difficulties in both taking and letting go wire ropes
with fibre tails and Mandel shackles
Failure to consider safety of both ship and shore mooring crew safety when:
o Unberthing as the number of lines is reduced and risk of failure increases
on remaining lines
o Springing a ship off the berth
The basic cause of many of these substandard actions is stress or improper motivation on the part of
master, pilot or both, resulting in rushed and hurried operations.
The consequences are injuries and accidents to both ship and shore mooring crews.
The way to stop it happening is to take a little bit more time to get it right.
A formal risk assessment followed by a proper briefing before mooring teams proceed to stations
should be conducted prior to every mooring and unmooring operation.
13.2 MOORING STATION DUTIES
The disposition of the ships personnel during Mooring / Unmooring operations as a minimum shall
be as follows:
Forward Stations
o One Licensed Officer
o Bosun
o 1 AB
o 1 OS
Aft Stations
o 1 AB
o 1 OS
Midships
o Pumpman (as appropriate)
Wheel House
o Master

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o 1 AB (on wheel)
Deck Trainees and Deck Cadets when posted on vessels shall be assigned to mooring stations at
the discretion of the Master.
13.3 EFFECTIVE MOORING CONSIDERATIONS
When mooring a vessel safely alongside a berth, the following should be considered:
Mooring lines should be symmetrically arranged about vessel's longitudinal centre of gravity (LCG) to
ensure an optimum load distribution.
Breast lines are most effective when perpendicular to vessels centreline.
Spring lines are most effective when they run fore and aft. The longer the lead given to these ropes
or wires, the less need for tending as the draught / tide changes.
It should be remembered, the smaller the vertical angle of line, the greater resistance to a
horizontally applied load.
Mixed moorings are not acceptable because ropes, in such a situation, provide minimal restraint.
Lines used for the same function should be of equal diameter and length.
Elasticity is:
Proportional to length (the shorter line will assume a larger proportion of load).
Inversely proportional to diameter (the largest line will assume a larger
proportion of load).
Vessels above 46 kDWT
The vessel should be secured alongside with suitable ropes or wires to hold the vessel in place in all
conditions. The following table lists the minimum mooring requirements by vessel size (OCIMF
Effective Mooring). Vessels above 46 kDWT must have moorings at least equivalent to those
specified in the table below. Where a minimum of 8 mooring lines are required they must be
disposed as breast and spring lines equally distributed fore and aft.

Vessel Size
(kDWT)
Number of
Mooring Wires
Breaking Strength
(Metric Tonnes)
Winch Brake Holding
Capacity
46 75 8 35 25
76 100
8
10
12
70
55
50
40
30
30
101 140
8
10
12
80
65
50
45
35
30
141 160
8
10
12
85
70
55
50
40
30

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All mooring lines for vessels over 46 kDWT required by the above table must be fitted on self stowing
mooring winch drums (split type is strongly preferred) and fitted with brakes having a holding capacity
in accordance with the table. It is strongly preferred that any additional synthetic mooring lines be
fitted on similar drums.
Vessels less than 46 kDWT
Vessels below 46 kDWT must provide an efficient mooring system with sufficient retention capability
to securely maintain position while at the terminal.
The following table can be used as a guide for the smaller vessels calling at terminals. Masters must
recognise the need for vessels to supply a safe and efficient mooring arrangement.

Vessel Size
kDWT
Number of Lines Mooring Retention
(Metric Tonnes)
5 15 8 220
15.1 20 10 320
20.1 45.9 10 360
NOTE: Mooring retention =Number of mooring lines multiplied by the breaking strength OR the
winch brake holding capacity when fitted to self stowing mooring drums.
13.4 MOORING LINES
Mooring lines shall be ordered and acquired via the Company Purchasing Department and conform
to required standards.
Mooring wires should be supplied with the construction of 6x37 with IWRC, galvanized, 220 metres
long. Diameter depends on ship-size. If the specifications are different from this standard
(construction, cores, diameter and length), the supply should be discussed, reviewed, and approved
by the Marine and the Technical Departments. The MBL of the mooring wire of 42 mm diameter
should not be greater than 120 tons.
Mooring ropes should preferably be of Polyester / Polypropylene blend material with a construction of
8 strands, 220 metres long. If the specifications are different from this standard, the supply should be
discussed, reviewed, and approved by the Marine and Technical Departments.
Vessels may be supplied initially with different types of ropes, the Master must assess using the
above tables if he has adequate holding power for his vessel.
Mooring ropes, wires and mooring tails should be tagged for positive identification with their
corresponding certificate. Suggested means of tagging is by stitching a 6 to 8 inch wide stencilled
canvas piece close to the eye splice.
Each certificate should bear the number stencilled on the corresponding rope / wire / tail.
A number of newer synthetic material for ropes, such as Aramid fibres (Kevlar) offers high strength,
low weight, low stretch, and flexibility and corrosion resistance. The main benefits of Aramid fibres
are reduction of diameter and therefore weight of line required. This reduction is advantageous if
winch drum size is limited whereas the reduction in weight makes handling substantially easier. The
disadvantage of Aramid ropes are with regards to Bend radius and there is a need to sheath the
fibres to guard against ultraviolet rays and mechanical wear. Damage to this outer sheath can result
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HMPE High modules polyethylene is a fibre form of high density polyethylene. Amsteel Blue which
is lighter than water thus it has a higher specific strength than Aramid. It has a relative low melt
point. These lines which are urethane coated have a good resistance to ultraviolet degradation over
time have excellent resistance to Ultra-violet light. It has tendency to creep and can rupture due to
that property at sustained high loads. These fibres do not exhibit axial compression fatigue
problems; it has a low coefficient of frictions and has very good abrasion resistance. Amsteel blue is
also flexible, easy to handle and it floats.
Spectra fibre is one of the worlds strongest and lightest fibres. A bright white polyethylene, it is ten
times stronger than steel, more durable than polyester and has a specific strength that is 40 percent
greater than aramid fibre. Spectra fibre is made from ultra-high molecular weight polyethylene. Light
enough to float; it also exhibits high resistance to chemicals, water, and ultraviolet light. It has
excellent vibration damping, flex fatigue and internal fibre-friction characteristics, and Spectra fibres
low dielectric constant makes it virtually transparent to radar. Spectra fibre is hydrophobic; it will not
absorb moisture or deteriorate in water.
Spectra fibre can be an ideal substitute for wire and steel in mooring lines for tankers,
Complementing Spectrafibres high strength is its extremely low elongation of just three percent. A
rope with low-stretch properties provides greater sensitivity, allowing crew members to know what is
happening on the other end of the line. Hawsers made with Spectrafibres weigh only 2.75 lbs. per
foot and have a diameter of only 3.5 inches. Therefore fewer crew are needed to handle the line,
and it is easier for them to perform critical tasks without jeopardizing their health and safety.
Mooring tails shall be of combined fibre or Nylon and are not to be more than 11 Metres long and
have a MBL of 125% (137% in the case of Nylon) in excess of the Wire rope in use. Tails should be
replaced 18 months after being put into service unless inspection indicates a longer or shorter period
is warranted.
All Mooring wires shall have mechanically spliced eyes. Any manually spliced wires should be
considered temporary and be replaced at the earliest opportunity.
Existing mooring ropes / wires and rope tails onboard are to be changed out with replacements of the
specification as indicated in the above paragraphs when condition and / or age of service warrants.
A mooring wire is to be connected to the mooring tail by means of a shackle (Mandal has a curved
roller and the wire should be connected to it or Tonsberg has a straight pin and the tail should be
connected to it). In addition, the tail should be served with leather or plastic sheathing. Only one type
of connecting shackle is permitted on board a vessel.
All mooring ropes, wires, mooring tails and mooring shackles on board must have a test certificate.
The certificates should identify the location of the mooring rope, wire, mooring tails and joining
shackles which are in use. Mooring wires should be end for ended every five (5) years and replaced
every ten (10) years, unless deterioration of the wire dictates an earlier period of replacement.
Details of mooring arrangements and certificates shall be filed in the Mooring Equipment Record
Folder.
Glossary of Ropes and Material Terms and Trade Names
Aramid
o A high strength, high modulus fibre. Trade name include Kevlar and
Twaron
Atlas
o Bexcao (Belgium) trade name for rope comprised of two forms of nylon.
Half the outer yarns on a strand are conventional fine multifilament nylon
fibre. The other outer yarn is large monofilament fibres

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Deltaflex
o Bexco trade name for a high strength polyester and polypropylene mixed
fibre rope
HMPE
o High modulus polyethylene, a high strength, high modulus fibre. Trade
names include Dyneema, Spectra and Amsteel Blue
Karat
o Scan ropes (Norway) trade name for polypropylene-polyester copolymer
fibre material, also used in ropes by several other manufactures
Monofilament
o A fibre having relatively large diameter
Multifilament
o A fibre having relatively small diameter
Polyolefin
o The chemical group which includes both polypropylene and polyethylene.
This term might refer to either of these fibres
Polyamide
o The common chemical name of Nylon. This name is used in Europe
13.5 SPARE MOORING WIRES AND ROPES
Vessels are required to have adequate spare mooring wires and ropes. The following may be used
as a guideline
Two (2) spare mooring wires or ropes (as applicable)
Four (4) spare mooring tails (if applicable)
Two (2) spare mooring ropes (which are used as tug ropes)
13.6 CARE OF WIRES AND ROPES
It is essential that wires and ropes be regularly inspected and maintained. Wires and ropes should be
routinely inspected every 3 months by the Chief Officer. Records of inspection should be maintained
on board, stating the date of inspection, the rope or wire inspected, and a short statement about its
condition.
Additionally, prior to and after every use, the ropes / wires should be checked for excessive wear or
damage. Damaged ropes or wires should be replaced immediately.
All mooring ropes and wires must be replaced at least every 10 years, unless experience and /or
inspection indicate a longer or shorter period is warranted.
For mooring wires and fire wires, a fine coating of water proof grease (type: Ferryl 202) should be
applied at frequent intervals. This greatly promotes the life of the wire and reduces corrosion.
It is essential that the wire should not be over greased as this could increase the risk of water
pollution (rainbow effect) when contacting water.

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Ropes should be checked for excessive abrasion and wear. Frayed ropes should be replaced.
Ropes should be stowed on gratings or pallets so that airflow can pass under the ropes. Ropes
should be stowed away from heat sources, chemicals and paint.
For additional care of wires avoid the following:
Leading wires around sharp edges
Crossing the wire on the drum
Kinking the wire
Leading wires through excessive angles
Care and maintenance of Aramid mooring ropes (Kevlar)
Protect the fibres against ultraviolet rays and mechanical wear. Protect against damage to the outer
sheath which could result in rapid degradation
Care and maintenance of HMPE mooring ropes (Amsteel Blue, Spectra)
Amsteel Blue mooring ropes do not require lubrication because it does not rust. Its flexibility and
extreme light weight will allow for an easier, faster and safer mooring sequence. When using these
lines ensure the chocks and lead maintenance should be instituted to eliminate rough wearing
surface, metal burrs and sharp cutting edges (localized grinding and surface preparation). To ensure
best performance of the lines maintain bending radius recommendations and that all bending
surfaces are smooth and free of abrasive and/or cutting edges. Inspect the winch drums for rust,
corrosion or scoring damage. These areas should be cleaned up so as not to cut and abrade these
ropes. The maintenance of deck winches is important in the long term service life and performance
of the rope. These lines are excellent resistance to ultra-violet light as they are urethane coated.
Avoid metal friction for extended period of time and recommended to use of chafing gear in chocks
between the metal and the rope. Inspect the line each time they are deployed or re-reeled. If you find
melted or cut fibre further inspection is warranted.
Care and Maintenance of Nylon Rope Tails
Tails should be replaced at least every 18 months, unless experience and/or inspection indicate a
longer or shorter period is warranted.
A longer period is acceptable (more than 18 months), provided there is a proper mooring inspection
log onboard.
Each vessel must have a proper mooring log established. The mooring log should have following
content.
One page for each winch
Copies of mooring wire and tail certificates
Date when both mooring wire and tail are first time taken into use
If tails are disconnected for a period this must be noted into the log, also where
stored
Date when tails are checked and maintenance carried out
The more frequent used, the more frequent inspection

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Inspection and Replacement
Some signs of damage such as hockling, cuts, surface abrasion and fusion are readily visible. While
it may not be possible to prescribe definitive retirement criteria, Mooring equipment guidelines Sec
6.3.5 / page 105 Inspection and replacement provides general guidelines which master are
requested to review during each inspection.
Refer to OCIMF- Mooring equipment guideline Appendix B and Appendix C
13.7 FIRE WIRES
Fire wires should be 28mm x 45m for 20-100 kDWT and 38mm x 60m for 100-300 kDWT vessels, as
recommended by OCIMF.
Fire wires should be rigged as per OCIMF-Mooring Equipment guidelines (ref 3.11) and ISGOTT 5
th

Edition, Chapter 26.4 (4) and Chapter 26.5.5 guidelines unless the terminal requests a different
method of rigging. If a deviation from OCIMF & ISGOTT 5
th
Edition guidelines is requested by the
terminal, an entry should be made to this effect in the Port / Deck log book and on the Ship Shore
Safety Checklist.
13.8 MESSENGER LINES
Messenger lines for VLCC should be of braided polyester or plaited polyester or polyester / propylene
mix, 40 mm diameter, 200 m length, with 1.8 m eye splice at each end and one shackle per
messenger line. Four such messenger lines are required as per Exxon Mobils Marine Safety Criteria
for STS operations, and vessels must ensure compliance accordingly.
13.9 WINCH BRAKE EFFICIENCY AND TESTING
Ropes and wires shall be correctly reeled on to a winch, in order to ensure correct load application.
(Ref OCIMF Effective Mooring Fig 12 The brake band is designed to pull directly against the fixed
end of the brake band) Reeling the line incorrectly may reduce the brake holding power by up to
50%.
Brake rendering capacity is to be tested annually or after the vessel has experienced excessive strain
on the mooring equipment. Test results are to be indicated on the winch brake holding certificate.
Brake rendering should not be more than 60% of the mooring Ropes / Wires Minimum Breaking Load
(MBL).
It should be remembered that multiple layers of wire or rope on the working or heaving drum, reduces
rendering capacity.
For example: having three complete layers on your winch drum can reduce the brake holding
capacity by 11%, 5 layers can reduce the brake capacity by 31%. It should be remembered that in
extremes of weather, vessels which are not fitted with split drums, may suffer more readily from
uncontrolled paying out of lines.
The brake rendering capacity and the test date shall be stencilled on all the mooring drums.
Brake Testing should be undertaken as follows:
The way that brakes are tested is described in OCIMF Mooring Guidelines
under section 7.5. It is recommended that this be followed in all cases where
testing is to be performed

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There is often a miss conception concerning Brake holding and Brake rendering
point. It should be remembered that it is necessary to choose the optimum
rendering point of the winch as per the MBL of the mooring line that is to be
used with the winch
In view of this, the following additional procedure should be adhered to:
o After rigging the BHC test equipment, the brakes on the winches should be
tightened as much as possible. The hydraulic J ack should be pumped to
the desired rendering point
o The brake should be released slowly until the brake begins to slip. A
marking mechanism which can easily be overridden, in case of emergency,
should then be attached to the threads of the brake device so that the brake
spindle can be tightened up to this reference mark
Use of Brake
Slacking a mooring line on brakes is dangerous and should not be attempted. If a line has to be
slacked down, this shall be conducted with the winch in gear.
Winch in Gear
Leaving a winch in gear, with power on and set to heave, should only be considered in emergency
situations and shall never be carried out as routine operation.
Freezing Weather Precautions
Chief Engineer is responsible for ensuring that steam operated winches are protected against the
consequences of freezing, when in operation. This can be accomplished by:
Ensuring that deck lines and steam chests are thoroughly drained, with drain
valves left in open position
Winches are continuously operated at slow speed
Deck OOW is responsible for ensuring that program is carried out in accordance
with Chief Engineer's instructions

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Experience Feedback
HSSEQ Circular 53 2013 Experience Feedback Mooring rope sucked into bow
thruster.
Wire rope test certificates
Mooring rope test certificate
Mooring tail test certificate
Mandal / Tonsberg Shackle test certificate
Brake holding test certificate
Brake holding capacity test
Mooring Equipment Records Folder
Certificates for Ropes & Tails
o Masters Files
Distribution
o File originals
References
OCIMF Mooring Equipment Guidelines
OCIMF Effective Mooring
OCIMF Guidelines for Mooring at SPM
OCIMF Recommendations for Ships Fittings for Use with Tugs
Recommendations for Equipment Employed in the Mooring of Ships at Single Point
Moorings
Code of Safe Working Practices for Merchant Seaman
ISGOTT 5
th
Edition
ISO 4309 (Cranes Wire ropes Code of practice of examination and discard)
BS 6570:1986 (British Standard Code of practice for the selection, care and
maintenance of steel wire ropes)

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THOME
Operations Manual
Deck
OMD Document
No. 014
14. STEVEDORE DAMAGE
Purpose
To specify requirements for monitoring damage to the vessel by shippers, receivers or
stevedores
Application
Bulk Carriers
Container Ships
General Cargo Vessels
Responsibility
Master
14.1 STEVEDORE DAMAGES TO VESSEL
The Stevedore Damage clause(s) of the Charter Party may vary from one Charter party to another;
however, it is a standard requirement in all clauses that a written notice of the damage be issued
immediately any damage by Stevedores comes to your attention. This stevedore damage report
should include the following:
Port and date of the occurrence
Time of the occurrence
Where the damage occurred noting the affected part of the vessel
Details of the damage (extent of damage)
Cause of damage, reasons for damage
Who did the damage (name of Stevedore, winch or crane operator etc.)
Witnesses at the time (Chief Officer, 2nd Officer, Supercargo, stevedores
foreman etc.)
To whom was the damage reported at the time
Signature of Stevedores' foreman or other responsible person
Any other necessary remarks
Photographs, if any taken, of parts involved.
Many times the stevedores who are responsible for the damages refuse to sign the Stevedore
Damage Report accepting liability and in such cases, you should make every effort to obtain their
signature with the remarks "acknowledge receipt only" or "for receipt only". If, however, it is
impossible to obtain any signatures from the stevedores concerned, you should state underneath
"Stevedores refused to sign", and you should make every effort to place them on notice by telex or
registered letter.
The Stevedore Damage Report should be addressed to the Stevedores who caused the damage and
copies should be sent to the following:

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Time Charterers / Voyage Charterers / Shippers / Receivers / Stevedores
Agents at the port where damage occurred and local P & I Representatives.
TSM office
Supercargo on board (if any)
A copy must be retained on board in the relevant voyage file.
It is always advisable and preferable for all such damages to be repaired on the spot by the
Stevedores concerned. Time and facilities available should be taken into consideration. However,
irrespective of whether the Stevedores promise to repair the damages after completion of loading or
discharging or during discharging, you MUST ALWAYS, issue the written Stevedore Damage Report
immediately when the damage occurs.
In some cases, Stevedore damages are not immediately detected because the Stevedores have
covered the damage with cargo. In such cases, especially when loading heavy cargoes such as
steel products, machinery etc., a letter should be given to the Stevedores with copies to all parties
concerned, holding them responsible for any hidden damages which may have occurred during
loading, but which may only become apparent during discharging.
Officers should be well briefed on this matter and they should be alert and observant in order to
detect any damages when and where they occur. Damage should be reported as soon as possible.
Sometimes the Stevedores may choose to repair the reported damages on completion of
discharging, in which case you must ask them to give you the estimated time for such repairs and
contact your Time Charterers by phone or telex, to obtain their agreement to the delay. They may
wish to carry out the repairs themselves later, or reimburse your Owners with the costs involved.
Should the Time Charterers instruct you to sail without having any repairs done, you should ask them
to confirm this by telex/cable to you. They would have to accept responsibility for these damages.
Any repairs may only be deferred, provided they do not affect your vessel's sea
worthiness or cargo handling efficiency.
In every case, when you are in doubt, contact Thome by telephone, telex or
cable for necessary instructions also contact your local P & I representative for
his advice.
Form TSM 34 - Stevedore Damage
o File No. 10.2
Distribution
o File copy
Singapore Office
o Original
References
P & I Club Instructions

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THOME
Operations Manual
Deck
OMD Document
No. 016
16. CONTAINER LOADING
Purpose
To clearly define the precautions and procedures for loading various types of containers
Application
Container vessels
Responsibility
Master
16.1 CARGO SECURING
Reference should be made to the Cargo Securing Manual for the particular vessel. It is common
practice for shore lashing gangs to be used for securing containers, however prior to departure from
a port, the ships crew should be used to check that all containers are secured properly. Containers
stowed on deck are exposed to weather at sea. Daily checks should be made to ensure lashings are
secured properly and doors on containers are intact and in good order. Upon completion of
discharge, all portable lashing equipment should be checked and stowed in its proper place for
subsequent use during the next loading.
16.2 HAZARDOUS CARGO
Prior to loading, when preparing the cargo plan, dangerous goods listed in the cargo listing must
reflect the IMDG Code. Reference should be made to the IMDG Code and complied with and if need
be, check with Thome. In preparing the bay plans, care should be taken to make sure that the
containers are stowed in accordance with the IMDG Code requirements, i.e. underdeck stowage, on
deck stowage etc. All dangerous goods are to be clearly marked on the loading plan and the loading
plans are to be readily available for immediate use in case of an emergency. When these containers
are loaded, they should be stowed strictly according to the loading plan and clearly labelled as per
IMDG Code.
16.3 STABILITY
Vessel is to meet IMO stability criteria at all times. Special attention should be paid to windage as
described in the loading manual. The ability of the vessel to withstand the combined effects of beam
wind and rolling should be demonstrated for each standard condition of loading with reference to the
vessels loading manual.
16.4 OVERSIZE/UPGRADED CONTAINERS
All oversize and upgraded containers (strengthened and capable of lifting weights over and above
standard containers) should be clearly indicated on the loading plan and necessary precautions
taken during loading. Stack weight for cells and underdeck clearance for upgraded/oversize
containers should be taken into account when planning the cargo.

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16.5 OPEN CONTAINERS
Open containers are used for promoting ventilation and are usually loaded on deck. Produce such
as onions, potatoes, etc. are usually carried in these containers. To prevent spillage from the sides
of these containers, nettings, webbings or planks are used and these should be checked to ensure
that they are properly secured.
16.6 REFRIGERATED CONTAINERS
Upon loading refrigerated containers, temperatures should be recorded and logged. After loading,
temperatures should be recorded and logged one time every watch. Where thermographs are fitted,
sufficient chart paper should be carried and changed when required. Sufficient adapter plugs to fit
ships sockets should be carried on board, for integral and clip-on units. Refrigerated container
temperatures should be maintained as per shippers requirement as found in the cargo manifest.
Reference should also be made to shippers special instructions.
16.7 FLAT BED CONTAINERS
Flat bed containers are mainly used for unitised cargoes such as machinery, vehicles, equipment,
etc. A thorough check should be made that all unitised cargoes are properly secured and lashed to
the flat bed upon loading.
16.8 CONTAINER SEALS
All container seals should be thoroughly checked, especially the ones on deck. Any seal found
broken should be immediately reported to the stevedores foreman and or planner. The container
should be sealed with a replacement seal and the plan amended accordingly to reflect the new seal
number.
16.9 DAMAGED CONTAINERS
Duty officers should be vigilant while loading is in progress to detect any damaged containers.
Where the structural integrity of the container is in doubt, the container should be rejected. Similarly,
the container doors should be intact and of sound condition, otherwise the container should be
rejected.

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Deck Log Book
Dangerous Cargo Manifest
Distribution
Container Vessels
References
Cargo Securing Manual
IMDG Code

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THOME
Operations Manual
OMD Document
No. 017
17. TANK VESSEL OPERATIONS
Purpose
To specify procedures of tanker operations
Application
Petroleum and Chemical Tankers
Responsibility
Master
Chief Officer
Chief Engineer
Deck Officers
17.1 LOADING
Prior Arri val Load Port
The commercial operator will advise the vessel of details of each new fixture as well as providing the
charterers voyage orders. Depending on the next cargo to be loaded, the company will give further
instructions regarding tank cleaning, if required, taking into account vessel's background and next
product to be loaded. (Please also refer tank cleaning procedures).
All information required by ISGOTT 5
th
Edition Chapter 22 is to be gathered and
advised to the Terminal
Terminals may have their specific Questionnaires / Check lists which should be
completed and forwarded back well in advance to arrival so as to avoid last-
minute delays at the berth
The Chief Mate is instructed to prepare detailed cargo load plans specific to ship
and cargo. Masters are to verify and approve the format prepared by the Chief
Officer and revert with any further suggestions for a standard format for cargo
related forms
Cargo to be transferred in accordance with cargo plan. It is to be confirmed that
stability and stresses have been calculated for all stages of the operation at the
planning stage and that draft, trim, stability and stresses will be monitored and
recorded on an hourly basis throughout the cargo loading operation
Notices to Agents/Shippers/Port Terminals are to be sent as per Charter
Party/Charterers voyage orders
Upon receipt of Charterers voyage orders, please confirm cargo intake if
acceptable to vessel. Prior to forwarding a Preliminary Loadplan to vessel
Operators always keep Discharge port rotation/limitations in view
Bunkering requirements to be clearly stated together with the Preliminary
Loadplan so as to allow vessel Operators flexibility with same
Final Cargo Layout must always be subjected to the safety of the vessel (e.g.
Bending moments, shear forces, racking stresses, heat transfer between

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cargoes, sloshing in slack tanks) and the safety of the cargo (contamination due
last cargoes, co-mingling or heat transfer)
Securing maximum cargo intake, i.e. maximum freight, the following guidelines
are applicable:
o Dirty Cargoes should be loaded in as few tanks as possible and in tanks
that have a recent compatible (last 3) cargo history
o If vessel is not fitted with SBT (segregated ballast tanks) one line should be
reserved for loading clean ballast in the clean tanks, provided the pumping
requirements can be met by the vessel
Leaded Cargoes
o Loading same procedure as above and always observing the pumping
requirement
Unleaded / clean petroleum products
o When loading, sensitivity considerations must be taken into account
o In some cases these products should always be loaded in tanks having a
similar cargo history of 3 previous cargoes, even if this means loading with
slack tanks. Unless instructed, unleaded products should only be loaded in
tanks where the last 3 cargoes were unleaded tanks. If any doubt exists
regarding the suitability of tanks for a particular grade advice should be
sought from Thome and/or Charterers
Vegetable / Fish oils and Molasses
o Suitability of tanks after previous cargoes should be verified to comply with
FOSFA requirements and other applicable guidelines
At Loading Berth
Notice of Readiness acceptance is to be endorsed by Charterers, Shippers Representative, and
Terminal Representative.
In certain areas of the world with lengthy river passages, local authorities may accept the NOR at
different times, as per the local practice. In such cases, Master is to verify that this is acceptable to
Charterers/vessel cargo Operators.
Free Patique
o Some charter parties have their Laytime calculations based on the Free
Pratique granted time. If Free Pratique is not granted to the vessel within 6
hours, a Letter of Protest should be issued for the same, to protect the
vessels interests
Pre-Transfer / Safety meeting
o Before cargo Operations commence the Safety Meeting should be held with
the Cargo / Terminal Representatives to discuss the vessels Loading Plan.
The scope of the meeting should cover all aspects of the vessels stay at the
Berth: Hose connection / Disconnection, Communication channels, Cargo
Quantity, Initial loading rate, Topping-Off rate, Mooring requirements,
Notices for stoppage or completion and responsibility for final cargo
stoppage. Any special requirements from vessel or Terminal to be clarified
at this meeting and noted down by both parties to avoid any confusion

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Proper checks to be made of all cargo compartments to check if dry / suitable / acceptable to cargo
Shippers and, or independent appointed Surveyors. Tank Inspection Report to be appropriately
filled out and endorsed by all.
Ship/Shore Safety Check-List (Form TSM 013) to be completed by both parties prior to the
commencement of Operations.
Rejection of Tanks
Before loading is commenced, the tanks will be inspected by a surveyor acting on behalf of the
charterer. We would like to draw your attention to the fact that, in some instances, the surveyor may
reject the tanks as a delaying manoeuvre because the cargo is not ready for loading.
If you suspect that this may be the case, agents should be requested to engage an independent
surveyor to inspect the tanks, on our behalf, and issue an Inspection Certificate.
If the tanks are found to be in order, a Letter of Protest with a copy of the Inspection Certificate
should be sent to Charterer's representative.
After having ordered the surveyor, please endeavour to establish, possibly through a visit to the
refinery and, or storage area, whether the intended cargo is actually ready for loading. Thome,
Charterers and Owners must be alerted if tanks are rejected.
Cargo Segregation / Mixing / Contamination
The slightest contamination of cargoes either by mixing of grades or by mixing of cargo and water
will, often, ruin the entire contents of a tank resulting in heavy claims.
It is the vessel's responsibility to avoid any kind of mixing/contamination and the
utmost care should be taken to eliminate accidents.
Mixing orders
o Any orders or requests from charterers / shippers or time charterers for
mixing, blending or adding additives/other substances to cargo are to be
relayed to Thome for investigation and possible authorization before you
proceed with such an operation.
o Where the vessel receives orders to co-mingle, an LOP must be issued
denying responsibility for final condition or specification of co-mingled
grade.
Lining up Pipelines and Valves
Prior to commencement of Loading, deck and pump room lines should be set. Where facilities allow,
loading lines should be set so that cargo flows through loading drop valves and bypasses the pump
room.
Pump room cargo-line valves not being used for loading should be firmly shut. Sea suction valves
should be lashed shut and preferably sealed by the Surveyors.
Deck valves that are not going to be used should be lashed shut. The offshore manifold valves
should be tightly closed and blanks should be secured firmly fully-bolted in place. Gauges are to be
set to ensure offshore valves are not passing.
The position of all main, stripping and tank valves must be specifically checked to ensure that those
which should be closed are, in fact, closed.
Requirements for double valve segregation must be given extreme care.

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Line / Valve settings are to be supervised and checked by the Watch-Officer and re- confirmed by the
Chief Mate. After re-confirmation, this must be recorded in the Port Log as Cargo valve line-up
checked and confirmed. This entry must be recorded before commencing cargo operations.
Safety procedures for measuring and sampling inert tanks are to be strictly adhered to. Please refer
to and follow the precautions detailed in ISGOTT 5
th
Edition Chapter 11
Setting of Venting System
The vessel should always use closed loading. All ullage-ports are to be closed and checked prior to
commencement of Loading.
Purge pipes (if installed) to be closed and checked.
All cargo tank vents should be set to the loading position. PV valves to be set to ensure the high exit
velocity of vented gas.
Ensure that inert-gas plant is shut down, the deck isolation valve is shut and lashed, and that the
main inert-gas venting valves are open.
Precautions should be taken and the venting system set accordingly to ensure compatibility of vapour
when loading different grades of cargoes.
Setting for Pressure Sensor and Alarm Systems
If pressure sensors are provided as means of secondary protection, the alarm settings for the
pressure sensors must be set to activate as per the following chart.
Inerted Vessels Non Inerted Vessel s Vessels equipped with
Vapour Col lection System
High pressure alarm to be set
at 10% greater than normal
actuation settings of pressure
valves
High pressure alarm to be set
at 10% greater than normal
actuation settings of pressure
valves
Alarms at a high pressure of
not more than 90 percent of the
lowest pressure relief valve
setting in the cargo tank
venting system

Low pressure sensors should
be set to alarm above zero, so
that the pressure in a tank
should never be permitted to fall
below zero. We recommend
same to be set at 100 mm WG.

Low pressure alarm at 10%
greater than normal actuation
settings of vacuum valves
Alarms at a low pressure of not
less than four inches water
gauge (0.144 psig) for an
inerted tankship, or the lowest
vacuum relief valve setting in
the cargo tank venting system
for a non-inerted tankship
In reference to above, please note that
Pressure sensors setting for inerted and non-inerted vessels refers to individual tank pressure setting
as required by OCIMF.
The pressure sensors setting for vessels equipped with vapour collection systems, refers to the
pressure sensor in the main vapour collection line.
Start of Loading
When all the Pre-Arrival, Safety, Anti-Pollution, and Venting checks are completed and satisfactory,
the vessel is ready to commence Loading.

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The Manifold valve to be opened only after the Chief Mate receives confirmation from the Terminal
as to their readiness to commence Loading.
Once Loading commences, ensure that the cargo is flowing into correct tanks.
The loading manifold should be inspected to see if there are any leaks from loading arm connection
or from any blanks at both sides of manifold.
Check over the side for any possible escape of oil through sea-valves, drain cocks and plugs.
After these checks have been made, and found satisfactory, the Chief Mate shall inform the Terminal
to gradually increase the loading rate to the agreed full loading rate. Flow through of the oil to
individual tanks should be restricted to avoid splashing and turbulence during the initial load period to
reduce any static charge accumulation.
Monitoring of Cargo tanks
The ullages of the tanks being loaded should be frequently and regularly monitored, and recorded
every hour, special care to be exercised when tanks are approaching the topping off range.
Cargo temperature and density should be taken at the start of loading and at the end of loading. The
temperature should be monitored throughout the loading.
The vessels stresses in the way of Bending Moments and Sheer Forces should be monitored on an
hourly basis to ensure that the vessel is always within the permissible limits of the harbour conditions.
This requirement is to be included in the chief officers' written orders/cargo operations plan.
Filling of tanks to a pre-determined ullage, securing the flow and transferring flow to other tanks at
same time is a critical operation. Sufficient manpower must be made available to handle valves and
read ullages.
Extra care is to be taken to avoid over-pressurization or ship and shore lines by shutting-off too many
valves against the cargo flow.
When topping-off
All cargo high level and overfill alarms are to be energized during cargo operations. The maximum
cargo level in a cargo tank may not at any time exceed 98% of the cargo tank volume, the level at
which over-fill alarms must be set. In cases where the cargo level in the tank reaches the alarm point
and the alarm must be silenced or de-energized, the duty officer must be constantly aware of the
status of each alarm. When commencing discharge of tanks loaded to 98% capacity, the high-level
and over-fill alarms must be activated as soon as cargo levels allow. In all instances, high level and
over-fill alarms must be tested well in advance of cargo operations where the alarm status must be
confirmed.
Keep in mind closing-off one tank increases flow rate to other open tanks. As vessels trim by stern
rate of flow to aftermost tanks will be more.
Never shut-off against the flow of cargo. Always allow flow into another tank first and then shut-off
flow into the tank being topped-off.
The Officer in charge of topping-off tanks must give this operation his undivided attention and not
perform any other duties simultaneously.
Errors during topping off operations are one of the main causes of oil spills on ships and it is
essential that the Chief Officer has a detailed topping off procedure prepared.
The need for an adequate number of personnel on deck can not be over emphasised.
The Chief Officer should ensure sufficient personnel are available on deck to complete the operation
safely.

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Topping-off begins with the systematic staggering of the tanks so that they reach their full levels in a
carefully controlled sequence.
Whenever possible, topping-off should be completed in two-stages; wing tanks followed by centre
tanks. Some vessel may not be fitted with Wing tanks so the vessel topping of configuration might
change.
Wing tanks fitted these should be topped off first with the centre tanks being shut off when they reach
a certain desired ullage.
Shutting down centre tanks when they reach the prescribed ullage should be done SLOWLY and
CAREFULLY to prevent pressure surges in the loading line.
Check to ensure that the centre tanks are indeed shut and the ullage is not changing.
Make sure that there are sufficient wing tanks open to cargo as the centre tanks are shut down.
In normal circumstances it should be possible to maintain the full loading rate during this process.
However, if the Chief Officer is in doubt he should request the terminal to reduce the rate accordingly.
Before topping-off operations begin, the Chief Officer should ensure that he has notified the terminal
in good time. The hydraulic oil tank level should be checked and the Portable Manual Hydraulic
Valve pump should be available and ready for immediate use.
Before each tank is topped off, the operation of the tank valve should be verified by carefully
closing/opening it.
To avoid any confusion and errors in communication at this critical stage of loading, the final ullage
for each tank should be clearly marked at the CCR control panel and on the deck so that the
personnel involved in the topping off know what the final ullage will be.
Both portable (MMC) and remote ullaging devices should be used and compared during topping
off. Remote ullaging systems must be calibrated before topping-off begins. The Tanks should be
topped off using the portable MMC and at the same time the ullages in the CCR are monitored.
Vessel which are not fitted with Independent High level alarms (98%) to ensure this stage of
operation is well monitored and all personnel involved are well aware. If possible the alarm system
which is fitted with the Ullaging system to be reset to 98%.
Allowance must be made for the height of the reference point, trim and list as well as the ullaging
(vapour lock) / remote sensor positions (which are likely to be different).
On completion of the topping-off of the wing tanks, the centre tanks should be opened again and
staggered to finish in the desired sequence.
As the wing tanks are completed and topped-off, the centre tanks should be cracked open to relieve
the pressure on the lines.
As more wing tanks are shut down, so more centre tanks should be opened.
A smooth transition from wings to centres is required so that pressure surges and high back
pressures at the Terminal's pumps are avoided.
The Chief Officer should keep the Terminal informed of his actions.
The exact requirements regarding notice and reducing rate will vary from terminal to terminal and this
will have been discussed in the Pre-Transfer Conference.
The terminal should be given plenty of time for actually reducing rate and stopping.
The Chief Officer should also make an allowance in his final tank ullages for any line fills and any
delay between request to stop and actual stop.
Cargo tanks should never be loaded beyond 98% of tank capacity in order to maintain a safety
margin during topping off and to guard against volumetric increase and possible overflow due to
change of temperature on the loaded voyage.

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17.2 OPERATIONAL CHECKS
Continuous draught monitoring
The draughts must be continuously monitored by the remote draught gauge, in order to know if the
actual figures are in accordance with the Approved Loading Plan. When alongside a berth, if
possible, comparisons should be made between remote draught gauge readings, calculated draughts
and visual observations of draughts on the hull.
Cargo and Ballast Calculations
As soon as possible the officer on watch should compare the actual temperature and the actual
specific gravity with the figures announced by the loading master. If there is any difference the chief
officer has to inform the master and the loading master.
Together with the ullages and above figures, the officer on watch should compute the laden quantity
and compare it with the foreseen loading rate, as well as with the draughts.
The Officer on Watch must monitor cargo tank ullages, ballast tank soundings and draughts
throughout the loading operation. Quantities of cargo and ballast onboard and draughts must be
calculated and recorded hourly.
Hourly comparison with the Approved Loading Plan must be made by the officer on watch to ensure
any abnormality is detected at an early stage. The officer on watch should immediately inform the
chief officer of any abnormality.
On completion of deballasting operations, all ballast tank soundings must be verified and comparison
made with the Approved Loading Plan. The officer on watch should immediately inform the chief
officer of any abnormality.
Hull stress control by the dedicated Cargo Loading Computer
The proper functioning and accuracy of the Cargo Loading Computer must be verified using the test
conditions which have been approved by Class. Testing should be conducted in accordance with the
manufacturers instruction manual. Tests must be conducted at least once every four months and the
test records maintained.
The Cargo Loading Computer has to be used at least every hour, in order to verify if intact stability,
shear forces and bending moments are maintained, and will be maintained, within the permitted
limits.
Moorings
The Watch Officer is responsible for frequent and careful tending of moorings. When tending
moorings which have become slack or too taut, an overall view of the mooring system should be
taken so that the tightening or slackening of individual moorings does not allow the vessel to move or
place undue stress onto other moorings.
The following should be considered when tending moorings:
o Significant increase in wind speed or change in wind direction, particularly if
the tanker is light laden and with off shore wind
o Swell conditions
o Periods of maximum tidal flow
o Low under keel clearance
o The close passing of other ships

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All normal precautions taken during berthing and cargo handling operations
alongside a jetty also apply with a tanker at a buoy mooring
While the tanker is at a multi-buoy mooring, frequent and regular inspection is
essential to ensure that mooring lines are kept taut and that movement of the
tanker is kept to a minimum. Excessive movement may cause rupture of the
cargo connections
At single point moorings, a watchman should be stationed on the forecastle to
report any failure or imminent failure of moorings or leakage of oil. He should
also report immediately if the tanker 'rides up' to the buoy. He should be
equipped with appropriate means to communicate with the Officer of the Watch
Except at terminals where no tugs are available, towing off wires of adequate
strength and condition should be made fast to bollards on the tanker, forward
and aft, and their eyes run out and maintained one metre above the water line.
For tankers alongside a jetty the wires should be over the offshore side, and for
tankers at a buoy mooring they should be placed on the side opposite to the
hose strings
The towing-off wires are to be set as per terminal instruction or as per OCIMF
Mooring Equipment Guideline if no specific instructions received
Manifold
Frequent checks should be made of the loading arm connection and manifold. Both onshore and
offshore sides of the manifold should be inspected for complete integrity.
A watchman is always to be situated at the manifold.
Pump Room
The pump room should be checked for integrity at least hourly. Pump room entry procedures as per
SHEM 8.1 are to be observed by all persons entering the pump room.
Weather
Careful watch should be kept for adverse weather conditions. During electrical storms whilst loading,
the loading should be stopped and all tank openings and vent lines closed.
If the vessel is at an exposed sea berth, adverse winds may mean that the cargo operation will need
to be stopped. Close liaison should be kept with shore authorities.
Water around Vessel
A Watch should be kept on water around vessel for oil slicks. If oil is seen around the vessel, its
source should be established, i.e., whether coming from another vessel, from the jetty or from own
ship. If oil is seen, an appropriate entry must be made in the port log book.
Gas Evolution
When loading high vapour pressure cargoes, a watch should be kept on the wind speed and
direction. When there is little air movement, a gas cloud may form on lee side of accommodation. In
such conditions, the Master should liaise with the Terminal as to the requirement to stop cargo for
safety reasons.
Routine Checks
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MMCs are to be cross checked to fixed ullage gauges to monitor accuracy.
17.3 DISCHARGING
Prior Arri val Discharge Port
ETA notices prior to arrival at the discharging port are to be given according to the Charter Party,
voyage instructions from charterer and, or instructions from Thome.
The Chief Mate is instructed to prepare detailed cargo discharge plans specific to ship and cargo.
Masters are to verify and approve the format prepared by the Chief Officer and revert with any further
suggestions for a standard format for cargo related forms.
Operational Objectives
The objective of every discharge is the production of the maximum quantity of cargo whilst
maintaining operations of the highest safety and anti-pollution standards.
Discharging Strategy
The discharge sequence is to be such that the vessel has a good draining trim at an early stage in
the discharge. This will allow early effective stripping.
Limiting Factors
Draft
o Discharging terminals usually have limited depth of water at the berth. This
may prevent the vessel gaining a good draining trim until late in the
discharge.
Berth Time
o Some terminals limit the berth time. In order to fully out-turn cargo, it may
be preferable to minimise ballasting time by taking on reduced ballast
alongside or ballasting during discharge - this is always to be carried out
bearing in mind the safety of vessel.
o The latter is only to take place when the tanks to be ballasted have been
fully stripped of cargo, and the vessel has efficient two valve separation.
There must be at least two valve separations on main pump room suction
line between cargo and sea valves.
Stress
o Vessel must not exceed the maximum still water stress limits at any time
during cargo operations. The Vessels stress in way of Bending Moments
and Sheer forces to be monitored on a regular basis to ensure the above
and an entry of the same to be made in the port log book.
The vessel also may have operating constraints such as:
o leaking pipelines
o faulty valves
o inoperative pumps
These may be overcome in the discharge operation by the careful planning of operations. These
defects are to be notified to Thome and repaired as soon as possible.

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17.4 CARGO DISCHARGING OPERATIONS
Operation
The pumping programme is to be pre-planned before discharge, and the Chief Mate is to inform the
Chief Engineer of all pumping requirements prior to checking. Any special requirements or limitations
are to be discussed.
Cargo is to be transferred in accordance with cargo plan. It is to be confirmed that stability and
stresses have been calculated for all stages of the operation at the planning stage and that draft,
trim, stability and stresses will be monitored and recorded on an hourly basis throughout the cargo
discharging operation.
Equipment
All necessary equipment for cargo operations, fire fighting and pollution avoidance is to be inspected
and placed ready for discharge.
Personnel
Port or security watches are to be set.
Any special manning requirements, such as storing, or crew absences for
medical treatment, will need to be taken into account. All operating personnel
are to be briefed on the Emergency Plans prior to discharge
Discharge Plans
Develop and provide operational agreement in accordance with ISGOTT 5
th
Edition Chapter 22.6.
This is to be compiled prior to vessels arrival at the discharge port. It is to include instructions on:
Discharge pumps, valves and lines to be used, and discharging sequence, and
any special operational procedures
Ballasting
Inspection of pump room, sea valves, manifold and moorings
Method of how to stop the cargo pumps and to raise alarm in case of fire or
pollution
A copy of the discharge plan is to be available to each of the deck watch officers
At Discharge Berth
NOR Acceptance is to be endorsed by Charterers Representatives or Terminal Representatives or
Receivers.
Be aware of different local regulations that may be prevalent regarding NOR Acceptance time. Any
clarifications may be sought from the local Agents.
Cargo Delivery
o Obtain at least one endorsed-by-end-receiver original Bill of Lading before
allowing discharge to commence, unless otherwise instructed from Thome
or the Operators Charterers that a satisfactory Letter of Indemnity has been
received. If the original Bill of Lading is presented to you, the Bill of Lading
shall be signed by the Master with the wording "VOYAGE
ACCOMPLISHED" and forwarded to Thome by registered airmail together
with all other cargo documents for that port.

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Pre-Transfer Safety Meeting
Before discharge operations commence, the Safety meeting is to be held together with the Terminal
authorities. This should cover all aspects of the cargo discharge or ballast operations during the
vessels projected stay.
Any special requirements from vessel or terminal are to be discussed and noted down by both parties
to avoid any delay or confusion at a later stage.
Lining up pipelines and val ves
Prior to commencing discharge the cargo tank line and pump room valves to be set as per the plan
for start of discharge.
Valves not in use should be secured and lashed shut.
Line / Valve settings are to be supervised and checked by the Watch-Officer and re-confirmed by the
Chief Mate. After re-confirmation, this must be recorded in the Port Log as Cargo valve line-up
checked and confirmed. This entry must be recorded before commencing cargo operations.
Ullaging / Sampling
Prior to commencement the vessels tanks are to be gauged by the Receiver / Terminal / Independent
Surveyors if any, and cargo quantity affirmed and endorsed for.
Sampling of cargo is to be carried out as per the guidelines laid out in Section
17.11
It is important to maintain the integrity of the cargo tank atmosphere during
ullaging / sampling.
Inert Gas / Venting
Vessel is to fully comply with Procedures for Inert-Gas Operation as laid down in Section 18 of this
Manual.
Setting for Pressure Sensor and Alarm Systems on Inerted Vessels
If pressure sensors are provided as means of secondary protection, the alarm settings for the
pressure sensors must be set to activate when the tank pressure or vacuum reaches 10% above the
normal actuation settings of the pressure or vacuum valves themselves. In the case of the low-
pressure settings, the pressure in a tank should never be permitted to fall below zero and the
pressure sensors should be set to alarm above zero. We recommend same to be set at 100 mm WG.
17.5 OPERATION OF CARGO PUMPS
Starting
Pumps are to be started or operated as required in the Manufacturers Instruction Manual. Pre-
operation checks must be carried out including confirmation that the pipeline system is properly set.
When starting pump flows, pressures are to be maintained at minimum although this requirement
may be revised where line clearance techniques are employed. Only on confirmation from the
receiving terminal should flow/pressure be increased to max agreed.
Running at Full Nominal RPM
Centrifugal pumps are to be run at their full nominal rpm during bulk discharge. Reduction of rpm
leads to a rapid decrease of pumping rate and efficiency. When the tank ullage is nearing stripping

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level, it is preferable to partially close the discharge valve, rather than reduce pump revolutions, in
order to reduce the flow rate. Rpm may then be reduced as necessary. Cavitation will occur when
the pump tries to discharge more cargo than is able to enter the suction i.e. with high viscosity cargo.
There is a danger of drawing gas or air instead of liquid into the pump, the pump would then be
operating in a partial vacuum instead of liquid. Evidence of cavitation is increased vibration and
reduced output which will cause damage to the pump.
During the pump operation an officer or the pumpman must be on station at all
times in the cargo control room to observe the tachometer and discharge
pressure and be prepared to partially close ("throttle") the pump discharge valve
if pressure falls off, or to shut down the pump if it loses suction
Multi-Pump Operation
It is important to run all pumps at the same speed. If one pump runs slower than another does, it may
stop pumping and heat up, possibly to a dangerous level. If there is high back pressure it is doubtful
whether it is worth running all pumps. It may be better to run three out of the four pumps. Due to
high shore back pressure, a pump running at reduced rpm may not be discharging at all; therefore,
energy is converted to the heat and could be dangerous.
Ensure all pumps run at the same speed and all are contributing to discharge
Shutting Down a Pump
The pump discharge valve should be closed at the same time as the pump rpm's are reduced. When
the pump has stopped, the suction valve should be closed.
Pumps are not to be kept idling on standby.
Cargo Segregation
The risk of contamination during discharge is just as great as during loading. Therefore, the vessel
must ensure all precautions are taken in order to avoid accidents.
Speed of Discharging
The Charter Party may contain a provision guaranteeing a certain rate of discharge, normally a
pressure of 100 PSI at the ship's rail or discharge of entire cargo within 24 hours. Some installations
are unable to receive at this rate resulting in the laytime being exceeded. To establish proof of
excess time used and thereby ensure payment of demurrage, a written protest should be made and
presented to the Terminal for their endorsement so as to protect the vessel from any future claims.
17.6 BALLAST OPERATIONS
Over pressurization of un-used deck cargo lines
After every loading or discharging operation, it is important to ensure that deck cargo lines are
drained. A good practice is to leave the cargo deck main (master) valves and drop line valves open
so that all cargo remains can drop to the bottom line. When operating in areas of high ambient
temperature, especially during daytime, a rise in temperature can substantially increase the pressure
in deck cargo lines. Cargo line pressure should not be allowed to rise beyond the working pressure.
Bolt tightness for flanges and expansion joints should be checked periodically. On new vessels,
particular attention should be paid to flange bolt tightness till they settle down to seaway movements.

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Ships with Segregated Ballast Tanks
Ballasting and De-Ballasting sequences are to be integrated into the vessels cargo plans with due
regard given to stress limitations of the vessel.
Freeboard limitations at terminal and weather conditions must also be considered.
Reference is made to the Companys Ballast Water Management Plan which must be complied with.
Ships Using Cargo Tanks for Ballast
Many older and smaller (max 29,999) product carriers have very limited segregated ballast tank
capacity and therefore use their cargo tanks for departure as well as arrival ballast.
When loading ballast after discharge it is important to keep the quantity of
departure ballast to a minimum having regard for local regulations and weather
conditions.
Where it is necessary to clean tanks for the sole purpose of arriving at a loading
port with clean ballast, steps are to be taken to keep the quantity of arrival
ballast at a minimum and in as few tanks as possible in order to save time for
de-ballasting and mopping up.
Due consideration for weather and vessels stability requirements should always
be taken into account.
De-ballasting
Unless otherwise specified in the Voyage Orders, the vessel should arrive in the load port with clean
ballast and decanted slops.
When alongside, unless Terminal, local or international regulations require otherwise, the vessel will
de-ballast to sea, prior to loading.
Simultaneous de-ballasting and loading of cargo tanks should not be attempted unless there is at
least two valve separations and the Master is satisfied that separation valves are tight.
Permanent ballast may, of course, be discharged concurrently whilst vessel loading cargo. This may
be required to increase the vessel's draft and reduce vessel's freeboard at the period when all clean
ballast has been discharged and prior to loading to enable the loading arms to be connected, or to
reduce the effect of wind in the light ship condition.
If permanent ballast is insufficient to maintain the draft and freeboard limits required, then part cargo
may be loaded prior to de-ballasting i.e. load, de-ballast, and re-load.
During de-ballasting all clean ballast should be drained from the cargo tanks.
At the end of de-ballasting, cargo lines should be drained into an aft most cargo tank and stripped
using an eductor.
Opening of Sea Valves
At the commencement of ballasting, minor pollution can occur when the sea inlet valve is first
opened, if the pump and line to be used for this purpose has previously been employed for handling
cargo. To avoid this problem, it is the common practice to start the pump prior to opening the
outboard sea valve, for the purpose of creating a vacuum in the sea suction line which permits water
to enter and prevents oil from flowing out when the sea inlet valve is opened. However, centrifugal
pumps are not suitable for generating vacuum, especially against a closed suction, and, if started too
quickly under no-load conditions, they are liable to over-speed and trip. This problem is not easy to
resolve, because cargo pumps are not always fully controllable under light load conditions. However,

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provided the head of oil/water within the ship's cargo system is kept below the head of water level of
outside sea, it is possible to ensure that water flows in and not oil out.
Although cargo systems vary substantially from ship to ship, the following
procedures are generally applicable, and if adhered to will largely overcome the
possibility of pollution occurring at this time.
Reference is made to: ISGOTT 5
th
Edition Chapter 24.7.2 and the ICS/OCIMF
publication "Prevention of oil spillages through cargo pump-room sea valves".
Prior to Commencement of Ballasting, and Before Opening Sea Valves
Set line for ballasting - with the outboard sea valve is to be kept closed.
Drain all oil from the suction and discharge lines of the system to be used with the aid of the stripping
pump or eductor if fitted. Alternatively, the bulk of the oil can be drained by dropping the line and
pump contents into the aft emptiest tank. Particular attention should be paid to that section of the line
on the discharge side of the pump, since an un-drained line will contain a substantial head of oil.
Start up pump at reduced revolutions. If a pressure gauge or drain cock exists, check that there is no
positive pressure on the section of the line between the pump and sea valve.
As soon as the pump is running steadily, start to open the sea valve, increasing the pump speed as
the pump starts to take up the suction. Care should be taken when increasing speed to avoid any
possibility of tripping the pump through over-speed.
On some vessels, it may not be possible to start the centrifugal pump unless it is primed. In this
case, the stripping pump should be set to create a vacuum on the sea suction line.
Maintain a close watch over the side so that, in the event of any oil appearing, the system can be
immediately shut down.
17.7 CHECKS OF CARGO AND BALLAST PUMPS
Emergency Stops
These are to be tested prior to use of cargo and ballast pumps.
Lubricating Systems
These are to be checked and ensured topped up to correct levels.
Temperatures
During operation, bearing temperatures are to be checked frequently.
Temperature alarms and trips are to be used if fitted.
If pump bearing or casing temperatures are increasing and approaching cut-out
levels, the pumps are to be shut down and the cause investigated.
17.8 PORT LOG ENTRIES
The discharge pressure at the manifold is to be recorded every hour.
The normal requirement is for 100 PSI to be maintained. For times when there is less pressure, then
these times and durations are to be clearly recorded together with the reasons.
The periods of reduced pumping are used in the calculation of claims for excess port time between
owners and charterers.

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Any stoppages due to weather, lightning, Terminal requests, vessel requirements, pumping
stoppages/delays, delays due to Customs/Port authorities is to be entered into Port Log.
Commencement/Completion of all Hose connections, Ullaging/gauging/sampling requirements,
Ballast operations, individual cargo tank start/stop and top-off times.
During Lighterage operations, the times of all vessels/barges coming alongside, hose
connection/disconnection should be recorded in addition to above.
17.9 CARGO HOSE HANDLING
The company considers cargo hose handling to be a critical operation and the following precautions
are to be observed:
A responsible officer should check both the ship's gear to be used and, if
required, the shore rig. Special attention should be given to the topping lifts. If
the shore rigging seems unsafe in any respect, it should be tactfully discussed
with shore personnel. Remember that if the rigging or the hoses fail, there is a
serious risk of fire and explosion
Scuppers are to be plugged effectively. Drip trays are to be placed under
manifolds to hold any drips and there should be plenty of rags and sawdust
ready in case of any spillage on to the deck while disconnecting
Derricks should be well positioned to avoid the hose swinging when released.
Tag-lines should have a good spread and be tight and lines should not be made
fast to a winch
The hose is to be carefully inspected for cuts and breaks. After rigging, inspect
for sweating, pinhole leakage, and leakage around nipples, hose-bends and
chafing
During lifting, keep all men not actually engaged in the operation clear of the
area, but have enough men readily available to do the job properly. Have them
keep clear of bights and bends in hose
Where bolted connections are made, do not use fingers to line up bolt holes. A
spike or wrench is much stronger and safer. All bolts to be used for tightening,
which should be done evenly
Do not wet gaskets for a tight fit in freezing weather, it will blow when warm oil
thaws it
When disconnecting hoses, rig preventer tackles or lines on either side to
ensure that the hose does not whip when the last bolt is removed
Plug or cap the end of hoses before lowering to the shore
Drain hoses before stowing in racks and do not stow them near steam lines
Ships hoses are to be cleaned and blanked before storage
17.10 LOSS CONTROL
For the purposes of cargo measurement an independent inspector may attend cargo operations. Full
co-operation is to be given and a deck officer is to accompany cargo inspectors during ullaging and
sampling.
During discharge the following measures are to be taken:

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o All cargo tanks are to be stripped using the most effective method. Every
effort is to be made to pump ashore the maximum amount of cargo
o Stripping is to continue until all possible liquid cargo is discharged, and that
Receiver's representative has verified that remaining residues are un-
pumpable and unreachable by ships equipment
o Stripping should be verified by using dip-rods if practicable
o Line content remaining in cargo lines to be discharged ashore using
stripping pump or other means
17.11 CARGO SAMPLING PROCEDURES
For the protection of the vessel, owner and time charterers interest, proper cargo sampling is very
important and should be carefully attended to, as this is the only admitted evidence in many cargo
claim litigation. The following ship samples are required in addition to the consignee samples
required by the shipper.
Loading samples
Line sample at the manifold at commencement of the loading
Foot sample if cargo being handled requires analysis of the first foot of cargo
loaded
Final loading sample of each tank
The vessel shall take 3 x 1 litre samples of cargo at each manifold upon the
commencement ( the from the first drop of cargo) of the loading and at each
change of grade
The vessel shall also take 3 x 1 litre samples from the first tank of each grade
when the surface has reached about 1 metre above the tank bottom
The samples must be carefully examined for compliance with colour, clarity and
smell of product(s) and dirt/particulate matter. If non-compliance ascertained
the loading must be stopped immediately and the attending surveyors and
shippers advised. If the cargo determined to be off spec then shippers to be
given Letter of Protest and P&I Club called
The samples must be sealed and labelled with voyage number, reference
number, date, grade and line number, and, in respect of tank samples, also the
tank no
Some samples such as POTDI, MDI extremely poison cargo samples are not to
be kept onboard
If possible, any samples taken, should be sealed by the attending Cargo
Surveyor
Discharge samples
It is a sample taken from each tank prior to discharge.
Line sample and composite sample at the manifold or discharge line connection, at commencement
of discharge.

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After discharge samples
If after discharge there is cargo remaining in a tank, which cannot be removed by the vessels
equipment, has become contaminated during discharge or has solidified sediments, the following
must be done:
The remaining cargo is to be accurately measured, by ullage and/or wedge
formula, noting down the vessels trim and if the cargo is evenly spread on the
tank bottom. The quantity and the way it was measured should also be stated
on the "Dry tank certificate"
The residue is to be sampled, marked, sealed and stored in accordance with
standard instructions
One set of samples taken, are to remain on board the vessel and one set is to
be delivered to the vessels P & I correspondent or agent for analysis
The instructions for after discharge sampling are most important when fats,
vegetable oils, molasses and fish oils are involved. However, it also applies to
other cargoes that may settle during transit or cargoes that are contaminated
during discharge
Samples of internal transfer
If transferring cargo internally on board, samples should be taken as if it an actual loading and
discharging operation.
Labelling of samples
Name of vessel and voyage number.
Date and place, and if loading, discharging or transferring.
Name of product and eventually cargo number if any.
Tank no and if line/foot/tank sample.
Name of surveyor or on board person if taken by ships staff.
Sampling procedure
Samples should be taken in clean bottles, rinsed with the cargo to be sampled, and sealed only in the
presence of a ship's officer and the cargo surveyor.
If the surveyor refuses to take or seal samples for the vessel, the ship's personnel must take such
samples, and clearly make notation in the log book and on the sample label that surveyor refused to
seal samples.
Storing of samples
Samples should be stored in a special designed locker within the cargo area, away from the
accommodation, equipped with adequate ventilation and sprinkler. The sample bottles should be
placed in cell divided boxes or similar, to prevent damage, and be clearly marked USCG
compatibility.
Samples containing cargoes, which may react dangerously with each other, must not be stowed
close to each other.
Samples should be stored chronologically in order of voyages, enabling new people to locate a
specific sample, in case of a cargo claim arising.

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Retaining of samples
All cargo samples shall be retained on board for a minimum for 12 months from the date of
discharge. However, before disposing samples older than 12 months, contact Thome to make sure
there is no claim involved, and it is safe to dispose of old samples.
Inhibited cargo sampl es should not be retained on board after expi ration date of inhibitor.
Samples must only be disposed of in a proper way, in accordance with environmental legislation,
after confirmation/arrangements have been received from the Company.
Chemical Cargo Samples must not, under any circumstances, be disposed to slop/residual tank
(mixed with other products) or dumped into the sea.
Proper Sample Log entry to be made (sample nr/port/date/time/to whom the samples had been
handed over).
The Sample Disposal Certificate must be requested from the company/shore facility handling the
disposed samples and the same to be attached to Cargo Sample Log.
Releasing of samples
When delivering the consignee samples at the discharge port, a proper receipt has to be signed by
the receiver and the receipt is to be retained onboard. In no case is the vessel to give away any
samples without having any duplicate on board. If a claim arises, the official sample should not be
released from the vessel without proper authority from the vessels P & I club or Thome, and then
only against a proper receipt, with one copy remaining on board.
Recording of Samples
A record book should be prepared for the cargo samples and should contain the following:
Date and place taken and voyage number
Number of samples received/taken
Commodity and cargo number
Type of sample (line/foot/tank/load or discharge)
When, where and date consignee samples given out
When, where, date, vessels sample given to P & I representative
17.12 SLOP DISPOSAL
In accordance with MARPOL, all slops should be discharged to slop facilities ashore where these
facilities are available. The Master should inquire well in advance through the agents at all loading
and discharge ports if slop facilities are available and the cost per ton of using the service. However,
in most cases the agent will need to know the type and quantity of slops which the vessel needs to
disposal of. This information should always be included in the first ETA notice to port agents.
Masters are advised to liaise closely with charterers and Thome for the proper disposal of slops.
Copy of shore receipts of slops to be attached in the Oil Record Book.
17.13 SHIP-TO-SHIP TRANSFER OPERATIONS
During Ship to Ship Transfer Operation the ICS / OCIMF / SIGTTI Guide of same name is to be
consulted and regulations and recommendations therein are to be strictly followed.

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Prior to all Ship to Ship Transfer Operations, Thomes Singapore office must be
informed for insurance purposes. Details of the fixture are to be made known to
TSM.
17.14 STABILITY PRECAUTIONS
Double Hull Tankers without Centreline Bulkhead
Master and Deck Officers need to be aware of the operational constraints which can arise during the
loading and discharging operations of double hull tankers. The free surface effect of cargo and
ballast tanks, may lead to negative GM with consequent sudden Heel Over to an angle of loll.
Such sudden Heel Over may rupture the ships manifold connections and
break the vessels mooring ropes, all with disastrous effect.
To prevent such accidents it is important that all Deck Officers are familiar with
the vessels stability criteria:
o during cargo loading and or discharging
o ballasting and or deballasting operations, especially when done
simultaneously, when maximum free surface effects may create an unstable
condition causing the vessel to suddenly list (angle of loll)
o instructions related to free surface effects
o Any particular restrictions on the vessel pertaining to the number of slack
cargo tanks to be maintained.
o Further details of intact stability on double hull tankers can be found in
ISGOTT 5
th
Edition Chapter 11.2. The guidelines contained in ISGOTT
should be fully complied with at all times.
If a loss of stability becomes evident during loading or discharge, all cargo, ballast and bunker
operations must cease and a plan be prepared for restoring positive stability. If the vessel is at a
terminal, this plan should be agreed by the terminal representative and it may be necessary or
prudent to disconnect the loading arms or hoses.
The specific action required to restore stability will be determined by the vessels detailed stability
information in relation to a particular condition.
In general the following principles apply:
The vertical centre of gravity must be lowered in the most effective way
Where slack double bottom tanks exist, these should be filled, starting with
those on the low side, followed by those on the high side
If the pressing-up of slack double bottom tanks is insufficient to regain stability, it
may be necessary to consider filling empty double bottom ballast tanks. It must
be recognised that this will initially result in a further loss of stability caused by
the additional free surface effect. However, this will soon be corrected by the
effect of the added mass below the vessels original centre of gravity
No attempt should be made to correct a list by filling compartments on the high
side as this is likely to result in a violent change of list to the opposite side
The restraint provided by moorings should be considered. To attempt to control
a list by adjusting mooring rope tension could be dangerous and is therefore not
recommended

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On completion of loading, the number of slack holds should be at a minimum and, in any event, not
more than that specified in the stability information book.
17.15 OPERATIONAL CHECKS FOR TANK VESSEL DURING SEA PASSAGE
During sea passage the following controls are performed based on nature of cargoes carried.
The understated controls are performed by qualified and trained personnel. Any abnormality must be
promptly reported to the master who shall take necessary steps.
Dail y Control of Bilge and Pump Room
Pump room bilges are to daily monitored for hydrocarbon content. Such monitoring should also
include sounding to detect cargo or water leakages.
Control of Valves
Cargo Segregation or Mixing or Contamination
The slightest contamination of cargoes either by mixing of grades or by mixing of cargo and water
will, often, ruin the entire contents of a tank resulting in heavy claims. It is the vessel's responsibility
to avoid any kind of mixing or contamination and the utmost care should be taken to eliminate
accidents.
Tagging of valves
When the vessel is carrying more than one grade, it is required to tag the valves. If the vessel has
loaded cargo in different groups and the valves are readily distinguishable by different colours. In
any other case, tagging of valves serves the same purpose.
Avoid inadvertent access or operation of valves
It is encouraged to establish procedures to avoid inadvertent access or operation of any valve during
the sea passage. This may be carried out by keeping the cargo control room and/or hydraulic room
locked. Lock out Tag out procedure may also be used to identify and isolate the grades.
Manufacturers instructions are referred to avoid any inadvertent opening of the valves, due to drop in
the hydraulic pressure or other similar cases.
Segregation of venting lines
In case the vessel has common venting lines, the tank isolation valves are to be kept shut and the
Inert Gas pressure monitored regularly. This is carried out to avoid vapour contamination.
The tank isolation valves are locked to avoid inadvertent operation and the Chief Officer should have
the keys to the locks.
Cargo Tanks Level
Any variation in the tank level shall be immediately investigated and the necessary action taken to
prevent a hazardous situation and pollution
Cargo Tank or Line Pressure
In ships fitted with an inert gas system, the topping up operation is to be started whenever the cargo
tank pressure drops to 100 mm H2O.

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Tank / Line Over-Pressuri sation and Under-Pressurisation
During sea passage, over-pressurisation of cargo tanks is due to compression of the ullage space by
the over-release of vapour generated due to increase in the temperature of the cargo. Under-
pressurisation can be caused by expansion of the ullage space by the inadequate release of vapour
due to fall in the temperature of the cargo.
The resulting over or under-pressure in the tank or line may result in serious deformation or failure of
the tank or line structure and, which can seriously affect the structural integrity of the ship and could
lead to pollution.
Precautions and Correcti ve Actions
Tank pressures are required to be monitored regularly. In case the pressures fall below 100 mm wg.
Inert gas plant is to be used in order to top up the pressure. In case the pressure increases, it may
have to vented off using mast riser or PV valves. In case of releasing toxic vapours, reference is
drawn to ECM part B section 13.
After completion of loading, cargo lines too suffer over and under pressurization due to increase or
fall in the temperature of the cargo in the line. Vessels are guided to vent off the lines one by one, by
crack opening the drop valve and the goose neck valve to the cargo tank.
Cargo Temperature
When vessel have received cargo which requires heating during the voyage, it is imperative that the
heating instruction given by the shipper is well studied. Generally, heating instruction require the
vessel to keep min/max temperature during the voyage and also min/max temperature before
discharging as well as maximum temperature rise per day.
Prior loading, the Master should cross-check that the maximum temperature for the cargo is well
below the maximum temperature for the tanks coating can bear. Reference should also be made for
the maximum temperature for the seat-rings of the valves.
Cargo temperature shall be monitored and recorded at least daily and if in hot climate e.g. warm
seawater and sun warming up the deck, a more frequent check may be necessary.
If temperature starts rising towards the dangerous level, cooling systems must be put into operation.
Cooling can be done by circulating cold fresh water in the heating coils, and/or by flushing deck by
ambient seawater
Inspection of Cargo Lines
Any leakages, during the loading shall be identified and possibly immediately repaired taking into
account the flammability and hazardous characteristics of the cargo.
In case of multiple grades loading, neither the cargo lines are to be pressure tested, nor the cargo
pumps should be tried out. In case of product tankers involved in regular multiple grade loading, the
pressure testing of lines and trying of cargo pumps should be carried out during tank cleaning.
Gas Detection and Sounding of Empty Tanks Adjacent to Cargo Tanks
All tankers without fixed gas detection systems for void and ballast spaces within the cargo tank area,
should have these spaces regularly monitored for hydrocarbon content. Such monitoring should also
include sounding and ullaging of the empty spaces to detect cargo or water leakages.
Non-cargo spaces within the cargo tank area should be monitored as follows:
Soonest after each loading operation
Everyday during loaded passage and immediately prior to arrival at port

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Prior to all ballasting
In connection with any unusual event such as grounding, collision, contact
damage, after a period of very heavy weather or any other unforeseen
operational problems
Every third day during ballast passage (sounding or ullaging only)
Where ships are engaged on short coastal voyages, which make the above regulations impractical to
follow, visual inspection of the tanks or the ballast water is considered a suitable alternative measure.
The test results of this monitoring should be entered.
During voyage there might be a leakage from the cargo tanks into cofferdams, double bottoms, etc.
Therefore, all void spaces should be gas-monitored everyday and recorded.
17.16 CARGO VAPOUR EMISSIONS CONTROL
VEC Systems
During loading of volatile or toxic cargoes, venting must take place through approved systems that
expel vapour clear of the tank deck area.
Vapour emission control system regulations are to be followed where and when applicable.
All ships should conduct and log details of training in operation of VECS prior to arrival at any
terminal that will be using the VECS equipment. Ships fitted with VECS have an approved operation
and training manual onboard. Ships staff should be acquainted with this manual which forms the
basis of all training. As a general guide, training should include discussion as outlined below
followed by familiarisation of the system.
Settings for Pressure Sensor and Alarm Systems
If a vapour recovery system (VRS) is fitted, a pressure alarm will be fitted in the vapour return line.
This must be set to activate before the p/v valve design pressures. The USCG requires this alarm to
be set to 90% of the designed p/v valve actuation settings.
Purpose of a Vapour Control System
United States Coast Guard Regulations for Marine Vapour Emission Control Systems are to be used
as a standard whenever such systems are required by individual States within the U.S. under the
U.S. Clean Air Act.
The Vapour Emission Control System consists of two basic parts, viz:
A "Vapour Collection System
o Defined by the USCG as: "An arrangement of piping and equipment used to
collect vapours emitted from a vessel's cargo tanks and to transport the
vapours to a vapour processing unit".
o All tank vessels and terminals involved in the transfer of vapours from crude
oil, gasoline blends or benzene must be fitted with a Vapour Emission
Collection System.
o This document relates only to the part of the Vapour Collection System
required to be installed on tank vessels. These regulations apply to tank
vessels which load or are engaged in lightering operations involving the
crude oil gasoline blends or benzene.

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A "Vapour Processing Unit"
o Defined by the USCG as: "The components of a Vapour Control System
that recovers, destroys or disperses vapour collected from a vessel".
o The Regulations related to Vapour Processing Units are not applicable to
tank vessels.
Principals of a Vapour Control System
Basic requirements which are applicable to all tank vessels involved in the loading and discharge of
the stipulated cargoes, viz:
The provision of permanently installed vapour collection piping from the cargo
tanks to a clearly marked standard vapour discharge connection situated near
the cargo manifold. Individual vapour discharge connections located in the
vicinity of each cargo tank may be fitted in lieu of a common vapour discharge
connection for tankers carrying certain types of cargo where cargo segregation
needs to be maintained. However, if cargoes with incompatible vapours are
loaded simultaneously, the vapours must be kept separate throughout the entire
vapour collection system.
Components of a Vapour Control System
The vapour collection piping must be provided with a means to collect liquid
condensate, e.g. drains should be fitted at every low point in the line.
The vapour collection piping must be electrically bonded to the hull and be
electrically continuous.
The vapour collection system must have a means to isolate the inert gas supply
from the vapour collection system, (the inert gas main isolation valve required
by SOLAS 74 is acceptable). All inert gas main on crude oil and product
tankers may be used as the vapour collection piping, subject to it being modified
to comply with the VECS requirements.
Where vapour transfer hoses are provided on board they are to have a design
burst pressure and a working pressure as required by the Regulations, be
abrasion and kink resistant and have a clearly marked standard vapour
discharge connection flange.
A manually operated isolation valve, with open/shut indicator, is to be provided
at the vapour discharge connection.
Each cargo tank must be equipped with a closed gauging device and high level
and overfill alarms. The overfill alarm system must be independent of the cargo
gauging device. If installed after 23 J uly 1990 the high level and overfill alarms
are to be independent of each other.
The vapour collection system must not interfere with the proper operation of the
cargo tank venting system.
The vapour collection system must be equipped with a pressure sensing device
which activates a high and low pressure alarm and provides a pressure
indication at the cargo transfer control position.
Additional requirements which are applicable only to vessels engaged in
lightering or topping off operations with vapour balancing. The additional
requirements are dependent upon whether the cargo tanks of the vessels
receiving and discharging cargo are inerted or not viz:

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o Vapour balancing is prohibited when the cargo tanks on a vessel
discharging cargo are inerted and the cargo tanks on the vessel receiving
cargo are not.
o When the cargo tanks on the vessel receiving cargo and the vessel
discharging cargo are inerted the service vessel must be provided with:
o A means to inert the vapour transfer hose prior to cargo transfer.
o An oxygen analyser with a sensor or sampling connection fitted within 3
metres of the vapour discharge connection point.
Note: - A "Service Vessel" has been defined by the USCG as a vessel which transports
bulk liquid cargo between a shore facility and another vessel.
o If the cargo tanks on a vessel discharging cargo are not inerted, the service
vessel must be fitted with a detonation arrestor of a type acceptable to the
USCG.
Irrespective of whether the vessels are inerted or not, an electrical insulating flange, or
one length of non-conductive hose, must be provided between the vapour collection
system connections of the service vessel and vessel being serviced.
Hazards Associated With a VEC System
Caution must be exercised to avoid the possibility of tank over pressure or vacuum, the return of
cargo through the system or the mixing of incompatible vapours. The above mentioned alarm
system is to give warning of these hazards and allow remedial action to be taken. Officers should be
aware of action to take in event of alarms and Chief Mate must be familiar with the testing and
demonstration of alarms.
During loading, cargo will cause vapour to be displaced via the VECS pipeline to the shore collection
manifold. Care needs to be taken to control the loading rate to avoid over pressure or vacuum of the
VECS system.
A cargo tank should never be opened to atmosphere or gauging or sampling purposes while the
vessel is connected to the shore vapour recovery system, unless, the tank is isolated from the vapour
line, is not being loaded, and precautions are taken to reduce the pressure from the vapour space
within the tank.
All hazards normally associated with the transfer of petroleum / chemical cargoes are still present.
All procedures banning smoking, hot work and use of protective clothing must be rigidly enforced
Operating Procedures
Testing and Inspection Requirements
o Not more than 24 hours prior to the start of transfer operations:
o Test all alarms and shutdowns
o Calibrate with span gas all hydrocarbon analyzers
o Calibrate all oxygen analyzers
o Inspect alignment of all connections and valves
Pre-Transfer Procedures
o The vessels inert gas main distribution line has been utilised to return
vapour from cargo tanks to manifolds fitted either side of the vessel
included at the loading manifold area. These manifolds are clearly marked
VAPOUR, colour coded red / yellow / red and fitted with a stud projecting

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outward from the flange so as to allow only dedicated Vapour hoses to be
connected. All cargo tanks are connected by way of individual branch lines
and valves. Each tank is fitted with separate high velocity type pressure
relief valves and independent vacuum breakers. Under normal cargo,
handling operations pressure within the system should be maintained to
prevent either the high velocity vents or the vacuum breakers from opening.
A high pressure alarm system is included to warn of over pressure of the
system and pressure gauges are fitted to the vapour manifolds. Low
pressure warning is via the inert gas main low pressure alarm system.
Connection Sequence
o The OOW is responsible to the master for the safe and efficient operation of
the vessel. Specific duties may be allocated which may include but are not
limited to, supervision of bunkering, storing, hose connection and
disconnection, gangway positioning and recording of all details pertaining to
the ship's operations in port.
Start-Up Procedures
o Prior to commencement, a Port Log is to be maintained with the Chief
Officer's Instructions clearly stated on the left hand page and all times
relating to routine and cargo operations on the right hand page. This record
is to include but not be limited to, all fast, gangway down, ullaging,
calculations, sampling, hose connection, starting and stopping times of
pumps / grades, opening and closing of tanks and topping and stripping
times. Other operations such as stores, bunkering, inspections and all
other daily events to be duly recorded. All entries must be in ink and
correction of incorrect entries to be by a single line through incorrect entry
and initials of Officer making correction. It must be remembered that all Log
Book entries must be complete, accurate and neat as they may be referred
to many months after the event and may be required to be used as
evidence in a court of law.
Normal Operations
o The OOW must not hand over his watch until he is satisfied that the
relieving Officer is capable of and fully conversant with all current and
upcoming operations. If he is not satisfied that the relieving Officer is
capable he shall remain on duty and inform the Master or his deputy.
Before taking over the watch, the relieving Officer must satisfy himself as to
the condition and state of all operations for which he will be responsible.
This will include checking all safety requirements. The OOW is responsible
for supervising his co-workers during his period of duty. He must ensure
that all duty men are aware of their duties. These duties to include but not
be limited to the checking of moorings, gangway, cargo hoses, fire wires,
ullaging, sampling, oil spill and fire fighting equipment, scuppers all plugged,
vessel security, lighting and flags. The OOW shall monitor all operations
including loading / discharging rates, stresses, draft and trim, list and
compliance with Safety requirements and procedures prescribed by
Company, Local Authority, Terminal, ISGOTT 5
th
Edition Chapter 7 etc.
o The OOW will predominately maintain his watch from the Cargo Control
Room and in any case not leave the Cargo Control Room unattended while
Cargo Operations are underway. If a situation develops where the OOW
feels that he is urgently required elsewhere on the vessel because safety is
being (or is about to be) impaired, or for any other reason, and he is unable
to obtain a relief or contact the Master or his deputy he must not hesitate to

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stop any or all operations to enable him to attend to the matter without
further jeopardising the vessel. All ship's complement are required to wear
overalls, safety boots and hard hats when on duty and any other protective
clothing appropriate to the circumstances such as goggles, gloves etc. The
pumproom is to be checked every hour and whenever pumps are started.
The OOW should instruct the pumpman or in his absence, one of the Deck
Watch to check the pumproom for leaks etc. He should ensure that
ventilation is running, that the pumproom has been checked and declared
safe for entry and contact maintained with the person entering the
pumproom. He should log the times of hourly checks.
Emergency Procedures
o When ever Emergency Shut Down is activated all valves, in the cargo
system will be closed. Communication will be maintained by two-way
radios between the Person in Charge and the Person in Charge of
receiving/supplying.
Port / Terminal Regulations
The ship should be familiar with relevant regulations. Attention is drawn to the CFR that is applicable
for vessels trading to the United States.
17.17 SMOKESTACK EMISSIONS
Several ports have strict regulations and fines for smokestack emissions of black smoke. Vessels
should keep a strict check on their equipment and, as much as possible, limit the smoke from the
boilers and engines.
Regular checks by the deck watch-keeping crew should be maintained and any emissions greater
than a scale of 4(use TSM Poster 007 for guide) should be reported to engine-room for their
rectification.
High Sulphur Fuels
Several states (including the European Union) have placed regulations in place for the use of low
sulphur middle distillate fuels.
To ensure that these rules are complied with Masters are to seek guidance from Thome, Owners and
Charterers to clarify the quantity of Low Sulphur MGO/MDO that is to be retained onboard.
17.18 TANK CLEANING
Frequent tank cleaning and ballast transfers are energy and time consuming. Efforts have been
made to ensure that the directions are sufficient for all purposes, but if in connection with planning of
tank cleaning and ballast transfer or during cleaning and transfer there is any reason for doubt, the
Company shall be contacted.
Al location of Responsibility
It is the Captain's responsibility that tank cleaning has been carried out in such a way that the tanks
will be approved for the forthcoming employment after cleaning.
Purpose of Tank Cleaning
The cleaning of some or all cargo tanks serves the following purpose:

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To clean a number of cargo tanks for clean ballast in such a way that the ballast
water can be pumped over board in the loading port. [However, this does not
apply to ships which are provided with segregated ballast tanks (SBT)]
To prepare the ship's cargo tanks for the loading of cargo which may differ from
the previous cargo
To prepare the ship's cargo tanks for inspection, maintenance or repair work
To prepare the ship's cargo tanks for arrival at shipyard
Evaluation of the Need for Tank Cleaning
It is a rule which must be strictly followed that tank cleaning shall only be undertaken when it is
necessary.
Tank cleaning shall be carried out based on:
o The vessels Safety and Operations Manuals
o Ships Tank Cleaning Guide (Dr. A. Verwey or similar)
o Instructions from Time Charterer
o Evaluation of conditions by the ship's management
o Special instructions from Thome/Operator/Charterer
17.19 TANK CLEANING GUIDELINES
Reference is made to Dr. Verweys Tank Cleaning Guide for procedures to be adopted whilst tank
cleaning, or any operator specific instruction manuals, such as provided by Stolt Niesen, for guidance
on cleaning between specific cargoes.
Compulsory Tank Washing and Cleaning Safety Precautions
Water is the most common washing medium for flushing the bottoms of cargo tanks, or for cleaning
them using tank washing machines. It is readily available in large quantities, it is an efficient cleanser
and on most chemical tankers the wash water can be heated when necessary. Nevertheless, it is
sometimes necessary to use small quantities of chemical additives or detergents as a cleaning agent
in order to improve the cleaning effect.
However, in some situations water will not be used. Water must not be used in the case of chemicals
that react with water, and a washing medium other than water may also be used for commercial
reasons. It may be permissible to use ventilation to remove cargo residues and gas free a cargo tank
after a highly volatile cargo has been carried. In every case, the full safety aspects of the operation
should be considered.
When tank cleaning in port, relevant regulations and limitations established by the port authority and
terminal should be complied with.
After carrying a low flash point cargo, a flammable vapour mixture should always be suspected until
tests have established that the atmosphere is non-flammable. Equal care is necessary after carrying
a non-volatile flammable cargo at a temperature above its flash point, or after discharge of any cargo
or ballast that had been loaded into a tank that was not free of flammable vapour. Toxic vapour in
harmful concentrations should also be assumed after unloading cargoes which have a vapour
inhalation hazard.
Cargo vapour, toxic or flammable, should be suspected in cofferdams or any other space within the
cargo area into which such cargoes may have leaked.

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Tank Washing Atmospheres
Tank washing may be carried out in one of the following atmospheres:
Inert
Non-inert
Inert
This is a condition where the tank atmosphere is known to be at its lowest risk of explosion by virtue
of the atmosphere being maintained at all times non-flammable through the introduction of inert gas
and the resultant reduction of the overall oxygen content in any part of any cargo tank to a level not
exceeding 8% by volume while under a positive pressure (see ISGOTT Section 7.1.5.1).
The requirements for the maintenance of an inert atmosphere and precautions to be observed during
washing are set out in ISGOTT 5
th
edition Section 7.1.6.9 and provide the most certain level of
control of an atmosphere during tank washing operations.
In fire triangle terms, this method physically removes and controls the oxygen side of the fire
triangle.
To satisfy the control measures for washing in inert atmospheres see ISGOTT Section 7.1.6.9.
During tank washing operations, measures must be taken to verify that the atmosphere in the tank
remains non-inflammable (oxygen content not to exceed 8% by volume) and at a positive pressure.
Before each tank is washed, the oxygen content must be determined, both at a point 1 metre below
the deck and at the middle level of the ullage space. At neither of these locations should the oxygen
content exceed 8% by volume.
Where tanks have a complete or partial swash bulkhead, the measurement should be taken from
similar levels in each section of the tank. The oxygen content and pressure of the inert gas being
delivered during the washing process should be continuously recorded.
If, during washing, the oxygen content in the tank exceeds 8% by volume or the pressure of the
atmosphere in the tanks is no longer positive, guidelines contained in ISGOTT 5
th
Edition Chapter 11,
section 11.3.4.2, 11.3.5 should be followed, in recognition that tank washing and gas freeing
operations in these conditions (O
2
>8% and or negative pressure inside the tanks) are considered to
present a likelihood of increased risk and additional control measures are required to reduce risks to
as low as reasonably practicable.
Non-inert
A non-inert atmosphere is one in which the oxygen content has not been confirmed to be less than
8% by volume. In recognition that tank washing and gas freeing operations in non-inert atmospheres
are considered to present a likelihood of increased risk, additional control measures are required to
reduce the risk of operations to as low as reasonably practicable. These controls must address two
sides of the fire triangle namely Fuel and Sources of Ignition.
Non-inert cargo tank washing should only be undertaken when both the source of ignition and the
flammability of the tank atmosphere are controlled. To achieve this, the following precautions to
control sources of ignition and fuel MUST be taken for tank washing operations in a non-inert
atmosphere condition.
Guidance in this regards can be obtained from ISGOTT sec 11.3.5.2
A flow chart showing steps to the control the fuel while tank washing in the non-inert tank
atmosphere method is included in the procedure.

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Precautions when tank washing in an inert atmosphere
Although the atmosphere in a properly inerted tank is incapable of burning, the following precautions
should be observed:
When portable washing machines are used, all hose connections should be
made up before the washing machine is introduced into the tank. Connections
should not be broken until after the machine has been removed from the tank.
However, to allow draining of a hose, a coupling may be partially opened and
then re-tightened before the machine is removed.
The tank should be kept drained during washing. Washing should be stopped to
clear any build-up of wash water.
When there is a need to maintain an inert atmosphere during tank washing, the following points
should be observed:
The purity and pressure of the inert gas being delivered during the washing
process should be monitored.
Before each tank is washed, the oxygen level in the tank should be determined
both at a point about 1 metre below the deck and at the middle level of the
ullage space. At neither location should the oxygen level exceed 8% by volume.
If during washing the oxygen level in the inert gas supply exceeds 8% by
volume or the pressure of the atmosphere in the tank is no longer positive,
washing should be stopped until satisfactory conditions are restored.
Some cargoes carried under an inert blanket are not flammable but the atmosphere is inerted for
cargo quality reasons. In this case, gradual decay of the inert atmosphere during cleaning is
acceptable. In all other cases, if the inert atmosphere is not maintained then the procedures used
and precautions taken should be as for a non-inert atmosphere.
Precautions when tank washing in a non-inert atmosphere
Most tank cleaning on chemical tankers is conducted in a non-inert atmosphere. In all cases after
carrying a flammable cargo, the atmosphere in an empty tank should be treated as flammable. The
only way to guarantee that an explosion cannot occur during washing in a non-inert atmosphere is to
make certain that there can be no source of ignition.
Good tanker practice will avoid all normal sources but, in addition, the following precautions should
be taken if the risk from static electricity is to be eliminated:
Before washing, the tank bottom should be flushed with water and stripped. The
piping system, including cargo pumps, crossovers and discharge lines, should
also be flushed with water. The flushing water should be drained to the tank
designated to receive slops. This operation may not be necessary if the ship is
fitted with an efficient stripping system, and the cargo tank and pipelines have
been stripped as detailed in the ship's Procedures and Arrangements Manual.
o If cargoes are highly water reactive this operation must not be carried out.
When portable washing machines are used, all hose connections should be
made up before the washing machine is introduced into the tank. Connections
should not be broken until after the machine has been removed from the tank.
However, to allow draining of a hose, a coupling may be partially opened and
then re-tightened before the machine is removed.
Ropes made of synthetic fibres should not be used to support the tank cleaning
machines. No machine may have a throughput greater than 60m' per hour, and
no nozzle may have a throughput greater than 17.5m' per hour.

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The total water throughput per cargo tank should be kept as low as practicable
and must in no case exceed 110m3 per hour.
The tank should be kept drained during washing. Washing should be stopped to
clear any build-up of wash water.
Re-circulated wash water should not be used, because it may increase the
generation of static electricity.
Sounding rods and other equipment must be introduced through a sounding
pipe reaching close to the bottom of the tank and earthed to it. If a sounding
pipe is not used then the additional precautions in paragraph 7.3.5 below should
be followed.
No other material that may create a spark or static electricity should be lowered
into the tank.
Steam should not be injected into the tank.
Further information on electrostatic precautions during tank washing is given in Appendix D.
Chinese Baselines
Please refer to HSSEQ Circular 40 2013 for understanding of Chinese baselines with respect to
Marpol and other international conventions.
Precautions for sounding tanks when not using a sounding pipe
If a sounding pipe is not used, it is essential that any metallic components of the sounding rod or
other equipment are bonded and securely earthed until removal from the tank. This precaution
should be observed during washing and for five hours afterwards, unless the tank is continuously
mechanically ventilated after washing, in which case the delay period can be reduced to one hour.
During the delay period:
An interface detector of metallic construction may be used if earthed to the ship
by means of a clamp or bolted metal lug.
A metal rod may be used on the end of a metal tape which is earthed to the
ship.
A metal sounding rod suspended on a natural fibre rope should not be used
even if the end at deck level is fastened to the ship, because the rope cannot be
completely relied upon to act as an earthing path.
Equipment made entirely of non-metallic materials may in general be used: e.g.
a wooden sounding rod or float may be suspended on a rope without earthing.
Neither ropes made of synthetic polymers nor chains should be used for
lowering equipment into cargo tanks.
Steaming of cargo tanks
Because of the hazard from static electricity, steam should not be introduced into cargo tanks where
there is a risk of the presence of a flammable atmosphere. It should be borne in mind that a non-
flammable atmosphere cannot be guaranteed in all cases where steaming might be thought to be
useful.

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Cleaning of cofferdams or double bottom tanks
If it is necessary to clean cofferdams or double bottom tanks into which cargo liquids or vapour could
have leaked, the same precautions should be observed as when cleaning cargo tanks.
Free fall of wash water in slop tanks
It is essential to avoid the free fall of slops or tank washing water in a receiving slop tank unless the
tank is inerted (see Appendix D for the generation and control of static electricity). Washing water or
slops should be transferred to the receiving tank through the cargo system. If a different arrangement
is necessary, then to avoid splashing the receiving tank should be filled to a depth of at least 1 metre,
or sufficient to ensure that the discharge inlet is well below the surface of the water.
Purging and Gas Freeing
A Tank Scope is used to measure the percentage of hydrocarbon vapours in an inert tank. The
instrument is used when purging hydrocarbons prior to gas freeing with air. When the Tank-Scope
indicates hydrocarbons are less than two percent (2 %) by volume, fresh air may be introduced
without placing the tank atmosphere in the flammable range.
Refer to and follow the safety guidelines in ISGOTT 5
th
Edition Chapter 7
Cleaning after Fuel Oil
Other Companies have found from experience that washing with cold water can be an advantage as
a first step in tank cleaning after certain fuel oil cargoes. Since a considerable saving in tank
washing expenses is achieved by not using heated water for tank washing, the cleaning after fuel oil
shall, therefore, commence by washing one tank with cold water and one tank with heated water in
order to compare the effect produced. If inspection of the two washed tanks shows that good results
can be achieved with cold water, preliminary washing with cold water is to be continued, whereupon
any necessary final washing with hot water shall be undertaken with chemical additives as
appropriate.
Flushing of Pipelines
Before commencing tank cleaning, pumps and pipelines shall be washed through and the wash
water pumped to slop tanks.
Steaming of Cargo Lines
Vessels are advised that when cargo lines have to be steamed, it has to be accomplished by means
of a temporary connection. This connection should be a hose and is to include a stainless steel non-
return valve in series with a normal valve. If such connections are not available, the vessel is to raise
an order and fabricate as required. Under no circumstances are permanent connections to be made
between the steam system and the cargo system.
Cleaning Of Pump-Rooms
Whenever tank cleaning is undertaken, the pump-room shall be cleared of oily residues and any
sediment found.
Draining Of Pipelines
After every tank cleaning all tanks, pipelines and pumps shall be drained of water to the greatest
possible extent.

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Mopping Up in Tanks
Preparation of tanks to receive fertilizer, jet fuels and kerosene requires that all water remaining in
tanks is mopped up, that pumps, and pipelines in tanks are drained completely. The ship will receive
detailed instructions if loading of other products requires mopping up in tanks.
Mopping up of water and draining of pumps and pipelines shall be carried out
immediately before arrival at load port to coincide with arrival and tank
inspection time (where visual inspections are stipulated) whereby vessel can
ensure that mopping up shall not be undertaken more than once.
If chemical additives have been used for tank washing purposes, gas checks
with appropriate Draeger tubes should be carried out to check atmosphere
before entering.
Lifting of Loose Scale
All loose rust scales after tank cleaning must be removed from the tanks and disposed of prior to
arriving in the loadport ready for inspection.
Safety Regulations
During every tank cleaning operation the safety regulations in force are to be strictly adhered to.
ISGOTT tank cleaning procedures as included in ISGOTT Chapter 11.3 are to be strictly followed at
all times.
Reference is made to:
o The ICS/OCIMF International Safety Guide for Oil Tankers and Terminals
o Instruction Manual for Operation of Inert Gas - Plants
o Crude Oil Wash Manual
o Thome's Operational and Safety Procedures
Where tank cleaning is undertaken alongside at a terminal or tank cleaning
installation, the local regulations are to be strictly observed. It is important in
such cases that a meeting is held with the representative of the shore
installation to discuss safety matters.
Tank Cleaning with Chemicals
Tank cleaning with chemicals is only to be undertaken according to instruction from Thome and for
charterers.
Equipment for Dosing of Chemicals
The ships are/will be provided with cargo pumps for dosing or similar of chemicals.
Detailed directions for use of dosing pumps are/will be made available on board.
Slops
During tank cleaning, the oil contaminated washings are to be transferred to the ship's slop tanks.
After completion of tank cleaning the contents of the slop tanks are to be
allowed to settle and the water is to be decanted in strict compliance with the
directions given in "Clean Seas Guide for Oil Tankers" and MARPOL
regulations.

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Oil Pollution
Reference is made to:
The MARPOL Convention 73/78, with amendments
The International Safety Guide For Oil Tankers and Terminals (ISGOTT 5
th

Edition)
It is essential that any discharge into the sea of oily water only be undertaken in accordance with the
directions indicated in the "Clean Seas Guide for Oil Tankers" Guide and MARPOL requirements. All
crew members who are in charge of ballast discharge and removal of water from slop tanks should
be thoroughly familiar with the contents of "Clean Seas Guide for Oil Tankers"
Where washing of cargo tanks and flushing of pipelines is undertaken, after carriage of liquid
fertilizer, discharge of wash water and fertilizer residues directly overboard must only take place in
accordance with the vessels Procedure and Arrangement manual, incorporating the MARPOL
regulations.
Cleaning after Vegetable and Animal Oil
For purposes of tank cleaning, vegetable and animal oils may be grouped as follows:
Drying Oils / Semi-Drying Oils
Non-Drying Oils
Drying Oils, Semi-Drying Oils
Residues from these oils absorb the oxygen in the air and drying up with the result that a hard
surface is formed which prevents washing away of oily residues.
It is important, therefore, to start tank washing as soon as possible after the discharge of these
products.
If some length of time is likely to elapse without complete cleaning being undertaken, the tanks
should be washed down with cold water to prevent the products from drying up.
It is recommended to wash tanks for not less than two hours with sea water heated to about 50
degree Celsius (the wash water temperature must not exceed 50 degree Celsius).
Where inspection for the tanks shows that the residues has dried up and cannot
be washed away, cleaning chemical, as advised by Thome, concentrated foam
is to be applied and left for about 30 minutes whereupon the residues is to be
washed away with heated wash water (max. 60 degree Celsius).
Non-Drying Oils
The tanks are to be washed for two hours with sea water heated to 60 degree Celsius.
The tanks are to be inspected after washing and any necessary final washing carried out with heated
sea water.
17.20 SPECIAL OPERATIONS
The following below are considered as special operations as per Thome HSSEQ. These special
operations are applicable for product carriers carrying cargo which involve the use of inert gas
system and for chemical tankers or oil tankers if the vessel is carrying out operations in the condition
as stated below.

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Tank cleaning with part cargo on board (If operation is permitted by owners, NO
tank entry will be permitted by the company for carrying out manual mopping
operations)
The addition of any dye or any other additive
The addition of STADIS to improve conductivity
Line flushing
Commingling of cargo
Transfer of free water from cargo tank to slop tanks
Load on top
Line sharing
Ballasting cargo tanks
The above operations are prohibited unless approval from the marine department has been obtained.
The approval for these operations is given based on the following conditions:
Owners approval to carryout this operations
LOI has been obtained from charterers to indemnify owners against any claim
which could occur due to these operations (cargo contamination, etc)
Procedures for conducting any of these above operations will be forwarded from
Thome Marine Department
17.21 CARRIAGE OF MOLASSES
There are two main types of molasses:
Beetmolasses, made from sugarbeet residue
o Beetmolasses has a pH of 7 - 7.5, occasionally pH 8. It is neutral or a little
alkaline.
Cane molasses, made from sugar cane residue
o Cane molasses has a pH of 7 - 6.5, occasionally pH 6. It is neutral or a little
acidic.
A low pH will show that the molasses is already old. The pH can be checked with indicator paper.
Part of the glucose in the molasses can turn into ethanol and carbonic acid. The ethanol can further
become vinegar. The transformation of the glucose to ethanol and later to vinegar is by hot
fermentation. This can be accompanied by a temperature increase. The fermentation process
reduces the quality of the molasses. A lot of ethanol makes the molasses unsuitable for making
penicillin. The carbonic acid caused foaming.
Fermentation can be reduced or stopped by adding air into the molasses by air hoses or via a drop
line connection. If Fermentation occurs, Thome should be consulted.
The addition of water can prevent foaming, but most receivers do not want water in their cargo.
Although the water does not affect the quality of the molasses, the receiver does not want to pay for
water.
There is great variation in the viscosity of molasses, depending upon the sugar content. The word
used is 'brix'. The lower the viscosity, the easier to pump. The 'brix' is measured with a 'sugar
refractometer'.

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Molasses is used for human consumption through the alcohol and pharmaceutical industries. It is
also used for animal consumption.
Different interpretations exist concerning the maximum temperature, which varies from 40.5 deg C to
43 deg C.
Excessive heating can scorch or burn the molasses, reducing the quality and leading to claims. The
molasses may become unfit for human and animal consumption.
Due to air in the molasses and the transformation of the glucose to carbonic
acid, the cargo can expand - so check the ullages. The SG of molasses is
between 1.2 and 1.45, ensure that the tanks are not filled and there is enough
ullage for cargo expansion
When loading over the top keep the free fall to a minimum. Too much air will enter the molasses.
This will form foam and create discharge difficulties. Air surfaces very slowly through the thick top
layer of the molasses.
As far as possible, try not to strip with the Cargo Pump. Strip tanks between discharge ports to
reduce delays when possible.
Loading Molasses
Pressure test Heating Coils and rectify or isolate any leakage in the ballast passage before loading.
The tanks for loading are to be inspected for cleanliness, dryness and fitness to carry molasses and
a certificate issued prior to loading.
Request instructions concerning the sealing of the sea valves. Whenever the shipper states that this
is not necessary, obtain a written statement of that fact.
The cargo should be loaded warm - about 40 deg C.
Load Centres as far as possible as they are easier to strip and their heating coils are better for
maintaining the temperature.
All cargo line valves are to be shut. Prevent molasses from entering the lines.
Load 'over the top' with hoses. Reduce free fall to a minimum to prevent aeration of the molasses.
Gradually start heating - according to instructions. Keep a careful check on temperature.
Molasses has a high SG so check the loading manual for instructions concerning partial loading of
tanks. Instructions can be requested from Thome office.
Except where instructions are received to the contrary, Molasses may be allowed to cool after
loading until about 10 days prior to arrival at the discharge port. Care must be taken as Molasses
takes very long time to heat. The lower layer might go above the Charterer instructed temperature,
while the top layer may still be below the required discharge temperature. If heated fast to achieve
the required discharge temperature prior to arrival, there is a danger of crystallization around the
coils.
Some shippers instruct that loading temperature be maintained throughout the voyage. The cargo
consequentially requires less heating and so the risk of crystallisation is reduced.
However, with inferior qualify Molasses (old Molasses which has a lower PH) maintain the
temperature above 27 deg C. Heat the cargo gently until the upper layer is warmed up before
increasing the heating.
During loading, obtain sealed samples in the presence of the shipper or
surveyor. Keep these samples on board for protection, in case of cargo claims
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If no instructions are received at the load port concerning the required discharge
temperature, contact Charterer and or operators
The required discharge temperature at the disport varies according to the receiver: Amsterdam 40
deg C and Hamburg 45 deg C. The absolute maximum discharge temperature will be 45 deg C as
above this there is a danger of scorching and crystallisation.
Before and after loading take a draft survey. Take survey at each load port,
before, and after each discharge
The draft survey is most important in proving that the vessel is fully discharged.
The freight payable is determined using out-turn figures. It is better to have a lower figure from the
draft survey and a subsequent lower B/L figure. Cargo claims are lodged for any shortage in the out-
turn
It is most important to seal the sea valves in the load port. If they are not sealed by the shipper then
the reason must be entered in the logbook. The ship should seal the sea valves itself and record
details in the logbook.
Failure to comply with the above will lead to cargo claims if the out-turn is low. It will be claimed that
the vessel lost cargo on route.
Care during Transit
Check cargo temperature, heating to monitor as per shipping instructions.
Prior to arrival gradually increase temperature as required for discharge, maybe to 45 deg C
Molasses Discharge
If possible, use the Butterworth system to heat water from the Aft Peak. Use the forward cargo line,
Butterworth connections to flush all lines and pumps with hot water. It is possible to use a closed
cycle and return water from the cargo system to the Aft Peak Tank.
After all lines and pumps are thoroughly warmed, strip out all water from the cargo system. Purge
lines with steam.
Vessel is now ready to discharge - Line up and start.
Start the pump - check for positive suction pressure. Gradually increase revs and adjust discharge
valve to maintain positive pressure. Check that the pump operation is normal.
Check pump temperatures regularly for over heating. Additional water cooling may be needed.
By carefully monitoring the pump speed and discharge valve position, the discharge can be
expedited.
It is possible to pressurise tanks with air to assist draining. Pressurise to about
0.13 atmospheres.
If permitted, the tanks can be steamed to assist drainage and reduce residues.
As soon as cargo pumps are stopped, the lines and pumps must be flushed with
warm sea water to prevent the molasses solidifying.
Pump tanks dry with portable pumps.
When each tank is almost dry, hang steam hoses at the middle of tank and
steam for about 30 - 60 minutes, this should clean any clingage off the sides.
Prior to any steaming, check that it is permitted by the receiver and or surveyor.

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If it is necessary to ballast during discharge, first obtain permission from the
surveyor or receiver in writing. If the dock water is clean enough, ballast via
hoses over the top. Use the Butterworth heater to pre-warm ballast water. Heat
the water in ballast tanks using coils.
This is necessary to avoid cooling of any adjacent tanks containing molasses or the cooling of
pipelines.
If it is not possible to use the Butterworth System, use a ballast pump to ballast
over the top.
Be certain to obtain a Dry Certificate prior to ballasting any tank.
After loading and before discharge take ullages and prepare an ullage report.
Quantity cannot be calculated from ullages due to the variation in density and temperature in each
tank. Accurate ullages may not be possible due to foaming of the surface.
However, the ullage report can be used to show that there is no significant change during the voyage
and therefore, no cargo loss.
After discharge, obtain a Dry Certificate from the surveyor. The certificate must
only be endorsed EMPTY - no other remarks are to be allowed
A cargo claim will result if "un-pumpable" is endorsed.
Cleaning after Molasses
As soon as possible after the completion of the discharge, clean the tanks with warm sea water.
Molasses residue attacks the tank coating and must therefore be removed as early as possible.
Note that steaming and the use of fresh water will cause foaming.
Use salt water for cleaning tanks. Remember that during cleaning gases are generated which will
suffocate. Check tanks for Oxygen before each entry.
Alcohol fumes and C0
2
can form in the ullage space above the molasses. There may be no oxygen
present.
After the carriage of molasses, it is important to thoroughly clean tanks, lines and pumps. Molasses
residues will discolour subsequent cargoes.
17.22 TRAINING OF JUNIOR DECK OFFICERS
The Chief Officer is responsible for ensuring J unior deck Officers receive training regarding all
aspects of tank vessel loading and discharging operations including responsibilities for ensuring that
a proper deck watch is maintained.
This training should incorporate detailed explanations relating to all safety matters, Company
Procedures, Industry standards and requirements, Chief Mates instructions and Standing Orders.
J unior Officers should be involved with cargo operations at the planning stage with a view to
becoming totally familiar with any forthcoming operations at an early stage.
The training should include but not limited to the following:
Full understanding of cargo system and operations
Full understanding of the operation of the IGS
Knowledge of Ballast Water Management procedures and requirements

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Full awareness of cargo planning, paperwork and archiving
Demonstrate knowledge of loadicator and plan cargoes
Full understanding of tank cleaning and gas freeing procedures
Understand and demonstrate maintenance of p/v valves and associated items in
IGS system
Understand and demonstrate maintenance of tank cleaning valves and
associated in times within the tank cleaning system
Full awareness of maintenance requirements of cargo system
Assists with the inspections of cargo/ballast tanks and completion of all
associated documentation
Demonstrate a full understanding of cargo calculations
Demonstrate an understanding of the limitations of the cargo system
Demonstrate full knowledge of pre port arrival checks
Demonstrate full knowledge of port departure checks
Demonstrate knowledge of operation and maintenance of all gas detection and
measuring equipment
Aware of charterers instructions
Attends and understands points raised during Pre Load/Disch meeting with
Loading master
Knowledge of correct operation of ODME equipment
Knowledge of required Oil record book entries
17.23 CARGO HANDLING AND OPERATIONAL TESTS DURING THE VOYAGE
Cargo Heating
When vessel has received cargo which requires heating during the voyage, it is imperative that the
heating instructions given by the shipper are understood and strictly complied with.
Generally, heating instructions will require the vessel to keep min/max temperature during the voyage
and also min/max temperature before discharging as well as maximum temperature rise per day.
Cargo temperature shall be monitored and recorded at least daily and if in hot climate e.g. warm
seawater and sun warming up the deck, a more frequent check may be necessary, in order to
prevent a vigorous self-reaction.
Monitoring Void Spaces
During voyage there could be a leakage from the cargo tanks into cofferdams, double bottoms and
void spaces. See Section 17.15 Gas Detection in void and ballast spaces.
Preventing Vapour Loss
Monitor escape of cargo vapour by checking PV valves
Ensure all hatch lids, ullage ports and other tank openings are gas tight

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Maintain inert gas blanket on cargo throughout voyage using the inert gas
system as necessary
Keep tanks under a good positive pressure at all times
Prevention of Grade Contamination by Cargo Vapour
Contamination of cargo is possible if cargoes of different vapour pressure are carried on a tanker with
a common venting system.
Isolate the venting systems for the two grades if possible
Close all the cargo tank independent inert gas isolating valves on the on the
inert gas system and use the individual PV valves for each tank (if fitted) for
pressure control
Follow any specific instructions from charterers
Pre-arrival Checks, Tests and Inspections
The following operational tests, inspections and checks are performed during the laden sea passage
and before the vessel's arrival at the discharge port.
The time when the tests may be performed will be determined by the trade of the vessel but generally
should not be less than 3 days before arrival if possible. This will ensure that there is plenty of time to
rectify any defects discovered during the test routine.
Water Dips
Make a full set of water cuts for cargo tanks and maintain records.
Hydraulic Systems
Activate hydraulic system and check for leakage. Ensure that the motors are working properly.
Check operation of valves. Check operation of high and low pressure alarms, low oil level and auto
stop / start systems. Overhaul portable hydraulic hand pumps if necessary.
Inert Gas System
Test the Inert Gas system, using each fan and venting inert gas to the mast riser. Check operation of
pneumatic suction and discharge valves of the inert gas plant and the operation of the fixed oxygen
analyzer together with the remote read-out in the cargo control room.
Check the operation of the manual block valves and non-return flap valves on deck.
Check control equipment for the inert gas system including high temperature, high / low / low-low
pressure alarms and oxygen alarms. Calibrate portable oxygen meters.
The fixed oxygen analyzer of the inert gas system must be calibrated just before arrival and within 24
hours of arrival if possible using nitrogen calibration gas. Records of the fixed oxygen analyzer
calibration must be maintained including date, time, name and signature of the person performing the
calibration. A spare cylinder of calibration gas should be onboard.
17.24 CARGO TANK PREPARATION PLAN FOR REPAIR AND DRY-DOCKING
PERIODS
Cargo tank preparation planning for repair and dry-docking periods is to start well in advance and
before the last discharging operation. All equipment, tools, spare parts etc. required for the cargo
tank preparation should be prepared and checked in good time.

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A plan detailing the cargo tank preparation is to be drawn up and discussed by the onboard
management team particularly with reference to use of vessels equipment, and potential trim
requirements during the operation, to make the most cost and manpower effective use of the vessels
facilities.
The cargo tank preparation plan is to be sent to the marine department for review and approval.
The cargo plan preparation plan should cover all aspects of each particular operation and should
have a contingency plan appended to it. In arranging the plan, consideration must be given to stress
condition, trim and draught at all stages of the voyage. Any specific repair berth, /dry-dock
instructions must be complied with, to the extent that the vessels safety is not adversely affected.
The plans should be prepared in conjunction with the vessel's load/stress calculations to ensure that
the vessel remains within the limiting stress parameters throughout the operation.
The following should be taken into account when preparing the cargo plan:
Last cargo carried and estimation of cargo residues
Tank atmosphere and flammability/toxicity of last cargo
Length of voyage and available manpower, weather conditions expected
Geographical area of the voyage and MARPOL special areas
Number, type, capacity of fixed and portable tank cleaning machines available
Capacity of heater (or heating water in slop)
Capacity of Inert gas system, gas freeing fans and dry-air plant
Ballast condition
Works planned in the cargo tanks as per the repair/dry-dock work list.
Cargo tank Preparation stages
The contents of the plan should include the following stages where applicable, but not be limited to:
Crude oil washing
Tank stripping and line draining
Washing of cargo tanks
Line flushing
Purging
Gas freeing
Inspection, de-mucking and mopping of Cargo tanks
Decanting
The following information should be included for each of the above steps:
Any critical points where incorrect trim, stability or stress limitations may occur.
Additionally, a series of loading computer printouts showing estimated vessel
load status at various stages throughout the planned operation should be
available to cross check against the vessels actual load status on a regular
basis during the operation. Any changes needed to the plan may become more
readily apparent
Status of Cargo and Ballast System Valves and Equipment - individual valves
that are to be operated should be clearly identified for each stage of the

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operation. A clear statement should be made that all other valves are to remain
shut. Segregation and isolation valve status should be clearly identified. Each
pump to be used should be individually identified for each stage of the
operation. Where blanks or bends are to be changed over, the planned status of
all connected systems must be noted
Status of tank venting valves and Inert Gas system components - Planned IG
system or vent system operating pressure to be quoted, along with instructions
detailing methods to achieve this
Tank washing instructions Program of tank washing must include identity of
tank, details of wash cycle, and the interaction with any cargo and / or ballast
operations, particularly with regard to tank ullage levels and vessel trim.
Identification of drive fluid source and washings deposit tanks should be clearly
made
Ballast operations - Program of ballast operations must include identity of tanks
to be handled and details of stresses, trim and stability throughout the
operations
Allocation of duties - This should include specific duties of the deck and engine
room watch keepers ensuring strict compliance with rest hours requirements
A diagrammatic display of information is preferred, as this aids a rapid assessment of the operational
status by all concerned.
Tank preparation plan review and discussion
All officers and crewmembers, including those in the Engine Room department, who will be involved
in the operations, should familiarize themselves with the relevant contents of the plan prior to the
start of any operations.
Any queries about the plan or any anomalies that it may contain should be discussed prior to the plan
being finalized and implemented.
It is important that a copy of the plan is available in the Cargo Control Room (C.C.R.) and Engine
Control Room (E.C.R.) throughout the tank preparation operation.
The Master should also be given a copy of the operational plan.
The plan should be clear and concise so that if, due to unforeseen circumstances, the Chief Officer is
indisposed for any reason then the other members of ship's staff can take over without any untoward
delay.

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Experience Feedback
HSSEQ Circular 04 - 2005 Alleged cargo contamination.
HSSEQ Circular 07 - 2006 Operational Incidents
HSSEQ Circular 04 - 2008 Reminder to Master Addition of Additives
HSSEQ Circular 02-2010 Incident awareness Malfunction of the High Velocity
Venting Valves
HSSEQ Circular 03 2013 Amendments to the revised standards for the design,
testing and location of devices to prevent the passage of flame into cargo tanks in
tankers
HSSEQ Circular 53 2013 Experience Feedback Damage to cargo manifold and
cargo hose due to surge at berth
HSSEQ Circular 77 2013 Experience Feedback Leakage / Dripping from cargo
piping (flanges)
TSM Form 013 Ship Shore Safety Checklist
TSM Form 023 - Tank Inspection Report

o File No. 15.1
TSM Form 021 Cargo Heating Record
o File No. 15.1
TSM Form 018 Statement of Pumping Performance
o File No. 15.1
TSM Form 019 Statement of Pumping Record
o File No. 15.1
TSM Form 022 Cargo Calculation / Ullage Report
o File No. 15.2
TSM Form 020 Tank Washing Record
o File No. 15.1
Distribution
Thome Office
Charterer
References
ISGOTT 5
th
Edition
MARPOL
IBC CODE
OCIMF

Reproduced from HM 50. Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum and refined
products published by the Energy Institute
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THOME
Operations Manual
Deck
OMD Document
No. 017A
17A. TANK CLEANING GUIDELINES
Purpose
To specify requirements for tank cleaning
Application
Tankers
Responsibility
Master
17A.1 GENERAL INFORMATION
Introduction and cleanliness standards
Tank cleaning is carried out to:
Prepare tanks for the carriage of the next cargo.
Prevent the build-up of oily residues.
Facilitate gas-freeing and tank entry for repairs/tank mopping.
Comply with Charter Party requirements.
Comply with MARPOL regulations.
In extreme circumstances, prepare tanks for the carriage of clean ballast.
It can be accomplished by means of portable or fixed tank washing machines, or
sometimes a combination of both using hot, cold, fresh or sea water and/or
chemical detergents singly or in combination.
In order to reduce unnecessary bunker consumption, impact on the environment and associated
costs, vessels should only tank clean when necessary. Also, introducing water into the cargo system
is not always the best action as it can increase contamination if tanks and lines are not properly
cleared.
Cargo tanks should be cleaned to the standard necessary to meet the requirements for the next
cargo or, where applicable, for clean ballast or for tank-entry and repairs. The Tank Cleaning Table 4
is to be used as a guide to the degree of cleaning necessary between cargoes.
Depending on the intended use of the product concerned, the standard of cleanliness required by
some Charterers/Receivers may be different from that found within these guidelines. It is therefore
extremely important to ensure that cleaning instructions are provided in writing.
In crude oil carriers and black oil product carriers, periodic washing should be carried out to control
sediment build-up. On crude oil ships this sediment control is achieved by crude oil washing some or
all cargo tanks during cargo discharges as specified by MARPOL or more frequently depending on
the cargo characteristics.

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Tank Cleaning Guidelines

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Inert gas
The inert gas system, where fitted, should be operated appropriately during tank washing, gas-
freeing and tank preparation operations. Additional safety precautions should be taken for vessels
which do not have inert gas systems, although the tank washing recommendations provided in this
document still apply. Safety recommendations contained in ISGOTT should be followed and in
particular section 11.3.5.2 for non-inert washing.
Prior to commencement of tank washing, and at maximum intervals of one hour, the oxygen level
within each tank being washed should be verified as less than 8 % by volume at one metre below
deck and at 50 % tank depth.
Should the oxygen content exceed 8 % by volume at any time, tank washing should cease and the
tank should be purged before washing may continue.
In the event that vessels are gas-free for inspection, loading should not commence until all tanks
have been re-inerted to below 8 % oxygen. Loading should never commence into tanks which do not
contain inert gas
Static electricity
Precautions to prevent static discharge during washing operations should be followed at all times.
These are detailed in ISGOTT.
Particularly hazardous conditions may exist when washing under non-inert conditions or when using
hot water wash which can increase the temperature of cargo residues closer to their flash point.
17A.2 BOTTOM AND LINE FLUSHING
General
It may be acceptable to flush the tank bottoms with the next grade to be loaded as an alternative to
washing. This flushing medium is normally then discharged ashore or segregated on board.
Discharges to shore can only take place after discussion with all parties involved.
Flushing pumps and lines using water can only be considered when suitable reception facilities are
available ashore or where washings can be pumped to a suitable slops tank. On completion, all lines
and pumps should be well drained, but the practice of draining to the pump room bilge should be
avoided
Fuel oil cargoes
When changing from heavy to light grades, or from high to low sulphur, it may be possible, under
certain circumstances, to reduce the tank preparation procedures. Tanks which are to receive the
lighter grade should be very well drained, with a minimum ROB quantity.
Provided that any contamination would not significantly alter the quality of the cargo to be loaded,
then load on top may be possible. However, this matter should always be clarified with all interested
parties and the cargo owners, the necessary calculations undertaken to check the effect on the
quality of the subsequent cargo, and preparation procedures received in writing from the Installation
Representative and/or Cargo Inspectors. Where uncertainty exists, the tank washing guidelines
should be followed.

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When loading vacuum gas oil/waxy distillate or other feedstock products, it will be necessary to 'fresh
water rinse' any tank which has previously contained salt water ballast or has been cleaned using salt
water (see Table 3).
17A.3 ELIMINATION OF WATER FOR CRITICAL CARGOES
When it is necessary to mop tanks dry for critical cargoes such as aviation kerosene or lubricating oil,
care should be taken to achieve a compatible standard of preparation throughout that portion of the
cargo system allocated to the critical product. The following procedures should be followed:
The cargo lines which are to load and discharge the critical product should be
opened and drained dry. This includes manifolds, drop line, pump discharge
lines and tank suction lines.
Cargo pumps and their associated air vessels, strainers and by-passes should
be opened and drained dry. This is to include any vacuum breakers.
Individual tank suction valves should be opened and remain open during the
mopping process. Valve inspection covers should be opened as necessary.
Where fitted, fixed eductor systems should be blown through with air, valves
opened and lines left to drain into the tank prior to mopping.
Fixed tank washing lines should be drained, and any water in the leg between
the main line and the machine allowed to drain into the tank via the machine
prior to mopping.
After draining, the fixed tank cleaning machines should be positively isolated
from the supply line by blanking or other secure means.
Any list placed on the vessel to assist in draining and mopping should be removed before the tank is
finally inspected. This will allow any water which may have collected on upper stringers/stiffeners,
etc, to drain down.
Particular attention should be paid to the inert gas deck seal overboard line. It should be ascertained
that this line is free from blockage and that there are no valves partially or fully closed. Any
substantial increase in the deck seal water level will cause 'carry over' and introduce water back into
the tank during re-inerting.
As a general rule when loading, the product should be directed initially into a single tank using as
many lines as possible. This will ensure that any water trapped in the system will be flushed through
to this single tank. The water is then much easier to deal with at the discharge port if necessary.
However, this procedure should be verified with the charterers.
17A.4 DISPOSAL OF RESIDUES
Cargo residues
Tank-washings and oily-ballast residues remaining on crude oil and black oil carriers should be
retained on board. Crude oil carriers should load cargo on top of these residues, unless otherwise
instructed by the Company or a Charterer. Black oil carriers should discharge the residues to shore
reception facilities, when they are available, otherwise they should retain them on board, segregated
from the cargo until such times as it is possible to either load on top or discharge to a shore facility.

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Residues on white oil carriers can be dealt with in compliance with the MARPOL 73/78
Regulations to reduce the quantity of residues on board. When shore reception facilities are available
at the loading port, residues should be discharged to the facilities. If they are not available, residues
should be retained on board, segregated from the cargo.
Tank washing residues
Scale and solid residues on the horizontal surfaces within a tank can contain volatile liquids and
generate gas when disturbed. On crude oil carriers the build-up of sludge deposits can be controlled
by effective crude oil washing. On other ships, routine water washing can be used. When sludge has
to be physically removed from tanks, it shall not be disposed of overboard at sea but should be
bagged and landed to shore reception facilities. In coated tanks scale should be minimal, unless
significant coating breakdown occurs.
Engine room residues
These are generally the by-product of engine room separators/purifiers and are normally stored in
holding tanks within the engine room. Periodically it is necessary to empty these tanks, particularly on
those vessels not equipped with the facility to burn such products.
If shore reception facilities are not available, on black/crude oil vessels it is acceptable to discharge
this residue to the cargo slop tanks where it may be subsequently discharged to shore or have cargo
'loaded on top', where voyage orders allow. On white oil vessels, this residue should not be
discharged to tanks which may subsequently be loaded with clean oils, as the residues may affect
the quality of the loaded cargo. It would however be acceptable to discharge the residue to the slop
holding tank where fitted, provided this tank can be washed during subsequent discharge of these
slops to shore facilities.
Note: not all shore reception facilities will accept engine room residues due to their chemical content
and these may have to be stored in segregated slop tanks until arrival at a suitable port.
Whenever residues are transferred from the engine room to cargo system, such transfers should be
recorded in accordance with MARPOL regulations, in both Machinery and Cargo Oil Record Books.
17A.5 TANK WASHING
After black oil cargoes
These cargoes range from gas oils to heavy fuel oils and the degree of cleaning will vary
considerably with the grade to be loaded and the grades previously carried. Products within this
group are persistent oils and residues and should be handled in accordance with 17A.4. In the
absence of specific cleaning instructions or advice of next cargoes, with the exception of the slop
tank, cargo tanks should be cleaned on normal ballast passages to a standard suitable for any of the
products within the ship's usual trading pattern.
Inert gas systems should be operated to reduce oxygen and hydrocarbon gases levels in accordance
with 17A.1 of these guidelines. Any slops generated should be disposed of in accordance with 17A.4.
If the ship is re-loading at the discharge port, it may be possible to pump washings/ residues from
tank cleaning operations to a shore facility. Otherwise the residues will be retained on board.
Regardless of the medium used for washing (cargo or water) care should be taken to ensure that
segregation is not compromised.

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Heavy fuel oils may leave residues on tank bottoms and structures at low temperatures and these
can cause serious contamination of the lighter fuels and gas oils. Washing should be continued until
the required degree of cleanliness is achieved. The bottom portion of the tank, together with any
internal structure, may require particular attention, especially after carrying heavy or waxy fuel oils.
Hot water should always be used when the nature of the cargo warrants it or when a special degree
of cleaning is required. The temperature of any residues should be 15 C above the pour point in
order to achieve effective removal by tank washing.
Scale formation is not usually heavy in ships which are employed solely on black oil trading, but
where present it may be mixed with waxy deposits from fuel oils, which make it difficult to clean to the
standard for gas oils and light fuel oils etc. If a build-up occurs special arrangements may need to be
made to remove or reduce these deposits.
The amount of washing required when changing from a black oil cargo to a white oil cargo cannot be
defined precisely as it varies considerably and depends primarily on the length of time the vessel was
in the black oil trade, the condition of the tank coating and the arrangement of the cleaning machines
within the tanks. In the best of situations it might take a little as four hours per tank; however, under
less than ideal circumstances it can take many, many times longer. It is particularly important to
ensure that blind areas under structures are adequately washed.
After the initial washing, the tank should be gas-freed and inspected to check on the effectiveness of
the washing.
One of the major causes of tanks not being washed properly is poor monitoring of machines. They
are prone to sticking so that the nozzles fail to rotate in the vertical plane and the body fails to rotate
in the horizontal plane. This results in the majority of the structure being washed only by splashing.
Where washing with hot water has not been undertaken for some time, scale is likely to detach from
the inside of the tank-washing main and collect in the neck of the tank-washing machine, preventing
rotation. This can occur frequently at the start of a hot wash and ship's staff should have spare
machines available for use.
After white oil cargoes
White oil cargoes range from very light volatile oils like naphtha, to gas oils and lubricating oils.
Good stern trim and efficient use of washing equipment are important. Minimum tank washing
patterns should be used.
The inert gas system, where fitted, should also be operated to reduce oxygen and hydrocarbon gas
levels in accordance with 17A.1 of these guidelines. Any slops generated should be disposed of in
accordance with section 17A.4.
For coated tanks cold water washing is generally adequate for cleaning after most cargoes, except
after the carriage of the heavier lubricating oils where hot water or detergent wash may be required.
Also, the incompatibility of certain grades to one another may require the removal of all previous
cargo (see Table 4).
The use of hot water expedites tank cleaning and gas-freeing after the discharge of white oil cargoes.
It removes oil films more quickly and, by raising the temperature of the tank atmosphere, promotes
the release of gas trapped in scale and accelerates ventilation.
Hot washing should be used when cleaning for dry-docking or repairs or when a special degree of
cleanliness is required.
Although it is often important to remove all traces of the last cargo it is equally important to avoid
excess tank washing as this may eventually lead to expensive renewal of tank coatings. Providing

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that the coatings are in a good condition, adhesion of most types of clean oil is minimal and this
reduces the amount of washing required.
With volatile cargoes, little residue is left on tank sides and structure other than liquid and gases
trapped in scale and other loose materials. With gas oils and lubricating oils an oily film will remain.
With all cargoes, there is also a small amount of liquid left below the effective stripping level. Bottom
washing and stripping should be continued until all oil residues are removed.
Most white oil ships have coated or stainless steel cargo tanks and scale deposits will be minimal.
Any accumulations of scale should be removed frequently, and excessive coating break-down
leading to build-up of scale should be reported.
After crude oil cargoes
The statutory requirements for washing after crude oils are contained within MARPOL for both
segregated and dedicated ballast tankers. Additional sources of information are the vessel's Cargo
Operations Manual and EI HM40.
As with other cargo types noted above, inert gas should be operated to reduce oxygen and
hydrocarbon gas levels in accordance with 17A.1 of these guidelines and any slops generated should
be disposed of in accordance with section 17A.4.
The following points should be assessed when considering the need for water washing of crude oil
tanks:
The build-up of sludge in the tanks
Wax content of the crude
The possibility of delaying the washing until the vessel is in warmer water
The use of portable machines
The next crude to be carried and its suitability for washing
After vegetable oil cargoes
Vegetable oils can be defined as drying, non-drying and semi-drying.
Non-drying oils are liquid at ambient temperatures and are easy to clean from
surfaces using detergents and degreasers. Iodine values tend to be below 110
(examples are coconut oil, palm oil, palm kernel oil, olive oil).
Drying oils create solid residues which can form a hard skin at ambient
temperatures. They are more difficult to remove from surfaces. Iodine values
tend to be between 140 and 190 (examples are linseed oil, tung oil).
Semi-drying oils have iodine values between 110 and 140.
The drying properties (iodine value) are not related to the melting point so a light oil may well exhibit
drying properties.
Before loading any white oil cargo after the carriage of vegetable oils, clarification of cleaning
procedures should be obtained from the charterer/receiver.
There are many types of vegetable oil, some of which have chemical additives.
Generally, efforts should be made to remove all traces of such cargoes before loading petroleum
products, as vegetable oil traces may affect not only the next cargo but those following later.

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Lighter vegetable oils will typically be cold water washed then washed with warm water and a
degreaser or saponifier. Heavier types may require hot water washing, again with degreaser or
saponifier, followed with a solvent wash. If the previous cargo was a drying oil then a hot wash with
saponifier followed by additional water washes until the ph is neutral will be required. Cold water
washing of each tank immediately after completion of discharge may avoid formation of a film on
internal tank surfaces and should be carried out before warm or hot water washes which may cause
oil films to dry ('varnish') unless cold water is used first.
See also 17A.5 and 17A.12 regarding loading aviation kerosene cargoes after biologically derived
products.
After FAME (Fatty Acid Methyl Esther) or blended biodiesel cargoes
Recent analysis has shown that FAMEs adhere to surfaces more readily than other oils.
However, as they remain liquid at ambient temperatures they can be cleaned using a water wash and
saponifier as described in 17A.5 for lighter vegetable oils.
Note: saponifiers should not be used to prepare tanks for aviation kerosene cargoes as residues can
harm aviation fuel filters (see 17A.12).
Contamination of aviation kerosene with FAME is a serious concern and current specifications permit
only 5 ppm FAME in aviation kerosene (possibly to be increased to 100 ppm). Intermediate cargoes
and a strict washing regime is therefore recommended when following these cargoes with aviation
kerosene (see 17A.12).
There have been no reported problems from these cargoes with odour or with softening or absorption
into coatings.
After gasoline/ethanol blended cargoes
For tank cleaning purposes these cargoes may be treated in the same way as the equivalent non-
biologically derived cargoes for non aviation fuel purposes. Where aviation products are involved,
see Table 2.
Use of Chemicals
Due to environmental considerations, tank cleaning chemicals should no longer be used except
where there is a requirement for stringent cleaning in which case specific instructions should be
issued for chemically-assisted cleaning at the time of the cargo nomination. Where chemicals are
used slops should be segregated to allow for easier disposal.
Using crude oil (Crude Oil Washing (COW))
Guidelines for crude oil washing are contained within the following publications:
International safety guide for oil tankers and terminals, 5th edition, published by
Witherby.
Regulations for the prevention of pollution by oil, Annex 1 and Annex II of
MARPOL 73/78 including amendments, ISBN 92-801-1280-5, published by IMO
Crude oil washing systems, revised 1983, ISBN 92-801-1133-7, published by
IMO.

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HM40 Guidelines for the crude oil washing of ships' tanks and the heating of
crude oil being transported by sea, latest edition, published by the Energy
Institute.
Client/Charterer procedures.
The entire COW system should be tested to 1.5 times the working pressure at a suitable time prior to
arrival.
Cleaning of sampling equipment and stilling wells
The tight specifications for sensitive grades require extreme care during sampling, particularly closed
or restricted sampling, to avoid contamination from previous cargoes or build-up of residues.
Examples of this are FAME contamination of aviation fuels, and vegetable oils in gasolines. To
reduce the possibility of drawing unrepresentative samples, the cleaning of sampling equipment,
vapour locks, stand pipes and stilling wells is recommended as part of the tank cleaning regime.
17A.6 TANK INSPECTIONS
General
Responsibility for the cleanliness and overall suitability of tanks, lines and pumps to carry the
nominated grades lies with the Master. Inspections are frequently carried out by the loading
supervisors from the shore facility or by independent inspectors acting on behalf of the cargo owner.
However, while such inspections may provide an opinion regarding those tanks which have been
inspected they do not relieve the Master of his/her responsibilities.
Tank entry for inspections is potentially dangerous and should only be done under close scrutiny in
accordance with a strict permit to enter/work system in gas-free tanks.
Careful attention should be given to the need for lighting, access, safety equipment, personal
protective equipment and the general tank environment e.g. residues on plates (slip hazard) etc.
Inerted tanks
Any requirement for cargo tank(s) to be de-inerted and gas-freed to allow internal inspection should
be contained within the agreed Charter Party or voyage orders for the voyage about to be undertaken
as de-inerting/re-inerting is costly and time consuming.
Reference should be made to ISGOTT recommendations with regard to inerting.
17A.7 HEATING COILS
Testing
Heating coils should be pressure tested, and if necessary, blown through and repaired, on each
occasion prior to:
Loading a cargo which requires heating.
Carrying out tank repairs or tank entry (so that any coil leak will not introduce
hydrocarbon gases or product into the tank).
Gas-freeing for voyage repairs or dry-docking.

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Similar action should be taken when changing from a low flashpoint to a high flashpoint cargo or from
black oil products to white oil products.
Heating coils made from copper-containing alloys
Heating coils made from copper-containing alloys can reduce the thermal stability of aviation
kerosene due to copper dissolving into the cargo from the alloy.
Concentrations of copper in aviation kerosene fuel above 10 parts per billion (ppb) start to affect
thermal stability and 50 ppb invariably results in failure to meet specified requirements.
For this reason, aviation kerosene should not be carried in ships fitted with heating coils made from
copper containing alloys.
17A.8 TANK COATINGS
Temperature restrictions
In ships with coated tanks, the temperature and pressure of washing water should not normally
exceed 66 C and 10.5 kg/cm respectively. However, these may be increased subject to the
following criteria:
Agreement from the coating manufacturer that excessive heat and/or pressure
will not damage the coating.
Agreement from the tank cleaning equipment manufacturer that excessive heat
or pressure will not cause damage to the machines.
The temperature of the washing water should always be at least 15 C above the pour point of the
previous cargo.
In coated tanks of white oil carriers washing with cold water is generally adequate, except where
more stringent cleaning is required after the carriage of vegetable oils, lubricating oils and diesel fuel.
Hot water (and/or detergents) may be used occasionally to degrease tank structures, expedite gas-
freeing for entry or where a gas-free condition is required for a major change of grade. When hot
water is used this should be in accordance with the criteria noted above.
Coating compatibility
Although not directly related to tank washing, it should be noted that tank coatings are not compatible
with all products. Problems usually relate to chemicals rather than petroleum products but
manufacturers' Resistance Lists (usually kept on board) should be consulted if there are any doubts
regarding coating compatibility.
Organic epoxy coatings can absorb some chemical cargoes, particularly chlorinated solvents. The
contamination potential to subsequent cargoes (particularly aviation kerosene) may be considerable
as significant quantities can be absorbed and retained depending on the chemical, exposure time,
temperature, specific coating type, thickness, condition, etc.
Contamination can persist after several subsequent cargoes and washings.
For aviation fuels, many oil companies have their own list of acceptable coatings.
Coatings containing zinc may not be suitable for the carriage of aviation fuels as zinc can dissolve
into the cargo and can reduce the thermal stability. The charterer should be consulted regarding
coating acceptability for aviation fuel cargoes.

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Stainless steel
Although stainless steel is compatible with most grades it is subject to attack by chlorinated
compounds. This is made worse by the presence of water. Also, some stainless steel grades are
subject to attack by sea water so if a sea water wash is used in a stainless steel tank this should be
followed immediately by a fresh water rinse.
Note: some shore supplied 'fresh' water can contain sufficient chlorine to attack/ discolour stainless
steel.
Coating condition
Damaged, flaking or blistering paint can increase hold up of residues from previous cargoes and
tanks with damaged coating should be avoided, particularly for critical cargoes such as naphthas,
light distillate feedstock and aviation kerosene.
17A.9 CARGO LINES
General
Procedures for line washing should be contained in the vessel's Cargo Operations Manual.
Careful visual inspection of the actual pump room and above-deck piping configuration should be
undertaken to identify any problem areas or 'dead ends' which will require special attention.
Cargo compatibility
When loading more than one grade of cargo it should be determined whether the grades are
compatible in both the liquid and vapour state.
Compatibility between cargoes is entirely dependent on their essential characteristics and the quality
specification of each grade. Permissible admixture of one cargo by another is governed by the
tolerance of quality characteristics such as flashpoint, colour, sulphur content, viscosity, etc.
Table 1 provides guidance for acceptability of pipeline admixture and the more detailed information in
Tables 2 and 3 can also be used to assist in determining the pump/line changeover procedures
required between cargoes during loading and discharging operations and to optimise the use of lines
and pumps to expedite cargo handling.
Liquid compatibility
If the grades are not compatible each grade should be loaded through a separate system with
segregation provided by two valves or a blind.
Where different but compatible cargoes, such as two grades of crude, are loaded single valve
segregation may be acceptable providing that the critical valves have been tested and proved tight.
If two or more cargoes are compatible, loading should be carried out in sequence commencing with
the most critical cargo. Any admixing which may occur will then not adversely affect the quality of the
second cargo to be loaded and it will still meet the required specification requirements. Lines should
be drained and/or stripped dry between grades.

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Vapour Compatibility
Vapours from a volatile cargo such as gasoline, can be taken up in diesel or gas oil cargoes which
share the same vent systems, or are under the same positive pressure of inert gas.
If vapour mixing can occur each cargo should be loaded on a separate cargo and vent system with
vent system cross-over valves locked and tagged in the closed position.
If it is not possible to load using separate vent systems then, when the ship design allows without
impacting on SOLAS Chapter 2 II Reg 2.5.3, individual tanks should be isolated from the system.
Interconnecting inert gas block valves should be closed and tagged and if vapour contamination from
slops is possible, slops should be isolated from the main inert gas line.
The oxygen content of isolated slop tanks should be monitored to ensure that it remains less than 8
% by volume.
Note: before any tank is isolated from the main venting system due consideration should be given to
meeting the SOLAS requirements and a formal risk assessment should be conducted. The pressure
in any tank segregated from the main venting system should be carefully monitored to ensure that
individual tank venting arrangements are adequate to prevent formation of vacuum or a build-up of
pressure.
Table 1: Pipeline Admixtures
Changing from:
Changing to:
A
v
g
a
s

M
o
t
o
r

G
a
s
o
l
i
n
e

M
o
t
o
r

G
a
s
o
l
i
n
e

C
o
m
p
o
n
e
n
t
s
,

N
a
p
h
t
h
a
,

M
T
B
E
,

E
t
h
a
n
o
l

A
v
i
a
t
i
o
n

K
e
r
o
s
e
n
e

P
r
e
m
i
u
m

K
e
r
o
s
e
n
e

G
a
s

O
i
l
,

D
i
s
t
i
l
l
a
t
e
s
,

D
i
e
s
e
l

F
A
M
E

a
n
d

B
l
e
n
d
e
d

B
i
o
d
i
e
s
e
l

N
a
p
h
t
h
e
n
i
c

D
i
s
t
i
l
l
a
t
e

M
a
r
i
n
e

D
i
e
s
e
l

(
N
o
t
e

5
)

F
u
e
l

O
i
l

Avgas * 1# X X X X X X X X
Motor Gasoline 1 * * Xs Xs 1 1 X X X
Motor Gasoline Components,
Naphtha, MTBE, Ethanol
1 * * Xs Xs * * X X X
Aviation Kerosene X X X * * X X X X X
Premium Kerosene X X X * * X X X X X
Gas Oil, Distillates, Diesel, Blended
Biodiesel
X X X Xs Xs * * X X X
Naphthenic Distillate X X X X X X X * X X

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Marine Diesel ( Note 5) X X X * * * * 1 * 1
Fuel Oil X X X 1 1 * * * * *
X Pipeline admixture not acceptable
1 Pipelines and pumps to be drained of previous product (see note 3 below)
* Pipeline admixture acceptable (see note 4 below)
# Pipeline admixture with motor gasoline containing MTBE or ethanol not acceptable
S Pipeline admixture not acceptable when loading low sulphur products
Notes:
Pipeline admixture should be kept to a minimum at all times as each admixture will result in
some change in the quality of the cargo
Acceptable admixtures are indicated for planning purposes only.
Where pipelines have been drained it is assumed that the admixture will not exceed 0.2%
Where pipeline admixture is allowable total admixture should not exceed 1%
Including all blended diesel fuels and treated as black oil cargoes
Testing of cargo lines and val ves
On each occasion a tank is gas-freed and opened for entry, every effort should be made to pressure
test the associated internal pipelines and valves. A brief inspection of coatings and fittings should be
undertaken at the same time. On no account should cargo be used to test pipelines and valves. Only
clean water should be used for this purpose.
17A.10 PRODUCT QUALITY
Product characteristics
The quality of petroleum and petroleum products is defined by certain characteristics meeting
specified requirements. These characteristics are measured by standard laboratory tests. The
specification of the product will depend on its end use and, if it is a finished product, where it is to be
marketed.
Critical Properties
Some critical properties for white and black oils respectively are given in Tables 2 and 3.
17A.11 TANK CLEANING
Cleaning table
Table 4 provides guidelines for cleaning. These guidelines are based on the following comments,
taking into account the critical aspects of each cargo as summarised in Tables 2 and 3.

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The Table assumes that tanks are coated and in good condition. Where this is not the case additional
cleaning may be required depending on the cargo involved, typically the addition of gas-freeing,
descaling and mopping where wash only is specified.
Stripping and draining following discharge or washing is assumed to be thorough such that any liquid
ROB is confined to the pump well (if present). All associated lines (suction, deck lines, and drop lines,
etc.) are to be cleared and drained of all product or water.
Where washing is specified this includes deck lines, loading drop lines and cross over lines.
The following of these guidelines does not necessarily mean that the tank(s) will be acceptable for
the next intended cargo. The Master is ultimately responsible for the cleanliness of the tank(s) and
should ensure that the end result meets the Owner's/Charterer's/Shipper's expectation.
17A.12 ADDITIONAL INFORMATION ON INDIVIDUAL CARGO TYPES
Naphthas and light distillate feedstocks
(and/or clean condensate, feedstocks, straight run benzene, pentane, natural gasoline, straight run
gasoline)
Naphtha and light distillate feedstocks should not be contaminated by lead and should not be carried
directly after cargoes that contained lead e.g. aviation gasoline. Tank coating should be in good
condition as blistered or flaking tank coating can be a source of contamination from the previous
cargo.
Oxygenates can affect naphtha processing and washing is therefore required when loading naphtha
into tanks which have previously contained unleaded gasoline cargoes. Sea water washing should be
followed by a fresh water rinse to remove chlorides.
Heavier feedstocks can tolerate minor admixing of aviation kerosene, kerosene, solvents or lighter
feedstocks.
Aviation gasoline
(and/or avgas, aviation spirit)
These products normally have a high lead content and are always dyed.
Uncoated tanks should be hot water washed and have any loose bottom scale removed before
loading.
Water cannot be tolerated and extreme care should be taken to ensure that tanks and lines are dry
before loading or discharging. Hand mopping is recommended.
Detergents and saponifiers should not be used to prepare tanks for aviation gasoline cargoes as
residues can harm fuel filters/coalescers.
Ethanol/MTBE contamination of aviation gasoline could lead to specification issues.
Thorough washing is required to ensure prevention of cross contamination and the proposed tank
cleaning/flushing plan should be discussed and agreed with the Charterer.
To avoid contamination from FAME it is recommended to have three intermediate cargoes with no
FAME between FAME (B100) or any cargo with a FAME content greater than 15 % (B15) and an
aviation gasoline cargo.

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When following cargoes with a FAME content of 5 % or less (B5 or below) a hot water wash,
including flushing of pumps and lines followed by draining is recommended as a minimum.
When following cargoes with a FAME content of 15 % (B15) or less, but above B5, a hot water wash,
including flushing of pumps and lines, followed by draining is again recommended as a minimum.
However, tanks must be in good condition and washing needs to be particularly stringent. A single
intermediate cargo with no FAME content is suggested as an alternative, followed by a hot water
wash, including flushing of pumps and lines, and by draining.
The very low tolerance for FAME contamination requires extreme care during sampling.
To reduce the possibility of drawing unrepresentative samples, consideration should be given to
cleaning of stand pipes and stilling wells as part of the tank cleaning regime when tanks have
previously held cargoes containing FAME.
Note: the recommendations relating to FAME also apply to FAEE.
Leaded motor gasoline
(and/or premium/regular motor spirit, motor gasoline, mogas)
These products are often dyed and may contain surfactant additives.
Only minimal amounts of higher boiling point cargoes such as gas oil can be tolerated in motor
gasoline. Depending on the product specification up to 0,1 % volume may be tolerated. Where the
product is close to specification limits a nil tolerance level will apply.
Tanks will require washing when following cargoes of dyed gas oil or kerosene.
Uncoated tanks should be hot water washed and have loose bottom scale removed before loading.
Unleaded motor gasoline
(and/or unleaded motor spirit, regular unleaded, premium unleaded, super unleaded, toluene,
methyl tertiary butyl ether (MTBE), reformate, alkylate, cracked spirit, motor spirit/gasoline blending
components)
Thorough tank washing is required when following leaded products, dyed gas oil or kerosene.
loading.
Ultra low sulphur gasolines
In addition to the additional information in 17.12 these cargoes have a typical maximum sulphur
content of 10 ppm (or possibly 50 ppm depending on location). If they are to be loaded into tanks or
through lines that have previously contained cargoes that had a greater sulphur content care should
be taken to ensure that admixing is kept to a minimum.
These products are salt water critical as the high specifications will not allow sodium or potassium.
Fresh water washing and mopping may be specified.
Solvents
(and/or special boiling point solvents, rubber solvent, unleaded cleaning spirit)
These are volatile unleaded products.

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Due to wide variations in specifications within grades specific guidance should be sought on the
allowable levels of admixing with other solvents.
No admixing with other types of product can be tolerated and these products should not be carried
after leaded cargoes.
loading.
Aviation kerosene
(and/or dual purpose kerosene, J et, J et-A1, Avtur, ATK, J P5, J P8)
Products are unleaded and fairly volatile.
Products may contain relatively high levels of sulphur which could affect the quality of a subsequent
low sulphur cargo.
Very tight specifications preclude admixing by other cargoes except undyed general purpose
kerosenes with no biological components.
Water cannot be tolerated and extreme care should be taken to ensure that tanks and lines are dry
before loading or discharging. Hand mopping is recommended.
Due to strict limitations on biological contamination (FAME content maximum 5 ppm, possibly
increasing to 100 ppm) it is recommended to have three intermediate cargoes with no FAME
between FAME (B100) or any cargo with a FAME content greater than 15 % (B15) and a subsequent
aviation kerosene cargo.
When following cargoes with a FAME content of 5 % or less (B5 or below) a hot water wash,
including flushing of pumps and lines followed by draining is recommended as a minimum.
When following cargoes with a FAME content of 15 % (B15) or less, but above B5, a hot water wash,
including flushing of pumps and lines, followed by draining is again recommended as a minimum.
However, tanks must be in good condition and washing needs to be particularly stringent. A single
intermediate cargo with no FAME content is suggested as an alternative, followed by a hot water
wash, including flushing of pumps and lines, and by draining.
The very low tolerance for FAME contamination requires extreme care during sampling.
To reduce the possibility of drawing unrepresentative samples, consideration should be given to
cleaning of stand pipes and stilling wells as part of the tank cleaning regime when tanks have
previously held cargoes containing FAME.
Where the FAME content of a previous cargo is not known it should be assumed to be 15 %.
Note: the recommendations relating to FAME also apply to FAEE.
Other cargoes can have a deleterious effect on aviation kerosene product quality and intermediate
cargoes are recommended in these circumstances (see Tables 2 and 4).
Detergents and saponifiers should not be used to prepare tanks for aviation kerosene cargoes as
residues can harm aviation fuel filters.
In all cases a fresh water rinse is required after washing with sea water in order to reduce salt
contamination.

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Premium and regular kerosenes
(and/or kerosene feedstock, burning oil, stove oil)
Products may contain relatively high levels of sulphur which could affect the quality of a subsequent
low sulphur cargo.
Admixing of dyed kerosene with un-dyed kerosenes can result in the un-dyed cargo not meeting
colour specifications. Tanks which have carried dyed products will require washing and mopping dry
prior to loading un-dyed products.
Where dye is not a concern, these products will not require tanks to be mopped after water washing
unless following lube oil or light fuel oil.
Small amounts of gas oil may be tolerated (up to 0,1 % volume) subject to additional information
under 17.12.
Gas oil and automotive diesel fuel
(and/or automotive gas oil, automotive diesel oil, DERV, extra light fuel oil, distillate marine diesel)
Some admixing with lighter distillate cargoes such as kerosene is acceptable, depending on
minimum flashpoint requirements for the individual cargo. However, flashpoint requirements will
preclude admixing with any naphtha, motor gasoline or other cargoes with low flashpoints.
Water contamination is a problem leading to 'haze' in' the product. This can produce a water layer
and subsequent corrosion in downstream storage. Sodium in any dissolved salt can lead to damage
to blades if the fuel is used for gas turbines. Care should therefore be taken to ensure that water is
removed from tanks, pumps and lines before loading.
loading.
The admixing of dyed gas oil with un-dyed gas oil can result in the un-dyed material not meeting the
colour specification and tanks which have carried dyed products will require washing prior to loading
un-dyed products.
Saponifiers and degreasers can have a negative effect on gas oil or automotive diesel fuel quality
and if these are used hot water washing is recommended to remove any traces.
Increasingly, diesel fuels for road transport are blends of FAME and conventional diesel fuelblended
biodiesel. These blends may simply be referred to as diesel fuel, but the grade name may indicate
the percentage of FAME. Thus a B5 diesel fuel contains 5 % FAME and B15 diesel fuel, 15 % FAME.
Cleaning procedures vary with the percentage of FAME in the blend so it is important that shippers
determine the FAME content of diesel fuel cargoes.
Where the FAME content of a diesel fuel cargo is not known it should be assumed to be 15 %.
Note: these comments also apply to FAEE.
Ultra low sulphur automoti ve diesel fuel
(and/or ULSD, ULS turbine gas oil, LS marine gas oil, ULS Diesel)
In addition to the information in 17A.12 these cargoes typically have a typical maximum sulphur
content of 10 ppm (possibly 50 ppm depending on location). If they are to be loaded into tanks or
through lines that have previously contained cargoes that had a greater sulphur specification care
should be taken to ensure that admixing is kept to a minimum.

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These products are salt water critical as the high specifications will not allow sodium or potassium.
Fresh water washing and mopping may be specified.
Crude oil and condensate
The specifications of these cargoes vary considerably. General guidance together with a list of
physical properties of many grades together with washing and carriage recommendations is given in
HM40 Guidelines for the crude oil washing of ships' tanks and the heating of crude oil being
transported by sea.
Lubricating oils
The quality of lubricating oils is greatly affected by admixing with water and tank preparation will
normally include mopping. Valves and strainers will also require opening and draining.
To maintain quality and avoid introduction of water, lubricating oils should be loaded, carried and
discharged under air and not inert gas.
Vacuum gas oil
(and/or cracker feed, waxy distillate)
These cargoes are sodium critical and tanks which have been salt water washed will require fresh
water washing to remove any salt traces. Vacuum gas oil may be loaded on top of some light crude
oils and condensates without washing. However, as with fuel oils, the need to heat the product leads
to a high flashpoint specification and precludes admixing with any volatile residues.
Medium and heavy fuel oils
The admixing of these cargoes with waxy residues can result in the material not meeting the
maximum pour point specification limit. Tanks which have carried high pour point cargoes should be
carefully drained and stripped prior to loading.
The need to heat the product leads to a high flashpoint specification and precludes admixing with any
volatile residues. Washing will generally be required when loading these products after crude oil
cargoes.
Low sulphur fuel oil
(and/or Low Sulphur Atmospheric Residue (LSAR), Low Sulphur Waxy Residue (LSWR))
In addition to information in 17A.12, these products are frequently traded with sulphur content very
close to the specified upper limit. Admixing with cargoes with higher sulphur content should therefore
be kept to a minimum. Hot washing will normally be required when loading after crude oils or other
fuel oils.
Cargoes for refinery cracking will also be sodium critical and tanks which have been salt water
washed will require washing with fresh water to remove any salt traces.
Light fuel oil
The admixing of these cargoes with waxy residues can result in the material not meeting the
maximum viscosity and/or pour point specification limit. Tanks which have carried high pour point or
high viscosity fuel oil or crude oil should be hot washed at the highest permitted temperature to
remove wax traces.

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Washing may be avoided if a previous cargo of heavier grade fuel oil has low wax content and ROB
is minimal (less than 0.1 % of volume).
Gas to Liquids (GTL) products
A number of these are entering the market; typically naphtha, condensate and diesel.
Properties are as per similar non-GTL cargoes but all are ultra low sulphur and should be handled
accordingly.

THOME

Reproduced from HM 50. Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum and refined products published by the Energy Institute
Approved by DPA/DMR
Page 19 of 27

Table 2: Critical properties white oils
Grade Density Flash Point Lead Water Colour Octane Comments
Aviation gasoline 690-730 Water critical Preserve Higher
Octane Quality
Sulphur critical. Ethanol and MTBE critical
Motor spirit ( unleaded) 700-780 Lead Free stow Sulphur critical. Not Dyed in the USA
Motor Spirit (leaded) 700-780 Preserve Higher
Octane Quality
Sulphur critical. Not Dye in the USA
Motor Spirit Components, MTBE 650-850 Water critical
Naphtha 650-780 Do not load after
leaded cargo
Water
Critical
May be colour
critical
May be sensitive to oxygenate
contamination from unleaded gasoline
Kerosene 780-810 Medium Colour Critical
Aviation kerosene 775-840 Medium Lead free stow Water critical Colour critical Contamination from biologically derived
products or components (FAME or FAEE)
not acceptable
Gas oil 810-940 High
Diesel fuel 820-845 High Do not load after
leaded cargo
Water critical Sulphur critical
Vacuum gas oil 810-900 High Salt water
critical
Waxy, requires heating
Solvents 630-740 Do not load after
leaded cargo
Colour critical Odour contamination may occur after
gasoil
White spirit 760-900 Medium/
High
Do not load After
leaded cargo
Colour critical
Lubricating Oil 860-960 High Water critical Clear/Green

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Table 2 Notes:
Flash Point In order to meet flash point specification for all medium/high flash cargoes
it is critical that tank and line admixing with low flash cargoes is rigorously
avoided.
Lead Certain cargoes require that precautions are taken to avoid admixing with
previous leaded cargoes. However tanks that have contained leaded
cargoes may be used providing that tanks are thoroughly cleaned. Tanks
which have previously contained leaded cargoes should not be used for
solvents (SBPs) or white spirit as these product can be used in food
manufacture (lead free below 50 ppb : J apan-two previous lead free
cargoes).
To minimize tank cleaning it is recommended that a minimum number of
tanks on each vessel should be used for leaded cargoes, the remainder
being kept lead free.
Water Drain pipelines/pumps and mop up water in tanks prior to loading water
critical grades. As far as possible maintain separate lines and pumps for
these grades and avoid using these to pump water for shore purposes.
Colour Colour critical grades should be stowed in tanks which have previously
held colourless grades
Octane number Unavoidable pipeline mixing between aviation gasoline or motor gasoline
cargoes should be from a higher to a lower octane number cargo.
Hydrogen Sulphide
and mercaptans
When present in sufficient quantities these make a cargo sour and are
frequently found in naphthas and natural gasolines as well as crudes and
fuel oils.
Odour Solvents (SBPs) are odour critical, which is a consideration after gas oil
cargoes. Odour contamination via common vapour lines should be
considered.
Vapour pressure Many white oil grades have a high vapour pressure and details should be
obtained at the load port with a view to appropriate handling at discharge.

THOME

Reproduced from HM 50. Guidelines for the cleaning of tanks and lines for marine tank vessels carrying petroleum and refined products published by the Energy Institute
Approved by DPA/DMR
Page 21 of 27

Table 3: Critical properties black oil s
Grade Density Flash Point Water Sediment Colour Viscosity Wax Comments
Vacuum gas oil 850-900 High
Salt Water
Critical
Marine diesel 830-890 High Often Critical
Waxy distillate/Slack wax 820-920 High Critical Critical
Metal and asphaltenes
critical (see note)
Light fuel oil 900-980 High
Wash tanks after
high viscosity
grades
Some grades wax
critical - water wash
Medium fuel oil 950-1000 High
Heavy fuel oil 950-1000 High
Waxy residue pour point >/=38C 870-970 High
Carbon black feedstocks 1050 High
Salt Water
Critical Critical
Bitumen 980-1100 High Critical Critical Penetration, Flash Point
Bitumen cutback 920-1100 High Critical Critical
Crude oil (light,medium, heavy)
spiked/recon crude oil 790-970
Extra heavy crude oil 980-1010
Wax free naphthenic crudes 930-990 Wax critical
Naphthenic distillates 860-960 High
Very
Critical Critical Wax critical

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Table 3 Notes:
Flash Point In order to meet flash point specification for all medium/high flash cargoes it is
critical that tank and line admixing with low flash cargoes is rigorously avoided.
Colour Machine washing with hot water is normally adequate for the colour critical
grades after black oils. However, if tanks have carried black oil grades for a
number of consecutive voyages additional cleaning including removal of deposits
and flushing tanks and pipe with a suitable wash oil may be necessary.
Water The majority of black oils do not require extensive precautions such as mopping
tank dry. However water contamination (and particularly salt water
contamination) should be avoided where possible so tanks used for ballast and
associated pipelines should be well drained before loading. Bitumen and
naphthenic distillates are exceptions and every care should be taken to ensure
dryness of tanks, lines, and pumps. Vacuum gas oil cargoes will need salt water
free stowage and tanks and lines should be fresh water rinsed.
Viscosity Cargoes with high viscosity (>650cS at 50C) may have a detrimental effect on
lighter products.
Metals and
Asphaltenes
All cargoes in the waxy distillate/slack wax range are sensitive to these
contaminants which are present in sea water, scale and residues from other
grades. Thoroughly cleaning and draining is necessary prior to loading

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Table 4: Cleaning Recommendations
Grade discharged
Loading
A
v
i
a
t
i
o
n

G
a
s
o
l
i
n
e

A
v
i
a
t
i
o
n

T
u
r
b
i
n
e

G
a
s
o
l
i
n
e

A
v
i
a
t
i
o
n

K
e
r
o
s
e
n
e
s

M
o
t
o
r

G
a
s
o
l
i
n
e

c
o
n
t
a
i
n
i
n
g

E
t
h
a
n
o
l

o
r

M
T
B
E

M
o
t
o
r

G
a
s
o
l
i
n
e

(
u
n
l
e
a
d
e
d
)

U
l
t
r
a

L
o
w

S
u
l
p
h
u
r

M
o
t
o
r

G
a
s
o
l
i
n
e

(
u
n
l
e
a
d
e
d
)

M
o
t
o
r

G
a
s
o
l
i
n
e

(
l
e
a
d
e
d
)

N
a
p
h
t
h
a

(
l
e
a
d

f
r
e
e
)

Aviation Gasoline # 1 1 2 3 1 1 1 2M
Aviation Turbine Gasoline # 2M 1 1 3M 2M 2M 2M 2M
Aviation Kerosenes # 2PM 2PM 1 3PM 2PM 2PM 2PM 2PM
Motor Gasoline containing Ethanol or MTBE 2PM 1 1 1 1 1 2PM 1
Motor Gasoline (unleaded) 2 1 1 1 1 1 2 1
Ultra Low Sulphur Motor Gasoline (unleaded) 2PM 2PM 2PM 2PM 2PM 1 2PM 2PM
Motor Gasoline (leaded) 1 1 1 1 1 1 1 1
Naphtha (lead free) # X 1 1 2 2 2 X 1
Natural Gasoline (NGLs) X 1 1 1 1 1 X 1
Kerosene (un-dyed) 2P 2P 1 2P 2P 2P 2P 2P
Kerosene (dyed) 2P 2P 1 2P 2P 2P 2P 2P
Gas Oil (un-dyed) 2P 2P 1 2P 2P 2P 2P 2P
Gas Oil (dyed) 2P 2P 1 2P 2P 2P 2P 2P
Ultra Low Sulphur Gas Oil/Diesel 2PM 2PM 1 2PM 2PM 2PM 2PM 2PM
Solvents # 2PM 2PM 1 2PM 2PM 2PM 2PM 2PM
White Spirit # 2PM 2PM 1 2PM 2PM 2PM 2PM 2PM
Lubrication Oil 2PM 2PM 1 2PM 2PM 2PM 2PM 2PM
Vacuum Gas Oil # 2P 2P 1 2P 2P 2P 2P 2P
Medium and Heavy Fuel Oil 2P 2P 1 2P 2P 2P 2P 2P
Low Sulphur Fuel Oil 2P 2P 1 2P 2P 2P 2P 2P
Light Fuel Oil 2P 2P 1 2P 2P 2P 2P 2P
Crude Oil, Condensate 2 1 1 1 1 1 2 1

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Table 4: Cleaning Recommendations (Continued)
Grade discharged
Loading (continued)
N
a
t
u
r
a
l

G
a
s
o
l
i
n
e

(
N
G
L
s
)

K
e
r
o
s
e
n
e

(
u
n
-
d
y
e
d
)

K
e
r
o
s
e
n
e

(
d
y
e
d
)

G
a
s

O
i
l

(
u
n
-
d
y
e
d
)

G
a
s

O
i
l

(
d
y
e
d
)

U
l
t
r
a

L
o
w

S
u
l
p
h
u
r

G
a
s

O
i
l
/
D
i
e
s
e
l

D
i
e
s
e
l

B
l
e
n
d
e
d

w
i
t
h

u
p

t
o

5
%

F
A
M
E

(
B
5

o
r

L
o
w
e
r
)

D
i
e
s
e
l

B
l
e
n
d
e
d

w
i
t
h

u
p

t
o

5
%

t
o

1
5
%

F
A
M
E

(
B
1
5

o
r

L
o
w
e
r
)

Aviation Gasoline # 2M 2M 2M 2M 2M 2M 3M 3M*
Aviation Turbine Gasoline # 2M 1 1 2M 2M 2M 3M 3M*
Aviation Kerosenes # 2PM 1 1 2M 2M 2M 3M 3M*
Motor Gasoline containing Ethanol or MTBE 1 1 1 1 2PM 1 1 1
Motor Gasoline (unleaded) 1 1 1 1 2 1 1 1
Ultra Low Sulphur Motor Gasoline (unleaded) 2PM 1 2PM 1 2M 1 1 1
Motor Gasoline (leaded) 1 1 1 1 2 1 1 1
Naphtha (lead free) # 1 1 1 2 2 2 2 2
Natural Gasoline (NGLs) 1 1 1 1 1 1 1 1
Kerosene (un-dyed) 2P 1 2 1 2 1 1 1
Kerosene (dyed) 2P 1 1 1 1 1 1 1
Gas Oil (un-dyed) 2P 1 1 1 2 1 1 1
Gas Oil (dyed) 2P 1 1 1 1 1 1 1
Ultra Low Sulphur Gas Oil/Diesel 2PM 1 2M 1 2M 1 1 1
Solvents # 2PM 1 1 1 2M 1 1 1
White Spirit # 2PM 1 1 1 2M 1 1 1
Lubrication Oil 2PM 1 1 1 1 1 1 1
Vacuum Gas Oil # 2P 1 1 1 1 1 1 1
Medium and Heavy Fuel Oil 2P 1 1 1 1 1 1 1
Low Sulphur Fuel Oil 2P 1 1 1 1 1 1 1
Light Fuel Oil 2P 1 1 1 1 1 1 1

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Page 25 of 27

Table 4: Cleaning Recommendations (Continued)
Grade discharged
Loading (continued)
F
A
M
E

(
F
a
t
t
y

A
c
i
d

M
e
t
h
y
l

E
s
t
e
r
s
)

o
r

D
i
e
s
e
l

b
l
e
n
d
e
d

>
1
5
%

F
A
M
E

(
B
1
5

o
r

h
i
g
h
e
r
)

S
o
l
v
e
n
t
s

W
h
i
t
e

S
p
i
r
i
t
s

L
u
b
r
i
c
a
t
i
n
g

O
i
l

V
a
c
u
u
m

G
a
s

O
i
l

M
e
d
i
u
m
,

H
e
a
v
y
,

L
o
w

S
u
l
p
h
u
r

F
u
e
l

O
i
l

L
i
g
h
t

F
u
e
l

O
i
l

C
r
u
d
e

O
i
l

a
n
d

C
o
n
d
e
n
s
a
t
e

Aviation Gasoline # X* 2M 2M X* X* X* X* X*
Aviation Turbine Gasoline # X* 2M 2M X* X* X* X* X*
Aviation Kerosenes # X* 2M 2M X* X* X* X* X*
Motor Gasoline containing Ethanol or MTBE 2PM 1 1 3PM 3PM X X X
Motor Gasoline (unleaded) 2 1 1 3 3 X X X
Ultra Low Sulphur Motor Gasoline (unleaded) 2 3PM 3PM X X X 3M X
Motor Gasoline (leaded) 2 1 1 3 3 X 3 X
Naphtha (lead free) # 2 1 1 1 3 3 3 X
Natural Gasoline (NGLs) 2 1 1 1 3 3 3 3
Kerosene (un-dyed) 2 1 2 2 X X 3 X
Kerosene (dyed) 2 1 2 2 X X 3 X
Gas Oil (un-dyed) 2 1 2 1 3 3 3 3P
Gas Oil (dyed) 2 1 2 1 3 3 3 3P
Ultra Low Sulphur Gas Oil/Diesel 2 3PM 3PM X X X 3M X
Solvents # 1 1 1 X 3M X 3M X
White Spirit # 1 1 1 X 3M X 3M X
Lubrication Oil 1 3PM 3PM LU X X X X
Vacuum Gas Oil # 1 2P 2P 1 1 1 1 3P
Medium and Heavy Fuel Oil 1 2P 2P 1 1 1 1 3P
Low Sulphur Fuel Oil 1 2P 2P 1 1 1 1 3P
Light Fuel Oil 1 2P 2P 1 3 3 1 3P

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Page 26 of 27

Table 4: Cleaning Recommendations (Key)
Code Cleaning recommendations
X Not to be loaded without special cleaning instructions.
X* Not to be loaded without special cleaning instructions. Three clean product/zero
biological content intermediate cargoes recommended.
1 Drain tanks well. If tank coating is breaking down or previous cargo shows signs of
instability or oxidation (dark colouring or broken down from sediment) then use code 2M
2 Wash with cold sea water and drain well.
3 Wash with hot sea water and drain well.
3M* A stringent hot water wash, drain and mop may be sufficient if tanks are in good
condition. As an alternative one clean product/zero biological content intermediate cargo
is recommended, followed by hot water wash, drain and mop. Fresh water rinse
required if sea water is used.
P Purge to below 2% hydrocarbon by volume.
M Gas free, life scale and mop.
# Fresh water rinse after any salt water wash when loading these products.
LU Reduced cleaning may be permitted depending on Lubricating Oil Specification.
Otherwise apply code 3M
Notes Additional cleaning may be required for tanks with extensive coating breakdown
or where specified in the Charter Party.
Benzene may be present in any petroleum product but may be present in
higher concentrations in those products marked . Refer to ISGOTT for
precautions in handling cargo suspected of having a benzene content and prior
to entering a space which has contained such a cargo.
In case the FAME content in diesel is unknown, it has to be assumed to be
15%.
Comments regarding FAME also apply to FAEE.

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Page 27 of 27

Nil
Distribution
o File copy
Singapore Office
o Original
References
HM 50. Guidelines for the cleaning of tanks and lines for marine tank vessels carrying
petroleum and refined products published by the Energy Institute

Approved by DPA/DMR
Page 1 of 12

THOME
Operations Manual
Deck
OMD Document
No. 018
18. INERT GAS SYSTEMS
Purpose
To specify requirements for safe operation of Inert Gas Systems
Application
Tank Vessels
Responsibility
Chief Officer
Chief Engineer
Deck Officers
18.1 OPERATION OF INERT GAS SYSTEMS
Crude Oil Tankers and Product Tankers
The requirements of ISGOTT 5
th
Edition chapter 7.1 (fixed inert gas system) must be strictly adhered
to at all times.
All crude oil and product tankers using an inert gas system should maintain their cargo tanks in a
non-flammable condition at all times.
It is required for the Vessels to be inerted regardless of cargo. Tanks should be kept in an inert
condition at all times, except when it is necessary for them to be gas free for inspection or work, i.e.
the oxygen content should be not more than 8% by volume and the atmosphere should be
maintained at a positive pressure.
The atmosphere within the tank should make the transition from the inert condition to the gas free
condition without passing through the flammable condition
In order to maintain cargo tanks in a non-flammable condition the inert gas plant will be required to:
Inert empty cargo tanks
Be in operation during cargo discharge, deballasting of cargo tanks, COW and
water washing
Purge tanks prior to gas freeing
Top up the pressure in the cargo tanks when necessary during other stages of
the voyage
Detailed records of all inert gas system operations and records of tank atmosphere readings must be
maintained during inerting of tanks, during discharge or cow, during purging prior to gas freeing and
for inert gas topping up operations.
Product Tankers
The basic principles of inerting are exactly the same on product carriers as on crude carriers. There
are, however, some differences in operational detail, as follows:

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Inert Gas Systems

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Page 2 of 12

Carriage of Products Having a Flashpoint Exceedi ng 60C
The 1974 SOLAS Convention, as amended, implies that tankers may carry petroleum products
having a flashpoint exceeding 60C (i.e. bitumens, lubricating oils, heavy fuel oils, high flashpoint jet
fuels and some diesel fuels, gas oils and special boiling point liquids) without inert gas systems
having to be fitted or, if fitted, without tanks containing such cargoes having to be kept in the inert
condition.
However, when cargoes with a flashpoint exceeding 60C are carried at a cargo temperature higher
than their flashpoint less 5C, the tanks should be maintained in an inert condition because of the
danger that a flammable condition may occur.
It is recommended that, if inert gas systems are fitted, cargo tanks are maintained in an inert
condition whenever there is a possibility that the ullage space atmosphere could be within the
flammable range.
When a non-volatile cargo is carried in a tank that has not been previously gas freed, the tank should
be maintained in an inert condition.
Gas freeing is required on product carriers more frequently than on crude carriers, because of the
greater need both for tank entry and inspection, especially in port, and for venting the vapours of
previous cargoes. On inerted product carriers, any gas freeing operation has to be preceded by a
purging operation.
It should be recognised, however, that purging is not essential before gas freeing on a product tanker
when the hydrocarbon gas content of a tank is already below 2% by volume.
Before the vessel inerts the tanks again, prior to arrival at the new load port, the Captain should
consult Thome and the local agent to establish whether in tank inspection during the pre-loading
survey will be required, and the vessel should only arrive inerted if charterer accepts visual on deck
inspection only. (Check Charter Party and /or Loading Instruction and/ or with Vessel's Operators)
In case the inert gas system is not in operation on product tankers then detailed records of tank
atmospheres must be maintained throughout all cargo and tank cleaning operations.
Operation of Inert Gas Plant
Inert gas systems are maintained in continuous operation during discharging operations. In case if
there are any instructions from Charterers or any other third party requests non use of IGS, the
Vessel needs to confirm with the Thome Office, prior agreeing to such operations.
Although there are differing designs of inert gas plants within the fleet, the procedures for staring up,
shutting down and testing for safety are similar and are given below:-
Start-Up Procedures
Ensure that the portable oxygen analyser, fixed oxygen analyser and recorder
and inert gas pressure indicator and recorder are working correctly and correctly
calibrated
Oxygen and pressure recorders must be used and the record charts identified
by date and type of operation every time the inert gas plant is used
Ensure the boiler or inert gas generator is producing flue gas with an oxygen
content of note more than 5% by volume in the inert gas supply main to the
cargo tanks
Ensure that power is available for all control, alarm and automatic shutdown
operations

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Ensure that the quantity of water needed by the scrubber and deck seal is being
maintained satisfactorily by the pumps selected for this duty
Test operation of the alarm and shutdown features of the system for scrubber
water supply, and high and low levels
Check that the fresh air inlet valve is closed and the blank secured
Shut off the air to any air sealing arrangements for the flue gas isolating valve
Open the flue gas isolating valve
Open the selected blower suction valve. Ensure that the other blower suction
and discharge valves are shut unless it is intended to use both blowers
simultaneously
Start the blower
Test blower "failure" alarm
Open the blower discharge valve
Open the re-circulating valve to enable plant to stabilise
Open the inert gas regulating valve
Check that the oxygen content of the inert gas is 5% by volume or less
The inert gas system is now ready to deliver gas to the cargo tanks
Ensure individual tank I.G. valves are open and tank valves not in use closed
and locked
Shutdown Procedures
When all tank atmospheres have been checked for an oxygen level of not more
than 8% and the required in tank pressure has been obtained, shut the deck
isolating valve
Shut the gas pressure regulating valve
Shut down the inert gas blower
Close the blower suction and discharge valves. Check that the drains are clear.
Open the water washing system on the blower while it is still rotating with the
power supply of the driving motor off. Shut down the water washing plant after
10 minutes
Close the flue gas isolating valve and open the air sealing system
Keep the full water supply on the scrubbing tower for one (1) hour
Fresh water wash the scrubber
Ensure that the water supply to the deck seal is satisfactory, that an adequate
seal is maintained and that the seal alarm arrangements are in order
Keep power to control panel switched on at all times, unless vessel is gas free
Safety Checks when the IG Plant is Shutdown
The water supply and level in the deck seal is to be checked daily

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Check the water level in water loops installed in pipe work for gas, water or
pressure transducers, to prevent the back flow of hydrocarbon gases into gas
safe places
In cold weather, ensure that the arrangements to prevent the freezing of sealing
water in the deck seals and pressure vacuum breakers are in order
Check the IG pressure and record in the deck log book once per watch. Before
the pressure in the inerted cargo tanks drops to 100 millimetres of water these
tanks are to be re-pressurised
Possibl e Failures and Action to be taken
High oxygen content which may be caused or indicated by the following conditions:
Poor combustion control at the boiler, especially under low load conditions
Drawing air down the uptake when the boiler gas output is less than the I.G.
blower demands, especially under low load conditions
Air leaks between the inert gas blower and the boiler uptake
Faulty operation or calibration of the oxygen analyser
Inert gas plant operating in the re-circulation mode, or entry of air into the inert
gas main through the pressure vacuum valves or mast risers due to incorrect
operation
If the inert gas plant is delivering inert gas with an oxygen content of more than
8% then all cargo tank operations are to be stopped, and the fault is to be traced
and repaired. All crude oil washing and water washing of tanks is to be stopped
The inability to maintain pressure during cargo discharge or deballasting operations may be caused
by:
Inadvertent closure of the inert gas valves
Faulty operation of the automatic pressure control system
Inadequate blower pressure, or a cargo rate in excess of the blower output
The cargo discharging or deballasting is to be stopped or reduced depending on whether or not
positive pressure in the tanks can be maintained while the fault is rectified.
If positive pressure cannot be maintained all cargo tank operations must be stopped.
Carriage of Cargoes under Inerted Conditions
Tankers using an inert gas system should maintain their cargo tanks in a non-flammable condition at
all times. It follows that:
Tanks should be kept in an inert condition at all times, except when it is
necessary for them to be gas free for inspection or work, i.e. the oxygen content
should be not more than 8% by volume and the atmosphere should be
maintained at minimum of 100 mm wg pressure.
The atmosphere within the tank should make the transition from the inert
condition to the gas free condition without passing through the flammable
condition. In practice, this means that, before any tank is gas freed, it should be

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purged with inert gas until the hydrocarbon content of the tank atmosphere is
below the critical dilution line (line GA in ISGOTT Figure 1.1).
When a ship is in a gas free condition before arrival at a loading port, the tanks
must be inerted prior to loading.
Once Inerted the cargo tanks should be checked daily to confirm that the
oxygen content is not more than 8% by volume and the atmosphere is being
maintained at minimum of 100 mm wg pressure.
During Loading Operations
During the pre - Loading checks, the flame screen of mast riser or equivalent
venting arrangements should be inspected to confirm the condition & replace as
necessary
When loading cargo the deck isolation valve should be closed and the inert gas
plant is to be shut down unless otherwise stated.
All openings to cargo tanks, except the connections to mast riser or equivalent
venting arrangements should be kept closed to minimize flammable vapors on
deck.
All I.G. inlet valves to individual tanks should be open and handles locked, keys
returned to C.C.R.
Mast riser valve to be adjusted in open position so as to always maintain a
positive pressure of at least 200 mm wg in cargo tanks at all times. IG pressure
should be monitored continuously and logged every hour
Suspend cargo operations in case of lightning, inclement weather and as per
terminal guidelines. Prior suspending cargo operations, the Master riser or the
equivalent venting arrangement should be shut first in order to maintain a
positive pressure of at least 100 mm wg in cargo tanks at all times.
During the Voyage
All Cargo tanks should be kept in an inert condition at all times, i.e. the oxygen
content should be not more than 8% by volume and the atmosphere should be
maintained at minimum of 100 mm wg pressure. Inert Gas pressure to be
topped up as necessary
When using the Inert gas system for topping up, the oxygen content of the flue
gas or equivalent should be monitored to be less than 5%. TSM form 028
should be used for monitoring the inerting of cargo tanks
During Discharge Operati ons
Prior arrival discharge port, all checks to be made as directed under TSM Form
015
Prior commencement of cargo operations
o Carry out calibration of Oxygen analyzer not more than 24 hours prior to
start of the Inert Gas System / Cargo discharge operations
o Give Engine Room adequate notice for I.G
o Start scrubber pump

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All I.G. inlet valves to individual tanks should be confirmed open and handles
locked, Master riser to be closed & keys returned to C.C.R
Start up procedures are noted under Operation of Inert Gas Plant under OPS
Doc 18.1
Once the IG Plant is started, the flue gas or equivalent should be re-circulated
or vented to atmosphere until the Oxygen content is less than 5%
Ullaging / Sampling in use should only be of closed type
During Cargo transfer the oxygen content and the pressure of inert gas in the
inert gas main should be continuously monitored & logged every hour on the
TSM 028
Suspend cargo operations in case of I.G. system failure, pressure falls below
100 mm WG pressure or Oxygen content in I.G is more than 5%. Shut up
procedures are noted under Operation of Inert Gas Plant under OPS Doc 18.1
Additional l y for Crude oil washing
Prior a Cargo tank is crude oil washed, the oxygen level should be determined
at a point 1 m below the deck, at the middle region of the ullage space & neither
of these determinations should exceed 8% by volume or as specified under
terminal regulations
The Oxygen content of delivery (not more than 5%) and the pressure of
atmosphere (more than 200 mm wg) should be monitored continuously and
logged every hour. If unable to maintain either of the parameters, the Crude oil
washing should be suspended until satisfactory conditions are restored
Guidance for Use of TSM 013 & TSM 028
TSM Form 013 Q 51 - 56
Reference is drawn to ISGOTT (5th Ed) 26.4 Guidelines for Completing the Ship/Shore Safety
Check-List
The inert gas system should be in safe working condition. All Inspection &
Maintenance to be carried out and confirmed as guided under OPS DOC 18.3
Table 18.3 1 defines the Maintenance procedure & the interval for all the
components of the Inert Gas plant.
The fixed Oxygen analyzer is to be calibrated, prior use of the Inert Gas system
but not more than 24 hours in advance.
The portable Oxygen analyzer is to be calibrated prior every use, otherwise
every month.
The in-line oxygen analyzer & Pressure recorder should be confirmed to be in
good condition & used for continuous monitoring
All the individual tank IG valves (if fitted) are correctly set and locked. For both
loading and discharge operations, it is normal and safe to keep all individual
tank IG supply valves (if fitted) open in order to prevent inadvertent under or
over-pressurization.

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If individual tank IG supply valves are closed for reasons of potential vapour
contamination or de-pressurization for gauging etc, then the status of the valve
should be clearly indicated to all those involved in cargo operations. Each
individual tank IG valve should be fitted with a locking device under the control
of a Chief Officer.
All personnel in charge of cargo operations are aware that, in the case of failure
of the inert gas plant, discharge operations should cease and the terminal be
advised
During Loading or discharge operations, following parameters should be
maintained
o Oxygen Content at delivery <5%
o Oxygen content in Cargo Tanks <8%
o Inert Gas pressure in Cargo Tanks >200 mm wg
TSM 028
The Form is to be completed for each Cargo Operations, Tank cleaning /
Purging and Gas freeing operations requiring the use of inert gas system
including the topping up of Inert Gas during the voyage.
Although the % O2 in Supply, Press WG is required to be monitored
continuously by the Duty Officer, it should be logged on commencement, at
least every hour thereof.
18.2 INERT GAS EMERGENCY PROCEDURES
In the event of inert gas system failure, namely:
inability to deliver the required quantity and quality of inert gas
inability to keep up pressure in the cargo tanks
shut down of the inert gas plant
Immediate action must be taken to prevent any air being drawn into the tanks. All discharging,
deballasting, tank washing, ullaging or sampling must cease and the inert gas deck isolating valve
must be closed.
Cargo operations, as above, must not be recommenced until the inert gas plant is returned to service
and tanks are satisfactorily inerted.
During re-inerting; no ullaging, dipping, sampling or other equipment should be inserted into the tank,
until it is established that the tank is inert. This should be done by monitoring the effluent gas from
the tank being inerted until the oxygen content is reduced to less than 8% by volume and always
provided that it is known that the effluent gas is fully representative of the atmosphere within the tank.
Before introducing a gas sampling tube into the tank for this purpose, there should be a delay of 30
minutes following the cessation of inert gas injection. Metallic components of the sampling system
should be securely bonded to earth, and should remain so for 5 hours after cessation of inert gas
injection.
Introduction of any other equipment into the tank after re-inerting must be strictly avoided. However,
if such introduction is essential for the safety of the operation, it should be done only after at least 30
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must be securely bonded to earth and only natural fibre rope should be used for suspending the
equipment. Again, these restrictions should be applied until a period of five hours has elapsed since
the injection of inert gas has ceased.
The above procedures are necessary for two reasons, namely static electricity and pyrophoric
ignition.
Static Electricity
Refer to ISGOTT 5
th
Edition
Pyrophoric Ignition
Pyrophoric iron sulphide deposits, formed when hydrogen sulphide gas reacts
with rusted surfaces in the absence of oxygen, may be present in the cargo
tanks and these deposits can heat to incandescent when coming into contact
with air. Therefore, in the case of tankers engaged in the carriage of crude oil,
the failed inert gas system must be repaired and restarted, or an alternative
source of inert gas provided, before discharge of cargo or ballast is resumed.
Air must be excluded from the tank.
18.3 INERT GAS - MAINTENANCE AND INSPECTION
The safety arrangements are an integral part of the inert gas system and it is essential for the ship's
staff to give special attention to them during any inspection. All maintenance and inspections
contained this matter shall be recorded in the Inert Gas Record Book or in the PMS System.
Inert Gas Scrubber
Inspection can be made through the man holes. Checks are to be made for
corrosion attacks, fouling and damage to:
o Scrubber shell and bottom
o Cooling water pipes and spray nozzles (fouling)
o Float switches and temperature sensors
o Other internals such as trays, plates and demister filters
o Checks are to be made to the non-metallic parts such as
o Internal linings
o Packed beds
Inert Gas Blowers
To a limited degree, internal visual inspection will reveal damage.
An inspection of the inert gas blowers is to include:
o Internal inspection of the blower casing for soot deposits or signs of
corrosive attack
o Examination of fixed or portable washing system
o Inspection of the functioning of the fresh water flushing arrangements

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o Inspection of the drain lines from the blower casing to ensure that they are
clear and operative
o Observation of the blower under running conditions for signs of excessive
vibration, indicating too large an imbalance
Deck Water Seal
This unit performs an important safety function and is to be maintained in good condition. An
inspection of the deck water seal is to include:
Opening for internal inspection to check for blockage of the venturi lines in the
semi-dry type
Corrosion of inlet pipes and housing
Corrosion of heating coil
Corroded or sticking floats for high level/low level alarms
Testing for Function:
Automatic filling and draining;
Presence of water carries over (open drain cocks on inert gas main line) during
operation.
Tables 18.3-1 and 18.3-2 outlines the maintenance programme
Table 18.3-1
Component Preventive Maintenance Maintenance Interval
Flue Gas Isolating Valves Operate the valve Once a week and Before
startup
Lubricate valve Before startup
Cleaning with compressed air or
valve steam
Before operating
Dismantling for inspection and
cleaning
Boiler shutdown
Flue Gas Scrubber S.W. Water Flush and FW wash After Use
Cleaning of demister regulators
and temp probes for inspection
Three months
Internal inspection through
inspection doors
Six months
Opening for full inspection Dry docking

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Overboard Pipes and Valve from
Flue Gas Scrubber
Flushing with scrubber water
pump for about I hour
After use
Dismantling of the valve for
overhaul / inspection of pipeline
and overboard stub pipe
Dry docking
Blowers Vibration checks While running
Flushing After Use
Internal inspection through
hatches
After flushing and six
Dismantling for full overhaul of
bearing shaft tightenings and
other necessary work
Dry docking
Deck Mechanical Non-return
Valve
Moving and lubricating the valve One week and before
start
Opening for internal inspection One year
Pressure Vacuum Valves and
High Velocity Valves
Operating and lubricating the
valves
Six months
Opening for full overhaul and
inspection
One year
Deck Isolating Valves Opening for overhaul One year
Gas Pressure Regulating
System
Removal of condensation in
instrument air supply
Before start
Opening of gas pressure
regulating valves for overhaul
Dry dock
Liquid-filled pressure vacuum
breaker
Check liquid level when system is
at atmospheric pressure
When opportunity
permits and every six
months
Deck seal Dismantling of level regulators /
float valves for inspection
Six months
Opening for total internal
inspection
One year

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Overhaul of automatic valves One year
o Also refer to Manufacturers Instructions.
As far as possible the IGS unit should be maintained and checked frequently to
keep the valves in working order, this being necessary as detailed below. The
valve settings and accessories may vary greatly on different ships, depending
on the design of the installation.
Table 18.3-2: IGS Maintenance Recommendations
UP-TAKE VALVES
o Spindle of valve should be greased Every Voyage
SCRUBBER
o Scrubber should be opened, and interior
and nozzles cleaned in order to prevent
blockage
Every 6 months
DEMISTER
o At the same time clean the PAD with fresh
water

Every 6 months
FAN
o Clean the IMPELLER and CASING with
fresh water and inspect the drain line
against sticking and clogging.
Every time water after
use
FAN MOTOR
o Insulation test to be carried out (before
operation).
Every Voyage
OXYGEN ANALYSER
o O2 analyser should be adjusted to "O" zero
by N2 gas span
Before supplying Inert
gas
RECORDERS
o Check operations of 02 analyser and
pressure
Before supplying inert
gas

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SUPPLY OF AIR
o Check air pressures of individual installation
(before operation).
Every voyage (before
operation)
o Reducing valves should be inspected
cleaned and overhauled (before operation)
Every voyage (before
operation)
BREATHER VALVES
o As far as possible the breather valves
should be inspected, overhauled and
cleaned as necessary.
Every 3 months
Experience Feedback
HSSEQ Circular 02 2010 Malfunction of the High Velocity Venting Valves
Deck Log
Planned Maintenance System
Distribution
o File originals
References
ISGOTT 5
th
Edition
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Operations Manual
Deck
OMD Document
No. 019
19. CARGO TRANSFER
Purpose
To specify requirements for Cargo Transfer Procedures
Appli cation
Tank Ships
Responsibility
Master
Chief Engineer
Chief Officer
19.1 EXCHANGE OF INFORMATION
Before the vessel reaches the loading / discharging Terminal an exchange of information should be
completed with the following:
Ship to Shore Authorities
Ships particulars
Name and call sign
Country of registration
LOA, beam and draft
ETA
Nature of cargo
Generic name
Technical name
Flash point
Quantity
Whether vessel is fitted with inert gas and, if fitted, if operational
Any requirement for tank cleaning or slops disposal
Any defects of hull, machinery or equipment which may:
o Affect the safe manoeuvrability of the vessel
o Affect the safety of other vessels
o Constitute a hazard to the marine environment
o Constitute a hazard to persons or property on land or in the vicinity of the
harbour
Details of certificates and their period of validity

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Ship to Terminal
th
advised to the Terminal.
Draft and trim on arrival
Maximum draft / freeboard and trim expected during and upon completion of
cargo handling
If fitted with inert gas system confirmation that tanks are inert
Oxygen content of tanks
Whether any tank cleaning requirements
Any hull, bulkhead, valve or pipeline leaks which could affect cargo handling or
cause pollution
Any repairs which could cause delay to cargo handling operations
Whether crude oil washing to be conducted
Manifold details
Size
Number
Material of construction
Whether the ship has external impressed current cathodic protection
Advance information on cargo handling operations
o Order of handling
o Maximum transfer rate
o Quantity of grade(s)
o Tank cleaning slops disposal requirements
o Whether vapour return system fitted
Terminal to Ship
th
advised to the Terminal.
Minimum depth of water at berth, tidal range and salinity
Availability of tugs / line handling boats
Mooring arrangements
Number and configuration of lines
If shore moorings to be used
Which side to wharf
Mooring aids such as speed of approach indicators etc.
Gangway requirements / facilities

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Number and size of hoses or loading arms
Inert gas requirements / sampling / inspection arrangements
Whether tanks to be hydrocarbon gas free for loading non-volatile static
accumulator oils
Advice on local environmental and cargo handling restrictions
Slop reception facilities
Responsibility
The responsibility for safe cargo handling operations is shared between the ship and the terminal and
rests jointly with the master and the responsible terminal representative. The manner in which the
responsibility is shared should be agreed between them so as to ensure that all aspects of the
operations are covered. These include but are not limited to:
Identity of product to be loaded / discharged
Sequence of loading / discharge
Transfer rate
Emergency procedures
Emergency shut-down procedure
Pollution containment facilities
Reporting procedures
Watch / shift arrangements
Communications
o Method
o Procedures
Operational Agreements
Before starting any oil transfers or ballast handling operations the responsible officer and the terminal
representative must formally agree that both the ship and the terminal are ready to do so safely.
Safety requirements include but are not limited to the following:
Agreement information in compliance with ISGOTT 5
th
Edition Chapter 22 as
appropriate
A responsible officer must be on watch and sufficient number of crew onboard
to deal with all the operations and security of the vessel.
Sufficient competent crew must be in attendance on deck to attend to
operations such as hose connection / disconnection, sampling and ullaging.
Reliable and efficient communications system between ship and shore
A competent terminal representative must maintain continuous communications
maintained with him / her.
Ship / shore safety check lists should be completed and acknowledged by the
responsible officer and the terminal representative

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A competent member of the terminal organisation should be on continuous duty
in the vicinity of the ship to shore connection. Remote television systems are
not considered adequate during critical phases or in adverse weather.
At the change of each watch / shift the responsible officer and terminal
representative must re-confirm all instructions and communications.
Cargo to be transferred in accordance with cargo plan. It is to be confirmed that
stability and stresses have been calculated for all stages of the operation at the
planning stage and that draft, trim, stability and stresses will be monitored and
recorded on an hourly basis throughout the cargo loading or discharging
operation
Example Content of Procedures
The Name of Products Transferred to and from the Vessel
Generic Or Chemical Name; example:
o Gas Oil
o Kerosene
o Mo Gas
Cargo Information As Described In 33 CFR 154.310 (A) (5) (Ii)
The name of the products as listed in IMDG CODE V. 2. Petroleum Products Class 3.1,
3.2, 3.3:
Kerosene/ Gasoline
Fuel Oils No's 2 & 4
Description of Appearance
Gas Oil is a thin lightly viscous liquid clear yellow to light brown in colour
Kerosene is a thin liquid clear white to pale blue in colour
Mo Gas is a thin liquid clear white to pale yellow and pink in colour
Description of Odour
Gas Oil has a distinct "Diesel" smell
Kerosene has a distinct "Kerosene" smell
Mo Gas has a distinct "Gasoline" smell
Hazards Invol ved in the Handling of the Products
All petroleum products are highly flammable
All petroleum products are marine pollutants
All petroleum products are eye and skin irritant
Petroleum Hydrocarbon vapors may cause breathing difficulty

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Safe Handling of the Products
There will be no smoking during Cargo Operations except in designated Safe
Areas
No welding or hot work may be conducted during Cargo Operations
Personnel involved in Cargo Operations will adhere to the guidelines contained
herein.
Personnel should avoid breathing vapors from or direct contact with products
After completion of transfer, all products remaining in hoses should be allowed
to gravitate back into the transfer vessel or facility.
Cargo Spill, Leaks or Personal Exposure
Immediately secure transfer operations and attempt to contain spill on deck as much as possible.
Begin clean-up operations utilizing the ships crew - IN UNITED STATES immediately notify:
National Response Center, Telephone 1-800-424-8802 Telex 892427
Local US Coast Guard Captain of Port/Marine Safety Office
Agents and Owners
Qualified Invividual
In Case of Personnel Exposure
Flush affected area with water, eyes with approved eye wash.
Remove victim from area, provide fresh air.
Provide prompt medical attention
Fire Fighting Agents Effective on Oil Fires
Aqueous Fire Fighting Foam
Low Velocity Water Fog
Carbon Dioxide
Dry Chemical (PKP)
Description of the Cargo System
A line diagram of this ship's cargo system is to be displayed in Cargo Control Room. This schematic
is to include all vents, valves, pumps, overflows and control devices associated with the system. The
locations of bilge and ballast system isolation valves are to be schematically displayed in the Cargo
Control Room. Fixed containment under the loading manifold is of barrels, port and starboard. A
'Vapor Emission Control System' may be fitted and when required, It must be operated in accordance
with the VECS Operation Instruction Manual.
Fixed Containment will be Emptied as Follows
Following each transfer operation, all product spilled in to the fixed containment will be removed by
means of either a portable pump, manually with buckets or by gravitation into ship's tanks. Residual
oils will be wiped clean with absorbent materials.

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Personnel Required to be on Duty during Cargo Operations
There will be a minimum of 5 personnel on duty:
1 Person In Charge
1 J unior Officer
2 Deck Hands
1 Engineer
Duties by Title of Required Personnel
Person In Charge:
o Maintains overall responsibility to ensure Cargo Operations are conducted
safely and properly
o Fills out and signs the Declaration of Inspection and maintains frequent
communication with the supplying vessel or facility
J unior Officer:
o Responsible to Person In Charge
o Lines up system and supervises connection of hoses, gages tanks
o Keeps the Person in Charge aware of progress
o Closes all valves upon completion, supervises disconnection and emptying
of fixed containment
Deck Hands:
o Monitor vessels mooring lines, hoses and security
o Advise the Person In Charge
Engineer
o Monitors Engine Room machinery
Tending the Vessels Moorings
Deck Hands noted above will observe the vessels mooring lines and advise the Person in Charge if
adjustments are necessary. The Person In Charge will direct the adjustment.
Operating the Emergency Shutdown and Communications
When ever Emergency Shut Down is activated all valves, in the cargo system will be closed.
Communication will be maintained by two-way radios between the Person In Charge and the Person
In Charge of receiving/supplying.
Topping off Tanks
The J unior Officer charged with gauging tanks will advise the Person in Charge when tanks are 60%
of capacity. The Person in Charge will then advise his counterpart from the transferring facility to
throttle back on the transfer pump. The J unior Officer will continuously sound tanks until loading is
complete. The Person in Charge will maintain a close watch over this critical operation and advise
the transferring vessel or facility when to secure.

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Ensuring That All Valves are Secured upon Completion
Prior to disconnection the J unior Officer will, beginning at the manifold, trace the system back while
closing all valves previously opened.
Reporting Oil Discharges in the Water
See Section Procedures for Cargo Spill, Leaks or Personal Exposure In Case of Oil Spill.
Closing and Opening Vessel Openings Described in 33 CFR 155.815
Expansion trunks, ullage openings, sounding ports and other tank openings will only be opened when
required to load or discharge tank. Openings will remain closed at all other times.
Persons in Charge
Master
Chief Officer
Other Qualified Deck Officers
19.2 SHIP / SHORE SAFETY CHECKLIST
Declaration
We the undersigned have checked, where appropriate jointly, the items on this check list, and have
satisfied ourselves that the entries we have made are correct to the best of our knowledge. We have
also made arrangements to carry out repetitive checks as necessary and agreed that those items
with the letter R in the column Code should be checked at intervals not exceeding hours.
Before Starting Cargo Operations
Answer the following yes-no questions of the checklist:
Has a conference on the following items concerning cargo discharge and COW
been held with the terminal representative and associated personnel been
informed?
o Check on the means of communication with the terminal?
o Criteria to suspend cargo operation?
o Check on the procedure to start cargo discharge
o Maximum permissible flow rate ( ) BBLs / Hr - ( ) m3 / Hr?
o Maximum permissible pressure at the manifold ( ) psi - ( ) Kg/cm2
o Sequence to change over to a different grade?
o Sequence to change over to a different shore tank?
o Procedure to clear lines with water, if required?
o Method of dry checking if tanks are dry?
o Whether release of inert gas to atmospheres is permitted and method to be
employed?
o Ballast handling?

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Have all overboard discharge valves been sealed in presence of terminal
representative, including engine room bilge valves?
Are fire wires correctly rigged?
Are foam canons set for use?
Have all ullages and temperatures been taken and recorded in the presence of
a terminal representative?
Is the vessel securely moored with brakes manually set?
Is stern tube and rudder lubrication free of leaks?
Is safe access to and from the vessel provided by way of gangway or
accommodation ladder with safety net rigged?
Is air-conditioning set as per ISGOTT 5
th
edition requirements?
o On ships with central air conditioning units, it is essential that the
accommodation is kept under positive pressure to prevent the entry of
hydrocarbon vapours. Intakes for air conditioning units are usually
positioned in a safe area and vapours will not be drawn into the
accommodation under normal conditions. A positive pressure will be
maintained only if the air conditioning system is operating with its air intakes
open and if all access doors are kept closed, except for momentary entry or
exit. The system should not be operated with the intakes fully closed, that
is in 100% recirculation mode, because the operation of extraction fans in
galley and sanitary spaces will reduce the atmospheric pressure in the
accommodation to less than that of the ambient pressure outside.
There is a benefit from having a gas detection and/or alarm system fitted to
air conditioning intakes. In the event that hydrocarbon vapours are present at
the inlets, the ventilation system should be shut down and transfer of cargo
suspended until such time as the surrounding atmosphere is free of
hydrocarbon vapours.
The same principles of positive pressure and gas detection apply to ships that
have alternative air conditioning systems or where additional units have been
fitted. The overriding consideration in all cases is that hydrocarbon vapours
must not be permitted to enter the accommodation.
Externally located air conditioning units, such as window or split air
conditioning types, should not be operated during any of the operations listed
in Section 24.1 (ISGOTT 5th ed) unless they are either located in safe areas
or are certified as safe for use in the presence of flammable vapours.
On ships that depend on natural ventilation, ventilators should be kept
trimmed to prevent the entry of petroleum gas. If ventilators are located so
that petroleum gas can enter regardless of the direction in which they are
trimmed, they should be covered, plugged or closed.
Is pump room adequately ventilated and fans running?
Is ships main transmitter turned off and aerials earthed?
Are designated smoking areas clearly marked?
Are all doors leading from the accommodation closed?
Are correct flags and signals displayed as required by local authorities?

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Upon Commencement of Cargo Operations
Answer the following yes-no questions of the checklist:
Has the line-up been checked by the Chief Officer?
Are pumproom, decks, manifolds and tanks ready for cargo operations?
Are loading arms, hoses, SBM links etc ready for cargo operations?
Have terminal representatives confirmed shore readiness to commence cargo
operations?
Are the inert gas / vapour recovery system valves set correctly?
Is inert gas / vapour pressure normal?
Does the Chief Officer direct operations during critical stages of cargo handling?
Are ullages / soundings of all tanks including tanks not in use and ballast tanks
regularly checked?
19.3 EMERGENCY CARGO TRANSFER
Portable pumps, such as the Framo models are supplied to vessels having a Framo system installed.
Operational procedures are mostly the same but the manufacturers instructions should always be
referenced prior to use. Most portable pumps are designed to fit through the Butterworth or tank
hatch.
To Operate the pump
o Always follow the manufacturers instruction manual
o Issue a Dangerous Work Permit for Cold Work
Transfer Procedure
Depends on type of cargo
o Issues arise if cargo is sensitive or has other properties that may be
compromised while the Butterworth hatch is open.
o Knowledge about the cargo is important for further assistance in this
respect contact the Office and QI
Inerted Tanks
o If the tank is Inerted, provision to reduce the leakage of IG is important and
a makeshift plugging around hoses can be used to maintain pressure.
o Vessels may need to fabricate a contingency cover out of non-ferrous sheet
metal (such as Aluminium)
o Framo manufactures sluice valve systems to fit on the Butterworth hatch to
more professionally maintain the integrity of tank while transferring. These
however are not stock items any may not be readily available.
USCG regulations.
o Title 33 CFR,
o Title 46 CFR and other related regulations.

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o Check with local MSO and the vessel's QI person.
When in doubt
o Contact outside assistance such as the National Response Corporation or
the Resolve Marine Group
19.4 SHIP-TO-SHIP TRANSFERS
Master to ensure that the SHIP to Ship Transfer operations plan as required by IMO Resolution
MEPC.186 (59) and Chapter 8 Regulation 41 of Annex 1, MARPOL 73/78 is on board and same is
consulted prior any STS being performed.
A ship-to-ship transfer operation should be under the advisory control of a designated Person in
Overall Advisory Control (POAC). The POAC will either be one of the Masters of the Vessels
concerned or an STS Superintendent, Lightering Coordinator or Mooring Master employed by an STS
Resource Provider. It is the responsibility of the Master to ensure that the Plan is current and that the
STS operations are conducted in accordance to the requirements described on this Plan, ICS /
OCIMF Ship to Ship transfer Guide Petroleum and ISGOTT, as well as to maintain relevant records
as required by the plan.
Both ships Masters are responsible for respective operations, in spite that one of them may be
agreed to be in overall advisory control of the operation (POAC). Each must satisfy himself that
procedures reflect safe practice. Even in case an STS Superintendent is employed, the Master retains
his overall responsibility for the safety of the ship and its crew.
Thome Ship Management Pte Ltd (TSM) has a policy that all STS transfers MUST be conducted per
the ICS / OCIMF Ship-to-Ship Transfer Guide.
Masters shall notify Thome of forthcoming ship-to-ship (STS) transfer operations, once known, giving
the following details:
Expected date operations expected to take place.
Location where STS operations will take place and name of other ship.
Details of cargo to be transferred.
Master to confirm he has proper instructions/sufficient instruction from operators to carry out
STS e.g. C/P conditions, arrangements of other vessels.
Fleet Group / Operation Section to check with Master all equipments / materials for safe STS
operations available onboard and instructions followed/complied.
All STS are approved by Senior Manager, Marine Standards and Vetting and the following documents
to be submitted to Thome Marine Department for review and approval.
Q88 of lightering vessel to be send to the Office for review.
Thome STS questionnaire TSM 011 has to be completed and submitted to the Office for
review Night time STS is not permitted but we will look into it case by case.
Master to submit Risk assessment to cover all aspects of the STS which may include the
following but not limited too Lighterage area, Current condition, Traffic density, Tug and

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mooring master availability, contingency anchorage area, bridge watch condition, Primary &
Secondary fenders, STS service provider, Transfer area, Transfer at anchor or Underway etc.
STS Notification form TSM No 150d, as required by the STS operations plan.
STS checklist 001 from OCIMF publication Ship-to Ship Transfer guide Pre-fixture
information has to be completed and also submitted to the Office for review.
Master to confirm a full review of the plan has been done and all aspects are covered prior
conducting the STS.
It should be noted that TSM strongly discourages STS berthing operations during the hours of
darkness due to safety reasons, however if situation demands then this has to be further discussed
with Senior Manager, Marine Standards & Vetting.
***The vessel must follow the below procedures prior / during STS operations***
Phase 1: Pre-Arrival Planning:
The Pre-Arrival Planning should be carried out before any STS operations commence. The planning
of the STS operation could be performed by the ships operators and managers together. Checklist 1
should be completed during this phase of the operation.
Phase 2: Arrival:
During the Arrival stage of the operation the two ships conducting the STS operation should establish
radio communication, and concur that all operational procedures has been assessed and agreed
upon. Check list 2, 3 should be completed during this phase of the operation.
Phase 3: Berthing:
The Berthing phase of the STS operation consists of the manoeuvring and mooring of the two ships.
For the manoeuvring operation a contingency plan should be in place to deal with any emergency
situation.
Phase 4: Cargo Transfer:
The Cargo transfer phase should only commence once the two ships are securely moored. The
Master should ensure that all the recommended safety procedures in this plan are followed. A
contingency plan should be in place to deal with any emergency situations during cargo transfer.
Check list 4 should be completed before cargo transfer commences.
Phase 5: Departure:
Departure is the last phase of the STS operation. Checklist 5 should be completed before unmooring.
TSM reserves the right to request our principles to refuse an STS operation if they deem it unsafe as
a result of:
a) Unsuitable lightering vessel nominated for the operation.
b) Inadequate facilities, permissions or equipment to conduct a safe STS transfer.

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c) Inadequate or incorrect procedures intended for the operation
Ship-to-Ship Transfer Cl ause
It is noted and agreed that vessels insured under this fleet placement have liberty to perform trans-
shipment of cargo operations by way of ship-to-ship transfer at quay and/or anchor and/or sea within
or off port limits - to the extent such operations are considered customary in the trade concerned for
vessels of similar type and size to the insured vessel, provided that:
The master of the insured vessel concerned retains right at all times at his discretion to abandon or
discontinue the operation if at any time he considers it to become unsafe.
Transhipment location or position is deemed safe in respect of weather conditions, fenders, cargo
hoses, or otherwise.
All safety rules and provisions as contained in the ICS Ship-to-Ship Transfer Guide (Liquefied Gases)
or the OCIMF Ship-to-Ship Transfer Guide (Oil Tankers) or as per International Maritime Organisation
(IMO) or otherwise are carefully observed and complied with.
On all other occasions ship-to-ship transfer is held covered at terms to be agreed subject to IMO
regulations and/or ICS / OCIMF
STS Procedure
Vessels are to follow the OCIMF Ship to Ship Transfer Guidelines

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Experience Feedback
HSSEQ Circular 10 2005 - STS Incidents
HSSEQ Circular 07 2006 Operational Incidents
HSSEQ Circular 07-2006 - Experience Feedback: Operational Incident
HSSEQ Circular 21 - 2007 Incident Awareness Contact Damage during Ship to Ship
Mooring operations
HSSEQ Circular 75 2013 Loss of life during STS operation
TSM Form 013 Ship Shore Safety Check-List"
o File No. 15.1
TSM Form 090 Dangerous Work Permit
o File No. 19.5
Cargo Piping Schematic
o Posted near Cargo Control Room
Cargo Transfer Procedures
o Ship / Cargo Specific basis example content in OPS Document No. 020
Distribution
o File originals
References
ISGOTT 5
th
Edition
OCIMF Ship to Ship Transfer Guide
Manufacturers Instructions
USCG Regulations
o 33 CFR
o 46 CFR

CONTROLLED Revision: 06 Sep 2012
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THOME
Operations Manual
Deck
OMD Document
No. 021
21. STATUTORY CERTIFICATES AND RECORDS
Purpose
To specify guidelines on the maintenance and upkeep of statutory certificates and
records
Application
All Ships
Responsibility
Shipboard Management Team
Technical Superintendent
21.1 CERTIFICATES
Renewal
The Master is to ensure that the vessel has all the necessary certificates for the intended trading
pattern and that they are valid. Before a certificate expires, renewal must be applied for in ample
time. The Master shall keep a separate file for the vessel's "Trading Certificates" with a list of the
contents showing issuing date and validity (File Index 4.1). Any recommendations or conditions of
class (CoC) and condition of authorization (CA) issued in connection with renewal, annual or
intermediate surveys are to be complied with, immediately, and Thome is to be advised of their
imposition and correction.
Class and Statutory Surveys
Separate files shall be maintained for class status reports, surveys reports and correspondence with
the Flag State. See File No 4.2 5.1 and 5.2. Specific attention is drawn to the Liberian Flag State
Annual Safety Inspection. On Liberian Flagged vessels, the Master must ensure that the annual
safety inspection is carried out as per Liberian Maritime Regulation 7.191 (ref.: RLM-300). The
Master is to ensure that class and statutory surveys are carried out within the due dates. The Master
is to coordinate this with the Technical Superintendent and Fleet Group Manager. The Technical
Superintendent and Fleet Group Manager are to be advised immediately of any defects, deficiencies
and damages affecting class or a certificate.
All Conditions of Class as issued by the attending Classification Society Surveyor is to be reported
immediately to the office by Email with a copy of the CoC. Further notification is to be carried out via
Ocean Manager in the Ship-Shore Reporting Section under Technical Deficiency and Observation
Master List.
Notification of Expiry Dates
On the date which a class certificate expires, (windows taken into consideration) classification of the
ship and all other class certificates will be suspended automatically. The result of this is that the
ship's insurance cover will become invalid. Therefore, the Master is to regularly review the certificate
situation with the Chief Engineer and within the Sunday Technical Report advise of any certificate
which are due to expire within the next eight (8) weeks.

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TSM Form 67 Certificates & Surveys
o File No. 4.1
Distribution
o File originals
References
Nil

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THOME
Operations Manual
Deck
Officer Assurance into the
OMD Document
No. 022
22. CARGO GEAR REGISTER
Purpose
To specify requirements for Cargo Gear Register
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Officer
22.1 CARGO GEAR REGISTER
All cargo gear must be entered in the cargo gear register. This includes al loose
gear such as hooks, blocks, chains etc.
The cargo gear register must contain a rigging plan that lists where all lose
gear is being used, i.e. which blocks, hooks, swivels etc. are being used with
which crane etc.
All lifting gear must be certified and the certificate must be on file, ready for
inspection when required. The certificate lists the identification mark on each
item of gear.
Annual examinations must be done at least every 12 months. A competent
person such as Master, Chief Engineer or Chief Officer can do this provided the
certificate of class does not have notation referring to the cranes. It is
recommended that this be done at the time of annual surveys ad the attending
surveyor should be asked to stamp the cargo register.
Every 5 years the cargo gear must be load tested and this must be recorded in
the cargo gear register. This can only be done by Class surveyor. Some
confusion occurs at this point as the proof loads required for loose gear is
greater than that of the crane. However, if the block, hook etc is permanently
attached to the crane, it is not considered as loose gear.
Every 5 years, all loose gear must be tested and thoroughly examined by Class.
According to Class, thorough examination may be sufficient and testing is at the
attending surveyors discretion. Hence, it is possible that after thorough
examination, he will not require further testing, or testing of one set of gear or
testing of all loose gear. However, this is not acceptable under Australian
Marine orders. Therefore, during docking the master and superintendent should
take the opportunity to test all loose gear to avoid the possibility of future
problems that could prove costly.
Ships staff, prior to arrival at any port where ships cargo gear will be used
should use Checklists and TSM Form 033.

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Cargo Gear Register
o Masters Office
TSM Form 033 Checklist for Ships Cargo Gear
o File No 8.1
Distribution
o File originals
References
Class Rules

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THOME
Operations Manual
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OMD Document
No. 024
24. ASPHALT TANKER OPERATIONS
Purpose
To specify procedures of asphalt tanker operations
These Guidelines to be read in conjunction with the Bitumen Safety Code (Institute of
Petroleum)
Application
Asphalt Tankers
Responsibility
Master
Chief Officer
Chief Engineer
Deck Officers
24.1 ASPHALT CARGOES
The bitumen or Asphalt (Roofer's Flux) is sometimes also known as Tar in some countries. The main
use of this compound is for building roads and water proofing.
Asphalt (or bitumen) is obtained from petroleum by distillation, and is principally used as paving
material. It has a specific gravity range between 1.00 to 1.04 and average volatility.
The main characteristic of this compound is the high loading, carriage and discharge temperature.
Loading temperature is normally about 140 degrees C, carriage about 150 deg and discharge
temperature 150-160 deg C. These high temperatures are necessary for the cargo to flow.
Precautions are necessary to keep the cargo in liquid state. For this reason heating system has to be
in good order.
Due to the high temperature of 150 deg C and above, steam is not suitable as heating media.
Therefore thermal oil is used as the heating media.
Asphalt is typically maintained in a temperature range of 110 deg C to 180 deg C and heated in such
a fashion so as not to allow wide temperature swings in the range.
To maintain this high temperature range the tanks have typically hot oil (thermal) heating coils.
In addition to normal Tank Vessel Operations the following Safety Issues must be considered for
Asphalt Storage:
Condensation in empty tanks is extremely dangerous. Dangerous steam can be
created when hot liquid Asphalt is introduced into a tank that has been empty for
a while and accumulated moisture from condensation.
o To circumvent this, cargo tanks should be pre-heated prior to arrival at load
port.
Extreme caution should be exercised when loading, unloading and sampling,
due to the high temperatures involved. Failure of cargo tank insulation may

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create some hot spots on the vessels weather deck and direct contact of hot
surfaces can cause severe burns e.g. handling manual tank valves etc.
o Protective equipment should be made available and used by all personnel
involved in cargo operations.
Use Catwalks, screens, Barrier Guards and Shields to protect from Steam, hot
Asphalt or other hot surfaces.
Due to the nature of its weight, the Permissible Load Density of the cargo tanks must be checked
prior to finalizing cargo intake or Load plan.

24.2 HEATING OF CARGO
This is accomplished by circulating thermal oil from a heater into the cargo tanks via heating coils.
Prior to commencing heating operations, the following checks should be carried out:
Air in expansion tank is properly purged and bled-off and oil is not in contact
with air.
There is enough oil in the reserve tank
Check that oil level in the expansion tank is at the correct level
Cooling-water levels (if required) for circulating pump checked
During operation of the heating system the temperature difference between thermal heater inlet and
outlet temperature should, ideally, be 25 to 50 deg C.
Thermal oil takes a long time to cool down especially when the load temperature is high. Keep
circulating pump in operation for approx 30 minutes so as to gradually bring down the oil
temperature.
Operational checks to be done on daily basis during transit of cargo:
Check that oil level in the expansion tank is at the correct level
Check the thermal valves for normal operation
Check for thermal oil leaks in the system
Annual inspection and testing of thermal oil is recommended
If temp difference between the inlet and outlet is more than 50 deg C or if differential pressure is
more than 4kg/cm, then adjust load bypass valve accordingly.
Heating of asphalt cargoes should be brought up ideally not exceeding 30 deg C in a period of 96
hrs.
However, not less than 54 hrs should be taken to bring cargo temp up to 180 deg C.
Storage temperatures in the range of 100 to 130 deg C are particularly troublesome, and therefore
not be allowed to cycle above and below the boiling point of water.
Clear Heating Instructions must be obtained from Charterer and Master and followed accordingly.

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24.3 CARGO OPERATIONS
Prior Loading
Inspect the cargo tanks prior loading for any damage to insulation.
The cargo tanks must be pre heated to min 100 Deg C. This will take around 18-24 hrs.
Also cargo lines must be preheated prior to loading to melt away any cargo that may still be present
in the pipelines.
Prior full operation of the valves, the lines must be heated. If solidified Asphalt is present in the line
adjacent to the valves, the valves spindles can break. Therefore in order to exert minimum force on
the valve it is necessary that the cargo in the pipeline is melted.
The heating should be gradual to keep thermal stresses to minimum.
Loading
Upon Completion of cargo operation ensure to blow the lines, at least 4-5 times, from crossover
connection at manifold, from port and starboard manifold.
Open loading is considered safe and is acceptable in most of the ports. However prior sailing,
ensure that all tank openings are fully shut. Any water Ingress will cause serious problem.
As far as possible the cargo in the tanks should be loaded fall or kept empty. This is necessary for
stability and also to avoid sloshing and damage to insulation.
It is imperative that cargo temperature is monitored during loading and the minimum cargo
temperature should be as stipulated in CP, if cargo temp is less than as defined in CP, the Owners
and Charterer's must be notified, LOP Issued to terminal, all delays to terminal account to raise the
temp and v/1 will be on demurrage (time will not be counted as lay time)
During Voyage
During carriage the cargo temperatures must not be allowed to drop below 140 deg C or other
special instructions of the shippers.
Prior arrival discharge port (18 hrs), heat lines, pumps and operate valve to ensure proper
functioning.
COP must be manually turned after heating, prior arrival discharge port.
Discharge
It is prudent to plan discharging and ballasting in such a way so as to avoid taking ballast in the side
tanks. (Adjacent COT)
Initially upon starting you might circulate the cargo via manifold cross over and drop lines just to
ensure that the lines are clear.
The discharge pressure on the system may rise very fast if there is any blockage in the line.
Cargo will continue to flow to the suctions. Therefore one tank may have to be stripped many times.
On completion of discharge the COP should be run dry at low rpm to clear the cargo from pumps and
vertical lines in pump room. And all lines should be thoroughly blown from port, starboard and
manifold crossover.
Never allow excess pressure on the valves to prevent breaking of spindles.

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24.4 PHYSICAL AND CHEMICAL PROPERTIES
Combustible : No
Flammable : No
Explosive : No
Pyrophoric : No
Reactivity : No
Boiling Point deg C : >535
Specific Gravity at 60 F : 1.021
Melting Point : Not defined depends on grade
Soluble : Insoluble in water
Appearance temperature : Black viscous semi solid at ambient
Flash Point : 324 Deg C
Flammability Limits : N.A.
Extinguishing media : CO
2
and Dry Chemical
Pour Point : 30 -100 deg C
24.5 HEALTH AND SAFETY INFORMATION
Carcinogen : No
Corrosive : No
Irritant : Yes
Toxic : Yes, imitating to eyes & respiratory systems
Inhalation
Asphalt fumes may cause moderate imitation to respiratory system. At low concentrations of
sulphide has an odour of rotten eggs. It causes eye and respiratory irritations at concentrations of 10
- 50 PPM.
High concentrations of 500 -1000 PPM hydrogen sulphide acts as poison causing unconsciousness
and death by respiratory paralysis.

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Special Effects
Acute hazards are recognized at the elevated temperatures of use. Severe burs to the skin and eyes
can occur with contact. Eye and skin protection should be used when there is a splash potential.
Hot fumes provide discomfort and irritation upon breathing.
Caution: H2S - Since sulphur components in hot asphalt may form hydrogen sulphide gas,
precautions should be taken.
Fire Extinguishing Media
Suitable : CO
2
and Dry Chemical
Not Suitable : Water or foam may cause frothing
Special Fire Fighting Procedure
Wear self contained breathing apparatus when I confined area. Avoid inhalation of fumes. Water or
foam may cause frothing
Accident Release Measures
Goggles or face shield, rubber boots and rubber gloves, avoid direct skin contact. Discard
contaminated clothing, including shoes and skin. Wash thoroughly with soap and water after
handling. All safety gear must be resistant to chemicals and hot asphalt.
24.6 TRAINING OF SHIP STAFF
The training of ship staff should consist of the following:
General layout of the vessel, inclined towards cargo and ballast system
Construction of cargo tanks to understand the following
o The interface of the cargo tanks with ballast tanks and or other tanks. (E.g.
double bottom tanks, void spaces etc). Understanding the boundarys of
the cargo tank so as to have an understanding on the effects of it pertaining
to maintaining or raising the cargo temperature
o The construction or location of the loading line inside the cargo tank
o The heating arrangements, with special emphasis on the location/extent of
heating coils inside the tank
o The construction of the cargo tank bottom, with special emphasis on the
construction of the bottom C/L girder or web frame, which could influence
the flow of the cargo.(e.g. Location of the fissures on the bottom frame)
o The construction/location of the discharging line/bell mouth inside the cargo
tank
The pumping limitations of the vessel. (e.g. operation of Submerged or
conventional centrifugal pump)

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Understanding the contingency arrangements pertaining to loading or unloading
of the cargo
Understanding the limitations, operation of the thermal heating arrangements on
board the vessel
Understanding or being aware of the various unloading scenarios pertaining to
bitumen, which would influence a different or special pumping arrangement.
(e.g. unloading in trucks, in containers etc)
Understanding the Air-blow system on board the vessel
Safety hazards with relation to the carriage of Asphalt. (Carriage temp. around
150-180 Deg C.)
Special care while operating valves associating with the cargo system,
especially prior to loading operation
Importance of preheating the entire cargo system prior to loading the cargo
Documentation and Filing
TSM Form 013 Pre-Loading Checklist
TSM Form 023 Tank Inspection Report
o File No. 15.1
TSM Form 021 Cargo Heating Record
o File No. 15.1
TSM Form 018 Statement of Pumping Performance
o File No. 15.1
TSM Form 019 Statement of Pumping Record
o File No. 15.1
TSM Form 022 Cargo Calculation / Ullage Report
o File No. 15.2
TSM Form 020 Tank Washing Record
o File No. 15.1
Distribution
Thome Office
Charterer
References
ISGOTT 5
th
Edition
MARPOL
IBC CODE
Bitumen Safety Code (Institute of Petroleum)

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THOME
Operations Manual
Deck
OMD Document
No. 025
25. ANCHORS AND ANCHORING
Purpose
To specify requirements for the safe and efficient mooring of vessels and maintenance of
ropes.
Application
All vessels
Responsibility
Master
Navigating Officers
Watch-keepers
25.1 READINESS OF ANCHORS
When vessel is approaching a port and after a competent seafarer has checked that the anchor
brakes are securely on, the lashings shall be removed, both spurling and hawse pipes cleared. The
anchor stopper bar to be kept engaged until such time that the vessel enters its maximum anchoring
depth based on the calculations as under section 25.11 and as laid down in section 7.4 of the OCIMF
publication Anchoring system and procedures for Large Tankers.
Same shall be recorded in the Deck Log Book.
All deck Officers must fully understand the operation of the windlass and brake assembly, this is not
always obvious and may entail study of the manufacturers instruction manuals.
Before using the windlass, thoroughly check the braking systems with special attention to:
The remaining thickness of the brake lining
The amount of take up left on the brake operating spindle with the brake screwed hard up
The proper greasing of the brake linkage and the free movement of the various pivot points
All personnel involved in anchoring should be wearing the appropriate Personal Protective
equipment. These should also include enclosed type goggles. (Ref: Code of Safe Working Practices
for Merchant Seaman)
Master shall ensure that anchor handling is supervised by a licensed Deck Officer. In addition, the
bosun and one AB shall also be assigned to Anchor stations.
Prior anchoring a check should be made that no small crafts or other obstacle is under the bow.
Prior approaching anchorage position, Master shall ensure checks as per Anchoring Checklist is
carried out (OMD Checklist No. 009).
Prior anchoring, ensure the depth is below the Maximum anchoring depth of the vessel.

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25.3 ANCHORING GENERIC
Preferably approach selected anchorage and anchoring position against resultant of prevailing wind,
tide and current.
Reduce speed, in due time before let go, so that anchoring position is reached with vessel
maintaining steerage way stemming resultant.
Use engines as required to prevent undue cable tension.
Except in emergency situations, never let go anchors until vessel speed over ground is near zero.
After letting go, vessel should be properly manoeuvred in order to carefully pay out necessary length
of cable. Master shall be kept advised on amount of cable paid out, direction and degree of tension.
To ensure against anchor dragging sufficient length of cable shall be paid out, taking into
consideration prevailing and anticipated weather, tide, current and draught conditions. Minimum
amount of cable should be six times depth of water at anchor let go position. Master may use more
cable length whenever he considers it necessary to do so.
Secure cable on windlass brake. After anchoring lower guillotine bar into position over anchor cable.
The Officer of the watch shall take a number of bearings as soon as vessel has been brought up into
riding position. These should be identified on the chart for additional position fixing. Subsequent
check bearings should be taken frequently (e.g. at least once every hour) however the frequency of
taking observations may change when taking into consideration prevailing environmental conditions.
Anchor bearings/position shall be recorded in the Anchor Position Checks Record.
As far as possible Port and Starboard anchors shall be used alternatively. The record of anchor used
shall be recorded in the Deck Log Book
Anchor chains, shackles, and pins shall be inspected whenever anchors are being weighed.
25.4 ANCHORING SPECIFIC
Small and Medium Size Vessels
For anchoring small and medium size vessels (under 65,000 DWT) in shallow water (below 40
meters depth), the anchor should be walked out to the water, disengage the windlass clutch, holding
the anchor on the brake. When the vessel is in position and the vessel nearly stopped the anchor is
let go and the chain paid out, controlled by the brake. If required, the engines should be used to
take the weight off the chain. The position of the vessel should be recorded at the time of letting go
so that the position of the anchor can be ascertained.
For anchoring small and medium size vessels (under 65,000 DWT) in deep water above 40 meters,
the anchor should be walked out all the way controlled by the windlass and brake until the vessel is
brought up to the required number of shackles. The windlass should be disengaged and the anchor
and cable held on the brake and stopper bar. (The advantage is to avoid excessive strain on the
brakes and on the bitter end, less brake wear)
Large Vessels
For anchoring large vessels, DO not LET GO anchor and should be walked back with the windlass
under power/gear

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Under normal circumstances when the vessel is at the required position and stopped relative to the
ground, the anchor should be walked out to the bottom. Continue to walk out the anchor, controlled
by the windlass gear until the vessel is brought up to the required number of shackles.
Once anchored the stopper bar and brakes engaged prior disengaging the gear.
The position of the vessel should be recorded at the time of anchoring so that the position of the
anchor can be ascertained.
25.5 SECURING OF ANCHORS AND CABLES WHILST AT ANCHOR
When vessel is anchored, the following to be adhered to at all times.
Anchor should be secured by the stopper bar and pins once the anchor is brought up
Anchor not in use is housed and properly secured to prevent accidental release
The anchor windlass brake to be fully tightened and gear to be disengaged
Anchor to be marked using a flag for easy identification by the Bridge officer against dragging
of anchor
25.6 SECURING OF ANCHORS AND CABLES
Prior commencement of sea passage, each windlass shall be physically inspected by Chief Officer to
ensure:
The anchor is hove right home before securing to eliminate any free movement and
subsequent banging when underway
Stopper bar properly located and secured with pin
Secondary (additional) securing arrangement holds the anchor tightly against landing place
Is the stopper bar due to chain wear and tear and size deterioration does not sit then additional
lashings taken to compensate
Results shall be entered in the Deck Log Book.
25.7 ADVERSE WEATHER
When Underway
The Master is to ensure that additional securing arrangements are made in anticipation of adverse
weather. The securing arrangements should be checked every three days during prolonged periods
of heavy weather (this may mean altering course to allow safe access to the Forecastle).
At Anchor
If the Master or Officers are in any doubt as to the security / safety of the vessel, the engines must be
immediately brought to readiness. The Master should assess the situation and if thought necessary,
weigh anchor. This decision should not be left too late so that additional weight is put to bear on the
cable and windlass when heaving. The stress on the cable can be eased by using the engine or
using the rudder to attempt to reduce yawing, especially in a current.

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Frequent weather forecasts must be obtained and evaluated when the vessel is anchored.
Assessment should be made as to the direction of the wind is it a lee shore, what is the holding
ground like etc.
While at anchor, considerable dynamic stress on the anchor system may be induced due to yawing
of the ship under influence of wind and tide. This yawing can be moderated by lowering a second
anchor on to the sea bed and when 2nd anchor is being made ready the anchor and the shank to be
lowered inside the water to dampen the effect of anchor banging against the ship side due to rolling
Freezing Weather Precautions
Chief Engineer is responsible for ensuring that steam operated windlasses are protected against
consequences of freezing, when in operation. This can be accomplished by:
Ensuring that deck lines and steam chests are thoroughly drained, with drain valves left in open
position or
Windlasses are continuously operated at slow speed
Deck OOW is responsible for ensuring that program is carried out in accordance with Chief
Engineer's instructions
25.8 BITTER END HAMMERS
Designated and appropriate hammers should be provided to release the anchor bitter ends, these
hammers shall be conspicuously marked and placed on site for easy availability.
25.9 LOSS OF ANCHOR / CHAIN
If the vessel loses an anchor, the vessel is to immediately contact Thome Ship Management
emergency room, and local agent. The estimated position of the anchor should be verified and
passed as part of the original message.
It may be possible if time schedules permit for the anchor and chain to be recovered and reattached
to the vessel. In any case, the vessel should review and prepare all equipment to achieve this
outcome, ordering additional equipment as required.
25.10 EMERGENCY ANCHORING
Master to be fully aware of the emergency anchoring as laid down Section 10 of the OCIMF
publication Anchoring system and Procedures for Large tankers and sec 10.3 and follow the
procedures when anchoring in emergency.
Master also to refer to the depth and to also ensure vessel depth is below the Maximum anchoring
depth as mentioned under Section 25.11.
25.11 MAXIMUM ANCHORING DEPTH
The Maximum anchoring depth to be defined based on the procedures as laid down in section 7.4 of
the OCIMF publication Anchoring system and procedures for Large Tankers
The maximum anchoring depth defined to be posted on the Bridge.

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Weight of anchor (a) KGS = TONNES
Weight of chain (b) KGS = TONNES
Weight of each shackl e B / No of SHACKLES
= KGS
= TONNES
OCIMF Anchoring System & Procedure For Large Tankers Chapter 7.4
Continuous pulling power
Z Kgs
CONSTANT X (CHAIN DIA)
2

WHERE 4.75 IS FOR GRADE 3 CHAIN.
= KGS
= TONNES
Vessel windlass rated load is x t x 10 m / min
All calculations are based on vessels continuous pulling power of _______ tons
Cont pulling power Z = TONNES
Safety allowance 10% = (-) TONNES
= TONNES
Weight of anchor = (-) TONNES
Weight of 1 shackle of chain = TONNES
Maximum length of chain vessel s windlass can
heave up from forecastl e level
=
=
=

SHACKLES
MTRS
Freeboard forward in ball ast passage = (-) MTRS
Max depth for anchoring = MTRS
25.12 ADDITIONAL GUIDELINES TO MASTERS
In adverse weather and or machinery failure conditions, the availability of tug assistance
at short notice to be checked and confirmed with the agent in writing
Other anchoring vessels should be advised about any restricted ability of own vessel in
order for them to anchor well clear

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Keep port authorities closely advised of all restrictions on the vessel in order for them to
guide all other approaching / incoming traffic
In emergency situations similar to those described above, the second anchor should be
kept clear of the hawse and ready for immediate use
Never underestimate weather. Use of main engine to the best of its availability should be
considered as an option for easing weight on the anchor in order to reduce the possibility
of dragging the anchor
Experience Feedback
HSSEQ Circular 06-2006 - Incident Awareness Navigation
HSSEQ Circular 10-2006 - Incident Awareness - Anchor Loss
HSSEQ Circular 12-2006 - Incident Awareness Collision
HSSEQ Circular 05-2007 - Incident Awareness Collision
HSSEQ Circular 07-2006 Incident Awareness - Navigational
HSSEQ Circular 12-2007 - Anchoring in Heavy weather
HSSEQ Circular 08-2008 - Incident Awareness Main Engine Turbocharger Failure
HSSEQ Circular 17-2008 - Incident Awareness Anchoring and Deteriorating weather
conditions
Anchoring checklist
Deck log book
Anchor Usage Record
Anchor Position Checks Record
Distribution
o File originals
References
OCIMF Anchoring systems and procedures for Large Tankers
Code of Safe working Practices for Merchant Seaman - COSWP

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THOME
Operations Manual
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OMD Document
No. 026
26. CARGO HEATING
Purpose
To specify procedures and guidelines on Cargo Heating
Application
All vessels
Responsibility
Master
Navigating Officers
Watch-keepers
26.1 CARGO HEATING GUIDELINES
The type of crude oil cargo will determine cargo heating or heating program for the voyage.
Aromatic crude oils contain little or no wax. They can be permitted to cool during the voyage,
provided the vessels heating system is capable of raising the cargo temperature to the required
pumping temperature before discharge. Paraffinic crude oils must be maintained above a certain
critical temperature, i.e. the cloud point to avoid phase separation of the wax they contain.
Charterers normally state the heating requirement for the voyage and must be followed. The
operators must be contacted if in any doubt.
Excessive heating of cargo will:
Increase light end vapor losses
Reduce the solvency of the crude for crude oil washing
Accelerate the fall out of sediment and water otherwise suspended in the crude,
waste fuel
Increase the possibility of vapor lock problems with the cargo pumps during
discharge
During carriage of heated cargoes, cargo temperatures, measured at three points in each tank must
be daily taken and recorded.
26.2 PRACTICAL GUIDELINES ON CARGO HEATING
A standard ship heating system is normally designed to reach cargo temperatures, generally, as per
the following parameters:
Original design base Condition
o To heat up from 44
o
C to 66
o
C at 2
o
C air temperature and 5
o
C seawater
temperature
o Cargo crude oil temperature will be raised from 44
o
C to 66
o
C (150.8F) with
in about 4 days.

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Condition 1
o
C to 71
o
C at 2
o
o
C sea water
temperature
o All center tanks and No. 1 wing tanks cargo crude oil temperature will be
raised from 44
o
C to 71
o
C (160F) within about 5-6 days
o Other tanks cargo crude oil temperature will be raised from 44
o
C to 69
o
C
(156.2F) within about 5-6 days
Condition 2
o
C to 71
o
C at 7
o
o
C sea water
temperature
o All center tanks and No. 1 wing tanks cargo crude oil temperature will be
raised from 44
o
C to 71
o
C (160C) within about 4-5 days
o Other tanks cargo crude oil temperature will be raised from 44
o
C to 71
o
C
within about 6-7 days
From the above, it is clearly noted that a ships cargo heating system on a conventional crude tanker
is designed with quite a high degree of safety margin. In general, gradually raising the temperature
3-4F per day will be quite easy, even with only 60-70% of the heating coils on board working.
The most important aspect, which needs to be realized, is that with cargo heating, the steams latent
heat is necessary. There is no use or advantage gained if steam passes through the cargo tank and
goes back to the hot well as live steam. Therefore it is important that correct control of heating coil
returns and pressure to inlet systems is practiced.
The hot well system, where the condensed water returns from the coils, must be protected from any
unforeseen cargo return from the heating system. The duty engineer and motorman must take
regular spot checks in that vicinity because it very often has large volumes of oil coming into the
cascade tank suddenly. Any of this oily water entering the boiler can be disastrous. A very good
secondary precaution would be to cover the top of the hot well with a layer of sponge or oil-absorbent
matt and replace/squeeze at convenient intervals. This is a good back up for an emergency oil leak
into the hot well tank. Most vessels now are fitted with Turbidity Sensors or Sonic Interface
Detectors that raise an alarm condition if any contamination in condensate return is detected.
The correct function of heating coil traps is extremely crucial to the performance of the cargo heating
system. Many times this is the biggest problem and no one realizes it with everyone simply trying to
increase steam pressure etc. to achieve better results. Once again going back to basics, where it is
extremely crucial for steam to condense and latent heat to be given to the cargo.
With a full cargo, generally, it is very unlikely that steam will come back from heating coil returns
since almost all of it should condense prior to coming up. However, if your traps are blocked there is
no water return back and, obviously, no heat transfer or exchange.
On many old vessels, the heat coil traps are either broken or damaged from inside. Clogging of trap
filters with rust and fine debris is common. Therefore the best practice is to include the overhaul of
steam traps in Planned Maintenance System. However in an emergency the best solution is to either
bypass the same or simply remove the internal components. A drain on the outlet can be opened to
check if there is excessive steam going back to the hot well.

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26.3 PRECAUTIONS
One of the major and time consuming repairs conducted on board involves heating coils. Although it
is recognized that such fittings do deteriorate due age and reaction to aggressive cargoes, a majority
of these problems can be eliminated if following simple precautions are adhered to:
Heating coils blown through dry with compressed air in cold weather locations
with sub zero temperatures
Vacuum created in the coil is broken by keeping drains open on stopping cargo
heating
Cargo heating is always commenced through by opening the header inlet valve
slowly with low pressure in order to avoid water hammer
Pipe clips must all be tightly secured within the entire tank length
26.4 TESTING FOR TANK LEAKS
During dry docks it is best that the heating coils be tested to 1.5 of its working pressure.
The method recommended is by filling the coils with fresh water and using a hydraulic pump the
pressure is built up and inlet and outlet valves shut leaving the coil pressured.
The pre s s ure ga uge is the n obs e rve d to che ck for drop in line pressure and the second officer, third
officer, pumpman or cadet is then sent into the tanks for visual verification.
Othe rwis e a ll s hips a re ge a re d to pre s s ure te s t the i r heating coils minimum up to 7kg/cm
2
, utilizing
the compressed air system on board. A hydrostatic test is the most reliable and efficient check,
although even when conducted under pneumatic pressure it is fairly reliable. The test procedures for
both are almost the same. The only difference being that in case of hydrostatic testing the heating
coils are completely filled with water prior exerting the compressed air pressure.
If ove r a pe riod of 4 to 5 minutes the pressure drop is insignificant, then we can assume the coils
are tight. Alternatively if the pressure across the coils drops gradually or suddenly, then shut all the
individual coils and start checking individually.
Test procedure for heating coils should be as follows:
Connect test jig to preferably the inlet header of deck steam manifold
Shut main steam inlet valve to the respective header
Keep all inlet valves to individual coils open
Shut heating coil return outlet valve to main line
The complete heating coil loop is interconnected with the main line inlet or outlet
valves being isolated
Increase compressed air pressure gradually till gauge indicates around 7 kg/cm
2

(as rated)
Open the heating coil drains and check all coils giving sufficient water or air
pressure, confirming no choking or blockage of pipelines
Stop deck air supply to header and monitor the pressure gauge. An insignificant
pressure drop over 3 to 5 minutes will confirm system is "tight"

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Alternatively if the pressure drops gradually or suddenly, shut all the individual
coils. Then open one by one each coil and identify the individual leaks
The best time and opportunity to pressure test heating coils is when tanks are
empty and gas free. By this way leaks can be easily spotted at location when
system is under test. However it is not necessary to wait for such rare
opportunities. In fact once leaks are ascertained, then only suspected tanks
may need washing and gas freeing for inspection and repairs
Caution during testing
If pressure drop prevails with all coils shut, there is a possibility that:
o Main steam inlet valve to header is leaking
o Some or all heating coil steam supply valves are not tight and subsequently
the main valve from header to return line is leaking
Remedy
It will be necessary to blank the main steam inlet and return valves respectively and then do the test.
Although this is best solution prior commencing any testing, it becomes very time consuming. Hence
it is best to leave it for headers with leaking valves.
It must be remembered that although pressure drop will indicate possibility of
leaks the exact location or extent of damage can only be estimated by visual
examination
Frequency of test
The testing of heating coils to be done during the routine cargo tank inspection as
per Thome and owners requirement
26.5 PRELIMINARY PRE-HEATING CHECKS
Prior to any cargo heating, it is very essential to know the following:
Domestic fresh water consumption
Distilled water consumption
With regard to distilled water consumption, daily loss from engine room service systems must be
figured out, i.e. with deck steam and cargo heating closed. This analysis is extremely important prior
to commencing any cargo heating, otherwise at a later stage, it is very difficult to know or determine
which side of the fence the problem lie.
In essence, many times people suspect water loss on deck or cargo tanks and the problem may be in
the economizer or water systems within machinery spaces. Therefore, it is generally a good idea to
do a 12-hour consumption check by having steam heating on deck closed. The best time to do this is
when doing repairs on the cargo heating system on deck, or prior to commencing the heating
operation.
The hot well system, where the coil return lines come back, must be protected from any unforeseen
crude oil return from the heating system. The duty engineer and motorman must take regular spot
checks in that vicinity because it very often has large volumes of oil coming into the cascade tank
suddenly. Any of this oily water entering the boiler can be disastrous.

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A very good secondary precaution would be to cover the top of the hot well with a layer of sponge or
oil-absorbent matt and replace/squeeze at convenient intervals. This is a good back up for an
emergency oil leak into the hot well tank.
Some vessels are fitted with "Turbidity Sensors" or "Sonic Interface Detectors" that raise an alarm
condition if any contamination in condensate return is detected. This is a necessary feature in
tankers these days.
The correct function of heating coil traps is extremely crucial to the performance of the cargo heating
system. Many times this is the biggest problem and no one realizes it with everyone simply trying to
increase steam pressure etc. to achieve better results.
Once again we go back to "school economics" where it is extremely crucial for steam to condense
and latent heat to be given to the cargo.
With a full cargo, generally, it is very unlikely that steam will come back from heating coil returns
since almost all of it should condense prior to coming up. However, if your traps are blocked there is
no water return back and, obviously, no heat transfer/exchange.
On many old vessels, the heat coil traps are either broken or damaged from inside. Filters get
clogged and rusted, therefore, the best solution in an emergency is to either bypass the same or
simply remove the internal components. A drain on the outlet can be opened to check if there is
excessive steam going back to the hot well tank.
26.6 GENERAL CARGO HEATING PROCEDURES
The main line is to be warmed up to avoid water hammer prior start of heating.
When commencing cargo heating for each steam header, it is very important that coils are opened
gradually and slowly. Generally, coils will have water inside and this causes excessive hammer. On
old ships, structural fatigue on welded seams is common, and water hammer can cause damage.
The inlet must be first opened, and return shut. Thereafter line pressurized and drain opened on
deck slowly to check condensate quality. Take precautions against oil Spillage on deck in case coil
has heavy ingress of contaminant.
The pressure of steam on the entire heating system is another critical aspect. If all coils and valves
are fully opened, the pressure in the aft tanks will be more and there may be nothing reaching
forward.
Typica lly, for e xample , with 5kg of s te am s upplie d, you ma y ha ve no more tha n 1kg steam pressure
reaching forward. To summarize, it is very important for the engineer to adjust the valves so that
pressure on the main line i.e. equally distributed from forward to aft. To achieve this, one of the best
methods is to install three independent pressure gauges on the steam manifold header in the center,
amidships and aft (last cargo tank).
Do not s imply re ly on the s team pressure on the indicator deck line in the engine room because,
depending on the location of the pressure gauge being before or aft the main deck steam valves, the
reading can be misleading. Check what is physically present on the main steam line on deck.
The recommended way for adjusting efficient cargo heating is to keep all steam inlet valves for the
tank open and regulate the deck line pressure by throttling the outlet of the tank return line valve on
the manifold. Generally, you will notice that the return line valves for forward tanks may need to be
100% open, mid ship tanks 70%, and aft tanks 40%.

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It is not wise to adjust each coil individually but rather the tank common return valve be throttled.
Thereafter, depending on each cargo tank temperature, you can shut off or increase the total number
of coils you need.
The re a s on for throttling the ta nk outle t va lve s , ra the r tha n inle t is be ca us e the e ntire coil will be a t a
higher pressure than the head of the oil within tank. This therefore will avoid a contamination by oil in
the condensate return. Throttling inlet steam drops the pressure and increases velocity within coil.
When this condenses it leads to internal pipeline pressure drop which may be lower than the head
pressure of cargo within the tank.
To achieve the desired temperatures, it may be necessary to reduce heating to center tanks so that
additional heat can be applied to wing tanks (single hull tankers).
The te mpe ra ture is to be brought up gra dua lly. He a ting is more e fficie nt a t a nchor tha n unde rwa y.
Records of past voyages are to be consulted.
It is re comme nde d tha t a re s pons ible office r is dele ga te d to s upe rvis e the ope ra tion of starting
cargo heating rather than leaving it to the pumpman who may not understand the basics.
Ke e p a log with da ily ca rgo te mpe ra ture s a nd s te a m pre s s ure on forwa rd, mid a nd a ft headers.
Also, log the percent each return manifold is open so that on a daily basis you can decide on how to
change their positions. Normally, you achieve a good balance within 3-4 days of trial and error.
Thereafter, rarely will you need to adjust the position
26.7 SYMPTOMS OF COIL LEAKS
Leakage of heat coils in tanks generally reflect the following symptoms:
Oil traces coming into hot well tank
In ca s e s te a m pre s s ure is ve ry high, the n ins te a d of oil tra ce s the re will be
steam loss. This obviously means excessive consumption of fresh water. The
quickest way to identify this is to shut each header temporarily for 15-20 minutes
and reduce the steam pressure within the coils in the tank. If there is any coil
leakage, there will be oil seeping into the system and when you are
commencing re-heating, oil smears will come out in the drain. In this way, the
defective coil can be isolated
Heating Coil breakage on deck head will cause steam smear in the vapor space. This is easy to
identify by touching the deck area adjacent to the steam manifold or penetration joints.
You will immediately notice a much hotter steel environment. In addition, a further check for steam
emitting sound i.e. if the leak is large.
26.8 SHUT DOWN PROCEDURE AFTER CARGO HEATING
Heating is normally kept on until the cargo is at the level of the heating coils. Heating after that point
will cause excessive vapor and contribute little to a discharge operation.
As the ta nk le ve l fa lls ve ry low a nd the coil ge ts tota lly e xpos e d, s te a m in the he a ting coils mus t be
gradually reduced. Otherwise, you could have damage at bends, etc.
Whe n ca rgo heating coils are shut down completely, the drain must be opened in order to break the
vacuum. For guidance, once the pipeline steam within the heating coil system condenses it causes a
lot of pressure on the exterior wall and, especially on older ships, you tend to get collapse fatigue.

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You might not notice this at this juncture, but will realize the problem when you carry the next heated
cargo.
In e xtre me ly cold we a the r clima te s , e ns ure tha t coils a re imme dia te ly blown out with a ir in orde r to
avoid freezing damage. At the first opportunity, the blanks must be swung to avoid any steam
entering the coil system. Many ships have faced severe damage simply because they forgot to
adhere to this elementary precaution.
Nil
Distribution
o File originals
References
Nil

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THOME
Operations Manual
Deck
OMD Document
No. 027
27. CRUDE OIL WASHING SYSTEM
Purpose
To specify standard requirements for crude oil washing
Application
All vessels
Responsibility
Master
Chief Operating Officer (Tanker)
Superintendent
Fleet Group Manager
Marine Manager
HSSEQ Manager
27.1 GENERAL
Crude oil tankers may use crude oil from the cargo as a washing medium.
Under normal operating circumstances, for the vessels on the Crude Oil Trade and equipped with the
Crude Oil Washing Systems approved by the Flag State Administration, C.O.W. is the primary and
the most efficient method of tank cleaning.
This operation, subject to Charterers permission may take place in port or at sea between discharge
ports. It is most commonly carried out while the tanker is discharging cargo and permits the removal
of sediments that have settled from the cargo. These sediments are then discharged with the cargo.
This results in:
Increased out turn of cargo.
Less oil is retained on board, thus less oil is available to cause pollution.
Increased tonnage for the next cargo (more freight earned).
Reduction in corrosion due to less water washing of the tanks.
Reductions in the time and cost of routine tank cleaning and tank cleaning for dry
dock.
Limitation of pollution threat when using Crude Oil Washed cargo tanks for the
loading of ballast.
Reducing workload of de-sludging before drydock / repair periods.
Reducing damage to pumps and valve seats caused by deposits, and sediment in
system.
Any vessel equipped with an approved C.O.W. system is required to have on board an approved
Crude Oil Washing Operations and Equipment Manual. This manual must always be referred to

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prior to C.O.W. operations. The procedures and checklists contained in the vessels C.O.W.
Operations and Equipment Manual must be strictly adhered to.
It is absolutely essential that the inherited dangers of C.O.W. are recognized. C.O.W should be
suspended in the case of:
Failure of the inert gas system.
Oxygen content exceeds 8% by volume. or below or below terminal minimum
requirements.
Cargo tank pressure falls below atmospheric pressure. (min pressure in tanks -
100 mm WG)
Any water content not discharged prior to C.O.W.
Leakage from the C.O.W. system.
Cargo unsuitable for C.O.W.
When the safety of the operation cannot be maintained.
When it is required to carry out crude oil washing operations during discharge the Master must inform
the competent authority and the Terminal (or vessel when the ship-to-ship transfer is involved) at
least 24 hours in advance. Crude oil washing may only proceed when written permission has been
obtained.
27.2 PRIOR ARRIVAL
Advance Notice
See International Safety Guide for Oil Tankers & Terminals (ISGOTT) chapter 11.5.
The Pre-Arrival Checklist at Discharge Port contained in the Class Approved Operation and
Equipment Manual for the Crude Oil Washing System is to be completed. A copy of this checklist
must be filed in the Cargo Checklists file in the cargo control room.
The Crude Oil Washing Pl an
The Chief Officer must prepare a COW plan and permission to COW must be requested well in
advance of the vessel's arrival at the discharge port.
The COW plan must be incorporated in the Discharge Plan and Oil Transfer Instructions prepared
by the Chief Officer and each stage must be carefully arranged so that, as far as possible, COW
does not delay the discharge programme.
The COW Plan must take into account Charterers requirements and the requirements of the vessels
Class Approved Crude Oil Washing Manual.
Sufficient tanks will have to be washed to enable vessel to load heavy weather ballast in compliance
with Annex I of MARPOL.
Heavy weather ballast must never be loaded into a tank which has not been COW (except in
emergency situations).
At least one quarter of the cargo tanks should be crude oil washed for sludge control purposes on a
rotational basis although it is not necessary to wash a tank more than once in four months.
In case of multiple grades it will be necessary to start planning for COW at the loading port.

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A multiple grade load reduces flexibility for COW.
Loading and discharging plans must be planned in conjunction with COW plans.
Hull stresses, draft and trim may cause problems.
Adequate separation of grades must be achieved.
Cargo which is to be discharged first should be loaded in the slop tank(s) so that
the slop tanks can be used for a COW supply. If possible, when two grades are
carried, each slop tank should carry a different grade (provided cargo segregation
can be maintained)
When multiple grades are carried, COW should only be done using the same
grade of oil as that in the tank unless permission is obtained from Charterer. Care
will be required in order to avoid cargo contamination.
Control of tank atmosphere
The ship should arrive at the unloading port with all cargo tanks pressurised with good quality inert
gas.
A positive pressure of at least 100 mm water gauge should be maintained in the ullage space and the
oxygen content must not exceed 8 % by volume at all times. (Or lesser oxygen content % if required
by terminal)
If the pressure falls below the low pressure alarm level, it will be necessary to start the inert gas plant
to restore an adequate pressure on the system. In this case, particular attention should be paid to
obtaining an oxygen content of 5 % or less by volume on the inert gas supply before introducing the
gas in the cargo tanks.
Precautions against leakage from the washing device
The prevention of leakage during the COW process must be considered as being utmost important
and having a higher priority than the COW process itself. Although COW is vitally important to the
elimination of operational pollution by tankers, this objective will be cancelled if the COW process
itself causes leakage and pollution. That is the reason why, before arrival at the unloading port, the
tank washing system should be tested to normal working pressure and examined for leaks. Any leaks
found should be made good and the resultant oil cleaned up.
Additionally annual test is to be carried out at 1.25 times the working pressure of the COW line. Date
of testing is to be recorded.
Do this by opening a COW machine at one of the fwd tanks and expel any air by gradually
pressurizing the system using the stripping pump or a cargo pump.
Verify the accuracy of COW line pressure gauges - remember that there should be a gauge at both
ends of the line and a gauge amidships.
Tighten up any leaking flanges or replace gaskets as necessary.
Check that all blanks from COW line to tank cleaning heater are blanked and that any spool pieces
between COW line and heater are in place. Ensure that all portable washing machine connections
are blanked and capped were applicable.
In the same way all the machines which are to be used should be operated briefly to check for leaks
beyond the shut-off valve.
Carry out any maintenance on COW machine drive units which have been reported as defective.

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Ensure that gearing casings and turbines are filled with oil and the moving parts such as speed
controllers are regularly greased and moved.
27.3 AT BERTH
The system must be under continuous observation. For doing this the checklists for Before, During
and After COW operations, contained in the Class Approved Operation and Equipment Manual for
the Crude Oil Washing System are to be used.
Copies of these check lists must be filed in the Cargo Check-lists file in the cargo control room
(CCR).
During the COW process the involved officers and ratings must be alerted about to the possibility of
leakage. They have to notify the chief officer should any be noticed, regardless to its importance.
The COW must be stopped when any sign of leakage or fault in the tank wash system is discovered.
Equipment and fittings on the main deck that are not part of the COW system itself must also be
carefully watched as sources of leakage. Some of these can be butterworth plates, sounding tube
covers, tank tops, vapour line fittings, PV valves.
During COW, the AB on watch must keep a particular close watch upon the surrounding area of the
vessel. This is utmost important during night time. This surveillance will guard against leakage from
overboard valves, from side and bottom shell seepages, and from escapements through the scupper
plugs.
Use and control of inert gas
Starting of discharge
Pressure may be released for ullaging, sampling and water dips before discharge and at this stage
the oxygen level in tanks should be checked to ensure that it is below 8 per cent by volume. The
supply of inert gas must be commenced immediately before the commencement of cargo discharge
to avoid a vacuum in tanks. By this means a safe condition will be maintained throughout discharge.
Apart from this initial release of pressure the pressure in the cargo tanks should always be above
atmospheric pressure. Under no circumstances should air be allowed to enter any tank which is to be
crude oil washed.
Before COW
Before each tank is washed, the oxygen content should be checked with the portable oxygen
analyser to ensure that it does not exceed 8 per cent by volume.
During COW
The oxygen content and pressure of the inert gas being delivered during the washing process should
be continuously recorded.
In case of failure of the inert gas plant, the crude oil washing must be stopped.
Tanks to be washed
Rules
Before departure on a ballast voyage, sufficient tanks must have been crude oil washed to permit
compliance with the draught and trim requirements. If for any operational or maintenance reasons,

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there is the likelihood or intention to put ballast in any other tanks during the voyage then these tanks
must also be crude oil washed. Additionally, one quarter of the remaining tanks must be crude oil
washed for sludge control on a rotational basis. This additional quarter may include the exceptional
ballast tanks mentioned above but, in usually conditions, no tank need to be crude oil washed more
than once in every four months for this sludge control.
Adaptation to the circumstances
The indicated periods between two crude oil washings is depending of the nature of the loaded
cargoes. So several successive loading of light crude oil should allow to increase this period then in
case of heavy crude oils, it would be reduced.
Before dry docking, all the cargo tanks should be crude oil washed.
Slop tanks
In order to avoid accumulation of settled residues, the slop tanks and especially those which have
been used for load on top purposes should be washed at every discharging.
Tank washing procedures
For details on each vessel specific refer to the Crude Oil washing manual available on board.
Sequence of tank washing (non SBT tankers)
Priority should be given to COW of the departure ballast tanks. In such conditions, freeboard
problems while alongside, the top ballasting can be concurrent with discharge. The venting of tank
gases to atmosphere within port areas will also be avoided.
Multistage washing
In some cases, each tank should be washed on two stages, the side wash and the bottom wash in
order to improve the ship's performances. During bottom washing, the oil depth will be kept as low as
possible toward the end of the washing and well drained to achieve the best results. The trim during
this last phase should be not less than the required trim given in the COW Operational and
Equipment Manual.
Extent of washing
The programs of washing reported in the COW Operation and Equipment Manual will be adapted for
each discharge plan. In particular the number and angles of top and bottom passes, the pitch angle
and the speed of the guns, their cycle time and the time taken to wash each tank which have to be
estimated and mentioned.
Multi tank washing
Always in order to minimise ship delay, it is desirable to COW several tanks simultaneously provided
that:
All the guns on any tank are in use at one time
Pressure of the tank washing line does not fall below the minimum required as
specified in the COW Operation and Equipment Manual.
The number of guns operated simultaneously remain compatible with stripping
capacity, in particular when cargo eductors are used.

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Under no circumstances the stripping rate must be lower than 1.25 times of the total output of the
guns used simultaneously during bottom washing.
Suppl y of wash oil
The maximum allowable pressure is mentioned in the COW Operation and Equipment Manual.
High precautions have to be taken to establish the pressure in order to prevent hydraulic shocks and
over pressure. Two pressure-gauges fitted aft and forward the wash line will be used and checked for
this purpose.
As long as the back pressure of the discharge lines is high enough, the wash oil would be supplied
directly from the delivery of the discharge pumps, according to shore possibilities. This method allows
to keep the maximum discharging rate.
To retain the required pressure, it may be necessary to reduce the number of machines being used
or, when the ship's facilities allow this possible, by throttling in the discharge valve of the cargo pump
used to supply the wash oil.
Alternatively, when the back pressure is too low, it is necessary to dedicate one main pump to
supplying the wash oils and accept the reduction of the discharging rate.
The close cycle re-circulation via the slop tanks and eductors is not suited to routine crude oil
washing as it causes unnecessary delay. It also increases risk of passing sediment through the
machines and of using oil which has lost much of its solvent effect.
Discharge of tank washings
In order to maintain the performances as high as possible, recovered residues should be co-mingled
with the main cargo unloading. During multi-stage washing of the tank sides, this co-mingling occurs
automatically. During bottom washing, it could be preferable - consideration has to be taken about
ship's facilities - to use either the self priming system or the eductor stripping system.
When the self priming system is used, the washing oil and recovered residues are discharged directly
with the cargo and several tanks could be drained simultaneously by the same pump. Nevertheless
the efficiency of stripping could be affected by this method. Then a good care should be kept on the
oil levels in tanks being washed.
When eductors are used, the washing oil and recovered residues are collected into slop tanks and
caution must be taken to avoid any over filling before the slop tank is discharged to shore.
Crude Oil washing check lists
The check lists included in the crude oil washing manual are to be used.
Stripping and draining procedures
Stripping and draining of cargo are of utmost importance for charterer's and cargo receivers, as they
require to recover the whole cargo which have to be loaded.
Draining and stripping of tanks
Two systems could be suitable to drain the tanks:
The self priming "VAC STRIP" system:
As a tank or tanks approach draining levels, the system is manually set in
operation. Thereafter vacuum pumps automatically draw off excess of gases and
the pump discharge valve closes as flow decreases

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The closed cycle system using eductors:
This system is very efficient but occurs some delay. Attention should be paid to
the drive pressure which has not to fall below a minimum indicated in the COW
Operation and Equipment Manual. A good indication that a tank is empty is when
the vacuum show by the remote eductor section gauge in the cargo control room,
drops completely away.
When bottom crude oil washing of any tank nears completion, the tank washing
machines in that tank should be shut off. When all washing is completed, sufficient
time should be given to complete the draining.
Hand dipping must be carried out to achieve the best stripping and the vessel
should be trimmed by the stern sufficiently to enable the cargo to run aft to the
tank suction. The trim should be as much as possible with due regard to berth
security and tank stresses, but should not be less than the minimum required by
the COW Operation and Equipment Manual.
Draining of cargo pumps and lines
On completion of discharge, all top and bottom lines should be dropped back to either slop tank via
the direct loading drops and bottom pump room crossovers. The manifolds have to be vented to
permit the oil to drop back.
Draining COW lines
When COW is completed it is important that the COW lines and branch pipes are drained of oil in
order to:
Improve vessel out-turn figure
Reduce the danger of damage caused by thermal expansion of liquids in pipelines
Reduce the effects of corrosion on pipeline internals
Ensure that washing lines are clean for any subsequent water washing that may
take place on the ballast voyage
COW line draining is achieved as follows:
Using vessels stern trim, drain line to port and starboard slop tanks - break vacuum in line by opening
one forward COW machine.
Oil in branch lines can be drained to cargo tanks by opening the appropriate COW machine valve.
Pump room COW lines should be drained using the stripping pump as part of the final line draining
programme.
According to MARPOL requirements, when all lines are drained and cargo tanks dipped manually,
the stripping pump can be set to discharge the line draining collected in each slop tank, via the direct
stripping suctions, discharging through the special line to the manifold.
Ballasting of cargo tanks
Discharging of cargo has to be planed in order to discharge the cargo contained in the heavy weather
ballast tanks as early as possible. These tanks must be crude oil washed before ballasting. Good
care must be taken while bottom washing with frequent monitoring of soundings, to ensure that the
tank bottoms are well cleaned. Once the tanks are empty to the satisfaction of the chief officer, with

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the main suction and stripping valve controls lashed in the closed position together with all gun stop
valves on those tanks checked shut, then ballasting can be commenced as soon as required.
Prevention of hydrocarbon emission
During cargo discharge, there is no hydrocarbon emission to atmosphere, with vacant cargo space
being replaced by inert gas. Also, when ballasting cargo departure ballast tanks concurrently with the
discharge of other tanks, again there should be no hydrocarbon emission as the rate of supply of
inert gas is reduced automatically to maintain the round over pressure.
MSM Masterlist 002 List of TSM Forms, Filing and Distribution
E-mail Reports to Thome
o File No.1.1
AMOS Database
Distribution
Vessels
o File copy, either paper or electronic
o Documented AMOS Database Entry
Thome Singapore
o Original Forms
o Monthly Import of updated AMOS Database
References
CFR 33
Emergency Contingency Manual
MARPOL
OPA 90
SOPEP
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Operations Manual
Deck
OMD Document
No. 028
28. ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
(ECDIS)
Purpose
To specify requirements for ECDIS
Application
Thome Office
Responsibility
Master
Navigating Officers
Watchstanders
Limitations of Electronic Charts
Electronic Navigational Charts (ENCs) are vector electronic charts that conform to International
Hydrographic Organization specifications. They are compiled from a database of individual items
(objects) of digitised chart data which can be displayed as a seamless chart. When used in an
Electronic Chart Display and Information System ECDIS, the data is re-assembled to display either
the entire chart image or a user-selected combination of data. ENCs are intelligent in that systems
using them can be set up to give warning of impending danger in relation to the vessels position and
movement.
ENC Updates are issued for all Permanent Chart Updating Notices to Mariners and all chart-specific
temporary and preliminary Notices to Mariners. Mariners should be aware that it may not always be
possible to issue updates for temporary and preliminary Notices to Mariners that are not chart
specific. Mariners should consult the paper weekly Notices to Mariners booklet.
Because of the developing nature of ECDIS and because global coverage of ENCs is not yet
available, there are vastly varying degrees of experience of the practical, operational use of ECDIS.
Mariners should satisfy themselves that their ECDIS provides all the navigational functionality that
they will need and that they are familiar with the operation of this functionality.
Mariners should be aware of the significant changes in navigational practice required by the
introduction of ECDIS and of the need to manage these changes in a careful and prudent manner.
The limitations of electronic charts are as follow:
T & P notices not updated
Appearance and content of data may differ substantially from similar data in
paper chart form
No data from nautical publication imposed
Rely on accuracy of GPS

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Without selecting different scale charts, the look ahead capability may be
limited. This may lead to inconvenience when determining range or bearing of
distance objects
Approved ECDIS
Use of ECDIS as a stand-alone navigation system without paper charts requires two fully
independent, IMO type approved vector chart systems. Appropriate entries should be made in Cargo
Ship Safety Equipment Certificate Form E, Section 3, Details of navigation systems and equipment.
All navigation officers should undergo an appropriate training course.
Before a watchkeeping officer or master intends to use a compliant ECDIS as the primary means of
navigation they should complete a generic ECDIS Operators Course complying with IMO Model
Course 1.27 - The Operational Use of Electronic Chart Display and Information Systems (ECDIS) as
well as type specific training.
Whenever a single or non-approved ECDIS, ECD or INS is fitted, a caution notice should be posted
on the unit indicating that the unit may be used for reference only.
Use of ECDIS
ECDIS is capable of operating with both Raster Navigational Charts (RNC) and Electronic
Navigational Charts (ENC). However, when used in the Raster Chart Display System mode (RCDS),
the International Maritime Organisation (IMO) performance standards for ECDIS stipulate that the
system has to be used ?in conjunction with an appropriate portfolio of up-to date paper charts?.
A risk assessment should be undertaken prior to authorising the use of ECDIS in the RCDS mode for
primary navigation.
The risk assessment will depend upon a vessels physical dimensions,
hydrostatic characteristics and area of operation and must address risks to own
ship, other ships and environment resulting from ECDIS -related navigation
hazards.
The assessment should ensure all hazards have been identified and a system
to manage the risks associated with those hazards has been successfully
established onboard.
Vessels should be guided by the MCA Marine Guidance Note MGN 285 (M+F) Electronic Charts -
The Use of Risk Assessment Methodology When Operating ECDIS in the Raster Chart Display
System (RCDS) Mode
In addition, below are some generic examples when conducting risk assessment when using ECDIS.
Vessels are encouraged to use the same to make their own ship specific risk assessments when
using ECDIS. Sample risk assessments are also provided to the vessels for their additional guidance.
Accuracy of chart less than position fixing system
Failure to update charts correctly
Hardware failure
Important navigational information obscured
Input failure - course and speed
Input failure position
Lack of anticipation

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Loss of navigational data
Navigational info not readily available
Next RNC chart unavailable
Planned passage may cross danger areas
Power failure
Software failure
Vessel may enter designated areas
Vessel's position may shift
Virus infection
28.2 INTRODUCTION
The SOLAS Convention includes a requirement for all ships to carry to up-to-date nautical charts and
publications for the intended voyage. This carriage requirement may be satisfied fully or partly by
electronic means.
A navigational electronic chart system is a general term for all electronic equipment that is capable of
displaying a vessels position on a chart image on a screen.
There are two classes of navigational electronic chart systems.
The first is an Electronic Chart Display and Information System (ECDIS), which meets IMO/SOLAS
chart carriage requirements.
The second is an Electronic Chart System (ECS), which can be used to assist navigation, but does
not meet IMO/SOLAS chart carriage requirements.
Electronic Chart Display and Information System (ECDIS) means a navigation information system
which, with adequate back up arrangements, can be accepted as complying with the up-to-date chart
required by regulation V/19 & V/27 of the 1974 SOLAS Convention.
ECS is a navigation information system that electronically displays vessel position and relevant
nautical chart data and information from an ECS Database on a display screen, but does not meet all
the IMO requirements for ECDIS and is not intended to satisfy the SOLAS Chapter V requirements to
carry a navigational chart.
The requirements for charts and publications to be carried as required by SOLAS Chapter V can be
fulfilled by:
Carriage of official and up-to-date paper charts, or
Carriage of a type-approved ECDIS, using official and up-to-date Electronic
Navigational Charts (ENC) together with an appropriate back up arrangement.
After the amendment of SOLAS regulations 1 J uly 2002 it is allowed to replace the paper charts and
publications by electronic means if a suitable back up is provided.
IMO Performance Standards require that the overall system include both a primary ECDIS and an
adequate independent back up arrangement that provides:
Independent facilities enabling a safe take over of the ECDIS functions in order
to ensure that a system failure does not result in a critical situation; and

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A means to provide for safe navigation for the remaining part of the voyage in
case of ECDIS failure
Paper charts and publications continue to be the minimum requirement for back up purposes.
There are a number of possible options that could meet these requirements, including:
A second ECDIS connected to an independent power supply and a separate
GPS position input;
An appropriate up-to-date folio of official paper charts for the intended voyage;
An ECDIS operating in the RCDS mode of operation; and
A radar-based system known as Chart-Radar according to IMO Performance
Standards for Chart Radar.
Different Back up arrangements are acceptable by different national maritime administrations and
this should be verified with the Flag State of the vessel.
Digital Charts
There are two kinds of official digital charts commonly available; Electronic Navigational Charts
(ENC) and Raster Navigational Charts (RNC).
ENC stands for Electronic Navigational Chart. By IMO definition ENCs can only be produced by or
on the authority of a government authorized Hydrographic Office or other relevant government
institution.
Official ENCs are vector charts compiled from a database of individual geo-referenced objects from
Hydrographic Offices archives including existing paper charts.
When used in an ECDIS, the ENCs content can be displayed as a seamless pattern in user selected
scales presenting user selected chart items. Due to the limited physical size and the limited
resolution of computer monitors the chart image generated from ENCs does not fully imitate the
known appearance of the paper chart. This apparent disadvantage is compensated by the ENC
being a database: special ECDIS operational functions continuously retrieve the ENC content to give
warning of impending danger in relation to the vessels position and its movement.
RNC means Raster Navigational Chart. Official RNCs are digital raster copies of official paper
charts.
When displayed on an ECDIS screen they appear to be a facsimile of the paper chart however, they
contain significant metadata to ensure that they have certain minimum functionality; e.g. a means for
geo-referencing positions on the chart, automatic updating of the RNC from digital files (and the
ability to show the state of correction) and the display of the RNC in day or night colours as
appropriate.
As a digital copy of the original paper chart, a RNC has no intelligence and other than visually,
cannot be interrogated for e.g. automatic route checking or hazard warnings; however some of these
limitations can be minimised by manual user input to the ECDIS.
The IMO performance standards for ECDIS states that where official ENCs are not available, RNCs
may be used in ECDIS to meet carriage requirements. However, when the ECDIS is using RNCs it
should be used together with an appropriate folio of up to date paper charts.
The use of official ENCs in a tested, approved and certified ECDIS and with appropriate back up
arrangements, is the only paperless chart option for vessel navigation.

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ENC Visualization
An ENC contains an abstract description of geographic entities but does not contain any presentation
rules. All presentation rules to get the ENCs content displayed are contained in a separate ECDIS
software module - the Presentation Library.
Both the geo-referenced objects contained in the ENC and the appropriate symbolization contained
in the Presentation Library are linked to each other in the ECDIS only when called up for display. The
resulting image will differ depending on the selected sea area, the intended display scale and the
mariners pre-settings like ambient light conditions and other operational conditions.
The definition of the Presentation Library for ENCs is contained in Annex A of the IHO Special
Publication S-52, Appendix 2 Colours & Symbols Specifications for ECDIS (current edition
3.3/2004) and is mandatory for all ECDIS.
The strict separation between the Hydrographic information contained in the ENC, operational
information taken from navigation sensors and their situation related presentation by means of the
Presentation Library gives the flexibility to display the diversity of ECDIS information, e.g.: physical
chart information, (e.g. coastline, depth contours, buoys),
Physical chart information, (e.g. coastline, depth contours, buoys);
Traffic routeing; specified areas; cautions; etc.;
Supplementary Hydrographic Office information from light list, etc.;
Mariner's notes; additional local chart information; manufacturer's information;
Chart work such as planned route; electronic bearing lines and range rings etc.;
Own ship's position and course/speed vector;ship's heading and rate of
turn;past track;
Fix accuracy, or position check from secondary positioning system;
Possibly, ship handling options, based on ship's characteristics;
Alphanumeric navigation information (ship's latitude, longitude, heading, course,
etc.);
Information from radar and other sensors,
Information from AIS;
Navigational indications and alarms generated by ECDIS;
Possibly, telemetered information from shore authorities, (traffic, real-time tides
etc.);
Possibly, ice information;
Reminders, (e.g. time to contact pilot station); and
Possibly, a message from other displays (e.g. alarm on engine room display).
Because much experience is embodied in the paper chart, and to avoid confusion in the extended
period while paper charts and RNCs as compared to ENCs co-exist, the two presentations should be
similar wherever possible.
The ECDIS Presentation Library follows that of the paper chart to the widest extent possible.
However, studies and early experience indicated that good visual communication between the
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Consequently some alternative display methods are being introduced as options in the Presentation
Library, e.g.:
Displaying/removing various types of chart and non-chart information;
Selecting standard chart display or a thinned out display, and full or simplified
symbols;
Using cursor interrogation for further detail;
Overlaying/removing radar video or radar target information (in order to: confirm
ship's positioning; aid radar interpretation; show the entire navigation situation
on one screen);
Overlaying/removing various other sensor information, or information
telemetered from shore;
Changing the scale or orientation of the display;
Selecting true motion or relative motion;
Changing screen layout with windowed displays, text information in the margins,
etc.;
Possibility of pull-down menus and other operator interaction devices being
alongside the operational navigation display and so interacting with it;
Giving navigation and chart warnings such as "too close approach to safety
contour"; "about to enter prohibited area"; "overscale display"; "more detailed
(larger scale) data available" etc.;
Possibly, a diagrammatic representation of a computer evaluation of grounding
danger;
Possibly, a diagrammatic representation of the immediate vicinity of the ship to
aid in close quarters manoeuvring; and Other future developments. (Further
presentation requirements and techniques appropriate to ECDIS are likely to be
developed in future).
Probably no other display application is as demanding as that of ECDIS. Since colour is a prime
means of distinguishing features, the maximum range of colours should be available. However, the
colours selected must be such that they can be clearly discriminated by a mariner with no more than
adequate colour vision, and colour induction effects must be avoided (for example a small green
object on a saturated blue background will tend to appear yellow).
The ambient lighting on the bridge varies between the extremes of bright sunlight, which washes out
information on the display, and night, when the light emitted by the display has to be low enough that
it does not affect the mariners night vision.
The colour and symbol specifications of S-52 have been designed to meet these difficult
requirements rather than less demanding normal day conditions. Because the ECDIS display uses
emitted light, compared with reflected light for the paper chart, ECDIS must switch to a negative
image of the chart at night, using a dark background in place of the white background of the paper
chart, in order not to impair night vision.
Three predefined different colour schemes are therefore provided:
Day (white background)
Dusk (black background)

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Night (black background)
Official ENCs Nomenclature
Each official ENC is identified by an 8 character identifier e.g. FR 501050. The first two characters
indicate the producer e.g. FR for France, GB for Great Britain (a complete list of producer codes is
included in the IHO standard S-62). The third character (a number from 1 to 6) indicates the
navigational purpose band (as shown in the table above).The last 5 characters are alphanumeric
and provide a unique identifier.
Updating ENCs
In principle the generation and distribution of regular updates uses identical organizational structures
as for the production and distribution of ENCs described above.
Their frequency is usually synchronized with the chart corrections promulgated with national Notice to
Mariners for the affected sea areas.
Updates may reach the ship via different ways depending from the capabilities of the service provider
and the communication facilities onboard:
On data distribution media, e.g. CD;
As e-mail attachment via SATCOM; and
As broadcast message via SATCOM plus additional communication hardware.
Main characteri stics of official ENCs
Vector data in IHO S-57 format ;
Are referred to WGS 84 ;
Issued by Hydrographic Offices or on behalf of them ;
Flexible visualisation provided through the Presentation Library (S-52);
Unauthorised changes or illegal copying is avoided by use of the S-63
protection scheme;
SENC delivery is an alternative distribution method of ENC content in a
proprietary ECDIS manufacturer format; and
Regular updates are provided via data distribution media or wireless via
SATCOM.
Official Raster Navigational Charts (RNCs)
General principl es
Official RNCs are digital copies of paper charts conforming to IHO special publication S-61 Product
Specifications for Raster Navigational Chart (RNC) that are issued by, or on the authority of a
national Hydrographic Office.
When displayed on an ECDIS screen they appear to be a facsimile of the paper chart however, they
contain significant metadata to ensure that they have certain minimum functionality; e.g. a means for
geo-referencing positions on the chart, automatic updating of the RNC from digital files (and the
ability to show the state of correction) and the display of the RNC in day or night colours as
appropriate.

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As a digital copy of the original paper chart, a RNC has no intelligence and other than visually,
cannot be interrogated for e.g. automatic route checking or hazard warnings; however some of these
limitations can be minimized by manual user input to the ECDIS.
RNC data format and production
RNCs are normally produced by digitally scanning the stable color bases used in the multi-colour
printing process. Unlike ENCs there is not a single accepted format for RNCs.
The main formats are
BSB (used by USA, Canada, Cuba and Argentina), and
HCRF (used by UK, Australia and New Zealand)
RNCs are designed to be displayed at the same resolution as that which they
are provided. Excessive zooming in or out of the same image seriously
degrades the RNC image.
RCDS allows charts of appropriate scale to be displayed; when the user wants to zoom in then a
larger scale chart will be displayed and similarly on zooming out a smaller scale chart will be used;
Orientation of the RCDS display to other than north-up (e.g. course-up or route-
up), may affect the readability of chart text and symbols;
RNCs incorporate very similar colour palettes to the day/night colours used by
ENCs. It is mandatory for RCDS to have the capability to use different colour
palettes;
RNCs are treated as individual charts (not seamless like ENCs). However, it is
possible for ECDIS to automatically load adjoining chart based on the meta data
provided;
ARPA radar targets can be overlaid onto an RNC. It is also possible for a radar
video image to be scaled to fit the RNC. Scaling the RNC to fit the radar video
image is unsatisfactory as this is likely to result in a degraded chart image; and
RNCs include significant metadata to allow the ECDIS to make maximum use of
the image. For example chart notes and tide panels may be accessed directly
by the RCDS rather than the user having to scroll to the appropriate area of the
chart.
RNCs maintain the horizontal datum of the paper chart from which the RNC has been derived.
Mariners should understand, how the chart horizontal datum relates to the datum of the position
fixing system. In some instances, this may appear as a shift in position. (Any differences will be most
noticeable at grid intersections and during route monitoring). Where the difference between the local
horizontal datum and WGS 84 is known, an adjustment should be automatically applied by the
ECDIS.
RNC updating
Updates can be supplied as complete refreshed images or as patches (tiles or
areas) that the RCDS can superimpose on the original RNC. The latter method
is normally used as this minimises the amount of data to be provided;
Updates are provided in line with those made available for the equivalent paper
chart; and
Most RNC services currently rely on CD as the transfer media.

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Resume of main characteristics of official RNCs:
Digital copies of paper charts geographically referenced and including additional
meta-data to allow RCDS usage;
Familiar chart display;
Issued by Hydrographic Offices according to IHO S-61 Standard;
Most routine navigation tasks achievable on the paper chart can be
accomplished with the use of RNCs in RCDS; and
Updates are regularly supplied in line with the paper chart.
IMO has issued SN Circ.207 illustrating the functional differences between
ECDIS and RCDS modes, (see Annex IV).
Raster Chart Display System (RCDS)
ECDIS is capable of operating in:
The ECDIS mode when ENC data is used; and
The RCDS mode when ENC data is not available.
However, the RCDS mode does not have the full functionality of ECDIS, and can only be used
together with an appropriate portfolio of up-to-date charts.
The Mariners attention is therefore drawn to the following limitations of the RCDS mode:
Unlike ECDIS where there are no chart boundaries, RCDS is a chart-based
system similar to a portfolio of paper charts
Raster navigational chart (RNC) data, itself, will not trigger automatic alarms
(e.g. anti-grounding). However, some alarms can be generated by the RCDS
from user-inserted information. These can include:
o Clearing lines
o Ship safety contour lines
o Isolated dangers
o Danger areas
Horizontal datums and chart projections may differ between RNCs. Mariners should understand how
the chart horizontal datum relates to the datum of the position fixing system. In some instances, this
may appear as a shift in position. This difference may be most noticeable at grid intersections and
during route monitoring
Chart features cannot be simplified or removed to suit a particular navigational
circumstance or task at hand. This could affect the superimposition of radar/
ARPA
Without selecting different scale charts, the look-ahead capability may be
somewhat limited. This may lead to some inconvenience when determining
range and bearing or the identity of distant objects
Orientation of the RCDS display to other than chart-up, may affect the
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It may not be possible to interrogate RNC features to gain additional information
about charted objects
It is not possible to display a ships safety contour or safety depth and highlight
in on the display, unless these features are manually entered during route
planning
Depending on the source of the RNC, different colours may be used to show
similar chart information. There may also be differences in colours used during
day and night time
An RNC should be displayed at the scale of the paper chart. Excessive zooming
in or zooming out can seriously degrade RCDS capability, for example, by
degrading the legibility of the chart image
Vessels should be aware that in confined waters, the accuracy of the chart data
(i.e. paper charts, ENC or RNC data) may be less than that of the position-fixing
system in use. This may be the case when using differential GNSS. ECDIS
provides an indication in the ENC which allow a determination of the quality of
the data
A risk assessment should be undertaken prior to authorising the use of ECDIS in the RCDS mode for
primary navigation.
The risk assessment will depend upon a vessels physical dimensions,
hydrostatic characteristics and area of operation and must address risks to own
ship, other ships and environment resulting from ECDIS -related navigation
hazards
The assessment should ensure all hazards have been identified and a system
to manage the risks associated with those hazards has been successfully
established onboard
Vessels should be guided by the MCA Marine Guidance Note MGN 285 (M+F) Electronic Charts -
The Use of Risk Assessment Methodology When Operating ECDIS in the Raster Chart Display
System (RCDS) Mode when conducting the Risk Assessment.
Meeting Carriage Requirements with ECDIS
Only a type approved ECDIS operating with up to date official ENCs and with appropriate back up
may be used to replace all paper charts on a vessel.
Where official ENCs are not yet available, IMO regulations allow Flag States to authorize the use of
official raster charts (together with an appropriate folio of paper charts) see section below.
In all other cases the vessel must carry all paper charts necessary for its intended voyage.
In order to replace paper charts, such systems must fulfil considerable technical requirements:
The chart data in use must be official (i.e. official ENCs where available);
The graphic display on the screen must meet the equipment-independent
specification; and
The equipment must support the full range of navigational functions that can be
performed on the traditional paper charts.

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ECDIS Carri age Requirements Summary

Acceptance of ECDIS by Port State Control
Ships arriving at a port may be subject to port state control by local officials based on flag state
regulations and international agreements.
The port state control Officer (PSCO) will assess whether a ship is using electronic charts in
accordance with SOLAS requirements. Checks may include whether:
The ship has documentation indicating that the system complies with IMO
Performance Standards for ECDIS. In the absence of such documentation, the
PSCO should seek confirmation from the Flag State that the system does meet
the statutory requirements;
The system is being used for primary navigation. It should be established if
ECDIS is used in the ENC mode or RCDS mode or in both modes;
There are written procedures onboard the vessel for using ECDIS;
The master and watch-keeping Officers are able to produce appropriate
documentation that generic and type-specific ECDIS familiarization has been
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The charts used for the intended voyage are the latest official editions;
The charts in use are updated; and
There are approved back up arrangements available to ensure a safe transfer of
the ECDIS functions in the event of ECDIS failure and to provide safe navigation
for the remaining part of the voyage.
Masters should verify that that the above conditions are met, where applicable, and should contact
the Marine and HSSEQ Department for any clarifications or non compliance related to the same.
28.3 OPERATIONS
ECDIS charts provided on board are a combination of ENC, wherever available, and RASTER charts.
The inventory of ECDIS charts provided on board covers the vessels current trading area.
Should the vessel require an ECDIS chart in addition to that already supplied, a requisition must be
made and the office informed by email providing details of the chart and reason for the request.
At all times ECDIS charts must be maintained fully corrected, using the latest Notices to Mariners .On
ships fitted with ECDIS where correction data is received electronically through Electronic chart
correction systems, this must be used for updating the ECDIS whenever a new correction is received.
Charts can be corrected by weekly updates received via email or by update CDs received at regular
intervals. The procedure for updating will vary with the manufacturer and the provider of the
Electronic Charts.
Prior using ECDIS for appraisal and passage planning, the following checks should be carried out:
The vessels controlling operational parameters (maximum draft, air draft,
turning data, minimum under keel clearance required, ?look ahead? distance
etc.) should be entered;
The GPS position system input should be set to WGS 84 datum
The alarm functions of the ECDIS should be fully operational; they will alert the
operator to any dangers exposed in good time during the voyage
The electronic chart coverage for the voyage must be adequate
The electronic charts must be fully corrected for the intended voyage
During passage planning, marking and highlighting of electronic charts should be carried out in a
similar way to paper charts. Such marking should identify radar conspicuous targets, no-go areas,
parallel index lines, transit marks, clearing bearings, etc
It is prudent for a simulated passage to be run prior to the vessels departure to
ensure that the route does not enter any alarm preset danger areas that may
have been overlooked;
Estimated positions should be marked on the chart for each watch, in advance.
Frequent checks should be made of the ECDIS position fixing system (normally
GPS) by the use of other means. Such checks should include:
o Parallel indexing and use of clearing bearings;
o Use of radar to check the accuracy of the charted position; and
o Visual cross bearings

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o Data input from the gyro compass, speed log, echo sounder and other
electronic equipment to the ECDIS should be periodically monitored to
ensure accuracy
o Full functionality of ECDIS cannot be achieved when operating in the Raster
Chart Display (RCDS) mode. Therefore the system should be operated in
ECDIS mode unless only raster data is available for the sea area
o Extreme caution should be exercised whenever information layers are
removed or information level is reduced from an ENC and must be reviewed
by the Master. All members of the Bridge Team must be advised whenever
such changes are carried out.
ECDIS : Passage pl ans for the voyage
Checks are to be made to verify that the proposed courses as laid down on the paper charts are
transferred accurately to the ECDIS ensuring both systems indicate identical tracks. Where
information, such as vessels position is obtained from ECDIS, this must be cross- reference with and
alternative and reliable source.
Users must be aware of the potential errors and limitations of the positions provided based on the
different horizontal datum in use, specifically those in use in producing the ENC Vector chart, the
paper chart equivalent and WGS84 from satellite derived positions.
Safe operating parameters, cross track error limits, warnings and alarms etc., are to be configured as
per the Masters specific instructions. Verification of these settings are to be included in the normal
hand-over procedures of a navigational watch. Care should be exercised when considering which
information may be deselected and eliminated from the display.
Electronic updating / correcting of ECDIS charts are to be conducted with care and records
maintained in a similar manner to the procedures in use for paper charts.
Masters ensure that officers are conversant with the limitations and potential dangers of over reliance
on ECDIS and are familiar with the general operation of this equipment before its use. This may be
achieved by referencing operational manuals and self-tutorials installed in the equipment.
Consideration should be given at changes of personnel to ensure that the operation of the ECDIS is
demonstrated to newly joined officers to enable continuity.
ECDIS - Voyage Planning
Voyage Planning is different on an ECDIS compared to a paper chart. There are a number of
available features, such as safety contours, alarms, click-and-drop facilities for waypoints and
markers, etc.
While it is still possible to make errors in Voyage Plans (VPs) they are likely to be different in type
from the errors most frequently observed on paper charts. Consideration should be given to
developing a best practice for ECDIS VPs.
Issues such as which chart types are available in the ECDIS for the segments of the voyage should
be considered. The process analysis should also cover the situations where vessels are operating
ECDIS in addition to traditional paper charts, where VPs are drawn on paper charts as well as
programmed on the ECDIS.
The VP format should be considered. The existing formats in use may not have been drawn up with
ECDIS in mind, and a VP format produced by the ECDIS may not fulfil the needs of the company.

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Voyage Pl anning Considerations
In preparation for voyage planning, a wide array of information must be reviewed and considered.
The following is a list of some items the officer in charge of voyage planning might consult:
Appropriately-scaled charts, navigational publications such as notices to
mariners, and nautical publications
Waterway characteristics, navigational obstructions, bar crossings and water
depths
Institutional knowledge of areas to be transited from previous voyages (may be
taken from previous voyage plans developed by fleet vessels),
Characteristics, condition (including engineering conditions), and operational
limitations of the vessel
Applicable local regulations, including Vessel Traffic Services (VTS), tug escort
or assist services, and pilotage requirements, etc.
Predicted weather, current, tidal, wind, swell, and visibility conditions along the
route
Vessel traffic patterns and areas of expected high traffic density
Internal and external communication procedures and requirements
Vessel operations which require additional searoom, such as ballast exchange
or pilot embarkation, anticipated watch conditions, and Companys regulations
such as ships routing schemes and reporting systems
Voyage Pl anning El ements
A comprehensive voyage plan will include details marked on the appropriate charts (paper or
electronic) as well as voyage planning forms(TSM 001) provided by TSM under their Safety
Management Manuals and consistent throughout the companys fleet. The voyage plan should
include all details as specified below and HSSEQ /Operation Manual/OPS Document No2.
Planned track with true course and distance of each leg, plotted out on
appropriately-scaled charts (if an electronic charting system is used, the
appropriate waypoints should be entered in the system and checked by another
individual)
Safe speed for each leg of the passage, taking into account navigational
hazards, manoeuvring characteristics, and draft in relation to water depth
including squat and heel effect when turning, as applicable
Estimated times of arrival at critical points in the plan, wheel over positions, as
applicable
Turn radius for each alteration, as applicable
Areas to be avoided where the vessel is restricted either by local regulations
(i.e., marine sanctuaries) or restricted due to water depth or local dangers
Areas covered by local regulations such as VTS, tug escort or assist services,
and pilotage requirements
Areas with high traffic density and/or ferry crossings

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Areas considered to be pilotage waters where the Master, an area license
holder, or a Pilot should be on the bridge
Areas where it is considered that the engine room should be at an increased
state of readiness
Navigational marks to use when navigating visually near a waypoint indicating
an alteration of course
Method and frequency of position fixing, including primary and secondary
alternatives
Contingency plans for emergencies including abort points for port, channel,
and/or berth approaches, and actions to take to place the vessel in deep water
or proceed to a port of refuge or safe anchorage
Safety contour in use
When using ECDIS for voyage planning, the navigation officer should establish a safety contour
around the vessel to fully use the automated function of ECDIS. The safety contour function of the
ECDIS allows the mariner to choose a depth contour (isobath) from the database to be emphasized
and associated with a variety of available alarms. If the ship crosses a safety contour or approaches
a prohibited or specially-defined area such as a traffic separation zone, ECDIS will automatically
indicate the error while the route is being planned and executed. Due to the complexity of the system,
navigation officers should receive training on the vessels specific ECDIS system with annual
refresher training.
Approval of Voyage Plans
Validating a VP made on an ECDIS is different from validating a paper chart based plan. The plan
may also have to deal with issues such as the planned settings of the equipment and the alarms. It
requires a different mindset to review a paper plan than it does to review a plan made on a computer.
It is comparable to the difference between reading a complex paper on a PC compared to reading
papers in hard copy.
Planning and validation of the route has therefore to consider issues such as which chart types are
available for the various segments of the voyage. The format of the voyage plan is likely to differ from
the traditional alphanumeric lists of waypoints used with paper charts and should include information
on the usability of connected electronic navigational devices such as GPS/GNSS and AIS and their
actual alarm settings.
It is essential to make use of the in-built automatic check functions provided by ECDIS when
validating and approving the voyage plan. Consideration also needs to be given to ensuring that a
backup to the voyage plan on the ECDIS is available in case of equipment failure of the ECDIS itself
or the connected sensors.
Communication between the Officers/Bridge Team
Voyage Plan presentation or communication to other Officers must also be considered. Once a VP
has been prepared and approved it should be communicated to the other Officers. The
communication of the VP will in many ways be similar to the approval. However, it is an issue, which
requires separate attention to ensure that all bridge Officers are properly prepared for the intended
voyage. This should include information on equipment status and backup procedures.
Communication of the VP could cover the presentation to the bridge Officers at the beginning of the
voyage as well as the Officers review of the part of the voyage likely to be sailed during a watch.

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Sharing of Voyage Plans
VPs may be stored and shared between several users or ships. It is possible for an Officer with a few
keystrokes to print and present a complete and comprehensive VP possibly made for a vessel with
different characteristics.
VPs can be sent ashore for approval or for the creation of a VP database. Although the sharing of
VPs may be economically attractive, there may be legal and other considerations
Other Procedural and Organisational Considerations
Voyage execution
The voyage execution impacts on various bridge procedures, and the consequence of the new
procedures introduced with the ECDIS should be analyzed and appreciated. It concerns e.g. issues
such as the changing of the watch and the settings of the equipment and additional systems and
sensors.
At the beginning of the voyage, as well as at any change of watch, the officers should review the
voyage plan and agree the selected pre-settings of functions, alarms and indicators to be used on the
ECDIS
When both paper charts and ECDIS in use
Where vessels carry an ECDIS or ECS in addition to paper charts (standard navigational charts), in
those situations the role of the ECDIS and the charts should be considered. If the ECDIS is used for
real time navigation, the statutory requirements regarding monitoring of the progress of the voyage
and marking of positions should be considered:
Are positions marked in paper charts solely for record keeping purposes?
What steps are taken to ensure that intended tracks marked on the paper charts
correspond with the ECDIS information?
Have the bridge procedures set in place by the shipping company been adapted
for the use of ECDIS and are all persons concerned with the navigation familiar
with these adaptations?
Are all persons concerned with the navigation of the vessel using the same
equipment according to the bridge procedures?
Until all the world is covered by ENCs, it is most likely that most vessels to some degree will have to
operate a dual or triple system with paper (SNC, Standard Navigational Charts), raster(RNC,
Raster Navigational Charts) and vector (ENC, Electronic Navigational Charts) charts.
Change of watch
It should be possible for the Officer taking over the watch to look through the intended track on an
ECDIS in preparation to take over the watch at the same time as the equipment is in use for
manoeuvring in confined water or in dense traffic conditions.
Considerations should include:
The degree of details regarding the settings of the equipment to be covered in
handing over the watch
The amount of time to be allocated to the change of watch

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The considerable number of possible settings on an ECDIS which often requires
that a range of sub-menus are called up
Whether the verification of settings above impacts on the availability of the
system for navigation purposes
Standard ECDIS Settings
Consideration should be given to which ECDIS settings shall be dictated by the bridge procedures,
and which settings should be left to the Officer to decide upon. For most settings the degree of
freedom and the level of authority should be considered, for instance in relation to the following
items:
statutory requirements
corporate procedures and guidelines
Masters standing orders
VP recommendations
Officer of the Watch preferences
day or night
Position Fixing
The Master is responsible to establish effective safe navigation procedures on board vessels under
his command and that all available means of position fixing methods for various stages of voyage
have been defined including primary and secondary alternatives.
Various phases of passage plan should be evaluated in regards to the available means of position
fixing methods and radar conspicuous objects should be highlighted on the charts and navigational
officers should use at least two means to ascertain the position whenever and wherever possible.
Visual cross bearings should be taken wherever possible.
Duty Officers should be aware that it is potentially navigationally unsafe to place absolute reliance on
any one electronic navigational tool.
Voyage plans must contain necessary instruction in regards to position fixing methods which must be
fully observed and followed.
Additionally, the Master should carry out random checks against the approved and agreed voyage
plan to ensure compliance.
T&P Corrections on ECDIS
Not all Government Hydrographic Offices (GHO) issue T&P NMs for their ENCs. Where this is the
case, relevant GHO paper Notices to Mariner Bulletin or Websites (if available) should be
consulted.reference NP100 The Mariners Handbook Ninth Edition 2009, Chapter 2.94, par. 5.
Chapter 2.87 to 2.105, focuses on ENCs.
The Mariners Handbook states that the two systems (ENC & Paper charts) should not be compared
as to most of the time the ENC system will lag and be a little bit left behind in terms of updating. This
does not necessarily mean that the T&P correction will not appear in the next few updates, however if
they are contained in the updates, they will automatically install on the ENC.
T&P corrections will be automatically installed provided that the system is sequentially updated by
the base CDs, weekly CDs and website downloads.

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Not all ECDIS system are fitted with a date start and date end or period start, period end feature.
Since T&Ps are corrections with expiry dates, some of these corrections when applied will not be
cancelled by themselves; hence another remark, in exchange of the actual plotting of the T&Ps, the
Cautionary areas or Grey areas in the ENCs contains text of the actual T&P promulgated for the
paper charts.
The sequence of installing corrections is also one of the reasons why T&Ps may not be applied even
if they are contained in the updates. Base Cds, weekly CDs and internet updates are all necessary
to be in sequence and of the latest issue to have an updated system, if the updating is out of
sequence, the subsequent updates will not be loaded or will create an error in the system.
28.4 ECIDS MANDATION
Fitting of ECDIS will become mandatory in a rolling timetable that begins in J uly 2012. The
Legislation will be phased by vessel type and size to eventually apply to almost all large merchant
vessels and passenger ships.
The following diagram determine which of our fleet vessels will be affected and when.

The timetable for new builds is based on the date the vessels keel is laid.
Existing vessels are required to fit ECDIS in advance of the first survey after the implementation date.
There are no requirements for existing cargo vessels of less than 10,000 gross tons. Flag States may
exempt vessels that will be taken permanently out of service within two years of the implementation
date.
28.5 IMPLEMENTATION STRATEGY
Thome Ship management has developed implementation strategy to successfully fit ECDIS across
the fleet and operate them in a safe and efficient manner
The implementation strategy takes into consideration the following interrelated elements

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1. The purchase and installation of ECDIS equipment
We are liaising with the owners in regards to the purchase and installation of ECDIS equipment
across the fleet, suggesting them the best equipment for meeting the operational and training
requirements. Factors being taken into account are
New builds
Existing ships
Training
There is large range of ECDIS equipment available, from those that are part of an integrated bridge
system, through to small standalone units that could be more appropriate for retrofit to vessels that
have limited bridge space.
The IMO standards require that vessels must carry a backup to ECDIS that can take over the chart-
based navigation functions in event of system failure. The fitting of a second ECDIS or the carriage of
paper charts are widely accepted as back-up that will meet requirements. Depending on the Flag
State, other solutions such as the carriage of a Chart Radar or other type-approved electronic back-
up may be accepted.
Dual or Single ECDIS
Dual reduce the requirement for paper charts
Single carry and maintain existing paper charts
Thome, along with the owners will need to decide whether to fit vessels with single or dual ECDIS
systems. Fitting a dual system will allow a significant reduction in the paper charts carried (in some
cases down to zero). If using paper charts as a back-up to a single ECDIS you are likely to require
the carriage of a full (or only slightly reduced) folio.
Taking all the factors into account, Thomes aim is to have the most suitable ECDIS equipment
available to suit the purpose
2. Amendment of Bri dge procedures
We are also in the process of further amendment of the Bridge procedures in order to include the
ECDIS as navigational equipment. Ship / type specific guidelines are required to be developed in
order to guide the Navigating Officers in regards to the operational capability and requirements of the
equipment
3. Selection of a chart service
Obtain official charts
Ensure charts are official and compliant
Keep them up to date with the latest Notices to Mariners (NMs)
Only official Electronic Navigation Charts (ENCs) from an authorised supplier meet SOLAS carriage
requirements for charts in ECDIS. These must be kept fully up to date for the latest Notices to
Mariners (NMs).
Thome would have to confirm a chart service that is compliant with the new regulations, provides the
best coverage for the Vessels areas of operation, provides flexibility both in terms of the charts we
buy and their licence periods and includes a regular update service. The chart supplier should also

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provide official raster navigational charts, such as ARCS, for areas where ENCs are not available.
This will enable the vessels to always navigate with official data.
4. Training
(This topic is covered under a separate paragraph)
5. Flag State Approval
Pull together the paperwork
Obtain Letter of Equivalency from the Flag State
Ensure the ECDIS Type-Approval Certificate is accepted
Talk to the Class Society, Insurance and P&I clubs in regards to any further
specific requirements
As well as having to satisfy the initial requirements of the Flag State when installing ECDIS, Port
State Control will be checking to ensure compliance with the new regulations. Inspections might
require physical demonstrations of competency by crew as well as evidence of inclusion of ECDIS
operational procedures in our safety management systems.
Get ready for inspection
Physical demonstrations
Crew competency
Onboard safety management systems
28.6 TRAINING WHERE AND HOW CAN ECDIS TRAINING BE ACHIEVED
Training is a key element in the successful and safe transition to electronic navigation.
Flag States normally, as a minimum, require that ships officers attend an approved generic ECDIS
operator training course based on the IMO standard model. In addition, the ISM Code requires that
ships officers have familiarization training for all safety equipment fitted onboard.
This requirement can be met through type specific training provided by the ECDIS manufacturer.
Unlike the paper chart, ECDIS is a highly sophisticated system which, besides the navigational
functions, includes components of a complex, computer-based information system. In total, the
system includes hardware, operating system, ECDIS software (kernel and user interface), sensor
input interfacing, electronic chart data, rules for presentation and display, status and parameters of
alarms and indications, etc.
All these items are accessed through an appropriate human-machine interface. As such, care must
be taken when navigating with ECDIS to avoid
False operation
Misinterpretation
Malfunction or, even worse,
Over-reliance on this highly-automated navigation system

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As with any type of shipboard navigation equipment, it can only be as good as those who use it and
what it is being used for. In the case of ECDIS and electronic charts, if the mariner is well trained
then the system provides the information flow that the mariner needs to make good decisions and
therefore contributes significantly to safe and efficient navigation. Stated another way, an electronic
chart system is another tool to enable mariners to perform their job better. However, just having some
knowledge about functions and operational controls is insufficient to maximize the benefits of
ECDIS; proper training is absolutely necessary.
Training objectives
The overall objective of ECDIS training is to enhance navigation safety. In rather general terms, this
includes
Safe operation of the ECDIS equipment
o Use of navigational functions of route planning and monitoring
o Proper action in case of any malfunction
Proper use of ECDIS-related information
o Selection, display, and interpretation of relevant information
o Ambiguities of data management (datum)
o Assessment of alarms and indications
Awareness of ECDIS-related limitations
o Errors of displayed data and their interpretation
o Real and potential limitations
o Over-reliance on ECDIS
Knowledge of legal aspects and responsibilities related to electronic charts
o Awareness of the status of ECDIS and ECS; of official and non-official data
o Limitations of RCDS mode
In order to achieve these objectives, the mariner must acquire a thorough knowledge and functional
understanding of the basic principles governing ENC data, its proper display in ECDIS and its use
with navigation sensors and their respective limits.
ECDIS training must have the necessary depth in theoretical aspects (ECDIS data and their
presentation) as well as dealing with its proper use (functions and limitations). It should cover all
safety-relevant aspects and go far beyond type-specific button pressing or basic operations. ECDIS
training should be both generic and type-specific.
Ideally, the training should cover the full extent of functions and procedures necessary to deal with a
wide range of possible navigational problems. It should cover thorough route planning and both
visual and automatic route monitoring in typical navigational situations and sea areas. To prepare a
user for practical operations, decision-making and alarm handling, real-time complex ECDIS
simulator exercises should be conducted.
The IMO Committee on Standards for Training and Watch-keeping (STW) approved a standardized
IMO Model Training Course on the Operational Use of ECDIS (Model Course 1.27). The primary
objective of the Model Course is to ensure proper use and operation of ECDIS in terms of a thorough
understanding and appreciation of its capabilities and limitations. The IMO Model Course contains
four main parts:

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Part A: Course framework
Part B: Course outline and time table
Part C: Detailed teaching syllabus
Part D: Instructor manual
Thomes requirement to meet the standards i s tabled below:
Ships Staff
The following specific guidelines are for the crewing department to ensure that existing officer
assigned to the vessel on ECDIS mode as primary means of Navigation or officer new to the
company joining these vessel or new to these vessel meet the below training standards.
These needs to be completed prior any employment on board Thome Managed vessels which is on
ECDIS mode as primary means of Navigation. If further clarification is required then Director,
Marine & HSSEQ, Marine Manager and/or Training Manager can be contacted.
The IMO Model course 1.27 (The Operational Use of the ECDIS) is the absolute
minimum for generic training. The timetable for the course is for 40 hours
training over a 5 Day period. Any existing deck officer joining a vessel with
ECDIS as primary means of Navigation should have attended the 40 hour
training.
A training mode on the actual equipment where by type specific familiarization is
completed prior joining such vessel. The training to be a minimum of 12 hours.
This training presently is being held at our Thome Zadar office where Raytheon
and SAM electronic ECDIS are fitted. The SAM ECDIS is also available in
Thome Singapore.
If for reason shore based familiarization training cannot be completed then the
following option to be considered prior the officer taking over the 1st watch:
o Self Familiarization of equipment with the aid of user manual and a
company generated and approved checklist identified within the Bridge
procedures.
o Instruction on the vessel by a suitable experienced and able bridge officer.
o Shore staff who have attended the operators course (as per below) to visit
the vessel and conduct on board type specific familiarization.
The following is compulsory for all New Deck Officers joining the company effective 1 J an 2011. This
is irrespective of which type of vessel they are joining.
The IMO Model course 1.27 (The Operational Use of the ECDIS) is the absolute
minimum for generic training. The timetable for the course is for 40 hours
training over a 5 Day period. Three day course as run by some training
establishment is not sufficient to really understand the functionality and the
limitation of the ECDIS.
Refresher training
IMO model generic course 1.27 (40 hours) once every 4 years This is applicable to all Deck officer
sailing on Thome Managed vessels.
Type specific familiarization completed once every 2 years for officer sailing on vessels with ECDIS
as primary means of Navigation.

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Shore Staff
Shore based management staff to attend the Generic IMO model course to assess the course to
ensure meets companys expectations.
Shore based management staff to attend the type specific familiarization in order to be able to
conduct shore based training for Deck officer prior joining the vessel or attend on board to conduct
this familiarization.
28.7 ECDIS IMO MODEL COURSE 1.27 AND TYPE SPECIFIC TRAINING
This is to introduce the Companys recognized ECDIS Familiarization training.
The TSM Form required to be completed as a part of company generated and approved checklist
identified within the Bridge procedures is TSM Form 065F
All Navigating Officers onboard Vessels fitted with an ECDIS ( whether the ECDIS is a primary/
secondary or just for reference) are required to complete the familiarization as per TSM 065F
VIQ 4.24
4.24 If the vessel is equipped with an Electronic Chart Display and Information Systems
(ECDIS) are the Master and deck watch keeping officers able to produce appropriate
documentation that generic and type-specific ECDIS familiarisation has been undertaken?
Notes: Each deck watch keeper must be in possession of an ECDIS certificate of training. Training
must have taken place at an establishment approved by the Flag Administration, address the
subjects set out in, and follow the same timetable contained in the IMO Model Course 1.27, The
operational use of Electronic Chart Display and Information Systems (ECDIS).
If the equipment on board is a different type (manufacture) to which the generic training was
undertaken, then evidence of familiarization of the actual equipment fitted on board should be
provided.
Record in other comments the nature of and duration of such familiarization.
All Masters on board vessel with ECDIS are required to complete this for all deck officers and send
same to Marine manager / Marine Supt in-charge. The completed checklist should be available to be
shown on board to the vetting inspector. If he still happens to give an observation then you must add
a comment as the requirement is that this can be either done ashore or on board.
28.8 LIMITATIONS OF ECDIS
The electronic chart should not be totally relied upon or lead the Watch Officer into a false sense on
safety and security. Over-confidence must not result from the fact that the ship[s position is
automatically shown on a chart. The Watch Officer must be always wary as to how the system is
actually performing in regard to accuracy and reliability. This requires an awareness of the
deficiencies and risks of the overall system and its components. It must be recognized that the quality
of the sum of the information is essentially dependent on the reliability of the each component of data
and technology. Similar to any system, an ECDIS is not infallible. It has the same shortcomings that
exist in any technical device.
The following factors should be considered, when using ECDIS
The limitations of ECDIS as a navigational tool

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Potential risk of improper functioning of the system
System limitations, including those of its sensors
Knowledge of principal types of ARPA/ ECDIS /AIS, their display
characteristics, performance standards and the dangers of over reliance on
ARPA/ ECDIS /AIS
Hydrographic data inaccuracy; limitations of vector and raster electronic charts
(ECDIS vs. RCDS and ENC vs. RNC)
Potential risk of human errors
Emphasis should be placed on the need to keep a proper look-out and to perform periodical
checking, especially of the ships position, by ECDIS -independent methods.
Knowledge of the limitations of the equipment and detection of misrepresentation of information is
essential for the safe use of ECDIS. The following factors should be taken into consideration when
using ECDIS:
Performance standards of the equipment
Radar data representation on an electronic chart, elimination of discrepancy
between the radar image and the electronic chart
Possible projection discrepancies between an electronic and paper charts
Possible scale discrepancies (overscaling and underscaling) in displaying an
electronic chart and its original scale
Effects of using different reference systems for positioning
Effects of using different horizontal and vertical datums
Effects of the motion of the ship in a seaway
ECDIS limitations in raster chart display mode
Potential errors in the display of:
o The own ship's position
o Radar data and ARPA information
o Different geodetic co-ordinate systems
Verification of the results of manual or automatic data correction:
o Comparison of chart data and radar picture
Checking the own ship's position by using the other independent position fixing
systems
o Over-reliance on the automated features of the integrated bridge system
False interpretation of the data and proper action taken to avoid errors of interpretation should be
taken into account and the implications of the following should be taken into account:
Ignoring overscale of the display
Uncritical acceptance of the own ship's position
Confusion of display mode

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Confusion of chart scale
Confusion of reference systems
Different modes of presentation
Different modes of vector stabilization
Differences between true north and gyro north (radar)
The same data reference system
Appropriate chart scale
Using the best-suited sensor to the given situation and circumstances
Entering the correct values of safety data
The own ship's safety contour
Safety depth (safe water)
Events
Proper use of all available data
Navigators must remember that ECDIS is only a tool that helps a mariner safely and effectively
navigate a ship. It is not the end-all be-all to ship navigation. One of the biggest risks with the use of
ECDIS is an over reliance in the information provided.

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In case of failure of the Master ECDIS, The following flow chart should be used.

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o File No. 21.2
Master's Standing Orders
Manoeuvring Characteristics Placard (Turning Circle)
ICS Pilot Card
o Discussed with Pilot
ICS Master/Pilot Check List
o File 21.2
Deck Logbook
o Entries as required
Distribution
o File originals
References
TSM Form 065F
MCA Marine Guidance Note MGN 285 (M+F) Electronic Charts The Use Of Risk
Assessment Methodology When Operating ECDIS In The Raster Chart Display System
(RCDS) Mode

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THOME
Operations Manual
Deck
OMD Document
No. 029
29. ICE NAVIGATION
Purpose
To bring attention some basic facts about seafaring in winter (subzero temperature) and
the measures to be taken to ensure the safety of the vessel and crew when the vessel
exposed to icing and the mechanical strain caused by ice.
Application
Thome Office
Responsibility
Master
Navigating Officers
Watchstanders
29.1 GENERAL
What is Sea Ice
Sea ice is simply frozen ocean water. It forms, grows, and melts in the ocean. In contrast, icebergs,
glaciers, ice sheets, and ice shelves all originate on land. Sea ice occurs in both the Arctic and
Antartic. In the Northern Hemisphere, it can currently exist as far south as Bohai Bay, China
(approximately 38 degrees north latitude), which is actually about 700 kilometres (435 miles) closer to
the Equator than it is to the North Pole. In the Southern Hemisphere, sea ice only develops around
Antartica, occur as far north as 55 degrees latitude. Sea ice grows during the winter months and
melts during the summer months, but some sea ice remains all year in certain regions. About 15
percent of the worlds oceans are covered by sea ice during part of the year.
Why is sea ice so important and why do scientists study it?
Sea ice occurs primarily in the Polar Regions, it influences our global climate. Sea ice has a bright
surface, so much of the sunlight that strikes it is reflected back into space. As a result, areas covered
by sea ice dont absorb much solar energy, so temperatures in the Polar Regions remain relatively
cool. If gradually warming temperatures melt sea ice over time, fewer bright surfaces are available to
reflect sunlight back into space, more solar energy is absorbed at the surface, and temperatures rise
further. This chain of events starts a cycle of warming and melting. This cycle is temporarily halted
when the dark days of the polar winter return, but it starts again in the following spring. Even a small
increase in temperature can lead to greater warming over time, making the Polar Regions the most
sensitive areas to climate change on Earth.
Sea ice also effects the movement of ocean waters. When sea ice forms, most of the salt is pushed
into the ocean water below the ice, although some salt may become trapped in small pockets
between ice crystals. Water below sea ice has a higher concentration of salt and is denser than
surrounding ocean water, and so it sinks. In this way, sea ice contributes to the oceans global
conveyor-belt circulation. Cold, dense, polar water sinks and moves along the ocean bottom toward
the equator, while warm water from mid-depth to the surface travels from the equator toward the

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poles. Changes in the amount of sea ice can disrupt normal ocean circulation, thereby leading to
changes in global climate.
Too much or too little sea ice can be a problem for wildlife and people who hunt and travel in Polar
Regions. In the Arctic, sea ice can be an obstacle to normal shipping routes through the Northern
Sea route and Northwest Passage.
What is the difference between sea ice and icebergs, glaciers, and lake ice?
The most basic difference is that sea ice forms from salty ocean water, whereas icebergs, glaciers,
and lake ice form from fresh water or snow.
Sea ice grows, forms, and melts strictly in the ocean.
Glaciers are considered land ice, and icebergs are chunks of ice that break off of glaciers and fall into
the ocean.
Lake ice is made from fresh water and freezes as a smooth layer, unlike sea ice, which develops into
various forms and shapes because of the constant turbulence of ocean water.
The process by which sea ice forms is also different from that of lake or river ice. Fresh water is
unlike most substances because it becomes less dense as it nears the freezing point.
This difference in density explains why ice cubes float in a glass of water. Very cold, low-density fresh
water stays at the surface of lakes and rivers, forming an ice layer on the top.
In contrast to fresh water, the salt in ocean water causes the density of the water to increase as it
nears the freezing point, and very cold ocean water tends to sink. As a result, sea ice forms slowly,
compared to freshwater ice, because salt water sinks away from the cold surface before it cools
enough to freeze.
Furthermore, other factors cause the formation of sea ice to be a slow process. The freezing
temperature of salt water is lower than fresh water; ocean temperatures must reach -1.8 degrees
Celsius (28.8 degrees Fahrenheit) to freeze.
Because oceans are so deep, it takes longer to reach the freezing point, and generally, the top 100 to
150 meters (300 to 450 feet) of water must be cooled to the freezing temperature for ice to form.
Can you drink melted sea ice?
New ice is usually very salty because it contains concentrated droplets called brine that are trapped
in pockets between the ice crystals, and so it would not make good drinking water. As ice ages, the
brine eventually drains through the ice, and by the time it becomes multiyear ice, nearly all of the
brine is gone. Most multiyear ice is fresh enough that someone could drink its melted water. In fact,
multiyear ice often supplies the fresh water needed for polar expeditions.
Sea ice is classified by stages of development that relate to thickness and age. Most scientists
describe sea ice only by its age, typically as first-year or multiyear. However, some experts who chart
the extent of ice for navigational purposes use specific terms to relate the thickness of ice to its age.
New ice is a technical term that refers to ice less than 10 centimetres (3.9 inches) thick. As the ice
thickens, it enters the young ice stage, defined as ice that is 10 to 30 centimetres (3.9 to 11.8 inches)
thick. Young ice is sometimes split into two subcategories, based on colour; grey ice (10 to 15
centimetres, or 3.9 to 5.9 inches thick) and grey-white ice (15 to 30 centimetres, or 5.9 to 11.8 inches
thick). First-year ice is thicker than 30 centimetres (11.8 inches), but has not survived a summer melt
season. Multiyear ice is ice that has survived a summer melt season and is much thicker than
younger ice, typically ranging from 2 to 4 meters (78.7 to 157.5 inches) thick.
Processes that effect the growth and melt of sea ice are referred to as thermodynamics.

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Due to the dynamic nature of the ocean, sea ice does not simply grow and melt in a single place.
Instead, sea ice is constantly moving and changing location.
Degree of Winter Difficulty:
Ice winters are classified as mild, normal, and severe. The main factor in assessing the total
degree of severity of an ice winter is the extension of sea ice.
Other conditions affecting shipping are taken into account including the duration of the ice period, the
navigability due to wind and current conditions, etc.
The degree of severity within limited areas may differ from the total degree of severity.
During an ice winter classified as mild, for instance, the ice conditions in the Gulf of Bothnia may
have been normal.
Ice Formation
Ice comes in many shapes and sizes. As it forms, a thin sheet of ice called grease ice appears on the
surface. It looks a bit like a grease slick. The ice thickens in areas to form small pancake shapes. As
the small pancakes come together they form larger pancakes, and so on. Ultimately what forms is a
network of large pancakes making up the pack ice. As the pack ice moves with the water pieces
often hit each other creating small mountains of ice from the impact, a buckling effect. Often you will
see in these buckled areas what is called blue ice. When ice forms from saltwater the salt seeps out
into the water below so that what is left is freshwater-ice. When the light filters through the buckled
areas the ice appears blue.
When large pieces of an ice shelf or a glacier break off into the sea icebergs are formed.
Two-thirds of the berg remain underwater. The biggest iceberg on record was 208 miles by 60 miles,
bigger than some small countries. Icebergs usually last several years before melting as they drift
northward.
Ice Movements
Sea ice does not simply grow and melt in one place. Sea ice is almost continually in motion, except in
coastal regions where ice grows out from, and stays attached to, the shore
(fast ice). The motion of ice results from a balance of forces defined by Newtons Second Law:
Force =mass * acceleration
The five principal forces acting on sea ice are described below, in order of their general importance.
1) Wind
2) Ocean Currents
3) Coriolis Force
4) Internal Ice Stress
5) Sea Surface Tilt
Wind is the primary force responsible for ice motion, particularly at the timescale of days or weeks.
The wind blowing on the top surface of the sea ice results in a drag force on the ice surface and
cause the ice to drift. The amount of the force depends on the speed of the wind and the
characteristics of the sea ice surface. A rough ice surface is affected more by the wind than a smooth
surface. The relationship between wind and sea ice drift is so strong that a general guideline can be
applied; sea ice that drifts freely moves at 2 percent of the wind speed. The directionality of free drift
depends on the size of the sea ice moving; larger pieces of sea ice move at the higher range of 20 to

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40 degrees to the right (Northern Hemisphere) or left (Southern Hemisphere) of the wind direction.
Other factors can also contribute to sea ice free drift, but this simple relationship explains up to 70
percent of sea ice motion on a daily to weekly basis.
Ocean Currents An ocean current force typically acts in the opposite direction of the wind force and
acts as a drag on the wind-driven sea ice motion. Currents are an important factor in longer-term
(monthly to yearly) ice motion. In some instances and regions, currents are important even short
periods of time.
Coriolis Force The Coriolis force causes objects to accelerate because of the rotation of the earth.
The Coriolis force is small at scales of tens to hundreds of kilometers, but it does affect processes
that occur at the global scale, such as ocean currents, winds, and ice motion. In the Northern
Hemisphere, the Coriolis force causes objects to deflect to the right, and in the Southern
Hemisphere, objects deflect to the left. The Coriolis force barely exists at the equator, and because
the force increases toward the poles, it plays an important role in determining sea ice motion.
Internal Ice Stress is a measure of the compactness, or strength, of the ice. Among the five forces
affecting ice motion, internal ice stress is the most variable. Like the ocean current force, internal ice
stress usually acts as a resistance to the motion caused by the wind force.
Under circumstances when the sea ice pack is loosely compacted and can flow freely (for example,
during summer), the internal ice stress is minimal. When the ice is compact and cannot flow, the
internal ice stress can be high. For example, where there is a strong onshore wind, we might expect
ice motion to be significant; however, if the strong wind is pushing thick, compact ice toward a shore,
there may be little or no motion at all, because the ice has nowhere to go.
Internal ice stress also plays an important role in the deformation of the ice and in the formation of
some features, such as ridges and leads. Sea ice is relatively susceptible to tension forces. So, when
the ice is pulled apart (picture a tug-of-war game) by winds or currents from opposite directions, the
ice easily fractures and forms lead. Sea ice is much stronger under compression forces. When ice is
pushed together by converging winds or currents, the internal ice stress keeps the ice from moving
together, but if the ice is pushed together hard enough, the ice will fail, or break apart, and pile up
into ridges. This is similar to putting a thin piece of wood in a vise; if the vise is tightened enough, the
wood fails and shatters into splinters.
The strength of ice depends primarily on its thickness. Thin ice breaks apart easily under
compression, while thick ice is much stronger. The failure of sea ice and the formation of ridges can
create piles of sea ice many meters thick-much thicker than the thermodynamic equilibrium
thickness. Thickness is one reason that thermodynamics alone does not determine ice thickness.
Internal ice stress also depends on brine content, temperature, density, and other factors. Because
internal stress varies so much, it is difficult to accurately estimate ice motion without it, particularly in
constrained or enclosed areas of ocean. Furthermore, perhaps due to its great variability, internal ice
stress remains the least understood sea ice force and continues to be a subject of considerable
research.
Sea Surface Tilt Despite how it looks, the ocean surface is not perfectly flat. Even if the ocean were
completely at rest, it would consist of high and low regions caused by small differences in gravity; this
undulating surface is called a geoid.
However, because the ocean is never completely at rest, the ocean surface is higher that the geoid in
some regions and lower in other regions.
Several factors contribute to differences in the ocean surface level, including uneven heating, salinity
variations, and currents, especially near coastal regions or ice shelves.
Differences in surface level result in sea-surface tilt, a force that influences the ice motion.

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This force is quite small compared to wind and current forces and is not important over periods of
several days. However, over longer periods of months or years, sea-surface tilt can have a
noticeable effect on sea-ice motion.
Since humans first ventured into the ice-covered oceans, they knew that sea ice motion occurred on
small scales, such as a few kilometres (a couple of miles).
But it wasnt until the voyage to the Arctic that scientists finally confirmed that sea ice also moves
across large-scale regions, primarily from the wind. The wind-driven Arctic ice circulation pattern has
two primary components.
First, the Beaufort Gyre is a clockwise circulation in the Beaufort Sea, north of Alaska. This circulation
results from an average high-pressure system that spawns winds over the region.
A second component is the Transpolar Drift Stream, where ice moves from the Siberian coast of
Russia across the Arctic basin, exiting into the North Atlantic off the east coast of Greenland.
Sea ice that forms or becomes trapped in the Beaufort Gyre may circulate around the Arctic for
several years. Sea ice that forms or becomes trapped in the Transpolar Drift Stream generally leaves
the Arctic more quickly, usually in one to two years. Because of this, sea ice in the Beaufort Sea has
more time to grow and reach the thermodynamic equilibrium thickness, so it is thicker. Also, because
of the circular rotation of ice in the Beaufort Sea, ice floes frequently bump into each other. Ice
deformation is common and leads to thicker and more ridged ice compared to other regions. The
Transpolar Drift Stream pushes some ice against northern Greenland and the Canadian archipelago;
the ice compresses and deforms into ridges, resulting in the thickest ice in the Arctic.
In both the Beaufort Gyre and Transpolar Drift Stream, most of the ice follows a large-scale pattern
when considered over a long period of time; however, within this long-term pattern of movement,
there can be a great deal of variation. For example, the Beaufort Gyre may completely reverse
directions and often does for short periods of time, such as after a storm from a low-pressure system
that moves across the region. Likewise the Transpolar Drift Stream may also reverse direction.
Antarctic:
The Antarctic large scale circulation of sea ice is generally in a clockwise direction around Antarctica,
with gyres, or smaller rotations. There is an average northward component, so sea ice gradually
moves to the northern ice edge after it forms.
In the arctic, land encircles much of the sea ice, constraining its flow, resulting in ridging and thicker
sea ice. The overall flow of Antarctic ice is quite different. There is no northern land boundary for the
northward flowing sea ice to run into, so the ice flows northward until it melts in warmer oceans and
air temperatures. Because of this, Antarctic sea ice is younger and thinner, on average, than ice in
the Arctic. Most sea ice in the Antarctic is less than a year old.
Ice Bergs
Icebergs, often known as bergs or bergies, generally range from 1-75 meters (about 3-246 feet)
above sea level and weigh 100,000 to 200,000 metric tonnes (about 110,231-220,462 short tons)
The tallest known iceberg in the North Atlantic was 168 meters (about 551 feet) above sea level,
making it the size of a 55-story building.
Despite their size, the icebergs of Newfoundland can move up to seven kilometres (about four miles)
a year, making them among the fastest moving icebergs in the world. These icebergs originate from
the glaciers of western Greenland, and may have an interior temperature of -15 to -20 degrees C. (5
to -4 F)

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Shape:
In addition to the above size classification, there is also a type of classification based on shape. The
two basic types of iceberg forms are tabular and non-tabular.
Tabular icebergs have steep sides and a flat top, much like a plateau, with a length-to-height ratio of
less than 5:1.
Non-tabular icebergs have different shapes, and include.
Dome: An iceberg with a rounded top.
Pinnacle: An iceberg with one or more spires.
Wedge: An iceberg with a steep edge on one side and a slope on the opposite
side.
Dry-Dock: An iceberg that has eroded to form a slot or channel.
Blocky: An iceberg with steep, vertical sides and a flat top. It differs from tabular
icebergs in that its shape is more like a block than a flat sheet.
An Iceberg is a large piece of freshwater or water ice that has broken off from a snow formed glacier
or ice shelf and is floating in open water.
Since the density of pure water ice is ca. 920 kg/m
3
, and that a sea water ca. 1025 kg/m
3
, typically,
only one ninth of the volume of an iceberg is above water.
The shape of the remainder under the water can be difficult to surmise (imagine) from looking at what
is visible above the surface.
This has led to the expression tip of the iceberg, generally applied to a problem or difficulty,
meaning that the visible trouble is only a small manifestation of a larger problem.
The word iceberg is a partial loan translation from Dutch ijsberg, literally meaning mountain of ice,
cognate to Danish Isbjerg, Swedish Isberg, Low Saxon Lesbarg and German Eisberg. Iceberg calved
from the Ross Ice Shelf.
Though usually confined by winds and currents to move close to the coast, the largest icebergs
recorded are calved, or broken off from, the Ross Ice Shelf of America.
Icebergs come off the Upsala glacier. Lago Argentino, Santa Cruz, Argentina.
When an iceberg melts, it makes a fizzing sound called Bergie Seltzer. This sound is made when
compressed air bubbles trapped in the iceberg pop. The bubbles come from air trapped in snow
layers that later become glacial ice.
Monitoring:
Icebergs are monitored worldwide by the U.S. National Ice Center (NIC), established in 1995, which
produces analyses and forecasts of Arctic, Antarctic, Great Lakes, and Chesapeake Bay ice
conditions.
More than 95% of the data used in its sea ice analyses are derived from the remote sensors on
polar-orbiting satellites that survey these remote regions of the Earth.
The NIC is the only organization that names and tracks all Antarctic Icebergs. It assigns each iceberg
larger than 10 nautical miles (18 km) along at least one axis a name composed of a letter indicating
its point of origin and a running number.
The letters used are as follows:
A longitude 0 degrees to 90 degrees W (Bellingshausen Sea, Weddell Sea)

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B longitude 90 degrees W to 180 degrees (Amundsen Sea, Eastern Ross
Sea)
C longitude 90 degrees E to 180 degrees (western Ross Sea, Wilkesland)
D longitude 0 degrees to 90 degrees E (Amery Ice Shelf, Eastern Weddell
Sea)
29.2 SEAFARING IN WINTER CONDITIONS
Preparation for Entering Ice: Arri val to Ice Covered Areas
When the temperature drops under zero degrees Celsius during winter, icing can cause big
difficulties.
The vessel must in good time take measures so that water and steam pipes on deck and spaces
which are not warmed up should be emptied.
The layer of ice grows continuously and this can lead to problems with stability of the vessel,
especially on smaller vessels.
During the voyage, it is immensely important to know what kind of ice-conditions can be expected on
the basis of the ice-report and the route recommendations which have been given.
In sea areas with ice situated are changes rapidly under the influence of weather, and therefore the
information about ice and wind forecasts should be used to estimate which changes are going to take
place. Wind is the factor which mainly causes ice to move.
The speed of ice is approximately 2% of the wind speed, and the direction of the movement varies
about 20-25 degrees to right.
It is risky to proceed to moving ice with a vessel with a weak engine power.
Most vessel have problems with cooling water intakes (sea chests) Therefore the possibilities to use
ballast tanks for cooling water should be looked into.
The voyage has to be planned before sailing, berth to berth.
Operating in Ice:
The voyage to icebound ports can be divided in the following parts:
Voyage planning prior to departure
Open sea at subzero temperatures
Approaching and entering the ice field
Independent operation in ice
Icebreaker assisted operation
Pilotage and approaching port/archipelago
Mooring and harbour operations
Voyage Planning
The voyage has to be planned before sailing, berth to berth.
This includes the icebound part of the voyage >>ice reports, charts, reporting, limitations and later
on updates from icebreakers and VTS.

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Open sea at subzero temperature
Before entering the area of subzero weather, at least the following precautions should be taken:
All water pipes (and taps) outside must be emptied, including fire lines on deck
and in the holds. Compressed air can be used to make certain all the water is
emptied.
The air pipes and sounding pipes of ballast tanks are also not water filled.
Ballast tanks should be filled only to 95% to ascertain this.
All movable equipment not needed on deck should be stored in sheltered areas.
The pilot ladders should be protected from freezing.
Protect the anchor windlass and mooring winches with tarpaulins in case there
are no fixed protections.
Ensure all loose mooring equipment is stored.
Ensure your propeller is completely submerged and as deep as possible,
nevertheless excessive trim should be avoided to keep the ice within the ships
ice belt.
Sea chest might get clogged, prepare to use ballast tanks for ME cooling.
Ventilators etc should be checked and stopped to avoid freezing of equipment
indoors. Even the engine room can freeze if the fans are running full blast. Also
air-condition equipment might need adjustments etc to function properly.
Prepare everything for icing from open sea and subzero temperature. Your
windscreens and wipers will freeze quite fast if no de-icing is available. Also
make sure the windscreen washing systems are emptied of water.
Follow weather reports to identify danger of icing.
High winds and freezing temperature =Ice on deck.
Affects stability and operation of equipment, especially safety eq., lifeboats, FRB
Single Navigation in Ice Water
When entering the ice area from open waters, you need to take special care and exercise caution.
When the winds are blowing from the open sea towards the ice, an area of brash ice and shuga
forms at the ice edge. This area can be very difficult to penetrate and behind it is mostly an area of
consolidated ice and ice ridges. If you run into the shuga blindly, you might very possibly get stuck.
Never run into the ice at full speed if you do not know exactly what you will encounter. Even an
isolated ice floe in otherwise open waters can damage a ship severely when running at full sea
speed.
The ice area can vary very much. There might be level ice, consolidated ice, brash ice etc and also
open stretches with no ice or very open drift ice. In general it is recommended to avoid ice ridges and
try to run in level ice and use existing open leads.
Follow the waypoints given by icebreaker. If you deviate from the instructions, you might make the
icebreakers job much more difficult. Remember, though that you are still responsible for the safe
passage of your own ship.
Try to obtain advice from other ships advancing ahead of you or coming out of the ice, you might use
the channels broken by them.

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The safety of navigation is very important, as in these conditions you cannot follow your preplanned
route. GPS sailing following a track line is simply impossible. Instead you have to plan using methods
of no-go areas. Mark those areas you can use without danger and mark the no-go areas. With
continuous plot of your position you should be fairly safe.
You should also remember that, in wintertime, these latitudes are covered in darkness most of the
day. In northern Bay of Bothnia the length of the day at winter solstice is only about 4 hours. In the
Gulf of Finland it is somewhat longer, about 6 hours. Powerful searchlights and good radars are of
the utmost importance.
Searchlights, in plural, because the heavy vibrations and shocks when running in ice damages the
equipment quite frequently. Especially ships with forward situated bridges are susceptible to these
problems. The searchlights should be as powerful as possible. Because they (and the radars) are the
only means to ascertain your route through the ice.
The radar is also an important piece of equipment, if properly used. Ice formations, ridges and open
leads can be identified on radar, as well as the broken fairway. In this case, the x-band (3cm) radar is
better.
As mentioned, the shocks and vibrations can also damage other equipment, antennas. It is not
unheard of the mate suddenly losing GPS position and, at the same time, a piece of equipment falls
to the deck, to be identified as the GPS antenna. It is almost impossible to replace such a piece of
equipment at 20 degrees below and 15m/s in total darkness.
The gyro compass can be affected by vibrations, the signal is disturbed and the radar/integrated
system loses input for a moment. This will cause radar to go to head-up display. Switching back is
often possible in a few seconds, but when the disturbance is repeated every few minutes, you just
have to go give up and run in head-up mode.
Proceeding in Ice
When sea water starts to freeze, the ice in the open sea gets thicker. The ice-cover becomes
asymmetric because of sea currents, wind and the Coriolis force. For the sake of clarity, the ice-areas
have been divided into main categories according to their accessibility. The ice-classes in the Baltic
Sea Code area are the following: new ice; young ice; open pack ice; close pack ice; compacted
shuga; fast ice; consolidated pack ice and ridged ice or hummocked ice.
The movement of ice depends on its thickness. When mild winds blow the ice thickness in the Bay of
Bothnia is 40cm, and the ice moves all the time. Under harsh winds the even ice is 80-90cm thick,
and therefore the ice field is not so mobile in the open sea. In the spring when the ice has started to
melt and the even areas have melted completely, the rest of the hummocked ice drifts gently around.
The mobility of the ice or the pressure depending on the factors mentioned earlier make the ice to get
an asymmetric form. The ice piles up, is pushed into ridges and forms belts of slush and shuga, and
everything changes constantly its form depending on external factors. The pack ice ridges constitute
the biggest obstacles for seafaring. They consist of ice pieces or floes which are packed together
over and under the water surface. The average thickness of the ridges in the Baltic Sea area has
been estimated to be approximately 4m. Heavy ridges with the depth of 10-14m can be fairly
frequently found in the Bay of Bothnia. Some drifting pack ice ridges have been measured to be 28m
under water and 3-4m above water. When pack ice ridges come into contact with the sea bed, the
height over the water can increase manifold.
The ice floes in the pack ice ridges are relatively small, approximately 3 to 5 times the thickness.
There are ice blocks here and they are loose. The consolidated part of the ridges is approximately as
big as the thickness of the surrounding fast ice. Because the floes in the ridges are loose, a high-
capacity icebreaker can assist merchant vessels during the whole voyage in winter also into the
northernmost ports.

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Navigation Outside of the Ice
To proceed in ice from open sea requires caution and good judgment. When the wind blows from the
open sea towards the ice, there is often a belt of shuga at the edge of the ice. The shuga can,
depending on how strong and lasting the wind has been, turn out to be highly difficult to penetrate.
Behind the shuga there is often a belt with compacted ice and with the highest probability ridges of
ice. If one proceeds blindly into the shuga with full power, this can result in the vessel getting stuck
and the voyage being interrupted. The main principle is that one never proceeds into shuga from
open water with full engine power if one is not absolutely sure about the prevailing circumstances
and the nature of ice. Especially in the spring even isolated ice floes can, due to their massive
underwater parts, cause major damage to the vessel in collision circumstances even if the vessel is
in no danger of getting stuck.
An ice field in the sea areas varies usually a lot. It can contain fields of pack ice, areas with even is,
new ice, open leads or leads covered with new ice, and areas with open water. When deciding upon
the route, it is important, if possible, to avoid areas with many pack ice ridges. In general it is a good
idea to try to proceed along areas with even ice and follow possible leads, even if the voyage thus
becomes longer. On the other hand, if the ice field is compacted, proceeding carelessly along leads
can lead to the interruption of the voyage when the leads merge if one does not at the same time
follow how the situation develops and what the ice conditions in the surroundings are. Therefore one
can save time and avoid damages by in uncertain situations stopping when it is dark and only
proceeding in daylight. Several vessels on their way to the same direction should preferably stay
together, which enables mutual assistance so that the voyage can continue even if the circumstances
are difficult.
When proceeding in an ice field it is usual to come across a ridge which makes continuing
impossible. In order to prevent getting beset it is a good idea to closely follow the vessels over more
slow movement forward. If it is clear that the vessel will come to a stop, a full astern with the engine is
in order even before the vessel has stopped by itself. Even if the vessel does not disengage
immediately, the propeller current is used to cause effect under the vessel and along the sides. When
moving astern in the ice, the rudder must always be positioned midships so that the ice floes do not
damage the rudder blade and the rudder stock. If a pilot cannot be taken onboard, full speed forward
is taken and the rudder is moved back and forth so that the vessel would move. At the same time till
the propeller current will clean the stern part from ice. If pilot boarding attempts with alternating full
forward and full astern fail, attempts to eliminate static friction must be taken. The vessel should be
made to move with the help of tanks or deck cranes while the engine at the same time is full astern. If
the pilot boarding does not succeed despite all the efforts, an icebreaker must be informed about the
vessel being stuck. To get stuck in a moving ice field with pressure signifies a noticeable risk for the
vessel. There can be damages to the hull through indentations in the shell plating, damages on the
frames and in the worst case there can even occur leakages. Therefore it is best to try to go astern to
the arrival direction if the voyage starts to seem too difficult and the broken ice-channel begins to
close behind the vessel, so that the vessel can find an easier route or a safer area with thin ice where
the vessel can wait for an icebreaker in safe conditions. If the vessel is forced to wait for the
icebreaker in a frozen area, the fore or aft must be turned against the wind so that the possible ice
pressure against the sides is minimized. One must avoid stopping in moving ice near the coast
because the ice can lead the vessel with it aground or between rocks which makes icebreaker
assistance more difficult or impossible.
Navigation in winter conditions requires great precision. Floating sea marks e.g. spar buoys and
buoys are not there or have been stored up. Sector lights in sea lighthouses and other lighthouses
can be covered with ice or snow which makes it easy to take their green or red lights as white.
Because of the pack ice, the coast and ground formations differ from the chart on the radar screen. It
is almost impossible to separate the radar echo of a small lighthouse from the echo the ice masses
generate. Therefore the most important lighthouses have been equipped with a Racon which can
usually be seen in a 3-cm radar.

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Radar is an excellent instrument when navigating in an ice field, especially in dark and when the
visibility is bad. A 3-cm radar gives a relatively reliable picture of the ice situation up to 3 miles
distance from the vessel. Areas with open water, leads, ice-channels and compacted ice can be seen
quite clearly. However, the interpretation of the radar display requires a lot of experience. The main
principle is that even ice and areas with open water do not usually generate an echo, and therefore
the echo gets stronger when the ice field gets more compacted. When proceeding in darkness, extra
caution is required, especially in areas where there is a lot of open water. Collision with thick ice can
damage the vessel. By continuous radar surveillance it is possible to observe obstacles in due time
and either try to sail around them or, in constraining circumstances, approach the area with ice with
appropriate caution. When it is dark, powerful searchlights can be very helpful in observing the ice
situation in vicinity and choosing the route.
Avoiding actions:
Deviate to shelter, along coastlines (risk of grounding.) Remember updated
voyage plan.
Reduce speed
Consider stopping in sheltered position
Preplanning imperative!
Navigation with Ice Breaker Assistance
Vessel which requires icebreaker assistance must after sending a prior notice continuously be stand-
by on the radio and notify about all the possible changes which differ from the information given in
the notice to the icebreaker or the coastal station to which the latest notice has been sent to.
Notifying the time for arrival to the place where the assistance will start is important the icebreaker
can work in an efficient manner and it also saves time for the vessel which will be assisted. When the
vessel arrives within the reception area of the VHF, the icebreaker gives the vessel a working
channel which must be constantly listened to.
Preparations for Icebreaker assistance equal with the following actions:
The vessel is switched to manual steering.
Possible ice is removed from the windlass and the bollards in the bow. A line is placed within reach
so that the thin wires of the towing line can be fitted onto the deck.
In order for the close-coupled towing to succeed, the anchors must be 4.5m above the water line.
To prompt memory, the information on icebreaker light-signals must be placed close to the engine
controls.
When the vessel stops in darkness in order to wait for icebreaker assistance, searchlights must be
switched off as always when the vessel does not move.
If many vessels are simultaneously assisted by an icebreaker, the expression assistance for vessels
in a convoy is used. The icebreaker decides the order in which the vessels sail in the convoy; this
order must be absolutely followed unless new orders are given. The weakest vessels are placed
nearest to the icebreaker, the strongest vessel as the last one. In this way the convoy will proceed
with the speed of the weakest vessel. The icebreaker decides upon the distances between the
vessels, and these distances must be maintained during the voyage. In normal circumstances the
distance between the vessels is approximately 0.5nm, for large vessels approximately 1nm. The ice-
channels which the icebreaker breaks in the open sea often close quite quickly because of the
movement of the ice. Therefore the distance between the vessels should not be too long. The quicker
the convoy moves and the shorter the distances between the vessels are, the less the movement of

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the ice has time to affect the ice-channel. The distance is determined on the basis of the vessels
size, draught, engine power, astern going capacity, the quality of the ice, how compacted it is, etc.
In convoy assistance every vessel must carefully keep the distance to the previous vessel, and if
ones own speed decreases, the vessel immediately behind must be warned without delay. The
engines must all the time be prepared to be put full astern. The VHF must not be, without an explicit
permission from the icebreaker, changed over to another channel, and the vessel must all the time
be ready to be towed. The orders and instructions given by the icebreaker must be absolutely
followed both in convoy assistance and in the assistance of an individual vessel. If the orders and
instructions are not followed, the icebreaker assistance is interrupted.
The thickness of the ridges and unevenness on the ice cover often lead to a situation where the
vessel in front or even the icebreaker must stop. Then there is risk of collision if everyone does not
act quickly and correctly. The first measure in an emergency situation is to turn the rudder to the side
where the ice seems to be thinnest. If it is not clear from the ice what one should do, turn the rudder
the direction which increases the turning rate when taking astern. Simultaneously when the rudder is
turned, the engine is put full astern, if it is not clear that the vessel can sail out from the broken ice-
channel. With the help of the rudder, it is nevertheless possible to create a situation where the bow
turns against the edges of the ice-channel so that the speed stops. In that case the propeller current
of the previous vessel helps the vessel to settle crosswise. If the icebreaker suddenly stops or
decreases speed rapidly, the two rotating warning-lights in the stern are lit. In that case the vessels
following the icebreaker must take action immediately to prevent collision, especially if no specific
orders are given on the radio.
Towage in Ice
If the vessel cannot follow the icebreaker either because the ice-channel is to difficult to enter of
closes far too quickly, towing may be in order. The icebreaker then tows the assisted vessel either
with a long cable or as a close-coupled towing. In the outer sea areas with variable circumstances
and total ice cover, close coupled towing is the only useful and efficient way to tow. Then the bow of
the assisted vessel is hauled using a towing winch in the stern notch of the icebreaker.
It is always the icebreaker which decides when the towing will start. The assisted vessel must then
immediately start preparing for attaching the towing cable. It is important to act quickly especially
when there is pressure in the ice field. From the bow of the assisted vessel a towing line is thrown to
the astern going icebreaker, after which two thin cables are hauled to the vessel, one on each side of
the bow. The cables are attached to the windlass and the real towing cables are hoisted up and
attached to the bollards in the bow. When the towing cables have been attached to the bollards, this
is notified to the icebreaker, and after this everybody must clear off from the foredeck. When a vessel
is being towed, the engine orders are given by the icebreaker. The rudder can be used especially in
bends so that the vessel will turn more easily. The towing ends when the icebreaker deems it
suitable, and therefore the assisted vessel must be able to cast loose the towing cables at any time.
Towing with a long cable comes into question only when the assisted vessels are very large or
equipped with a bulb stem and in general only ice-channels in fast ice.
When the icebreaker assistance continues in the direction towards the port of destination, the coast
gradually comes nearer and it is time to call for a pilot. Because of winter conditions, the prior
notification is not always accurate, and therefore it is often the icebreaker which has to inform about
the exact time of arrival. The assisted vessel must anyway make sure that the icebreaker sends the
message early enough. During the winter season, the pilot boarding positions are along the fairways
in places which are sheltered by the coast or by islands and cliffs. This differs from the procedure
during the open water period. When icebreaker assistance is received, there are no risks when
arriving to the pilot boarding position. If circumstances make it possible for the vessel to proceed to
the coast without assistance, the navigation requires extreme precision. As mentioned earlier, the
floating seamarks such as spar buoys and buoys have been removed, or they may be covered by ice
or may have moved from their normal places. There is therefore no reason to blindly rely on them.

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Depending on the ice situation and the local circumstances, the pilot can come to the ship in different
ways. If the pilot comes to the vessel in a steel cutter and there in no open water in the area, the
vessel must stop completely so that the ice will not press the cutter under the stern of the vessel
the engine power of the cutter is often quite weak. When the pilot boarding position is located at the
edge of an ice-channel in fast ice, the pilot climbs onto the vessel from the ice. In many places there
is a so called ice-bridge available; it is pushed from the ice against the side of the vessel in the
fairway. In that case an ordinary pilot ladder can be used. If there is no ice-bridge available, the
vessel should have an ice-ladder prepared.
This is a long wooden or aluminium ladder which is pushed over the rail as far to the side as
possible. The upper part of the ladder must absolutely be attached to the rail. Alternatively the
hoisting crane of the vessel can be used to lower a basket down to the ice. The arm of the hoisting
crane is usually long enough to reach to the edge of the ice so that the pilot does not have to go on
the broken ice in the ice-channel and risk falling in. When the vessel approaches a pilot boarding
position located at the edge of the ice, the vessel must be manoeuvred as close to the edge of the
ice-channel as possible.
The pilot can also come onboard from the icebreaker. The icebreaker then gives stop orders and
approached the vessel bow first in order to, using its own pilot elevator to lift the pilot onboard. The
pilot can also board the vessel from a helicopter. This however requires that there is enough free
space on the deck for landing. If deck structures make direct landing on the vessel impossible, the
vessel must be stopped so that the pilot can safely move over from the ice to the vessel. In such
cases the vessel has to have a 4-5 meter plank ready so that it can be placed out over the ice and
the pilot can use it to pass the broken ice and to board the vessel using the ladder.
When the vessel comes from fast ice to an ice-channel, the most dangerous part of the voyage is
over, proceeding in ice in open sea. Depending on the ice qualities of the vessel and the quality of
the ice-channel, the vessel can possibly proceed without icebreaker assistance. In the archipelago
routes, it is often a problem to pass or meet other vessels, if only the vessels own power is used.
Especially during such winters when the ice is thick and almost always in the northern coastal areas,
the edges of the ice-channel can be so hard that not even powerful merchant vessels can come out
of the ice-channel when meeting another vessel. It is also of uttermost importance that situation
reports about the traffic in the ice-channel are carefully monitored. The VHF makes it possible to
agree with a meeting vessel on where the passing will occur, where the fairway area is wide and the
ice as easy to proceed in as possible. Overtaking may not be considered until the leading ship has
been beset. A hasty attempt to overtake can make both vessels to get stuck and the ice-channel thus
becomes blocked-up. When passing a meeting vessel or overtaking a vessel in front extra caution
must be paid. It is very difficult to get out of the ice-channel, and therefore it is usual to combine the
agreement of the rendezvous with the fact that the vessel with weaker engine power stops for the
overtaking.
If the proceeding in the ice-channel is very slow and it is only a matter of time
when the vessel will get stuck, the voyage must be interrupted before the vessel
gets stuck in a narrow part of the fairway. The narrowest parts of the fairway
always have ice-channels where it is difficult to proceed, and pilot boarding
becomes more difficult due to the lack of space. Therefore it is not advisable to
sail forward using all engine power if the vessel is going to get stuck anyway.
In the archipelago there are so called ice roads for people living in the
archipelago, and these roads intersect the fairways here and there. There are
sings warning for the intersections and they are erected along the ice-channel at
such a long distance that vessels have time to slow down or, when necessary,
stop completely before they come to the intersection. In the intersection the ice-
channel must be as narrow as possible, and therefore the vessels must pass
the places for intersection paying major caution and avoiding breaking the edge

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of the fast ice. The same applies to the pilot boarding positions in the
archipelago.
During the winter the ice-channels in the fast ice get more and more difficult to
penetrate. The icing caused by frost and the hummocking of snow make the
slush and shuga get heavier. In a lively trafficked ice-channel in the spring,
before the ice has started to melt, ice formation of 2m in the ice-channel and
over 5m at the edge of the ice-channel have been measured. The single ice
blocks are often several cubic meters. Severe frost makes the proceeding in the
ice-channel more difficult because the friction increases manifold compared with
proceeding in milder waters.
Also the mooring to a quay differs because of the ice from how it is done in open
water. In order to get the vessel to the quay, the ice between the vessel and the
quay must be cleared away. In general the harbour icebreaker has already
broken the ice near the berth, and then one should approach the quay with an
angle of approximately 20-30 degrees. The bow must come as close to the quay
as possible where the stern will be moored. When the bow is close to the edge
of the quay, the rudder is turned towards the quay and engine put ahead. The
ice conditions have an effect on how engine power is required. In all cases the
power must be adequate in order to maintain the angle to the quay so that the
ice cannot come between the vessel and the quay through the bow. When the
vessel has reached the berth a double spring is taken ashore and the bow and
the stern are run out from the quay in turns through using the engine and rudder
in such a way that the ice between the vessel and the quay is pushed / flushed
away. The propeller current brings about a suction which draws out the ice.
In such cases when the harbour area is frozen and the ice has not been broken, time is often save if
the vessel breaks up the ice. First the vessel is manoeuvred towards the quay at the distance of 3-4
vessel length from the berth. After that the engines are put astern and only after that the vessel sails
towards the berth as described above.

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Experience Feedback
HSSEQ Circular 11 2010 Incident Awareness Collision during Ice Convoy
Distribution
o File originals
References
MCA Marine Guidance Note MGN 285 (M+F) Electronic Charts The Use Of Risk
Assessment Methodology When Operating ECDIS In The Raster Chart Display System
(RCDS) Mode

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Operations Manual
Deck
Qualit y Assurance i nto t he
OMD Checklist
No. 001
BRIDGE FAMILIARIZATION
This Checks to be carried out Prior Keeping independent bridge watch and also by Master after taking
over command.
Port: Vessel Name:
Date:

# Item Yes No
1 Has the operation of the following equipment been studied and fully understood?
a Alarms
b Bridge lighting including controls for deck and overside illumination
c
Communication facilities - internal, external and portable
Thome Emergency contact details
CIRM details

d Echo sounder
e Electronic navigational position fixing & monitoring aids
f Emergency procedures in the event of main power failure
g
Hazard monitoring equipment
Bilge Alarms ( Engine Room, Pump Room, Fore Peak)
IG pressure ( for Tankers only)
Water Ingress system (For Bulkers)
Hospital Call

h Gyro compass / repeaters
i Magnetic compass
j Navigation lights
(i) Not Under Command lights
(ii) Other signal lights
k Radar and associated plotting devices
l Safety equipment (e.g. pyrotechnics, lifesaving appliances etc.)
m Speed / distance recorder
n Steering gear
(i) Auto-pilot
(ii) Emergency change-over arrangements

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OMD Checklist No. 001
Bridge Familiarization

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# Item Yes No
o Telegraph and Engine Order Recorder
p Remote & automatic watertight doors / fire doors
q AIS
r
Water Ingress Alarm (For Bulkers) - remove, included in g
Include ChartCo

s VDR (Voyage Data Recorder) verify if this is 12 or 24 hours VDR
t SSAS
u BNWAS-Verify if it is Password Protected or Locked by Key(OMD 10.22)
2 Are you aware of the location of ancillary bridge equipment?
a Binoculars
b Signal Flags
c Loud-hailer
d Meteorological equipment
3 Are you aware of the location of navigational publications?
a Chart Index and voyage charts
b Pilot Books
c Light Lists / Radio Lists / Tide Tables
d Passage Plans
4 Are you Familiar with the Location of Bridge Pyrotechnics
5
Are you Familiar with the location and Use of GMDSS equipment, mainly
how to transmit distress signal via VHF, MF/HF and Satcom

6
Are you familiar with the procedure of switching Navareas in the Sat C
thereby ensuring the correct navarea will be monitored at all times with
respect to the vessels geographical position

7 Are you adequately rested and complying with STCW 95 requirements?
Completed by: Verified By Master:

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# Item Yes No
Name: Name:
Rank:
Date: Location:

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Operations Manual
Deck
OMD Checklist
No. 002
BRIDGE DAILY TESTS AND CHECKS
To be completed each day at noon by bridge watch when at sea.
An entry to this effect is to be recorded in the Deck Log Book.
Port: Vessel Name:
Date:

# Item Yes No
1 Has the following equipment been tested / checked:
a
Bridge and engine room telegraphs, including(remove this word) revolution
indicators including Time as being displayed on the telegraph printer

b Bridge telephones
c Bridge watch MF radio telephone receiver
d Clocks and Chronometers
e General emergency alarm signal
f
Radio room alarms( Remove this)
GMDSS Alarms
Sufficient Paper/ Ink in all printers

g Ships whistle (not in reduced visibility or close proximity to other vessels)
h Ships heading and position and SMT( Time Zone)noted on course recorder
i Navigation Lights
j
AIS (Ensure the AIS is updated appropriately to reflect the current vessels
status)

k SSAS (Refer to makers manual for details)
l Are the Gyro repeater been synchronized with the main Gyro
m
Is the Sat C equipment selected to the correct Navarea with respect to
vessels geographical position and are warnings being received

n BNWAS (Refer to makers manual for details)
n All Navigational Equipment
2 VDR / SVDR Noon checks carried out as per maker instruction
3 Engine smoke colour observed and recorded

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Name: Name:
Rank:
Date: Location:

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`
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Operations Manual
Deck
OMD Checklist
No. 003
BRIDGE - PREPARATION FOR SEA
To be completed before departure from wharf or anchorage.
Port: Vessel Name:
Date:

# Item Yes No
1 Has a Passage Plan for the intended voyage been prepared?

2 a Are charts and publications for the intended voyage latest editions /
corrected and up to date?

b Has Checklist A and B of the passage plan been completed including
Master declarations (Environmental sensitive area identified, UKC, etc)?

c Are courses, dangers, passage plan notes marked on charts for voyage?

d Weather for the intended voyage has been obtained and this has been
taken into account when preparing the passage plan

e Is the Sat C equipment selected to the correct Navarea with respect to
vessels geographical position

f Are loose items on deck, in store rooms and engine room properly lashed?

3 Has the following equipment been checked and found ready for use?
a Anchors, including clearing away

b Ancillary bridge equipment - binoculars, loud hailer, flags etc

c Bridge movement book / Bell book

d Engine order recorder

e Course recorder (marked with Port, date and time)

f Deck machinery power

g Echo sounder

h Electronic navigational position fixing & monitoring aids

i Gyro compass and ALL repeaters correct and aligned including steering
room repeater(if fitted)

j Pilot embarkation and disembarkation arrangements

k Radar and associated plotting aids, including heading marker alignment

l Speed and distance recorder

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# Item Yes No
m AIS( update information for next voyage, ETA etc)

n BNWAS (Switch on and enter date and time in Ships Log Book)
The bridge navigational watch alarm system shall be in operation whenever
the ship is underway at sea.

o Water Ingress Alarm (for Bulkers)
Bilge Alarms ( Engine Room, Pump Room, Fore Peak)
IG pressure ( for Oil Tankers only)
Hospital Call

p VDR (Voyage Data Recorder)

q Visual checks of EPRIB, SSAS, SART

r Bow Thruster

4 Has the following equipment been tested and found ready for use?
a Bridge and engine room telegraphs, including(remove this word) revolution
indicators including Time as being displayed on the telegraph printer

b Communications equipment - internal, external and portable
Thome Emergency contact details
CIRM details

c Navigation lights and shapes including Not Under Command and Anchor

d Ships whistle

e Signalling lamps

f Steering gear including manual / auto change-over arrangements checked as per SOLAS
Chapter V: Safety Of Navigation Regulation: 26 as stated beneath;
Within 12 hours before departure, the test procedure shall include, where applicable, the
operation of the following:
Main steering gear

Auxiliary steering gear

Remote steering gear control systems

Steering positions located on the navigation bridge

Emergency power supply

Rudder angle indicators in relation to the actual position of the rudder

Remote steering gear control system power failure alarms

Steering gear power unit failure alarms

Automatic isolating arrangements and other automatic equipment

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# Item Yes No
Full movement of the rudder according to the required capabilities of the
steering gear

Visual inspection for the steering gear and its connecting linkage

Operation of the means of communication between the navigation bridge
and steering gear compartment

g Rudder angle indicator including bridge wing indicators (and illumination)

h Window wipers / clear view screens

i All required flags are on board

k Chartco

m Navtex

5 Have the ships clocks, Course and Engine Order Recorders been
synchronised?

6 Is the crew advised of Stand-by time?

7 Has the Draft, Stress and Stability been checked and entered into the Deck
Log?

8 Is the Draft and departure condition displayed on the Bridge

9 Has the Main Engine been tested? (Ahead / Astern Movements) (Master
must clearly specify when ME is to be tried out. E.g.: After Pilot on board,
loading arms disconnected, gangway, ramps, derricks, crane housed, tug
fast, etc)

10 Has all Watertight opening / Watertight doors on Main deck area been
secured for sea?

11 Prior Departure US Port Has the E-NOD been submitted to NVMC with
copy to QI and agents? (If Applicable)

12 Is the controlling depth updated on ECDIS with respect to Vessels draft?(If
vessel is fitted with ECDIS)

Note : Ensure the AIS is updated correctly after unberthing

Name: Name:
Rank:
Date: Location:

CONTROLLED Revision: 01 Oct 2010
Approved by DPA/DMR
Page 1 of 1

THOME
Operations Manual
Deck
OMD Checklist
No. 004
BRIDGE - EMBARKATION / DISEMBARKATION OF PILOT
To be completed before embarkation / disembarkation of Pilot.
Port: Vessel Name:
Date:

# Item Yes No
1

Have the following been advised of the ETA / ETD?

a Master

b Engine room

c Pilot station

2

Has it been established / agreed which side the pilot will board / leave
from?

Is a contingency plan in place in case if the Pilot boarding is abandoned
and or if the Pilot boards later/ further away than the agreed Pilot boarding
grounds?

3

Has the Engine room been advised of the time of Stand-by?

4

Have the Pilot embarkation / disembarkation arrangements been checked
and found ready for use (Refer Part 7, Annex 5)?

5

Has a Deck Officer been nominated to meet the Pilot / conduct him to the
Bridge?

Where embarkation / disembarkation involves the use of a helicopter, the guidance in the ICS Guide
to Helicopter / Ship Operations on marine Pilot transfer, communications and ship operating
procedures should be followed. Helicopter checklist to be completed and filed along with this
checklist
Name: Name:
Rank:
Date: Location:

Approved by DPA/DMR
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THOME
Operations Manual
Deck
OMD Checklist
No. 004A
PILOT CARD (IMO RESOLUTION A.601(15)
Port / place: Date:

SHIP PARTICULARS

Name Call sign

Displacement (tonnes) Deadweight (tonnes) Year built

Length OA (m) Breadth (m) Bulbous bow: Yes / No

Draught fwd (m) Aft (m)
Draught
amidships
(m)
Air
draught
(m)

Port Anchor (shackles) Stbd anchor (shackles) ( 1 shackle=27.4m/15 fathoms)
MINMUM UKC DURING PILOTAGE: SQUAT AT VARIOUS SPEEDS: Refer to Squat table

ENGINE

Type of engine Maximum power (kW) (HP)

rpm/pitch loaded speed ballast speed
Full ahead (kts) (kts)

Half ahead (kts) (kts)

Slow ahead (kts) (kts)

Dead slow ahead (kts) (kts)

Dead slow astern

Slow astern

Half astern

Full astern (% of full ahead power)

Engine critical rpm Maximum number of consecutive starts

Time full ahead to full astern (sec) Time limit astern (min)

THOME
OMD Checklist No. 004A
Pilot Card

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Page 2 of 2

STEERING

Rudders (number) (type) (maximum angle)

Time hard-over to hard-over (sec) Rudder angle for neutral effect

Propellers (number) Direction of turn Left / right Controllable pitch Yes / No

Thrusters (number) Bow power (kW/HP) Stern power (kW/HP)

Steering synchronization

EQUIPMENT CHECKED AND READY FOR USE

Anchors Cleared away Yes / No

Whistle

Flags

X-Band radar ARPA Yes / No

S-Band radar ARPA Yes / No

Speed log Water / Ground Single axis / dual axis

Echo sounder

Electronic position-fixing Type

Compass system Gyro compass error

Steering gear Number of power units in use

Rudder/RPM/ROT/indicators Engine telegraphs

Echo sounder

Echo sounder
ECDIS(If Fitted)

TOPICS OF DISCUSSION YES NO
MINIMUM UNDERKEEL CLEARANCE CALCULATION (TSM FORM 002) INCLUDED
LIMITATIONS RELATING TO THE MAXIMUM PERMISSIBLE BOLLARD PULL FROM TUGS THAT
ARE TO BE UTILISED

EQUIPMENT OPERATIONAL DEFECTS & OTHER IMPORTANT DETAILS

Masters name: Capt. Pilots name:

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THOME
Operations Manual
Deck
OMD Checklist
No. 005
BRIDGE - PILOT INFORMATION EXCHANGE
To be completed once Pilot boards.
Port: Vessel Name:
Date: Call Sign:

# Item Yes No
1. Has the completed Pilot card been handed to the Pilot
2. Has the Pilot been informed of the location of Lifesaving appliances provided
for his use

3. Has the following been discussed?
a Passage navigation plan and under keel clearance
b Berth location
c Anchorages including emergency anchorages
d Tides, currents, weather forecast
e Speed required for passage
f Expected traffic passing / overtaking restrictions
g Position to meet / release tugs
h Position of any Pilot changes
i Other obstructions, navaid problems, special requirements
j Minimum UKC calculation
k limitations relating to the maximum permissible bollard pull from tugs that are
to be utilised

4. Has the vessels mooring arrangements and peculiarities of the approach to
berth and layout of the berth itself been discussed with the pilot

5. The progress of the ship and the execution of orders must be monitored by
the Master and officer of the watch at all times

6. Information of MBL and condition of Tugs rope exchanged and verified by
the Master and Pilot.
(If in doubt, Master shall offer the ships rope instead or alternatively provide
ships rope in addition to tugs rope.)

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Bridge - Pilot Information Exchange

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Page 2 of 3

2. Local Weather and Sea Conditions
Tide Information Heights / times
Expected currents
Forecast weather
3. Details of the Passage Plan (including abort points / emergency plans)

4. Regulations (including VTS reporting, anchor/look-out attendance, max. allowable draught

5.
Other Important Details (including navigation hazards, ship movements)

6. Tug Positions and Power
# Tugs Name Power
Ships
Lines
Tugs
Lines

1.
2.
3.
4.
5.
6.
7. Sequence of Handling Lines Mooring Sketch
1.

2.
3.
4.
5.
6.
7.
8.

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Bridge - Pilot Information Exchange

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Page 3 of 3

Completed By :
Verified By
Master
:
Print Name Print Name

Rank

:

Location

:

Date :

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THOME
Operations Manual
Deck
OMD Checklist
No. 006
BRIDGE COASTAL WATERS / CONGESTED WATER / TRAFFIC SEPARATION
SCHEMES
Port: Vessel Name:
Date:

# Item Yes No
1. Have all charts and publications to be used been corrected up to date?
2. Have the following factors been taken into account in preparing the Passage Plan?
a Advice / recommendations in sailing directions
b Ships draught
c Effect of SQUAT on under keel clearance in shallow water
d Tides and currents (Set and Drift)
e Weather, particularly in areas renowned for poor visibility; FOG / RAIN
f Available navigational aids and their accuracy
g Position fixing methods to be used
h Daylight / night time passing of danger points
i Distance running from grounding lines relevant to Position fixing intervals
j Traffic likely to be encountered - flow, type, volume
k Any requirements for traffic separation / routing schemes
l
Geographic-area specific traffic situation e.g. presence of large fishing
fleets in coastal and deep sea fishing grounds, and plans to avoid passing
within close proximity

3.
Are local / coastal warning broadcasts being monitored (Navtex, Sat C
etc.)?

4. Is participation in area reporting systems recommended?
5. Are additional steering motors switched on?
6. Have courses been laid off well clear of obstructions?
7. Is the ships position being fixed at regular intervals?
8. Are the errors of Gyro and Magnetic Compass being checked regularly?
9. Is engine room manned and engines ready for manoeuvring if required?
10. Is Bridge manning level as per Thome requirement, in current situation?
11. Are NUC lights and shapes readily available?

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Bridge Coastal Waters / Congested
Water / Traffic Separation Schemes

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Page 2 of 3

# Item Yes No
12. Port movements to update notice of arrival or departure if required
13. Are relevant VHF channel being monitored?
14.
If constrained by draft, has information been passed to other vessel and
local authorities?

15. Are both steering motors in use? (or second unit ready for immediate use)?
16. MARPOL V Various HOD been informed (E/R, Galley and Deck)
17.
Has Master evaluated the situation personally, and continue to do so at
regular intervals? (Master to remain fully informed of the situation, even if
not physically taken over from OOW)?

18.
Has Master ensure Safety of Navigation has priority over all other functions
(e.g. commercial matters) that may prove distracting to bridge team?

Name: Name:
Rank:
Date: Location:

This checklist is to be completed by a certified deck officer prior to a coastal passage. After

THOME
Bridge Coastal Waters / Congested
Water / Traffic Separation Schemes

Approved by DPA/DMR
Page 3 of 3

verification by Master, this checklist should be filed in a Bridge Checklist file and retained.

CONTROLLED Revision:14 Nov 2012
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Page 1 of 2

THOME
Operations Manual
Deck
OMD Checklist
No. 007
BRIDGE - ALL WATCHES CHANGING OVER THE WATCH
To be completed at the change-over of ALL watches.
An entry to this effect is to be recorded in the Deck Log Book.
(N.B: CHANGEOVER SHOULD BE POSTPONED WHEN THE SHIP IS, OR IS ABOUT TO BE,
ENGAGED IN A COLLISION AVOIDANCE MANOEUVRE OR A NAVIGATIONAL ALTERATION OF
COURSE)
Port: Vessel Name:
Date:

# Item Yes No
1. Has the relieving Officer of the Watch read the following directives?
a Standing Orders
b Supplementary Masters instructions
c Navigational Warnings
2. Are all members of the relieving watch capable of carrying out their duties
3. Has the relieving Officer of the Watch been acquainted with the following information?
a Position, course, speed and draft of ship
b Course plotted on chart, minimum UKC on course
c Prevailing / predicted tides, currents, weather and visibility
d Are correct coast stations on the Navtex being monitored with respect to
the vessels geographical position

e Is the Sat C equipment selected to the correct Navarea with respect to the

f Operational condition of all Navigational, communication & Safety
equipment on Bridge

g Gyro and Magnetic Compass Errors
h Movement of other vessels in vicinity / effect on own ship
i Identification of shore lights, buoys etc
j Conditions / hazards likely to be encountered on watch
k Possible effect of any heel, trim, squat etc on
l Underkeel clearance / Echo sounder alarm settings
m Has Master standing order and Night order been understood and signed
4. Is the vision of the relieving Officer adjusted to the prevailing conditions?

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SHIP MANAGEMENT PTE LTD OMD CheckList 007 - All Watch

CONTROLLED Revision:14 Nov 2012
Approved by DPA/DMR
Page 2 of 2

# Item Yes No
5. Is the relieving Officer / watchman well rested in accordance with work
hour requirements?

6. The Automatic Pilot is tested manually once every watch
7. Is the AIS reflecting the correct vessels status?
8. The BNWAS is operational
The bridge navigational watch alarm system shall be in operation
whenever the ship is underway at sea.

9. Fire Alarm Panel Status: Have any Loops been temporarily disconnected?
If so why?

Completed by:
Name:
Rank:
Date:

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THOME
Operations Manual
Deck
OMD Checklist
No. 008
PREPARATION FOR ARRIVAL IN PORT
To be completed before End of Sea Passage.
Port: Vessel Name:
Date:

# Item Yes No
1 In preparing the Passage Plan for arrival in port, have the following factors been taken into
consideration?
a Available port information
b Advice / recommendations in Sailing Directions
c Latest weather reports
d Is the Sat C equipment selected to the correct Navarea with respect to
vessels geographical position and are warnings being received

e Tides and Currents for port / adjacent areas
f Calculated / known minimum and maximum depths of water
(i) In Port Approaches
(ii) At berth
c Any restrictions on draft, trim, speed entry times etc
2 Is it necessary to rearrange cargo / ballast?
3. Has E/R been given adequate notice?
4. Are all relevant charts and nautical publications corrected up to date?
5 Are courses laid off up to the berth?
6 Has ETA been sent with all relevant information required by Local
Regulations?

7 Has all navigational equipment tested and stabilisers housed?
a Has the Steering Gear been tested as per USCG 33 CFR 164.25
requirements and results entered in the logbook?

8 Has the following equipment been checked?
a Course Recorder (course and time recording correctly)
b Engine Order recorder (clock synchronised)
c Engine Movements Ahead / Astern tested
d All clocks synchronised (Bridge, Engine room etc)
e Internal communications equipment

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Preparation for Arri val in Port

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# Item Yes No
f Signalling equipment including flags, lights
g Deck lighting
h Mooring winches
i Mooring lines / wires / heaving lines
j Pressure on Fire Main
k Whistle
l Navtex
m Bridge Navigational Watch Alarm System (BNWAS)
n Crane Power on and in readiness
o ICCP (impressed current) off if so required
p Accommodation air pressure, ensuring all self-closing doors are able to
close

r Bow Thruster
9 Have anchors been cleared and is Bosun standing by?
10 If appropriate, have the checks in OMD Checklist 004 been carried out and
Pilot card been completed. OMD Checklist 005 made ready (to be
completed once Pilot boards)?

11
Has manual steering been engaged in sufficient time for the helmsman to
become accustomed before manoeuvring commences?

12 Has the crew been advised of the time of Stand-by for entering port? EOP
been rung well in time for vessel arrival, allowing gradual slow down.

13 Have VHF channels for the various services (VTIS, pilot, tugs, berthing
instructions) been noted and a radio check carried out?

14 Is the following berth information available?
a Whether anchoring or berthing alongside
b Which side to jetty
c Whether ship accommodation ladder / gangway or shore gangway to be
used

d Size / number of shore connections
e Mooring boats / lines
F Loading / Discharge Rates
15 Is Bridge manning level as per the TSM requirement (OMD document 003,
Table3.1-1) and suitable for the current situations?

16 Have issues related to Port Security been addressed (gangway, stowaway
precautions, security searches, positing of contact details as per vessel

THOME
Preparation for Arri val in Port

Approved by DPA/DMR
Page 3 of 3

# Item Yes No
Security Plan, etc)? Has the Document of Security (DOS) has been
prepared? Has the Port Contact list TSM 175 been prepared and displayed
(Bridge, CCR, Master, ECR, etc.)?
17 Has the Emergency Contingency plan been prepared and discussed?
18 Has the E-NOA and E-NOA updates (as applicable) been submitted to
NVMC, QI and agents?

19 If vessel does not comply with the Companies specified UKC, has Thome
Marine dept contacted and necessary clearance obtained for entering port?

Note: Ensure the AIS is updated correctly after arriving, appropriately.

Name: Name:
Rank:
Date: Location:

Approved by DPA/DMR
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THOME
Operations Manual
Deck
OMD Checklist
No. 009
ANCHORING AND ANCHOR WATCH
To be completed before anchoring. One checklist is to be completed every Noon to Noon and
compliance to be noted in deck log book at the end of each watch. Checklist is to be signed by Duty
Officer.
Port: Vessel Name:
Date:

# Item Yes No
1. Has an anchoring plan been prepared taking into account the following:

a
Speed reduction in ample time

b
Direction / strength of wind, current

c Are correct coast stations on the Navtex being monitored with respect to
the vessels geographical position

d Is the Sat C equipment selected to the correct Navarea with respect to the

e
Tidal stream when manoeuvring at low speeds

f
Need for adequate sea room particularly to seaward?

g
Expected weather conditions and holding ground?

h
Appropriate anchoring position is approved and agreed by port authorities?

i Stopper bar is in place and only cleared once depth is below the Maximum
anchoring depth.

j Has the depth of the anchor position identified less than the Maximum
anchoring depth as laid down by OCIMF - ANCHORING SYSTEM &
PROCEDURE FOR LARGE TANKERS

2. Have the following been informed of the time of Stand-by for anchoring?

a
The Master

b
The Engine room

c
The anchor party (Officer, Bosun and one crew member)

3. Is the following equipment ready for use?

a
Anchor(s) and windlass

b
Lights / shapes and flags

c
Sound signalling apparatus

d
Communication equipment
4. Has the main engine been tried out for astern movement?

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Anchoring and Anchor Watch

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# Item Yes No
5 After Anchoring:
a Is the vessel holding?
b Has the anchor position and anchor bearing been logged?
c Has the anchor watch been established?
d Has the vessels swing circle been marked on the chart and found safe?
e Have all concerned parties been informed?
f Anchor stopper bar and pins engaged once the anchor is brought up and
the anchor windlass brake fully tightened and gear disengaged

g Anchor not in use is housed and properly secured to prevent accidental
release

h Anchor to be marked using a flag for easy identification by the Bridge
officer against dragging of anchor

i AIS updated appropriately
5. Have instructions been issued to the officer of the watch / engine room on the following:

a
Determining and regular checking of anchor position?

b
Notice for Main Engines especially if weather deteriorates?

c
Calling the Master if weather deteriorates?

d
On which VHF channels listing watch to be maintained?

e
All regular anchor rounds being maintained by the deck watch keeper
Name: Name:
Rank:
Date / Time: Location:

Name: Name:
Rank: Rank:
Date / Time: Date / Time:

Name: Name:
Rank: Rank:

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Anchoring and Anchor Watch

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# Item Yes No
Name: Name:
Rank: Rank:

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THOME
Operations Manual
Deck
OMD Checklist
No. 010
RESTRICTED VISIBILITY
To be completed at first occurrence of Restricted Visibility. (One checklist to be completed for every
12 Hours of Restricted Visibility encountered continuously. compliance to be noted in deck log book
at the end of each watch and checklist to be signed by Duty Officer)
Date: Vessel Name:

# Item Yes No
1 Has the following equipment been brought into operation:
a Radar, ARPA or other plotting device
b Manual steering
c VHF
d Sound signalling apparatus
e Navigation lights
f Echo sounder (if in soundings)
g Watertight doors, as appropriate
2 Have lookout(s) been posted? Has the bridge manning been enhanced and
appropriate entries made in the deck log.

3 Have the Master and Engine room been advised?
4 Are the 1972 International Regulations for Preventing Collisions at Sea being
complied with, particularly with regard to proceeding at a safe speed?

5. If Ships position is in Doubt, Has the master been notified
6. Reference made to OMD Doc 003, section 3.3 on restricted visibility
Name: Name:
Rank:
Date / Time: Location:

Name: Name:
Rank: Rank:

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THOME
Operations Manual
Deck
OMD Checklist
No. 011
NAVIGATING IN HEAVY WEATHER
To be completed when conditions exceed or are forecast to exceed Beaufort Force 6. (Compliance to
be noted in deck log book at the end of each watch and checklist to be signed by Duty Officer)
Date: Vessel Name:

# Item Yes No
1 Have the following been informed:
a Master
b Engine Room
c All crew
2 Have all moveable objects been secured at the following locations?
a
Lashings on monorail crane and provision crane rechecked?

b
Stores / spares, equipment, etc. stowed on deck secured?

c
Forecastle store checked and additional lashing applied as necessary?

d
Paint locker checked and all paint secured?

e
Steering gear room checked and additional lashings applied as necessary?

f Engine room checked and additional lashings applied as necessary
g
Aft rope store checked and additional lashings applied as necessary?

h
Portable gangways / accommodation ladders secured?

i
Pilot ladders and hoists lashed and secured +additional lashings taken as
required?

j
Chief cook notified and provision rooms (cold and dry) galley and mess
rooms (crew and officers) secured?

k
Furniture and appliances in all common / public (smoke rooms, offices,
conference rooms) areas secured?

l
Additional lashings on PCs, monitors, copy machines and printers.

m
Bridge prepared for rough weather?

n
Anchor lashing checked (additional applied), spurling pipe cemented?

o
All mooring ropes and wires on winches are secured and covered.

p
Lifeboat lashings checked?

q
Liferaft lashings checked?

r
Cranes / derricks / grabs lashed and checked?

s
Oxygen acetylene bottles rechecked and lashed and in appropriate place.

t
Ventilation for bow thrusters closed

THOME
OMD CheckList 011 - Heavy weather
or storms

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Page 2 of 2

# Item Yes No
u
All Lube oil drums have been secured inside stores and NO drums are
lashed on deck.

3 Change over to hand steering and switch on both steering motors
4 Has the need to readjust / take additional ballast been assessed
a
Loading condition verified (Trim, GM, stress, tank sloshing, propeller
immersion, freeboard)?

5 Has the bridge manning been enhanced and appropriate entries made in
the deck log.

6 Have all watertight doors shut/Water tight integrity checked?
a
Tank dooms confirmed tight shut

b
Check watertight integrity of weather deck, tighten lashings and dogs of
doors and hatches

c
Hatch cover locking devices rechecked?

d
Dampers for cargo hold ventilation closed?

e
All closable vents on deck and around accommodation have been checked
closed and tight. Special attention to bunker tank vents and sounding pipes

7 Have speed and course been adjusted as necessary?
8
All personnel have been specifically instructed not to go out on deck without
permission of the Master.

9 Have Safety Lines / hand ropes been rigged where necessary?
10 Have instructions been issued on the following matters:
a
Hourly log entries of meteorological conditions prevailing and vessels
behaviour made?

b
In hours of darkness if vessels behaviour is causing OOW concern or if in
doubt as to the severity of the weather, Master to be immediately called?

c Transmitting weather reports to appropriate authorities or, in the case of
Tropical Storms, danger messages in accordance with SOLAS 1974
Chapter V, Regulation 2(a)

11
Have you informed your Superintendent ?( Via Email to Marine and Tech)

Name: Name:
Rank:
Date / Time:
Location:

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THOME
Operations Manual
Deck
OMD Checklist
No. 012
ICE OR EXTREME COLD CONDITIONS
To be completed by Deck Officers prior to taking over a watch when navigating in or near an ice
bound area. (Compliance to be noted in deck log book at the end of each watch and checklist to be
signed by Duty Officer)
Date: Vessel Name:

# Item Yes No
Notification Section (refer to ECM Doc 007)
1 Have the following been informed of the ice or extreme cold conditions?
a Master, Chief Engineer, engine room & all crew
b Thome Ship Management & Owners
c Charterers & Agents
2 Has Thome Ship Management been advised of the following?
a
Exact status of equipment or stores on board to deal with ice or extreme
cold conditions.

b Conditions being encountered
c
Any reports made for injuries, damages received or delays experienced
with attachments

d
Owners advice if vessel is suitably covered by insurance for the intended
voyage

e Ballast condition and vessel intentions re ballasting
Crew Safety Preparation and Operational Readiness (refer to ECM Doc 007)
3 Has the following been carried out?
a
Safety meeting & familiarisation with precautions to be taken in expected
cold conditions

b
All crew who are to work on deck issued with warm clothing

c
Hypothermia and frost bite first aid care training carried out

d
Crew accommodation heating to be tested and checked for operational
readiness

e
Passages to essential emergency equipment and forward end clear

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Ice or Extreme Cold Conditions

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# Item Yes No
Navigation Preparation and Operational Readiness
4 Minimum requirements prior to proceeding into cold or ice bound areas
a
All information required for proper appraisal of situation and route planning
gathered

b Use of weather routeing services
c Icebreaker or tug assistance called for
d Reference made to Mariners Handbook Section 8 on ice procedures
e
Ballast condition (max propeller immersion & sea chest immersion, max
draft forward)

f Master and Chief Engineer written instructions issued to officers and crew
g
Lookouts posted if ice is considered close by and speeds adjusted
accordingly

h Watertight doors closed up and ship prepared for oncoming weather
Preparation and Operational Readiness
5 Reference to and compliance with ECM Doc 007
6
Reference to and compliance with OME Document 009 & OME Checklist
No. 002

Name: Name:
Rank:
Date: Location:

CONTROLLED Revision: 01 Mar 2008
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THOME
Operations Manual
Deck
OMD Checklist
No. 013
VITAL SYSTEMS SURVEY
To be completed prior to port arrival each Port.
Port: Vessel Name:
Date:

# Item Yes No
Part A to be Completed Prior to Arrival
1 Have mooring ropes and all associated mooring systems been reviewed and
found in satisfactory condition?

2 Are anchor windlasses in good operational order and anchors ready for use?
3 Are Emergency Towing Arrangements in good order and ready for use?
4 Is USCG emergency lightering equipment if required? Manifold reducers,
joints, bolts in good order and clearly marked?

5 Are all P/ V valves correctly set and their operation checked?
6 Is the Inert Gas System fully operational?
7 Is the Vapour emission control System (VECS) if fitted fully operational?
8 Are all high level and overfill alarms operational, tested and logged?
9 Are all valves and indicators operational?
10 Are all sea valves and ship side valves secured?
11 Are all manifold connections blanked (with every hole bolted)?
12 Are all pump room strainers, inspection covers and drains properly secured?
Part B to be Completed after Arrival
1 Has the ship / shore Safety Checklist been completed? Are Emergency
shutdown procedures been discussed and understood by all?

Name: Name:
Rank:
Date: Location:

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THOME
Operations Manual
Deck
OMD Checklist
No. 014
LNG / LPG PRE-ARRIVAL CHECKLIST
Vessel : Voyage No. :
Place : Date :
General (Deck)
# Description Yes No
1. Have mooring ropes and all associated mooring system been
reviewed and found in satisfactory condition. (Heaving lines,
Stoppers, Rat guards, messenger lines)

2. Are anchor windlasses in good order and anchors ready for use?
(Anchor lashing, Spurling pipe covers and stromhose pipe covers
removed)

3. Gangway and its associated equipment checked all in order. (Its
safety net, notice board, lifebuoy, winch)

4. Pilot ladders checked and ready for deploying along with Life buoy
with it and line

5. Flood lights to be checked

6. Emergency fire pump to be tested

7. Deck and Accommodation spray water system to be tested.

8. Comply with ISPS, (all doors, stores, lockers sealed/locked)(Visitors
log, Tags, warning signs, safety helmets)

9. Walkie Talkies tested, all with spare charged batteries.

10. Fire wires checked and ready for deploying

11. Weather sea condition, tide forecast.

12. Fenders to be kept ready

13. Hydrometer/Thermometer for checking seawater density in good
order.

14. International Ship Shore connection to place near the manifold.

15. VHF/AIS put to low power mode upon arrival.

THOME
LNG / LPG Pre-Arri val Checklist

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Cargo Systems
1. Function test of Cargo pumps (Check oil levels/gauges)

2. Function test of Cargo Compressors (Bulkhead seals, Cooling water
tank level, ventilation, checking of all pressure/temperature gauges,
comp oil)

3. ESD system activated and the manifold valve closing time
noted/adjusted to 28 sec.
After Testing the switch back to the normal position
No override of ESD system should have been done without Masters
written permission

4. Cargo Tank HH Level shut down system tested

5. Cargo Tank High/Low pressure alarm system tested.

6. Cargo Tank Low/High temperature alarms tested

7. Cargo Flash / Drain Tank High Level alarm tested

8. Confirm Cargo Flash / Drain Tank is empty

9. Remote and Local Pressure/Temperature/Level gauges compared

10. All Cargo line valves checked for free operation

11. Cargo heater alarms tested (if applicable)

12. For manifold connection, Gaskets, Nut bolts, tools, reducer blanks,
drip trays of proper rating prepared

13. Fixed and Portable Gas detection instruments in good order.

14. Fire fighting appliance prepared for cargo operations

15. Cargo Tank seawater, cooling sprinkler system to be tested

16. Emergency eye shower to be tested

17. Emergency kit for manual closing of cargo tank relief valve should be
ready

18. MSDS for cargo to be handled to be posted in CCR, ECR, Smoke
rooms

19. Nitrogen Generator to be tested (if applicable)

20. Ship stability to checked (All ballast/void spaces, liquid quantity
verified)

21. Detailed Load/Discharge plan ready

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LNG / LPG Pre-Arri val Checklist

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Page 3 of 3

22. Pre Loading/Discharge meeting convened

21. Paper work and documentation kept ready (NOR, cargo nomination,
ship shore checklist, cargo documents, port log, cargo monitoring
sheets, ullage tables, volume correction tables, Density tables, ISPS
DOS form, Dangerous work permit.

22. ESDS System, switch/pendant with long cable for giving to terminal
ready for use.

23. Cargo Hose handling crane to be tested

CHIEF OFFICER SIGN:
DATE:
TIME COMPLETED:

MASTER VERIFICATION:
DATE:
TIME COMPLETED:

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THOME
Operations Manual
Deck
OMD Checklist
No. 015
CARGO ENGINEERS PRE-ARRIVAL CHECKLIST
Master : Port / Area :
For Load and Discharge Port
No. Item Check Initials
1.
Check hydraulic unit and test all hydraulic operated valves related
to the cargo system

2.
Test ship/shore telephone and hot line, set telephone switch in
correct position

3.
Check ESD, hot line, telephone, earthing, fibre optic and high
surge suppression connections on the manifold, clean if
necessary

4.
Check the fibre optic

5.
Check ESD system closing time of manifold valves (28 sec)
After Testing the switch back to the normal position
No override of ESD system should have been done without
Masters written permission

6.
Check Trans-Sonic high/low level alarm

7.
Check High Level alarm is operational and that the very high level
alarm operates the Emergency Shutdown & appropriate alarms.

8.
Cargo Flash / Drain Tank High Level alarm tested

9.
Confirm Cargo Flash / Drain Tank is empty

10.
Check all manometers on tank domes and at the manifold

11.
Check that doors to LNG, LPG and dryer room are closed; test
door alarms to CCR and Electric Motor Rooms

12.
Check that sufficient manifold gaskets are available

13.
Repack/re-tight any leak flanges during previous
loading/discharging

14.
Check liquid line for cracked nuts

15.
Line up vapour return system

16.
Wind down Wessoe tapes and check for proper function

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Cargo Engineers Pre-Arri val
Checklist

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Page 2 of 2

17.
Place tools on catwalk and manifold

18.
Cargo and spray pumps to be megger tested

19
Check fixed gas detection units for proper function

For Discharge Port Only
1.
Install cleaned discharge strainers, purge and pressurise with N2.
Strainers must be immediately replaced in case of mechanical
damage or build up of back pressure noticed during discharge

2.
Prepare N2 system for filling

3.
Test all cargo and spray pumps

4.
Cool down and pressure test liquid lines to 5Kg/cm

5.
Record of cargo tank level before and after cool-down of lines

For Load Port Only
1.
Function test of all boil off gas (BOG) compressors

2.
Preparation for Cargo pumps to be tested after commencement
of loading, when sufficient level is reached in the cargo tanks

CHIEF ENGINEER VERIFICATION:
SIGN:
TIME COMPLETED:

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THOME
Operations Manual
Deck
OMD Checklist
No. 016
CARGO ENGINEERS DEPARTURE CHECKLIST
Master : Port / Area :

1.
Blank off all flanges after disconnection of arms

2.
Transfer all coolant to one tank

3.
Pressurise the liquid lines and drain all remaining liquid back to
the tanks

4.
Secure Wessoe tapes in upper position

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THOME
Operations Manual
Deck
OMD Checklist
No. 017
LNG/ LPG CHANGE OF WATCH DURING CARGO OPERATION
Vessel : Voyage No. : Date :
Master : Port/Area : Time :

# Item Check Initials
1 Standing orders, supplementary additional information given by the
Chief Officer

2 General information regarding the cargo operation, the relevant logs
and lists

3 Present situation of the ballasting/deballasting operation (cargo and
ballast operations plan)

4 Present situation regarding the vessels mooring arrangement,
gangway and safety net

5 Record of crew ashore and personnel on duty

6 Present situation of vessels flag, signal lights, flood lights

7 Present condition of walkie talkies, internal/external communication
equipment

8 Weather/sea condition, tide. Including forecasts

9 All members of the watch capable of carrying out duties as intended

10 Any other information relevant to the cargo operation

11 Shore-supplied check list, including a list of shore/terminal personnel
on duty

12 List of important shore phone connections (terminal port master
office, agency, fire brigade, safety agency, first aid station, name(s)
of standby Tugs, etc.)

13 Copy of port regulations

14 Signboard with Terminal-related emergency signals to be sounded in
the event of an emergency.

15 Enter in Bell Book when completed

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THOME
Operations Manual
Deck
OMD Checklist
No. 018
LNG IN CARGO TANK CHECKLIST

1 At normal conditions no tank ventilation is required. But if required, this is to
be done through unless a 60 mesh filter and a dryer unit. Under no
circumstances the tanks are to be ventilated directly from surrounding
atmosphere (to prevent humidity and dust entering in the tanks).

2 Membrane type containment Prior entry in the cargo tank, empty boiler suit
pockets & wear safety shoe protection cover.

3 Membrane type containment Place protective cover +sheets at the tank
bottom around the work site.

4 Bolts and nuts secured

5 Pump spinning test

6 Cable securing

7 Bellows

8 Pipe supporters

9 Temperature sensors

10 Arctic heating, independent high level shutdown / Omicron

11 float gauge pipe and openings

12 Capacitance / radar / laser sounding system

13 Tower clearance

14 Megger test of cargo/spray pumps

15 Spray nozzles

16 Vacuum clean, collect the dust and mark with date/tank no

17 Number of tools brought into the tank. Lower tolls in closed containers to
prevent them from falling.

18 Number of tools brought out of the tank. Ensure all tools taken in the take are
retrieved. Check number.

19 During first loaded voyage after the tank has been opened, re-circulate
according to instructions in Cargo Handling Manual

20 After gas freeing of cargo tank(s), the relevant cargo and spray pumps shall
be megger tested before commencement of inerting.

21 Light bulbs containing mercury not to be used inside the cargo tank

22 Prior closing down the tank after inspection/repairs, the whole tank, including
pump tower, must be checked for absolute cleanliness.

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THOME
Operations Manual
Deck
OMD Checklist
No. 019
LNG PRIOR TO GAS FREEING OF CARGO TANKS

1
Function test of inert gas plant and R-22 cooler
2
Function test of silicagel dryer
3
The following filter/strainers shall be installed in series as follows:

a A felt filter just after the dryer,

b Then, the filter tank

c The old inert gas filter

d Finally, a 60 mesh conical filter inserted into the line where the
inert gas supply is connected

4
Check pressure gauges before/after dryer unit and strainers

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Page 1 of 4

THOME
Operations Manual
Engine
OME Document
No. 001
1. THE ENGINEER OF THE WATCH (EOW)
Purpose
To specify requirements for the Engineer of the Watch
Application
All Vessels
Responsibility
Chief Engineer
Engineering Officers
1.1 THE ENGINEER OF THE WATCH
The Engineer of the Watch (EOW) is responsible for the satisfactory operation and running of the
engine room while on duty. The EOW is the Chief Engineer's representative with primary
responsibility for the safe and efficient operation of machinery affecting the safety of the ship.
Basic responsibilities include:
The EOW is to ensure that the established watch-keeping arrangements are
maintained and that the Chief Engineer's standing orders are complied with
Supervision and general direction of junior engineers and engine ratings when
forming part of the watch
At the commencement of the watch, the current operational parameters of all
machinery shall be verified. Any machinery not functioning properly, expected
to malfunction or requiring special service, shall be noted along with any action
already taken or required
The EOW is to ensure that the main propulsion plant and auxiliary systems are
kept under constant surveillance, and operated at the maximum efficiency
Inspections are to be made of the machinery and steering gear spaces at
suitable intervals and appropriate action is to be taken to remedy any
malfunction discovered. All important parameters and incidents which may
occur during the watch must be recorded in the Engine Log
All alarms are to be investigated for cause and to determine if remedial action is
required
When the machinery spaces are in the manned condition, the EOW is to at all
times be capable of operating the propulsion equipment in response to needs
for changes in direction or speed
All bridge orders are to be promptly executed. Engine movements are to be
recorded in the Engine Movement Book
The EOW is to ensure that the main propulsion unit controls, when in the
manual mode of operation, are continuously attended under standby or
manoeuvring conditions

THOME
OME Document No. 001
The Engineer of the Watch (EOW)

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Page 2 of 4

When the engine room is put in a standby condition, the EOW is to ensure that
all machinery and equipment which may be used during manoeuvring is in a
state of immediate readiness and that an adequate reserve of power is available
for steering gear and other requirements
The EOW must not leave the engine room except to visit adjacent machinery
spaces during his watch unless he is properly relieved by another engineer who
is authorised to take charge of a watch
The Chief Engineer shall ensure that the EOW is informed of all preventive
maintenance, damage control, or repair operations to be performed during the
watch. The EOW is responsible for the isolation bypassing and adjustment of
all machinery under his responsibility that is to be worked on, and is to record all
work carried out
The EOW is to notify the bridge immediately in the event of fire, impending
actions in machinery spaces that may cause reduction in ship's speed, imminent
steering failure, stoppage of the ship's propulsion system or any alteration in the
generation of electric power, or similar threat to safety. This notification, where
possible, is to be accomplished before changes are made in order to afford the
bridge the maximum available time to take whatever actions are possible to
avoid a potential marine casualty
The Chief Engineer must be immediately informed of any emergency and of the
action taken
The EOW is to ensure that all bilges and tank tops are kept dry and free from oil
and is to record an entry to this effect in the Engine Log at the end of his watch.
The regulations covering discharge of any oil are to be strictly adhered to
EOW is to hand over to his relief all necessary information concerning the
engines, boilers and auxiliary machinery, together with any special instructions
issued by the chief engineer. He is to advise his relief of any part of the
machinery which may require special attention
EOW is to leave the machinery in good working order with all necessary
standby equipment ready for immediate use
Prior to UMS the duty engineer is to complete the approved checklist which will
be signed by the chief engineer
All engineers and engine room ratings shall be aware of the serious effects of
operational or accidental pollution of the marine environment and shall take all
possible precautions to prevent such pollution, particularly within the framework
of relevant international and port regulations
The watch-keeping engineer is to sign the engine log book as required
1.2 CHIEF ENGINEER OFFICERS STANDING INSTRUCTIONS
The Chief Engineer Officer is to prepare a set of Standing Instructions containing details of
procedures and practices that he requires the Engine Room staff to carry out as a matter of course.
It is stressed that these are instructions that normally will not vary throughout the Chief Engineers
tour of duty onboard the vessel.

THOME

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Page 3 of 4

A copy of these Standing Instructions is to be permanently posted in the ECR. All Engineer and
Electrical Officers are to sign and date the instructions to ensure their understanding and compliance
of same.
The Managers require that the Standing Orders shall include at least the following:
All Engineers must be fully conversant with the Company Fleet Instructions
especially Volume IV entitled Engineering & Maintenance, a copy of which is
kept in the Engine Control Room. If an Engineer wishes to familarise himself
with Volume IV in the comfort of his own cabin, then he can borrow a copy from
the Chief Engineer Officer and if he has any questions regarding the Fleet
Instructions, he is to consult the Chief Engineer Officer or Second Engineer
Officer for clarification
Upon taking over the Watch or Duty, the Engineer is to ensure that all
procedures as defined in the Companys Fleet Instructions are strictly adhered
to, including the following:
o All orders as issued are complied with
o Each Watchkeeping or duty Engineer is responsible for the safe and
efficient running of the Engine Room whilst on duty
o Bilges are to be pumped regularly in line with current regulations, with which
the Watchkeeping or duty Engineer should be entirely familiar. All bilge-
pumping operations are to be duly logged in the machinery space Oil
Record Book. The bilges should be dry at the hand-over of watch or duty
period
o The water level in any working boiler is to be kept under frequent
observation. Any loss of water level out of the visible range of the gauge
glass must be reported immediately to the Chief Engineer Officer
o If the Watchkeeping or duty Engineer gets into a situation that he cannot
handle, he is to sound the ENGINEERS ALARM to summon extra
manpower. There is no stigma attached to sounding the Engineers Alarm,
IF IN DOUBT, SHOUT
o The Chief Engineer Officer is to be notified whenever the Bridge requests
any changes in RPM
o If any failure occurs which requires the slowing down of the main engine,
the Bridge must be informed immediately, engine power is to be reduced to
a level which does not overload the remaining operating plant. If necessary
and the Bridge confirm that it is safe to do so, stop the main engine and ring
the ENGINEERS ALARM
o Any abnormal ingress of oil or water into the bilges must be reported to
either the Second Engineer Officer or the Chief Engineer Officer
immediately
o Any emergency situation, no matter how minor (even if dealt with a source
by the Watchkeeping or duty Engineers initial reaction) must be reported to
the Chief Engineer Officer and a suitable entry made in the Engine room
logbook
o Any abnormal consumptions of water, lub oil or fuel oil are to be reported to
the Chief Engineer Officer immediately and the source of loss/consumption

THOME

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Page 4 of 4

is to be investigated. Tank and sump levels should be monitored
throughout the watch in order to give early warning of abnormalities
o At one hours notice of Stand-by Engines, call the Chief Engineer Officer,
the Second Engineer Officer, and the Electrician
o Routine full inspections of all machinery spaces are to be carried out
o When not in use for access, all machinery space doors and hatches should
be closed
o Except when in use, all welding and burning equipment is to be isolated at
the source
o If the incoming Watchkeeping or duty Engineer is not entirely satisfied with
the condition of the machinery plant, he must bring this to the attention of
the outgoing Watchkeeping or duty Engineer. If they cannot resolve the
situation, then the Chief Engineer Officer must be informed without delay
o The copy of these standing orders will be place in each Engineers cabin
and the master copy with the ECR
The Chief Engineer should print his name and to sign at the end of the set of standing instructions
that he has prepared.
Engine Log Book
Distribution
o File originals
References
ISGOTT 5
th
Edition
Manufacturers Instructions

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Page 1 of 2

THOME
Operations Manual
Engine
OME Document
No. 002
2. WORK PLANNING
Purpose
To specify requirements for Emergency Stops
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Mate
2.1 WORK PLANNING AND SAFETY PRECAUTIONS
When planning maintenance activities, full use should be made of the documentation for Safe
Working Practices for Seamen, a copy of which is to be made available onboard.
At the beginning of each work day, and prior to each watch or duty hand-over, a
full discussion is to take place and this must include relevant details of all work
to be carried out by officers and crew, including safety procedures, in the
machinery spaces. Any changes in the work plan are to be notified to the duty
engineer/engineer of the watch
A daily work list is to be made and fully discussed amongst all concerned
All maintenance activities must be adequately planned and the implications of
one task upon the safety aspects of another must be fully appreciated
All personnel who perform duties in the engine room must be made fully aware
of the existence and function of emergency stops and isolators in general and
those for motor ship turning gear in particular
2.2 EMERGENCY STOPS
All engine personnel must be familiar with the function of emergency stops and isolators. Routine
familiarization should be carried out as part of daily on the job training.
2.3 FUEL OIL QUICK CLOSING VALVE
All engine personnel must be familiar with the function of fuel oil quick-closing valves. Routine
familiarization should be carried out as part of daily on the job training.
Chief Engineer to carry out a thorough inspection to confirm that vessel is complying with United
States Coastguard (USCG) requirements. In case of any noncompliance please report same to the
respective Marine & HSSEQ Superintendent & Technical Superintendent in the next Monthly safety
Report.

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Work Planning

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Page 2 of 2

Task Verification
The Quick-closing valves operating system is capable of remotely
closing all valves as designed; some systems close valves
sequentially and others simultaneously.
ALL QCV are marked and
operation understood
There is a maintenance plan in place including, inter alia, technical
manuals containing diagrams and information that describes the
system components, required spare parts, operation, maintenance
and repair
Chief Engineer to confirm
that same in order
That all engine department personnel can identify the location of
each valve, the respective remote closure and how to close them
locally and remotely in an emergency.
TSM 162 Training record to
be completed in regards.
Training to carried out at
least every quarter.
Engine Log
Daily Work-List
Distribution
o File originals
References
Safe Working Practices for Seamen

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Page 1 of 3

THOME
Operations Manual
Engine
OME Document
No. 003
3. ENGINE ROOM OPERATIONAL REQUIREMENTS
Purpose
To specify requirements for Engine Room Operational Requirements
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Mate
3.1 UMS OPERATION
All ships which are designated UMS are approved for unattended machinery space operation. This
method of operation releases watch-keeping engineers for more productive maintenance. All ships
which are classified UMS should operate as such whenever possible, subject to the limitations
detailed in the following subsections. The machinery spaces must be considered unattended even
when personnel are present for maintenance work.
System Requirements for UMS Operation
The operation of all equipment must be satisfactory before the machinery spaces may be operated
unattended. The following requirements must also be met:
The bridge control system must be fully operational.
The main engine alarm and trip systems must be operational.
The oil mist detection equipment must be operational.
The fire alarm system must be operational.
An auxiliary/emergency diesel alternator must be available in auto-start mode.
The sequential restart system must be set to automatic operation.
All main engine support system standby pumps must be available for automatic
operation.
The bilge alarms must be operational.
One boiler must be available for automatic start operation.
The second steering gear motor must be available for automatic start operation.
The master and chief engineer must have no reservations about the unattended
operation of the machinery spaces, either through extreme navigational
conditions or machinery defects or any condition which requires regular
monitoring.

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Engine Room Operational
Requirements

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Page 2 of 3

Standby Conditions
Where manoeuvring is required, the engine control room must be fully manned in standby condition.
The following below are examples of situations where standby conditions are required in the engine
control room:
Port arrival and departure
Anchorages arrival and departure
Ship to ship manoeuvring operations (which includes ship to barge operations,
storing operations with supply launch etc.)
Mooring and tug handling operations
Pilot boarding and disembarkation
Traffic Separation Scheme
High traffic density area, fairway and roadstead transit
Entry of Unattended Machinery Spaces
Lone entry of machinery spaces is prohibited unless the following conditions are met:
A dead-man alarm system is in use where a timer must be depressed at regular
intervals without which an audible alarm will sound; or
A periodic communication system is established with bridge watch-standers
Single handed watches or work may only be carried out by certified watch-
standers
The names of personnel entering machinery spaces must be reported the
bridge
3.2 MINIMUM MANNING IN PORT
When in port, there must always be sufficient personnel to operate engine machinery in case of
unexpected demand. At a minimum, the following Engine Department personnel must remain
onboard:
Chief Engineer or Second Engineer
One senior rating
3.3 RESPONSIBILITIES OF THE DUTY ENGINEERS
The duty engineer is in sole charge of the operation of equipment in the machinery spaces and must
always remain within hearing of the machinery alarms. He must accept all alarms, answer the
telephone and keep the bridge officer of the watch fully informed. All deficiencies or faults which
affect safety or the efficient operation of the engine room equipment must be reported to the chief
engineer immediately.
3.4 ROUTINE INSPECTIONS
The following routine inspections of the machinery spaces are to be carried out:

THOME
Engine Room Operational
Requirements

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Page 3 of 3

Start of Day
o The duty engineer makes a tour of inspection and completes the Engine
Official Log by 0800 hours. UMS duty hand-over will be 1200 hours unless
otherwise instructed by chief engineer.
Noon
o The duty engineer checks the machinery spaces and enters counter
readings including consumption figures in the Engine Log.
End of Day
o Each ship will use a UMS Checklist based upon the particular machinery
onboard. Sheets are to be placed within plastic folders to form a book.
The duty engineer inspects the machinery spaces, adjusts tank and bilge
levels as necessary and tests all alarms. The completed UMS checklist
form to be signed and a log entry made denoting its successful completion.
During Evening
o The duty engineer carries out a late evening inspection of the machinery
spaces and reports to the Chief Engineer or bridge on completion.
3.5 UMS CHECKLIST
Each vessels'' UMS Check-List is unique and must be developed by the Chief Engineer based upon
the specific machinery fitted. Once prepared, a dated UMS Check-List must be forwarded to the
Technical Superintendent for approval. The Technical Superintendent will review the draft UMS
Check-List to verify adequacy of content and will confirm acceptance and approval of the dated
check-list in writing, either by e-mail or by signature directly on the original document. Copy of the
superintendent approval must be attached to the plastic sheets with the UMS Check-list and/or with
superintendent visit reports.
Engine Department
o Engine Log
"Ship Specific UMS Checklist
o File No. 7.0
Distribution
o File originals
References
STCW 95

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THOME
Operations Manual
Engine
OME Document
No. 004
4. ENGINE ROOM SYSTEMS
Purpose
To specify requirements for Main Engine Maintenance
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Officer
4.1 MAIN ENGINE MAINTENANCE
Engine maintenance schedules must be adhered to as far as possible. Overdue items should be
reported to the technical superintendent and fleet group manager as "Maintenance not done" through
the reporting facilities of the planned maintenance system.
Indicator diagrams or peak pressure cards will be taken monthly on all motor ships:
Immediately after leaving dry-dock.
Whenever an engine defect is suspected.
Whenever main engine maintenance in scheduled in port or at anchor, the bridge must be notified to
ensure the propeller is clear.
Any maintenance tasks, either planned or unplanned, which renders the Main Engine inoperative for
a period of more than 2 hours, has to have prior approval from the ships Vessel Manager or
Technical Superintendent as applicable.

The following procedures are to be followed:

TSM Form 055 A Critical Equipment Maintenance Permit is to be submitted (in MS word
format) to the Office. Both Marine and Technical department are required to review, enter
their comments and evaluate the request prior concurrence.

TSM Form 089 & TSM Form 089A (as required) should also be completed to highlight the
hazards and risk control measures implemented in order to lower the risk.

Once the above documents have been submitted and concurrence received, the equipment
can be immobilised and the maintenance carried out.

TSM Form 055A is only valid for twelve hours. For any job exceeding twelve hours a fresh TSM Form
055A is to be completed.

Once the maintenance work has been completed and permit should be closed and office informed .

Prior to starting any maintenance:

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Engine Room Systems

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Designate the person in charge of the maintenance.

A safety meeting is to be held with all those involved in the tasks. Briefing on the maintenance
procedures, communications procedures and any related safety precautions and contingency
plans must be discussed and understood.

The designated person-in-charge will assess the maintenance area and carry out the
necessary checks and tests after which a written Critical Maintenance Permit with a duration
that does not exceed 12 hours may be issued by the Master for each intended task.

The procedures and precautions with all incorporated checks and tests are to be carried out:

After a permit time has expired and before continuing with the intended maintenance

In case the maintenance has been suspended and prior to resumption of the work

This is not applicable to maintenance carryout during when the vessel is in a shipyard or during dry
docking.

The risk assessment must include as a minimum:

Personnel, spares and tools

Worst case scenarios

Testing procedures

Necessary modification in operational procedures as a result
Cylinder Heads, Liners and Pistons
The most frequent causes of fractured cylinder heads are sudden temperature changes and extreme
temperature differences between combustion and cooling water spaces. To prevent cracking:
The main engine should be warmed-through before starting
The main engine should be kept warm during normal port calls
Cooling water passages should be inspected periodically to ensure that they are
clear and not obstructed by scale or by graphite accumulation
The cooling down procedure after finished-with-engines is important, particularly
where pistons are oil cooled. The cooling oil must be circulated for at least an
hour as stagnant oil in contact with hot surfaces will break down to form carbon
deposits.
J acket water chemical protection must be kept at the recommended levels;
periodic checks should be recorded in accordance with manufacturers
recommendations
Every precaution should be taken to prevent the main engine being started with
oil or water in any of the cylinders. The main engine must be turned by turning
gear or slow turning with indicator cocks open after a prolonged port stay or
maintenance and turned on air prior to starting.

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Engine Room Systems

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Page 3 of 25

The exhaust temperatures should be monitored carefully and the cause of any
sudden reduction in temperature should be investigated immediately. If water
should enter a cylinder while the main engine is running, the exhaust
temperature for that cylinder will show a reduction.
Valves and Valve Gear
The condition of the cylinder head valves is a major factor in the correct and efficient operation of any
diesel engine. It is essential therefore to chance and overhaul them on a routine basis in accordance
with manufacturer's recommendations. Overhaul schedules should be monitored through the
planned maintenance system
Fuel Oil and Injection System
The fuel injectors and pumps are precision units manufactured to close tolerances. Care must be
taken and cleanliness maintained during overhauls. Contact with rags or cotton waste must be
avoided and the components must be re-assembled in a wet condition to avoid abrasive matter
adhering to the parts. Other concerns include:
Atomizer spray holes must be cleaned only with the special tool provided.
A correct spray pattern, release pressure and clean cut-off should be achieved
when testing the injectors by means of the test pump.
Atomizer needles and pump plungers are ground to match their respective
nozzles and sleeves and must not be interchanged.
To achieve correct atomization, the fuel temperature should be regulated to
ensure that the viscosity at the injectors is correct. The necessary temperature
can be derived from the temperature-viscosity charts which are supplied to all
ships, and the injection viscosity is obtainable from the engine manufacturers'
handbook.
Operating with too low a fuel temperature and a correspondingly higher viscosity
will raise peak pressures above the safe limits.
Lubrication System
The pressure and temperature of the lube oil supply must always be maintained within the builders'
specification. The cleanliness of the lube oil and entire system is of primary importance and the
purifier must be operated on a routine basis to maintain this condition. Water washing must only be
carried out on instructions from Thome, subsequent to analysis results indicating that washing is
necessary. Only distilled water may be used for this purpose.
Charge Air Systems
The efficiency of turbochargers tend to fall off very slowly and it is necessary to keep a record of all
temperatures, differential pressures and revolutions should therefore be closely monitored. General
considerations include:
Washing of air and exhaust ends in accordance with manufacturers'
instructions.
Inspection of the gas inlet interceptor grids must be carried out on a regular
basis to ensure freedom from fouling and damage. All accessible ports should
be cleaned out at the time of this inspection. Air intake filters should be cleaned
as necessary as determined by differential pressure measurements.

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Charge air coolers should be routinely cleaned to prevent an increase in
differential pressure. Cooling water supply to the cooler must also be regulated
to maintain the air temperature just above dew point.
Supercharged and under-piston spaces should be regularly examined and
cleaned. Examination should include air transfer valves where fitted.
Crankcase
An examination of the crankcase should be carried out at monthly intervals. Inspection should
include:
The testing of all bolts for tightness, together with their locking devices.
Camshaft driving gear, including spray pipes; the supply of lubricant to all
bearings and spray pipes should be checked while the turning gear and
lubricating oil pump is in use, prior to closing.
Examination of the piston rod sealing is to be made periodically and at every
piston change to ensure that the scraper rings bear uniformly on the rods, that
the oil drain holes from the stuffing boxes are quite clear and that the rings are
clean and floating in their cages. Piston Telescopic seals should also be
regularly inspected.
Use of intrinsically safe lights and the adherence to smoking regulations in the
vicinity of an open crankcase.
Precautions for Overheating of bearings
Overheated bearings can lead to an oil mist explosion in the crankcase. The following precautions
must be observed to reduce the risk of crankcase explosion:
Early detection of overheating and the prompt slowing or stopping of the main
engine may prevent the occurrence of conditions conducive to fire or explosion.
Should an oil mist be detected, the crankcase or inspection doors must not be
opened until the main engine has cooled down. The main engine should not be
restarted until the cause of overheating has been established and rectified.
The oil mist detector must be tested and proven operational at intervals
specified by the manufacturer. Testing should be incorporated in the planed
maintenance system.
4.2 MAIN PROPULSION STEAM TURBINE
Warming and Shutdown Procedures
The warming of steam turbines must be carried out in accordance with the maker's instructions.
Appreciable distortion can occur in both the rotors and casings during this process, and also during
cooling down periods, if the rotor is allowed to remain stationary for any length of time. The turbine
rotors should never be allowed to remain stationary for longer than five minutes, while steam is
supplied to the glands, to prevent local heating stresses occurring in the area of the gland pockets of
the stationary rotor. The propeller rotation required is negligible, and one or two rev/min will ensure
satisfactory rotation of the turbine. The propeller shaft must not be turned until it is established by the
bridge that the propeller is clear. The gland steam system must be operated in accordance with the
manufacturers' recommendations to minimize gear case humidity.

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Maximum Power Underway
Full power should be made as soon as steady conditions permit. The plant should be adjusted to
provide the maximum efficiency under prevailing conditions. A comparison of the temperature and
pressures obtained with those specified in the Heat Balance Diagram will give an indication of
efficiency. Temperatures and pressures must therefore be kept as close as possible to the system
specifications.
Reduction Gearing
The gears and flexible couplings should be regularly inspected for wear or deterioration. When
inspection covers are removed, great care must be exercised to ensure that nothing falls into the
gear case. Naked lights must not be used due to the danger of explosion.
Lubrication system
The condition of the bearings is dependent on an adequate supply of clean lubricating oil. The
purifier is to be run on a regular routine basis, for at least 7 days in every 10, to remove any water or
sediment. Lube oil filters must be in use. If oil starvation has occurred after a lube oil failure, an
examination of the bearings and gearing should be carried out before returning the turbine to service.
Where a lube oil gravity tank is fitted, the run-down valve must be locked open at all times when the
main turbines are turning. Gravity tank alarms and emergency main turbine trip valves should be
checked at regular intervals. Lubricating oil usage must be monitored and recorded daily.
Safety Devices
The operation of all governors and trip devices must be checked and proven at intervals not
exceeding one month. This is extremely important and must not under any circumstances be
neglected. The over-spend governor cannot normally be tested whilst the ship is in service and an
item covering the examination and testing should be submitted at repair periods/dry-dock.
4.3 WATER TUBE BOILERS
Feed water System and Chemical Treatment
Particular attention must be paid to the purity of feed water of high pressure water tube boilers.
Distilled water only must be used and this must be chemically tested to ensure that it is suitable
before use and results recorded. If de-mineralization columns are also used, the outlet conductivity
must not exceed normal limits or regeneration of the de-mineralisation column may be required. In
general, full heating steam should be maintained to the de-aerator under all conditions of plant
operation. This will ensure that the de-aerator design shell pressure and outlet feed water
temperature are maintained. Most oxygen should then be removed from the feed water, provided
there is no leakage of air into the condensate system, and that the de-aerator air release system is
operating correctly. Residual traces of oxygen can then be removed by hydrazine or sodium sulphite
treatment. Engine department personnel must be familiar with the chemical testing and treatment of
the feed water. Chemicals should be added in accordance with manufacturers recommendations
and suppliers instructions. Chemical tests of the feed water are to be made daily, and the results
entered in the Engine Log. Continuous monitoring of condensate is to be carried out by means of the
salinometer, the operation of which must be regularly tested. The results should be tabulated on the
record sheet for monthly reporting.
Boilers must be blown down weekly where possible to remove sludge accumulations, and when the
total dissolved solids concentration limit is exceeded. It is preferable to blow down under light load
conditions and when possible, the opportunity to do so should be taken when in port. A single blow,
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valves are fitted, the system must only be blown down on light load. When blowing down in port,
care should he exercised if the ship's side valve is above water and craft are alongside. The valves
must be opened for a very short period only. In case of oil contamination of boilers a stock of
chemicals sufficient to degrease each boiler twice must be carried on each ship.
The efficient operation of water gauges is essential. Personnel concerned with boiler operation
should routinely confirm that water gauges are fully operational. Low water alarms and trips must
also be regularly tested and should be included in the planned maintenance system. Remote level
indicators must be considered to be aids only and their readings must be frequently checked against
the direct mounted master water gauges.
In the event of water falling or rising below the visible range of the water gauge, the following course
of action must be taken:
Extinguish the burners immediately
Closing the feed check valve
Close the steam stop valves
Maintain steam flow through the superheater by opening the vents
Stop the forced draught supply after a full purge
Add water only when the boiler has cooled sufficiently to prevent water coming
in contact with overheated pressure parts
Combustion System and Operation
Efficient combustion is dependent upon the fuel being completely burned with the minimum amount
of air. To achieve this, the fuel must be injected into the furnace in a finely atomised state of even
pattern mixed with the correct quantity of heated air.
The atomisation and spray pattern are dependent on the viscosity and pressure of the fuel, condition
of the burner and atomising steam temperature and pressure, while the air quantity and mixture will
depend on the regulation of the fan dampers.
Certain ships are provided with continuous excess oxygen analysers which are valuable aids to
achieving minimum air and complete combustion, but care should be taken to ensure readings are
unaffected by forced draught air leakage through casings.
To atomise correctly, the fuel requires to be at a required viscosity when being injected. The
necessary temperature to achieve this viscosity can be obtained from a temperature viscosity chart.
It is important that this temperature is checked at the fuel delivery rail to the boilers and not at the
heaters, as considerable heat loss can take place between these two points.
When changing burners, suitable receptacles are to be used for collecting any spillage of oil.
The cleaning, handling and inspection of burners must be carried out with great care. The atomiser
holes should be tested regularly and examined to ensure that they are not enlarged, distorted or
damaged.
Under exceptional circumstances, boiler fires and naked lights in the engine room may be prohibited,
and the master must always inform the Chief Engineer of the precautions necessary when these
circumstances prevail. The danger arising from particles of incandescent soot being discharged from
the funnel can be minimised by operation of the soot blowers on a routine basis at sea and also by
operating the soot blowers as close before entering port as permissible.
Care must be taken when lighting a boiler fire by hand. The furnace must be purged through with air
beforehand for at least 3 minutes on maximum draught. Should fuel be admitted before the insertion
of the igniters or torch, it may vaporise in contact with hot surfaces and when ignited, result in a blow-
back and serious injury.

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The engineer in charge of the watch must be present before the boilers are lit up and when raising
steam, no engineer of a rank more junior than that of fourth engineer may be left in charge. The
following checks must be carried out before lighting up:
That the gauge glass cocks are in the correct position.
That the water level is correct i.e. there is a level showing at about 50mm from
the bottom of the glass.
That the superheater vents are fully open to allow steam to circulate through the
superheater elements and that they remain open until the boiler is in service.
That the superheater drains are open to remove any water that may have
lodged there and which would evaporate leaving solids.
That the economiser tubes are full.
That there is no accumulation of un-burnt fuel on the furnace floor.
If the vessel is fitted with automatic purging, the purging sequence must be completed and on other
vessels the furnace must be thoroughly blown through before any attempt is made to flash the boiler.
When the boiler is flashed on a volatile fuel such as gas oil, particular care must be taken that
purging is complete. Fuel must not be allowed to pass into the furnace after an unsuccessful light-up
attempt.
Where possible, steam should be raised using the air heater, in order to even out warming-through.
Steam or air atomisation should be used in preference to pressure jets. Steam atomising is not
permitted when gas oil is being used.
The use of limiting devices such as gags or wedges which restrict the complete closing of fuel valves
is strictly prohibited.
The safe practice of adjusting the master controller set point to reduce the boiler working pressure
under port and maneuvering conditions should be observed.
When navigating in close waters, the auxiliary boiler should be fired for one-minute intervals to test
the fuel oil and combustion system periodically, say once per day.
The uptake temperature where gas/air pre-heaters are fitted should not be permitted to drop below
the dew point to avoid the dangers of corrosion. Under full load conditions, the uptake temperature
should be regulated to maintain it above the minimum of 166C and under light loads, gas pre-
heaters, where fitted, should be completely bypassed.
Pressure Vessel Relief Devices
It is important that all relief devices fitted to any pressure vessel operate correctly, as the
consequences of failure could be disastrous. In particular, relief valve waste pipes must be proven
clear and unrestricted. The Chief Engineer shall instigate a routine inspection programme to ensure
that waste pipes and drains of all pressure relief devices are correctly fitted and unobstructed.
Boiler Maintenance
It is important to stress the attention any boiler requires and the dangers of neglect. The direct
attention of Chief Engineers is required to ensure boiler feed water, boiler treatment, blow down and
in particular all safety devices are being correctly cared for and regularly checked. Also that their staff
have clear, preferably written instructions in this respect which they clearly understand.
The firesides of the tubes should normally remain clean, with good combustion and the regular use of
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lead to serious slagging and fouling. Continued operation under these conditions may result in
serious damage to the boiler.
Infraphones, where fitted, should be frequently checked to ensure that they are operating correctly
and every effort should be made to return them to service following failure.
The condition of the fireside of the tubes should be examined at intervals or when the boiler
performance indicates a fall off in efficiency.
Every boiler must be shut down for examination and cleaning as necessary or at regular intervals as
indicated in the instruction book.
Permission must be obtained from Thome, before any boiler is shut down for routine maintenance, if
this affects charter speed for the voyage.
The opportunity should be taken to remove soot deposits and to clean the tubes, also to check the
soot blowers and repair any defects, paying particular attention to the blowing arcs and the condition
of the blower nozzles.
Water washing will usually be found to be the most effective method for the removal of slag deposits
but should not be done unless absolutely necessary. A gentle but plentiful application of fresh water,
as hot as possible, and at least 76C through a suitable lance, should loosen and wash away the
slag. A fire should be flashed up as soon as possible using a small size burner tip to dry the
refractory. Salt water must not be used under any circumstances for water washing boilers or steam
generators.
There is little danger of major corrosion, by acid attack, taking place during the period of a normal in-
service clean when the boiler would be expected to be off-line for 48 hours. Major corrosion could
occur should the boiler be shut-down with wet refractory for an extended period. Water washing
must therefore be avoided prior to an extended shut-down in excess of 48 hours. Should washing be
unavoidable, prior to an extended shut-down, the refractory must be dried out using the forced
draught fan and air heater or fired until dry.
The refractory should be carefully inspected and repaired as required. Casings should be repaired
as necessary and doors must be refitted correctly.
Particular emphasis must be placed on the cleanliness of the economisers when washing and when
blowing tubes.
All safety precautions must be observed when firing and when washing. J unior engineers and crew
must be supervised in order to maintain adequate safety standards.
All low level trips, both level switch and transmitter actuated, must be tested monthly. The operation
of the fuel valves must be checked at the same time. The test detail must be entered in the Engine
Log.
When tubes have been renewed, care must be taken to remove all traces of the oil which is used
when expanding the tubes. In the case of an extensive renewal of tubes it is necessary to boil out
the boiler to remove the oil.
Where pneumatic hacksaws are supplied to ships they are specifically for cutting out otherwise
inaccessible tubes. They should be treated with care and not used for any unauthorised
maintenance work.
Boiler Lay Up
The method of laying up a boiler will depend on the conditions likely to be experienced. The wet lay
up method must be adopted for very short lay ups only. The method to be adopted will be advised by
TSM.

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To lay up a boiler wet, it must be completely filled with distilled water which has been chemically
treated to bring the alkalinity up to a maximum of 300 ppm. All air should be allowed to escape
through the superheater vent. A pressure of 3.5 bar should be raised hydraulically and maintained
until the boiler is at engineroom temperature. The superheater vents should then be tested to ensure
that no air remains. It is then essential to establish that there are no leaks.
Soot Blowing at Sea
Boilers are to be sootblown every day or depending on actual condition of boiler when firing on fuel
oil. When firing on gas only soot blowing can be reduced to every third day. Boilers to be soot blown
before entering port, regardless if fired on fuel or gas.
The dual fuel burner registers are fitted with pneumatically operated air sleeves and igniters. The
atomising steam, fuel gas valves are also fitted with pneumatic actuators. Steam is the normal
atomising medium when burning heavy fuel oil: air is used for starting up and when burning distilled
fuel.
Oil burners that are not firing are cooled by maintaining the atomising steam supply. The burner oil
passages are automatically purged with steam from the atomising supply whenever they are
extinguished.
When firing on gas only hot fuel is circulated through the boiler oil headers so that the oil burners can
be ignited instantly when changing to dual fuel or oil only firing.
The firing will automatically change from gas only to duel fuel should the cargo tank pressure fall
below a pre-set limit (fuel oil back up) or to fuel oil only (fuel oil boost up) if the master gas valve
closes. There is no automatic boost up when an individual boiler gas valve trips.
It is important that all oil burners are fitted in place and ready to be lit when burning gas only.
All manual fuel oil and atomising steam valves on the burners and in the supply lines must be open.
The burners are each fitted with 6 gas spouts. Three of these have multi-hole nozzles where gas
must mix with the air outside the nozzle before it ignites (external mix). The three other spouts are
arranged with an internal gas nozzle about 400 mm from the end of the spout. This nozzle acts as
an ejector and sucks air into the spout through openings adjacent to the nozzle. The air and gas will
therefore pre mixed (internal mix) in the spout before it leaves through the single opening in the
nozzle at the end.
The gas spouts have alternating internal and external mix spouts equally spaced round the periphery
of the impeller. This arrangement ensures even distribution of air to the oil and gas flames, stable
flames and good ignition of the gas flame over the whole load range.
Soot Blowing in Port
Soot blowing is not to be carried out when vessel is within port limits.
Boilers operations in manoeuvring
During manoeuvring conditions, the vessel main propulsion should be operated as follows:
Master boiler
o To be operated in fuel only mode
Slave boiler
o To be operated in dual fuel mode

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4.4 ELECTRICAL SYSTEMS
Safety Precautions
All electrical conductors, installed in electrical equipment on board should be assumed to be live until
they are isolated from all power sources.
A test meter, suitable for the normal rated voltage should be used to prove the circuit is dead after
isolation, before maintenance work on the circuit may proceed.
It is recommended that the correct operation of meters be proved by testing on a live circuit
immediately before and after being used to prove an isolated circuit.
No tests should be applied to live main switchboard busbars. The circuitry within panels, motor
control centres and starters, control enclosures and other equipment may be supplied or energised
from more than one source at more than one voltage. Special care is needed to isolate effectively
such circuitry before maintenance work may proceed.
Where it is necessary to work in the vicinity of live conductors, an insulating non-slip mat should be
used as floor covering. This protection is mandatory on switchboards.
Rubber soled footwear should always be worn when working on electrical equipment and the use of
electrician's rubber gloves and insulated tools is recommended. Clothing must be dry.
The load must be isolated before fuse links are re-inserted into a circuit.
Electrical apparatus must be maintained in good condition to ensure efficient operation and to afford
maximum protection against shock to the operator. Insulated control handles, knots or dials, e.g. on
galley range equipment, must be replaced by exactly similar items made of the same material. In
certain applications where 440 volt supplies are used, control knobs or handles are of insulated
design to ensure safety to personnel.
It is important to ensure that portable electrical equipment with a metallic outer case has a secure
earth connection. Equipment with worn or damaged flexible cables must not be used. The
maintenance of cargo clusters, electric drills, and old types of hand lamps are frequently neglected.
Earth connections must be checked frequently for continuity and the cable entries at plug and
equipment must be inspected frequently for chafing and wear.
Portable equipment should be fed from outlets supplied by isolating transformers unless no such
supplies are available on board.
Any voltage should be regarded as capable of producing major injury or loss of life by electric shock.
The Ship Captain's Medical Guide, Chapter 1, should be referred to for treatment of victims of electric
shock.
Operation and Maintenance
The electrical generating and distribution systems differ in manufacture, type of equipment and
configuration, between ships. Instructions for this particular equipment must always be followed.
Where emergency diesel generators are referred to, these machines conform to the following
minimum classification requirements:
The generator is situated above the uppermost continuous deck.
The generator is situated outside the machinery space.
The fuel and cooling systems are self contained.
Two independent starting methods are provided.

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The generator can provide power for the following services simultaneously:
o Emergency lighting, navigation lights and daylight signalling lamp.
o Emergency diesel-generator sets should be tested regularly for starting on
power failure and coupling automatically to the emergency switchboard. All
diesel-alternator sets should be tested regularly on full load.
o Batteries for starting purposes should be kept charged. Air receivers and
fuel tanks should be kept full.
Where two identical alternator sets are fitted they should be changed over at intervals not exceeding
1 month in order to maintain the insulation, governors and bearings in good condition.
In steam ships which are fitted with one main turbo-alternator and one diesel-alternator of the same
capacity, the turbo-alternator will be in service for much longer periods than the diesel-alternator.
The alternator heaters must be switched on in the diesel-alternator and also the emergency diesel
generator in order to maintain the insulation in good condition when these machines are not in use.
These machines must also be turned regularly.
The main alternator sets are designed to run in parallel for all conditions of loading and any instability
should be investigated and rectified. In order to ensure that the sets are capable of satisfactory load
sharing, they should be left in parallel for approximately four hours on each change over. Inability to
operate satisfactorily in parallel must be regarded as an operational defect and Thome must be
notified.
When on standby conditions, a main alternator must be kept running at operational speed,
synchronised with the first alternator and supplying a share of the load.
Diesel-alternators are to be equally loaded and must not be allowed to run unloaded for more than a
few minutes.
All standby equipment including motors, feeder cables, steering supplies, etc., should be changed
over with running equipment at regular intervals. Heaters, where fitted, should be switched on in
standby electric motors.
Battery Systems
Batteries must be maintained carefully in accordance with the manufacturers instructions.
Battery rooms must be adequately ventilated to prevent build up of concentrations of hydrogen gas.
Where automatic equipment is installed to supply emergency lighting circuits on failure of power to
the switchboards, these circuits must be tested weekly.
Hazardous Area Installations
All installations in hazardous areas must be maintained in good condition.
Flameproof equipment, in particular flameproof lighting fittings, must be maintained in a safe
condition and the Chief Engineer must arrange for the replacement of unserviceable equipment.
Enclosure covers must be secured as specified by the manufacturers. Failure to observe these
requirements will destroy the effectiveness of the enclosure and allow the external propagation of
flame resulting from an internal ignition.
Intrinsically safe installations usually use zener barrier devices to separate parts of circuits which are
installed in hazardous areas from parts which are installed in safe areas. Their function is to limit the
electrical energy which may be transferred to the parts of the circuit which are installed in the
hazardous areas under fault conditions. The energy limit is selected to ensure that an explosive
mixture present in the hazardous area cannot be ignited.

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The barrier units are sealed and must not be opened. Testing must be confined to replacing a
suspect unit with an identical spare. No other maintenance action may be permitted.
Warning: test meters must not be connected to the wiring on the hazardous side of the barrier.
The Electrician should also be instructed to inspect all explosion proof electrical fittings on the cargo
deck of each tank ship and to remove or clean any Silicone sealant applied and replace only the
original O-Ring gasket so that the fittings are installed as designed. A prohibition to the use of
Silicone on the cargo deck is to be included in the Electricians hand-over notes.
Dry-docking Precautions
Heaters, where fitted to motors, alternators, switchboards, etc., should be switched on throughout the
dry-docking period. The actual operation of the heaters should be checked during the first day of the
dry-docking period. Heating lamps can be fitted to all motors not fitted with heaters, at the
superintendent's discretion.
Regular insulation tests should be carried out on motors to ensure that a safe level is maintained,
before any motors are started after the refit period.
Earth Faults and Insulation Testing
Earth indication lamps are located on all switchboards and certain sub-switchboards. Action must be
taken as soon as possible to locate and clear an earth fault as soon as indication has been given by
the lamps.
Failure to clear one fault may result in failure of supply to equipment and risk of fire or other damage
to the electrical installation should a second fault occur on another phase of the same system.
Galley equipment, lighting fittings and domestic consumers are more prone to earth faults than large
engine room motors. If an earth fault is traced to a motor circuit the possibility of the fault existing in
the motor control gear is likely and should not be overlooked.
The more modern ships are provided with earth fault monitoring relays and the relays should be
tested regularly.
500 Volt high voltage insulation testers of the Megger type or similar are supplied to ships and these
should only be used to test equipment connected to medium and high voltage.
High voltage insulation testers must not be used on alternator rotor or exciter windings which are
rated for low voltage operation. Rectifiers and other semiconductor devices are also incorporated in
this equipment and the application of a high reverse voltage would cause serious damage to these
devices. High voltage insulation testers must not be used on any part of electronic control circuits.
As a general rule, all motors not fitted with operational heaters should be tested prior to starting after
a prolonged shut-down period.
High Voltage 6.6KV
Breakers to be drawn out
Earthing strips/wires to be connected as close as possible to work space area
Work area isolated by tapes, or plastic chains
Form TSM 89 Hazard Analysis to be completed

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Microwave Ovens - Inspection and Testing
Microwave ovens, supplied to ships, comply with the various statutory regulations and British
Standard requirements. They are provided with basic safeguards designed to contain the
microwaves and reduce any emission or leakage to safe levels. These include door interlocks,
effective door seals and overload and no-load protection (to safeguard against overheating and
switching on when the oven is empty).
The equipment must be maintained in good order and microwave ovens should be inspected and
tested at regular intervals.
Maintenance of Intrinsicall y Safe Equipment
The integrity of the protection afforded by the design of intrinsically safe electrical equipment may be
compromised by incorrect maintenance procedures.
Even the simplest of repair and maintenance operations must be carried out in strict compliance with
the manufacturers instructions in order to ensure that such equipment remains in a safe condition.
This is particular relevant in the case of explosion-proof lights where incorrect closing after changing
a light bulb could compromise the integrity of the light.
In cases where the manufacturers instruction are not located or understood, or in case of any doubt,
the vessel manager is to be contacted promptly, before any maintenance can be commenced.

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Experience feedback
HSSEQ Circular 30 2013 Navigational Alert Main Engine Trouble in Singapore
Straits
HSSEQ Management System
Distribution
Singapore Office
Fully Managed Vessels
References
ISM Code
ISO 9001
ISO 14001

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THOME
Technical Operations
Engine
OME Document
No. 005
5. PLANNED MAINTENANCE
Purpose
To specify requirements for Planned Maintenance
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Mate
5.1 PLANNED MAINTENANCE SYSTEM
Maintenance of machinery and equipment must always be based upon the manufacturer's
instructions, where maintenance procedures and intervals are specified. Maintenance routines must
be planned to prevent machinery failure as a result of an oversight in scheduled maintenance. Most
Thome vessels will implement a computerized Planned Maintenance System with a database of
maintenance jobs to be scheduled. For this purpose, the Thome usually employs the following as a
company standard:
AMOS-D
AMOS For Windows
Other systems for planning maintenance may however be utilized in certain circumstances as
deemed acceptable to management and in accordance with the instructions from the technical
superintendent. In all cases, maintenance intervals for all critical and essential items must be
specified. Overdue items should be reported to the technical superintendent and fleet group
manager as "Maintenance not done" so that shore based personnel may follow-up and provide
resources when necessary.
Changes must only be made to the system after discussion with the ship's Fleet Group Manager,
Superintendent and, for computerized systems, the software instruction manual.
The following guidelines should be adhered to:
When the planned maintenance system indicates that a particular machine or
item is due for attention, all routine maintenance such as greasing, oil changes,
filter cleaning, etc., should automatically be done and the work recorded.
The Chief Engineer does not have the discretion to alter the frequency of
planned maintenance schedules without confirmation and agreement from the
Fleet Group Manager and Superintendent
If a machine has had abnormally low running hours since the last routine
maintenance, the Chief Engineer may postpone part or all of the tasks to a later
date, but must report the job as maintenance not done.
Where the planned maintenance system indicates that a major overhaul is due,
the Chief Engineer should verify if there has been any deterioration in

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performance. Where vibration monitoring records are available these should be
used, in conjunction with inspection while running, to determine if performance
remains within satisfactory limits. If it is concluded that the machine does not
exhibit any deterioration in performance, the data should be discussed with the
Superintendent to determine if it is feasible to defer the overhaul to the next due
date.
5.2 LUBRICATION ROUTINES
A programme of routine lubrication must be specified either in the planned maintenance system or on
a charted schedule specific to the ship. Lubrication routines should include all permanent fittings and
equipment including, but not limited to the following:
Fittings and equipment in the main machinery spaces.
Fire flaps, skylights, doors and openings.
Ventilation equipment.
Winches, windlasses, cranes and other deck machinery.
Fittings installed in forced ventilation trunking within the machinery spaces.
Telegraph and Tele-motors.
5.3 LIFTING EQUIPMENT
It is important that lifting equipment, including chain blocks, beams and trolleys, wire ropes and
slings, are regularly inspected by a competent officer. A thorough annual inspection must be carried
out to safeguard against defects and material failure in this equipment. The results of such
inspections must be recorded in the cargo/lifting gear book and Wire Ropes and signed by the
person carrying out the inspection.
Chain blocks should be tested and certified during the ship's dry-dock/repair
period and a record kept with the ship's Cargo Gear Book.
On ships fitted with elevators, regular maintenance is to be carried out as
required by the manufacturers. Whenever possible, this should be arranged to
coincide with repair periods.
o Any elevator maintenance carried out must be entered in the register and
signed by the inspector
Lifting gear equipment such as wire slings
o An inspection and maintenance programme to be in place
Record maintained for the regular inspection and testing of lifting gear
o Chain blocks, shackles, pad eyes to be tested and certificate available on
board and an inspection record to be maintained
5.4 GANGWAY / ACCOMMODATION LADDERS WIRE REPLACEMENTS
Wire replacement frequency in PMS, should require (12 monthly replacement) wire type. Non
rotational wire should be used specifically on Gangways / Accommodation ladders with additional

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consideration (consulting makers instruction) on any wires that have the potential to have their lay
opened due to acute directional changes between sheaves.

AMOS
TSM Form 90 Dangerous Work Permit
o File No. 19.5
Distribution
o File originals
References
HSSEQ Circular 04 2006 Marine Department Experience Feedback
Nil

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THOME
Operations Manual
Engine
OME Document
No. 006
6. DOCUMENTATION
Purpose
To specify requirements for Documentation
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Officer
6.1 INSTRUCTION BOOKS AND YARD DRAWINGS
Manufacturers' instruction books and ship construction drawings must be inventoried, indexed, and
properly stored. Missing drawings and instructions should be reported to the Superintendent for
sourcing and re-supply.
The inventory of drawings and instruction manuals should be verified during
handover
6.2 MAINTENANCE AND REPAIR RECORDS
Records of all maintenance and repair activities must be maintained in accordance with the planned
maintenance system and HSSEQ Management System requirements. There should be no
maintenance or repair work that is not fully documented.
6.3 ENGINE LOG
Log books are the only official means of recording operational data relevant to the ship. Flag state
requirements for log keeping must always be met first and foremost. A record of data relevant to
specific operations may be kept separately for the benefit of the officers.

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TSM Form 56 Weekly Planned Performed Maintenance
o File No. 7.4
Engine Log
Distribution
Singapore Office
References
Nil

Approved by DPA/DMR
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THOME
Operations Manual
Engine
OME Document
No. 007
7. SPARE PARTS
Purpose
To specify requirements for Spare Parts
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Mate
7.1 REGULATION OF SPARES & STORING
Both engine and deck departments must ensure that adequate spares are kept in case of breakdown
of essential machinery or equipment and for routine use in scheduled maintenance and repair
activities.
A list of essential spares should be established based upon class
recommendations and in consultation with the technical superintendent
Spares for critical equipment are listed in the AMOS database for each critical
equipment
A minimum safety stock should be kept for critical spares, and in some cases
also others, depending on availability and cost of storing. The superintendent
should be consulted before setting the safety stock level.
7.2 STOWAGE OF SPARE PARTS
When received, spare parts should be checked, labelled, and stowed in the correct position in the
spare part stores. Particulars are to be entered into all sets of records kept on board.
All machined and all polished surfaces of spare parts are to be fully protected
against corrosion. Where parts are clamped to the bulkhead or ship's side,
corrosion may occur underneath the clamps. Spare parts are to be stowed so
that it is available for inspection at all times. Used spares must not be stowed
as spare parts unless they are in good condition throughout and are completely
serviceable for further use and marked as such. Rubber components, such as
valve diaphragms and large seals, deteriorate if not stored correctly. They
should be coated with French chalk and laid out flat in a cool, dark place. It
should also be noted that when storing metal parts, adding a dehumidifier bag
would be an advantage, and should to the extend possible be pursued.
A record is to be maintained of spare parts withdrawal and the chief engineer
advised to enable updating of inventories and processing of requisitions.

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7.3 REFURBISHMENT OF USED SPARE PARTS
Certain pieces of equipment may be refurbished at a lower cost while also saving time. In
consultation with the technical superintendent, pump rotating elements including shafts, impellers,
pump casings, wear rings and sleeves, larger pump bearing sleeves, main engine and auxiliary
diesel engine components, and printed circuit boards may be returned to makers or specialists where
appropriate.
TSM Form 62 Landed Goods Advice must always be used when parts or
equipment is landed for service.
7.4 PSC DETENTION FOR FAILURE TO USE GENUINE PARTS FOR OWS
Vessels are being detained by PSC due to the reason that genuine coalescer are not installed on the
oily water separator. Furthermore, the spare coalescer are also sometimes not genuine. PSC
inspection report describes the oily water separator is not complying with the technical standards of
MARPOL ANNEX I Regulation 14.
Vessels had to fit new genuine coalescers and only then released from detention.
This incident is obviously a serious violation of MARPOL regulations, for which ship managers and/or
crew members can be fined a large amount of money or even be arrested. Preventive measures
suggested are:
The ship manager should supply genuine parts.
The ship manager should supply a certificate of genuine parts issued by a
manufacturer if available.
The crew should check genuine parts to be used.
TSM Form 062 Landed Goods Advise
o File No. 22.3
List of Essential Spares
Spare Parts Inventory List
Distribution
Singapore Office
References
Class Rules
ISM Code
ISO 9001
ISO 14001

Approved by DPA/DMR
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THOME
Operations Manual
Engine
OME Document
No. 008
8. READINESS OF MACHINERY
Purpose
To specify requirements for Readiness of Machinery
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Mate
8.1 MAIN ENGINE MAINTENANCE
On arrival at any port or anchorage the main engines must not be immobilised without the consent of
the master, who must ensure there are no port regulations prohibiting this and that it is safe to do so.
For his part, the Chief Engineer must advise the master of how long he expects the main engines to
be immobilised and the maximum time required to make the engines available should there be an
emergency or change of orders while immobilised.
Risk Assessments (Informal or Formal) must be performed FOR ALL J OBS and a Formal
Documented Risk Assessment on form TSM 089 and J HA on form TSM 089A must be performed
and Office must be advised in accordance with SHE Manual Doc16.7(Maintenance and/or shutdowns
of critical equipment).
Any maintenance on main engine control systems should only be carried out when the engine is
clearly inhibited from starting and with the full knowledge of both master and chief engineer.
Main engine turning gear should be engaged for the entire period that cargo hoses or chicksan arms
are connected or, in the case of bulk carriers, when cargo loaders/unloaders are working. Turning
gear should also be engaged when the bridge is unmanned. At all times when the turning gear is
disengaged, procedures must be adopted to prevent inadvertent starting of the main engine. All
engineers must be aware of how the main engine may be tripped in an emergency and, where trips
are fitted on the bridge, deck officers must be familiar with their position and when they are to be
used.
Underwater Operations
Prior to any underwater inspection of the hull and propeller, a full briefing should be conducted by the
members of the management team onboard and with the diving contractors when they arrive on the
ship. The officer nominated to attend to the divers must be made aware of the value of video
inspection. Main engine turning gear must be engaged when divers are working beneath the ship,
and the main engine may be turned using the gear provided the divers are advised. No equipment
should be started or any operation commenced that will cause an appreciable underwater
disturbance and divers should be briefed as to where they will encounter disturbance from sea water
inlets and discharges.
In all cases, a permit to work must be issued prior to commencement.

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8.2 PRE-ARRIVAL & PRE-DEPARTURE TESTS
On completion of an ocean passage, and not more than 12 hours prior to arrival at or departure from
a port, all ships are required to test the operation of essential systems. This includes:
Primary and secondary steering gear
Internal control communications and alarms
Standby or emergency generator
Emergency lighting and power systems in control and propulsion spaces
Main Engine
o Ahead and Astern
The details of the test movements may be varied by the Master and Chief Engineer to suit individual
power plants and local conditions. Testing must be entered in the official Log Book and if in the USA,
should include a reference to "USCG title 33 CFR Part 164 equipment tests".
Vessels engaged in short voyages, may utilize Engine Checklist No. 003 in lieu of 12 hour tests.
Local regulation with regards to fuel specifications should be observed and strict compliance adhered
to with regards to change over procedures and testing of the engines.
8.3 OTHER MACHINERY TESTS
Main Engine
When it is necessary to run the main engine in port for trial purposes, and the sanction of the port
authority, has been obtained, the Master is to ensure that the ship is adequately moored, all cargo
hoses are disconnected and that the propeller is clear. The Master in consultation with the Chief
Engineer will determine the speeds at which the engine can be safely operated.
Steering Gear
In addition to normal pre-arrival and pre-departure tests, should maintenance work be carried out on
the remote control system, the steering gear should be tested to ensure that the rudder moves in the
correct direction.
Clock Synchronisation
The bridge and engine room clocks should be synchronised prior to the commencement of any
manoeuvre. If, for any reason, this cannot be done, a note is to be made in the Engine Log on
completion of manoeuvres, giving the difference in time between the two clocks.
Plant Performance Trials
Each ship is to at monthly intervals complete a machinery operation report.
Failure or Repair Follow-up
Should any essential part of the ship's control system which has recently given unsatisfactory
performance or has been overhauled or adjusted since the last port should be proven operational.
Such tests must be carried out in safe waters where a loss of main engine power for several hours
could not endanger the safety of the ship. Defects which are significant and cannot be rectified by

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ship's staff must be reported immediately. If a defect cannot be rectified, and is such that the master
concludes that manoeuvring cannot be safely carried out, guidance from Thome must be obtained
before approaching port or other areas where manoeuvring in close waters is required.
Tests of Critical and Essential Items
All equipment deemed to be critical or essential items must be regularly tested to prove operational.
The jobs and test frequencies may be entered in the planned maintenance system or recorded on
checklists or logs. Please refer to OPS Manual / Part D, OME Checklist 004.
Engine Log
Deck Log
Distribution
Singapore Office
References
Nil

Approved by DPA/DMR
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THOME
Operations Manual
Engine
OME Document
No. 009
9. ENGINE PRECAUTIONS AGAINST FREEZING
Purpose
To specify requirements for Engine Precautions against Freezing
Application
All vessels
Responsibility
Master
Chief Engineer
Chief Mate
9.1 PRECAUTIONS AGAINST FREEZING
Precautions must be taken to prevent damage being sustained by the freezing of water in the various
services, whilst maintaining as far as is practicable the efficiency of the ship and the comfort and
amenities for all on board. Although the Chief Engineer is responsible for taking precautions to avoid
frost damage to all pipe systems, pumps, machinery and the chief officer for precautions with regard
to cargo lines, their mutual cooperation in the forewarning of frost and the implementation of
precautionary measures is required if damage and discomfort are to be avoided. Precautions against
freezing will need to be taken for equipment in the engine room when temperatures there fall to near
freezing point. This will only occur under dead-ship conditions or during refit in cold conditions.
It should be noted that sudden changes in sea and air temperatures - are to be expected during
winter months on passage from the Caribbean or Mexican Gulf to N. American ports. For example,
during the passage, the ship leaves the warm Gulf Stream and enters the cold Labrador Current in
the vicinity of Cape Hatteras. In this area, sea temperatures may fall from 21C to 7C and air
temperatures may also fall sharply, in a distance of under 200 miles.
Sea temperatures as low as -1C may be experienced in the vicinity of Halifax and during December,
J anuary, February and March, air temperatures as low as -25C may be experienced off New York
and adjacent ports.
Operations Manual Part D / OME Checklist 002 should be used
Operations Manual Part B / OMD Checklist 012 should be used
Weather forecast in affected areas should be monitored closely and due precautions taken when
approaching areas where cold conditions are experienced during other winter seasons.
9.2 MAIN ENGINE FREEZING PRECAUTIONS
In port the cooling spaces for the cylinders, pistons, turbo-blowers, etc. should be circulated with their
respective media which should be heated by the means provided. Should this not be possible then
all spaces containing water must be completely drained. Hand hole-doors should be removed and
pipes disconnected where necessary to ensure that no pockets of water remain.
The engine should be moved by the turning gear at least once a day, and during this operation the
cylinders should be oiled by the hand operated gear on the mechanical lubricators. If the stay in the

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cold zone is prolonged, a short trial run should, if possible, be taken at least once a week after the
engine has been given two complete turns by the turning gear, and all precautions taken to see that
the propeller is not damaged by pack ice during the process. When the presence of pack ice is
suspected, the main engine should always be started as slowly as possible.
9.3 EMERGENCY DIESEL ENGINE FREEZING PRECAUTIONS
Water cooled emergency diesel engines not fitted with heating elements should be filled with an anti-
freeze solution. The strength of this solution should be checked at regular intervals and adequate
stocks of anti-freeze should be carried.
9.4 PUMPS FREEZING PRECAUTIONS
All pumps that are not in use must be completely drained of water. Due consideration should be
given to the possibility of their refilling through passing valves and to any anticipated requirement to
return them to service quickly.
9.5 BUNKERS FREEZING PRECAUTIONS
If fuel is carried in the forward deep tanks, all slack spaces at the after end should be topped up
before the cold zone is reached to obviate transferring difficulties under freezing conditions, and also
to reduce loss or contamination should forward tanks become damaged during passage through ice.
9.6 ACCOMMODATION - FREEZING PRECAUTIONS
When destined for high latitude ports during winter months, the accommodation heating system
should be thoroughly inspected and all necessary repairs carried out before reaching the cold zone.
If it is necessary to shut down the system after arrival, widespread freezing up will be unavoidable,
and it may not be possible to get the system working again until a more temperate climate is
reached.
OME Checklist 002 Operating in Extreme Cold
OMD Checklist 012 Ice or Extreme Cold conditions.
Distribution
Singapore Office
References
USCG Orders regarding Ice Conditions
J oint Industry Canada Coast Guard Guidelines

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THOME
Operations Manual
Engine
OME Document
No. 010
10. DRY DOCK / REPAIR PERIODS
Purpose
To specify requirements for Dry Dock / Repair Periods
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Mate
10.1 PLANNING FOR REPAIR SPECIFICATIONS
Dockings are a period of generally high expenditure and therefore accurate preparatory work is
essential. The Chief Engineer will use TSM Form 60 Specification of Repairs to detail those items
which must be deferred for shipyard repair periods. Prior to entering a repair yard it is essential that
all work is clearly specified with every detail. Items that require removal such as handrails, pipes,
and floor plates must be specified. Likewise the number of bolts on involved flanges and manholes,
the amount of new welding and joining or where staging may be required (any work above one
meter) must all be accurately addressed. Improper planning in this regard results in much higher
costs as the unspecified extra work is always charged at full rate instead of the pre-negotiated
discount rate. The Superintendent must be in a position to ensure work is quoted upon by the
shipyard prior to the ships arrival. Unscheduled jobs in the yard must be avoided.
Supervision of Repairs
When in a repair yard only the Superintendent may authorise work. During repair periods, all the
ship's officers and crew will assist the Superintendent as required in the monitoring, inspection and
acceptance of the work being undertaken.
10.2 SURVEYS
All the machinery, with the exception of the Boilers, Inert Gas Plant and Tail-shaft (for which special
regulations are applicable) must be surveyed and passed by the Classification Society's Surveyor
within a five year period. Additionally, all UMS classed vessels must adhere to an agreed alarm
testing schedule, which must be kept up to date. Thome will endeavour to obtain class certification
for Chief Engineers so that survey work is undertaken survey work onboard. Chief Engineers must
have a certificate for the particular class of their particular vessel before undertaking surveys. In any
case class must survey each component once within each five year cycle.
The Chief Engineer should arrange for overhauls and inspections of various machinery items in
accordance with planned maintenance. These should coincide with the ship's arrival at one of the
major ports where a Classification Society Surveyor is available. The particular item or items
opened may then be scheduled for survey. The Master Survey Listing should be updated and a
Form TSM 68 Survey Report submitted to the Singapore office. When a survey is done by a Chief
Engineer, it must be recorded in the Engine Room Log Book and a detailed report must be made.

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The report should contain details of the dismantling work undertaken, calibration and measurement
of clearances, list of spares renewed, re-assemble and testing procedure as applicable. As far as
possible, report should also include photographs. The original report should be presented to the
Class Surveyor and a copy should be forwarded to the Singapore office.
CSM records are to be carefully monitored to ensure there is no build up of over due items.
Overdue items can affect the Owners insurance cover should a casualty occur. It should be
remembered that many of the surveys undertaken by class are in fact statutory surveys on behalf of
the Flag State (Safety Equipment and IOPP for example). Statutory surveys not only affect the
Owners insurance but are part of international law and have legal implications for the Owner, ship's
Master, officers and crew. If in doubt, contact the Office for clarification and advice.
TSM Form 060 Specification of Repairs
o File No. 7.5
TSM Form 068 Survey Reports
o File No. 5.1
Distribution
Singapore Office
References
ISM Code
ISO 9001
ISO 14001

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THOME
Operations Manual
Engine
OME Document
No. 011
11. MAINTENANCE
Purpose
To specify requirements for Maintenance
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Mate
11.1 MAINTENANCE TECHNICAL
Basic Conditions for Technical Management
To be able to conduct the safe operation of a ship and carry out maintenance that aims at the
optimum use and preservation of the vessel, there are some basic conditions that must be met:
There must be a reasonable store of spare parts and materials onboard and
knowledge as to where these are stored.
All tools must be in good order, marked and have fixed storing places onboard.
The personnel must be qualified and motivated.
Cleanliness throughout the entire ship is essential.
Technical Maintenance
All installations and equipment, mechanical and electrical, all machinery and moving parts in the
engine room and other parts of the ship, shall be maintained at a standard making them ready for
use at all times, free from inherent weakness or abnormal wear.
Maintenance Systems
TSM utilizes three (3) systems onboard for planned maintenance:
Computer Based System
Documented System
Superintendent Instructions in consultation with Ship's Management.
These systems are the guide for the extent, intervals and procedures for the maintenance. The
maintenance shall be carried out in accordance with the system onboard, and reported to TSM as
required.

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Computer Based System
The system covers maintenance for all machinery, electric, electronic, safety, hull components and
spares. The system is class approved as Planned Maintenance System and can be used as an
alternative class survey arrangement. The Chief Engineer will be separately instructed by TSM if
such arrangement is used onboard. Form TSM 56 shall be replaced by the computer generated
data.
Back-up of stored input in the computer shall be taken every second day on a separate diskettes.
Updated Database shall be sent to TSM by email or discs at agreed intervals for their recording and
updating of scheduled and unscheduled maintenance/repairs done, spares and stocks onboard. The
responsible FGM will control that TSM receives the monthly dispatched diskettes.
The Master / Chief Engineer is not authorized to make any changes to the system. Any proposals for
changes such as maintenance intervals, job descriptions, entering/deleting of components shall be
sent to the responsible superintendent in TSM for his approval
Documented System
This is a manual system. It needs timely and accurate follow-up and recording. The Chief Engineer
shall ensure this.
Superintendent Instruction
This will be used on vessels where no planned maintenance system is yet implemented onboard.
Based on records, reports, planning and communication with the vessel and TSM, the Chief Engineer
will monthly receive directives from TSM for items to be overhauled / maintained/tested in the coming
month.
Overhaul/Repairs/Testing
When overhauling/testing/repairing components, the guidelines and recommendations in the planned
maintenance system, manuals and TSM's instructions, if any, shall be followed.
Special Testing
The following shall be tested at the specified intervals' and results recorded:
Boiler(s)
o Boiler water to be checked daily. Supplier of the boiler water treatment
chemical will do random testing onboard without prior notices.
Cooling Water
o Cooling Water for main and auxiliary machinery shall be checked twice a
week.
Lube Oil
o For all relevant systems onboard, lube oil samples shall be landed quarterly
for analysis by the supplier. Test kits for onboard testing do not remove the
requirement for this. TSM is to be advised by telex when samples are
landed, naming recipient and to whom samples were sent.
Fuel Oil
o For some vessels, TSM subscribes to a fuel testing program. At every
bunkering, the prescribed samples shall be collected and forwarded

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immediately as laid out in the program instruction. TSM is to be advised, by
telex to whom the sample was landed.
Pressure Testing of Pipes
o Bunkering/Fuel Oil Pipes to be tested annually. The test to be recorded.
o Cargo pipes, cow pipes, VEC pipes and ballast pipes are also to be tested
annually. Testing date and pressure to be marked on the pipes on deck and
in the pump-rooms.
o Testing of Piping Systems is to be carried out with liquid only. The practice
of using air to pressurize pipelines is to be discontinued as same is not
acceptable. A Static liquid pressure test is to be carried out and the system
is to be pressurized to 1.5 times the Maximum available Design Pressure of
the pumps in use.
Megger Test of Electrical Equipment
o Megger testing to be carried out on a continuous basis and results
forwarded to TSM on Form TSM 54 every six months.
CO
2
Fixed Fire Extinguishing System
o Pipes to be blown through by air every twelve (12) months.
o General service of the system as per statutory regulations every 2 years.
Inert Gas System
o Inert Gas System to be tested as per the Maintenance Program and/or in
accordance with Chapter 6.14 of Operation Manual.
Ozone Depleting Substances
The following ozone depleting substances may not be released into the atmosphere:
Halon 1211, Halon 1301, Halon 2402
R-11, R-12, R-113, R-114 and R-115
Equipment containing such substances should be leak tested on an annual basis and whenever such
systems must be emptied, contents will be removed via vacuum pump and stored in appropriate
containers. If removed from the ship, the container must be delivered to proper handling facilities.
All inspections and maintenance of refrigeration and Halon systems is to be
recorded on Form TSM 029 Refrigerant / Halon Log
Precautions for Charging and Recovery of Refrigerants
For safe and environmentally compliant work on Refrigeration machinery:
Read the Material Safety Data Sheet (MSDS) on all compounds including
Refrigerant and Oil that you are likely to come in contact with
All precautions should be taken while carrying out recovery of refrigerants to
prevent emission to atmosphere
A Log is to be maintained of all Refrigerant handling onboard (recovery,
charging, etc.) as per Form TSM 029

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Precautions for Charging and Recovery of Halon (where applicabl e)
For safe and environmentally compliant work on Halon Fixed Fire Fighting Systems:
Halon bottles shall be delivered back to an approved Supplier (as advised by
TSM) for servicing, pressure-testing, overhauling, etc., as required
There shall be no intentional release of Halon from the System
A Log is to be maintained of all Halon being handled onboard (when bottles are
landed ashore for charging, pressure-testing, level or weight check onboard,
etc.,) as per Form TSM 029
Management of Ozone Depleting Substances
The global ban on the production and consumption of CFC's, Halons and HCFC's (herein referred to
as Ozone Depleting Substances-ODS), as regulated by the 1987 Montreal Protocol, leads to a
significant shift to substances with zero Ozone Depletion Potential (ODP), like for example HFC's.
In order to limit the emission of ODS to the atmosphere international treaties, major Flag States and
Classification Societies focus on handling of refrigeration systems in an environmental sound
manner.
Therefore, any service on systems containing ODS (e.g.: repairs, retrofits & conversions) requires a
system that can deal with potential ODS waste in an environmentally sound manner, utilizing
approved technologies for recovery, recycling, reclamation and disposal. The quality and handling of
Refrigerants and Compressor Oils has an impact on the associated machinery and equipment. Poor
quality of refrigerants and Compressor Oils will lead to frequent overhauls and repairs, with
subsequent loss/release of ODS to the atmosphere.
Precautions for Using or Handling Compressor Oil s
Lubricant selection for a refrigeration system is critical not only for the compressor but also to ensure
that the oil does not separate from the refrigerant gas in any part of the plant.
If the oil type or supply manufacturer is changed, incompatibility and hence poor miscibility within the
plant can cause problems.
With the wide range of mineral and synthetic products on the market, coupled with different additive
technology, it is vitally important to check miscibility prior to top-up with a different grade oil. The
alternative is to drain the oil completely from a refrigeration system, which can be very difficult or
even prohibit the use of non-approved refrigeration oils.
Used Refrigeration Oil must be disposed off properly.
Long Term Maintenance
"Specification of Repairs" (Forms TSM 060 & TSM 060A)
The objective of this form is to eliminate the large number of repair items that are missed out, or
overlooked, during the preparation of the Docking List. Items which are found during the docking are
costly to attend being charged at a very much inflated price.
The form "Specification of Repairs" shall be completed for the Deck Dept. by the Chief Mate and for
the Engine Department by the Chief Engineer.
Maintenance Requirements (MR's) shall be consecutively numbered by each department and shall
take the following format:
MR No. / Year / Ship Identification No.
i.e. MR001 /93/T114 (for Eng. Dept.) or MR500/93/Tl14 (for Deck Dept.)

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The following range of numbers shall be used by each department:
MR001 - MR499
o Engine Dept.
MR500 - MR699
o Deck Dept.
MR700 - MR799
o Accommodation
MR800 -
o Supt/Office originated orders
Accommodation repairs shall be covered by the Chief Mate, in consultation with the Master.
At the end of the docking period all outstanding items will be automatically canceled, the numbering
sequence will start again and a new file shall be opened. If the item to be repaired, or overhauled,
requires spare parts a "Requisition for Spare Parts" shall be filled out, in the normal manner, and
attached to the "Specification of Repairs" form. Chief Engineers and Chief Mate shall complete forms
on a regular basis and forwarded to the superintendent soon after completion.
Should the opportunity be afforded for ship's staff to make a permanent repair for any of the items,
before the docking period is due, then the vessel shall advise TSM, by mail, giving brief details of the
type of repair carried out and advising that MR???/93 should now be cancelled.
The originals shall be sent to TSM and the duplicates remain on board to be filed as the vessel's
copies. Quotations for repairs shall be obtained using the same procedure as for spare parts. All
orders shall be placed on the basis of: "TSM as Owners Agent"
Landed Goods Advice
The "Landed Goods Advice" form shall always be filled out when landing items, of any description,
from the vessel for repair, service, or whatever.
A separate form shall be completed for each item, or group of items, for each different destination or
repairer.
Landing of equipment for overhaul or repair.
Removal of items of ship's equipment, by outside contractors, during a dry-
docking.
Removal of items of ship's equipment by the shipyard.
Landing of crew's personal effects, when not accompanied by owner.
Return of items/equipment to TSM on receipt of landing instructions.
Landing of fuel and lube oil samples.
Ship's Mail landed.
Where the items are being handled by the Agent, the Agent's signature, for receipt only, will be
sufficient. However, where outside contractors are involved, an extra copy should be given to the
Agent, for his reference and to facilitate follow up at a later date.
Distribution of copies:
Original
o To be handed to Agent receiving goods for transportation.

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One (1) copy
o To follow goods.
One (1) copy
o For TSM
One (1) copy
o For Vessel's file.
Dockings
The basic docking specification shall be made up, by the Superintendent, from
the vessel's Drydock Work File (File 7.5) and the standard Dry-dock
specification.
Six months before the scheduled docking period the vessel shall check its
Repair File and submit any further items on Form TSM 060 "Specification of
Repairs" format for the Supt.s consideration and possible inclusion within the
Docking List.
A draft "Docking Specification" shall be prepared and a copy placed on board, to
be studied by ship's staff, prior to the Superintendent's visit to the vessel.
Before finalizing the specification the Superintendent shall visit the vessel to
ascertain that all the major items have been included with all relevant detail.
11.2 HULL AND DECK
Hull and deck maintenance shall be carried out at schedules described in the AMOS-D computer
based Planned Maintenance System and recorded therein. Form TSM 056 should be used for
vessels without a computer based PMS and the Master should submit it to TSM monthly.
11.3 ELECTRONIC NAVIGATIONAL AIDS & RADIO EQUIPMENT
Routine Maintenance
Inspections and maintenance of electronic navigational aids and radio equipment should only be
carried out by person (s) with knowledge of electronic components.
Maintenance directions must be followed carefully. No trimming or adjustment to be carried out other
than as specified in the maintenance manual. This is also applies in respect to alterations in wiring
diagrams etc. The persons (s) performing routine maintenance and inspections must never effect
any repair or operation that they do not fully understand.
Faults in Equipment
If a defect is discovered, care must be observed when subsequently operating the system. A report
to TSM for forwarding to the supplier/maker may clarify the cause, provided the message contains
accurate information and appropriate readings. For assistance to be given details of the abnormality
are essential. A request for a service visit only, because of malfunction, is of little value as the
service engineer will not know what to bring with him.

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Repairs - Servicing
When required approved service companies must be used. Lists of the appropriate makers' service
agents are likely to be available onboard. TSM are to be informed of all service visit requirements
and will coordinate their attendance.
In ports where service is inadequate repairs should be kept to the minimum necessary for the safety
of the ship and to avoid delays.
The most suitable officer shall follow such work. A detailed report from the service technician,
including a time-sheet, shall be signed for by the senior officer in charge and counter-signed by the
master. The reports shall be filed according to the filing index for each component.
Moisture
Electric and electronic equipment should be operated at regular intervals. The radar should be
operated daily, or maintained in the standby mode when not required.
Cleaning
Equipment must be kept clean and free from dust, dirt, and rust. Vaseline should be applied to parts
that may rust. Appliances and instruments must be covered up if grinding, wire brushing or similar
work is being carried out nearby.
Antennas
The ship's antennas must be inspected at regular intervals by the Radio Officer. Any repairs and
renewals must be done in a proper manner. Installation of private antenna that may affect the ship's
radio station or position fixing system must not be permitted.
If work is to be carried out on masts or in the vicinity of antennas (radio, radar,
VHF, Decca navigator etc.), notice must be given to the Officer of the Watch
and the Radio Officer. Warning signs must be placed on radar and radio
transmitters while work is being done.
Spare Parts
A reasonable stock of spare parts must always be kept onboard. Any parts drawn from stock must
be replaced as soon as possible. Defective components are to be destroyed.
A log of materials shall be kept for the radio station and bridge equipment.
Portable Radio Equipment
Special steps must be taken to prevent theft of the portable radio equipment and EPIRB's while the
ship is in port. If necessary the equipment shall be moved to the radio room and returned to its usual
locations once the ship is at sea again.
11.4 PMS MANAGEMENT
It is TSM Policy that all ships shall have their maintenance planned.
Machinery/Hull/Outfitting/Equipment
There are, presently, three types of Machinery Planned Maintenance System (PMS) that may be
used:
AMOS Computerized Planned Maintenance on the more modern tonnage.

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Card Indexing systems or similar on other ships.
Superintendent planned maintenance in consultation with the vessel.
Ships with AMOS systems shall transfer updated databases to the office by e-mail or discs at agreed
intervals. Ship reports, according the Shipboard Management Manual, shall be sent from the vessels
to TSM office, as required and shall be either in written form or electronically (for AMOS).
The Superintendent shall act upon the report as required. The reports and/or data received shall be
used for the updating of each vessel's system within TSM office and for the stock control of spares
and monitoring of maintenance by the vessel's Superintendent. Proposed changes received from the
fleet to the onboard AMOS system shall be approved by the superintendent in charge of the vessel
after consulting the Fleet Group Manager / Safety and Environmental Protection Manager / Quality
Assurance Manager as appropriate.
Experience Feedback
HSSEQ Circular 68 2013 Detention of vessel in Australia
TSM Form 056 Weekly Planned Maintenance
o File No. 7.4
TSM Form 060 Specification of Repairs
o File No. 7.5
TSM Form 029 Refrigerant / Halon Log
o File No. 7.4.1
Distribution
Singapore Office
o Copy
o Original
References
AMOS Users Manual

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Operations Manual
Engine
OME Document
No. 012
12. NEW BUILDING GUARANTEE CLAIMS
Purpose
To specify requirements for New Building Guarantee Claims
Application
All Vessels
Responsibility
Master
Chief Engineer
Chief Mate
12.1 NEW BUILDING GUARANTEE CLAIMS
Guarantee Claims are to be made, as appropriate, by all newly built vessels where a fault has
occurred within the period stipulated in the terms of the building contract. The duration of the
guarantee period is usually one year, unless otherwise specified. A claim shall be made in every
instance where damage or failure has occurred to the vessel's structure, fixtures or fittings.
Machinery items
Navigational equipment
Radio equipment
Steel work
Electrical components
All claims are to be allocated reference numbers, regardless of mode of transmission, and are to be
consecutively numbered. Emergency claims are to be sent by email or fax and followed up by the
Thome Guarantee Claim Form TSM 063. Non-urgent items can be sent by mail.
All defective items or parts are to be retained on board, in a safe place, until landing or disposal
instructions are received from Thome. All items are to be clearly marked and or labeled as follows:
Table 12.1-1
Claim No :
Place / Date :
Tag No :
The Claim form is to be forwarded to Thome with the copies being retained onboard. Upon receipt by
Thome, the Claim form will be checked by the Superintendent, for the particular vessel before a copy
is passed on to the shipbuilder. The second copy is to be filed as the office record.
All further correspondence regarding the claim should be attached to the second copy of the Claim
form. Upon satisfactory completion of repairs, or replacement of the defective part, the lower part of

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the copies should be completed and signed by the Master and a copy forwarded to Thome, by mail,
as acknowledgment. A copy should be retained on board and filed as the vessel's record. Vessels
should continue to send Guarantee Claims until instructions to the contrary are received from Thome.
TSM Form 063 Guarantee Claim
o File No. 25.1
o File No. 25.2
Distribution
Singapore Office
References
Nil

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THOME
Operations Manual
Engine
OME Document
No. 013
13. FUEL AND LUBE OIL ANALYSIS
Purpose
To specify requirements for Fuel and Lube Oil Analysis
Application
Singapore Office
Fully Managed Vessels
Responsibility
Marine Department
Shipboard Management Team
Safety Committee Members
Safety Officer
13.1 FUEL OIL ANALYSIS
All full technical managed vessels have instructions to send samples of heavy fuel oil bunkers in
accordance with the instructions documented onboard (e.g. DNVPS/FOBAS). Marine Diesel Oil will
only be analysed when appropriate when the quality of the supply is in doubt. Superintendents are
responsible for monitoring samples landed and the timely receipt of results. Should no results of
analysis be received after three (3) days the Superintendent shall contact the laboratory to ascertain
what is happening with the sample. In principle, as far as practicable, bunkers should not be used
until the analysis results confirm that they are satisfactory for use.
13.2 LUBE OIL ANALYSIS
Sample is to be landed at regular interval as laid out in the AMOS PMS system. Ships are to advise
when they are landed and Superintendents are to monitor timely analysis. Upon receipt of results
and deficiencies are to be telexed to the ship and Fleet Group Manager advised.
HSSEQ Management System
Distribution
Singapore Office
References
ISM Code
ISO 9001
ISO 14001

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THOME
Operations Manual
Engine
OME Document
No. 015
15. LNG TECHNICAL OPERATIONS
Purpose
To specify procedures for LNG Technical Operations
Application
All LNG carriers
Responsibility
Master
Chief Mate
Chief Engineer
Cargo Engineer
15.1 OPERATION OF THE MAIN TURBINE
The maintenance and operation routines in the company manuals are generic to the vessel types.
However, it is very important that reference should be made to any makers recommendations that
are specific to any vessel or that vessels main and auxiliary plant and any machinery or appliances
onboard.
Warming Through Ready for Leaving Port
Provided the turbines have been turning under vacuum with gland steam on for 24 hours it is
possible to get underway immediately in an emergency provided due care is taken to warm through
and drain the steam lines and speed is increased slowly. If any unusual vibration is detected speed
should immediately be reduced and the turbines operated at no more than 25 RPM for at least 15
minutes before attempting to increase speed again.
Check that the ahead emergency valve, ahead nozzle valves, astern
manoeuvring valve are fully shut. Check also that all the turbine manual and
automatic drain valves are open. All bleed and drain valve control switches
should be in AUTO position
Drain the steam lines upstream of the intermediate stop valve
Gradually open the bypass valves on the intermediate stop valves until the
pressure in the line to the manoeuvring valve chest is about 5 bar
The turbine will then be in normal state of readiness maintained in the port.
Getting Ready 1 Hour before Departure
The Deck officer of the watch or Duty Deck Officer is to be contacted and permission to turn the
turbines / propeller requested.
Once the Deck Officer has confirmed that this can safely be carried out then and only then can the
turbine be turned.

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Caution
In ports the intermediate valves must not be opened and spinning started until
loading / discharge arms have been disconnected.
By manipulating the intermediate stop valve bypass slowly bring up the steam
pressure over at least 15 minutes, longer if time allows, before fully opening the
intermediate stop valves
o It is the responsibility of the Chief engineer Officer to ensure that
disengagement of the turning gear is physically sighted. No reliance is to be
placed on any remote indicating devices
Stop and disengage the turning gear and open the astern guard valve
If the control oil system has been shutdown, start one pump, the other will
automatically go on STANDBY
Reset the turbine trip if necessary
In the Engine Control room select the remote hand spinning and by
manipulating the controls turn the engine ahead and astern taking care not to
open the valves too far
Continue turning ahead and astern (maximum 5 RPM) (10 RPM for NGSCO
ships) at frequent intervals until the steam temperature at the valve chest is at
least 350C
o The shaft must not be allowed to remain stopped for longer than three
minutes.
Once the turbine has been confirmed working properly engage the Auto-Spin
facility
o Note: the amount of steam admitted by the auto-spin system is insufficient
to properly warm through the turbine.
At STANDBY, change to WHEEL HOUSE control
Every three months the turbine is to be turned ahead and astern using the emergency control fitted
on the main throttle valve.
Manoeuvring
The turbine will normally be operated on lever control when the speed is automatically controlled in
response to the position of the selected telegraph (wheel house or engine control room)
In the event of a fault developing with the control system it is possible to operate the turbine from the
Engine Control room using the engine telegraph in addition to this there are other fitted units that can
be used for Emergency use.
If control oil pressure is not available the manoeuvring and nozzle valves can be operated by their
manual hand jacks.
No safety devices are operating when the hand jacks are in use
o Not on NGSCO ships
Compared to the ahead turbine the astern turbine has fewer stages and is much less efficient. In
particular its exhaust steam temperature is much higher. Prolonged astern operation should be

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avoided, particularly at higher power. After astern operation, restoring full ahead power will take
much longer than acceleration from normal condition. For details consult the instruction manual for
Astern Operation Limitations.
Action to be taken in case of Turbine Vibration
Abnormal turbine vibration when starting or increasing speed is most likely to be due to thermal
distortion of the rotors and should be dealt with as follows:
Reduce speed immediately to DEAD SLOW or STOP
Using the remote control in the Engine Control room increase the speed very
slowly, turn alternatively ahead and astern at 10 20 RPM for about 15 minutes
observing the vibration monitor
When vibration has reduced to normal, increase speed again checking the
vibration monitor. If no abnormal vibration is observed power may be gradually
increased to full.
If vibration persists the turbine should be shut down and a through investigation
carried out.
Open Sea Operation
When the control telegraph is in the FULL AHEAD sector, control mode changes from
MANOEUVRING to NORMAL. The automatic drain valves, astern guard valve will close. The
crossover and LP bleed steam valves will open manually / automatically. When pressure in the
turbine is sufficient the HP should open manually / automatically.
Note: The main feed pumps re-circulating valves are controlled only by the boiler load and are not
dependant on the main engine control mode. (On NGSCO ships Turbine Control)
The position of the ahead nozzle valves are controlled by a pre-set time schedule (see instruction
book)
In case of extreme emergency the time schedule can be bypassed by operating the installed bridge
mechanism for this purpose and the speed is then controlled directly by the position of the telegraph.
This facility must be used with extreme caution
Provided the ships speed is above 10 knots (see instruction book) the main condenser scoop valve
will open and the sea water circulation pump will stop approx. 10 min after change over to NORMAL
mode. (On NGSCO ships controlled by speed, RPM & throttle setting)
The turbine should be carefully monitored whilst running up speed, paying particular attention to
vibration and bearing oil flow and temperature.
When the telegraph is reduced into the FULL Ahead zone the automatic/manual drain valves, astern
guard valve and main condenser re-circulating valve will / should open, and the condenser cooling
will change over to the pump. The crossover and LP bleed steam valves will close. The HP bleed
valve will close after a time.
Normal Operation
The main engine is to be operated within the limits of power, maximum evaporative capacity and
pressure of the boilers, and the revolutions per min set out in the commissioning letter issued when
the vessel entered company service.

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Only if subsequent specific instructions have been issued by the Company, are the original
commissioning letter parameters to be countermanded.
Stand By Manoeuvring
The officer of the watch on the Bridge must give the Engine Department at least one hours notice
before Stand By for manoeuvring.
Regardless of the time of day or type of vessel, i.e. unmanned engine room or conventional
watchkeeping, the Chief Engineer Officer, and the Engineer Officer of the watch or Duty Engineer
Officer are to be informed.
Reduction in speed from full speed to the recognised manoeuvring speed is to be as gradual as
possible and in accordance with the manufacturers instructions.
The operating parameters are to be maintained avoiding sudden variations of the boiler load etc.
Control System Maintenance
Testing and any maintenance of any turbine control system alongside a berth is strictly forbidden
under live steam conditions.
The main steam stop, guardian and bulkhead stop valves are to be shut prior to maintenance work
being carried out.
In the case where a simulated test would be unsatisfactory and operation with live steam has to be
carried out, then the vessel is to be suitably anchored or stopped at sea, before maintenance or
testing is carried out.
Gearing Inspection
During gearing inspection the following points are to be carefully examined.
The lubricating oil jet nozzle brackets. locking plates, housing and pipe brackets
for tightness
The lubricating oil pipe work system and nozzles for leakage
Nozzle alignment to ensure that the oil jets impinge accurately in the mesh
between the wheels and pinion
The gear teeth contact areas for evidence of pitting, tearing etc. All indications
of deterioration are to be recorded
The areas in question are to be coated with blue marking and photographs or sellotape impressions
taken.
Securing the Turbine in Port
Do not stop the turbine rotors for a time period longer than three (3) minutes, when the gland seal
steam supply is on the rotors, to prevent thermal deflection. Ensure that the lubricating oil pump and
system is always operating when the turbine rotors are being turned.
After FINISHED WITH ENGINES, select ENGINE ROOM control and ensure
that both the ahead nozzle valves and astern manoeuvring valve are fully
closed, then select the control mode to OFF
Close the ahead emergency valve and manually jack the astern guard valve
closed
Close the main steam intermediate stop valve (after boilers)

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After ensuring that the propeller shaft is stationery, engage and start the turning
gear. (On NGSCO ships switch on the 10 RPM trip switch)
When the pressure in the main steam line has fallen to zero crack open the
intermediate stop valve by pass valves to maintain a pressure of about 5 bar in
the main steam line. This will ensure that the line and manoeuvring chest
remain hot
The control oil pumps can be stopped if required
Securing the Turbine for Long Period
Before the main condenser can be shut down the turbo-generator exhaust, closed exhaust dump
steam must be closed down.
Stop the main condenser vacuum pumps and allow the vacuum to decay slowly.
When the condenser pressure has fallen to atmospheric, shut off the gland
steam supply.
o Under no circumstances should gland steam be shut off whilst the
condenser is under vacuum. To do so would result in cold air being drawn
in over the turbine glands which could cause rotor distortion.
Ensure that the make up feed is directed to the atmospheric drain tank, then
stop the main condensate pumps and close the recirculation valve. At least 30
minutes should have elapsed from closing the intermediate steam stop valves.
When the LP turbine exhaust has cooled sufficiently the main circulating pump
can be stopped. Allow at least two hours after closing the intermediate steam
stop valves.
After a minimum of 6 hours the turning gear can be stopped and the lubricating
oil and control oil systems secured.
Start the dehumidifier to prevent condensation in the gearbox contaminating the
oil.
If turbine is to remain shut down for an extended period, drain the main
condenser and dry the hot well. Run the lubrication oil pump for a short while
and turn the rotors approximately 90 degrees every week.
15.2 TURBO GENERATORS
Note: On ships with fitted turning gear motors the turbine trips cannot be reset unless the turning
gear is disengaged. On ships with portable turning gear motors extreme caution must be
taken so as not to start the turbine with turning gear engaged.
Governor oil pressure is led via an orifice to a trip cylinder attached to the main stop valve. When oil
pressure is applied to the cylinder its piston rises and operates a latch against which the stop valve
spindle nut(spring holder) resets, enabling the valve to open. When oil pressure is released from the
trip cylinder the stop valve closes under the action of its spring, stopping the turbine (see instruction
books for variation to the system, for your ship)

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Preparation and Starting
For more detailed description of the operating procedures, please refer to the Instruction Manual of
Turbo Generators.
Check the oil level in the sump. Note that the level will drop when the oil pump
is started
Drain off any water in the sump. If a significant quantity is present consideration
should be given to purifying or changing the oil. The source of any
contamination should be traced and rectified
Ensure that the power supplies to the auxiliary oil pump starter, turning gear
starter and local supervisory panel are on
If the control cooling water system is up to temperature, open the cooling water
valves to the turbine oil cooler and alternator air coolers (if fitted)
Start the auxiliary oil pump
When satisfied that the oil is circulating, engage and start the turning gear
After the turbine has been turning for a minimum of 10 minutes, warm through
the gland steam supply line and gradually bring the receiver up to normal
pressure. Ensure that the automatic control is operating
Caution
The gland steam spill line joins the exhaust upstream of the exhaust valve.
Take care not to all the exhaust to become pressuri sed.
After ensuring that the gland sealing system is operating correctly, cautiously
open the by pass valve of the exhaust valve to the condenser in use. When the
turbine exhaust pressure gauge indicates the same vacuum as the condenser,
open the exhaust valve fully and close the by pass
Ensure that the main stop valve, intermediate steam stop valves and exhaust
valve are closed, and the steam line vent and all drain valves are open.
Open the upper intermediate steam stop valve and carefully crack open the
bypass around the lower intermediate stop valve. As the line warms up the
drain valves can be throttled but they should not be completely closed until the
turbine is running
After a further 10 minutes (longer if possible), stop and disengage the turning
gear, ensuring that the clutch lever is locked in the disengaged position
Check that the mechanical over speed trip is reset and press the RESET button
on the supervisory panel. The trip cylinder piston should rise, it can be assisted
by hand if necessary. The regulating valves should move to partially open
position
Carefully open the main stop valve slightly until the turbine begins to rotate.
Allow it to run at slow speed (maximum 100 RPM at the generator) for at least
five minutes to ensure that the turbine warmed up evenly
Increase the turbine speed to about 500 RPM by gradually opening the main
stop valve. Press the TRIP button momentarily and check that the main stop

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valve and regulating valves close and that the turbine slows down. Listen
carefully for any unusual noises whilst the machine is running down. If every
thing is in order, return the stop valve hand wheel to the closed position, reset
the trip and restart the turbine
Open the main stop valve gradually so that the machine runs up to full speed
over a period of about 5 minutes. Pass the turbine critical speed (see
instruction book) quickly
The governor should start to operate and reduce the regulating valves opening
as the turbine speed approaches the desired speed. When it does so the main
stop valve should be opened fully and the hand-wheel backed off by half a turn.
Failure to observe the last point may result in the hand-wheel jamming.
Caution
If an unusual vibration occurs as the turbine i s run up the cause is probabl y
distortion caused by uneven warming up. Stop the machine immediatel y, engage
the turning gear and turn for 15 minutes with gland steam on before running up
again slowl y.
When the stop valve hand-wheel is fully open the auxiliary oil pump should stop
automatically. Check that the lubrication oil pressures remain stable
Close the drain valves
Allow the generator to run light for10minutes before putting it on load. Check
that all temperatures and pressures around the unit and particularly vibrations
are normal
During Operation
It is recommended to maintain the steam conditions as steady as is possible.
The lubrication oil pressure is designed to remain constant. If the pressure fluctuates, check the
system. Periodically check the oil level in tanks.
Check the bearing temperatures periodically and confirm that the temperatures remain within the
temperatures range recommended in the Instruction book.
Pay attention to any extraordinary sounds. if any abnormal vibration, sound or rubbing is observed,
find out the cause.
Shut Down
Reduce the load gradually to zero and open the circuit breaker
Trip the turbine and close the main stop valve
Check that the auxiliary oil pump starts automatically when the stop valve closes
As soon as the turbine comes to a complete stop, engage and start the turning
gear
Close the main steam intermediate stop valves and open all steam side drains
downstream of the valves
Close the exhaust valve, ensure that its bypass valve is also closed

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Caution
The gland steam spill line joins the exhaust upstream of the exhaust valve.
Take care not allow the exhaust to become pressurised.
When the exhaust vacuum has fallen to zero, shut off the gland steam supply
Caution
Gland steam must be mai ntained until the vacuum has completel y decayed to avoid
cold air being drawn into the turbine which could cause di stortion of the rotor.
When the turbine has completely cooled down, the turning gear can be stopped
and the lubrication system shut down
If the central cooling system is to be kept at normal temperature it is not
necessary to shut off the cooling water to the lubricating oil and air coolers (if
fitted)
The drain valve upstream of the main steam intermediate stop valves must be
kept open to prevent any leakage steam entering the turbine. All drains on the
turbine casing should be closed to prevent moister entering
15.3 MONOWALL MARINE BOILER
The monowall marine boiler is preferred when firing with gas and fuel. Monowall boiler construction
is a method of fabrication wherein the boiler tubes forming the outer periphery of the boiler are joined
together to form a gas tight water cooled envelop. The tubes welded together by mean of fins
perform the structural function previously done by the boiler framework and casing. The use of a
monowall construction eliminates the need for refractory linings except where transition occurs
between finned and non finned tubes, that is where the tube spread to enter the drums and to form
burner sootblower openings, etc. In these areas a skin case, lined with refractory materials, is
constructed. For oil fired only marine boilers, monowall construction usually eliminates the heavy air
casing but for oil and Methane gas fired marine boilers, pressurised air casing are fitted to eliminate
the possibility of gas leaking into the machinery spaces.
The boiler has been designed to suit advanced steaming conditions with the final steam temperature
controlled by attemperation between the superheater primary and secondary passes. The furnace is
large to give a conservative firing rate and proportioned so that the burners can be arranged with
ample flame clearance and flame length. The burners are positioned in the furnace roof to meet the
latter requirements and the furnace and superheater spaces are completely water cooled. External
down comers from the steam drum to the water drum and the lower water wall headers ensure an
adequate circulation of water under all steaming conditions.
The economiser is supported on the boiler structure.
The boiler superheater and economiser are double cased, the space between being pressurised with
air from forced draft fans (separate pipe) to prevent gas leaking into the machinery spaces. All the
combustion air enters directly to boiler windbox. The air casing are insulating externally with low
temperature insulating materials protected with light plating. The monowall tube areas within the air
casing are left bare, insulation is not fitted or required.
It is essential in a gas fired boiler that highest parts of the furnace are continuously vented to prevent
any dangerous accumulations of gas under the furnace roof. A number of special vent passages are

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provided in the gas seal between the furnace roof tubes and super heater screen wall tubes for this
purpose.
The boilers are fitted with sliding feet which are fitted with grease nipples and it is important to ensure
that they are kept well greased. Failure to grease the feet may result in distortion of the boiler and
tube leaks due to expansion and contraction when firing up or taking the boiler out of service.
Superheated Steam Temperature Control
The final superheated steam temperature is controlled by attemperation (desuperheating) of the
steam between the primary and secondary steam passes of the superheater A proportion of the
steam flow from the primary pass is diverted through the superheater, which is located in the steam
drum and the excess heat is transferred to the water in the drum.
The desuperheater steam is mixed, before entering into the secondary pass, with the remainder of
the steam passing through the desuperheater or by-passing this is controlled by two inner linked
control valves one on each steam line. The total steam flow passes through the secondary pass
under all steam conditions.
Sootblowers
Steam operated sootblowers are fitted to maintain all heating surfaces in good condition for long
periods.
Boilers are to be sootblown every day or dependi ng on actual condition of boiler
when firing on fuel oil. When firing on gas onl y soot blowing can be reduced to
every third day. Boilers to be soot blown before entering port, regardl ess if fired on
fuel or gas.
The dual fuel burner registers are fitted with pneumatically operated air sleeves and igniters. The
atomising steam, fuel gas valves are also fitted with pneumatic actuators. Steam is the normal
atomising medium when burning heavy fuel oil: air is used for starting up and when burning distilled
fuel.
Oil burners that are not firing are cooled by maintaining the atomising steam supply. The burner oil
passages are automatically purged with steam from the atomising supply whenever they are
extinguished.
When firing on gas only hot fuel is circulated through the boiler oil headers so that the oil burners can
be ignited instantly when changing to dual fuel or oil only firing.
The firing will automatically change from gas only to duel fuel should the cargo tank pressure fall
below a pre-set limit (fuel oil back up) or to fuel oil only (fuel oil boost up) if the master gas valve
closes. There is no automatic boost up when an individual boiler gas valve trips.
It is important that all oil burners are fitted in place and ready to be lit when burning
gas onl y.
All manual fuel oil and atomising steam valves on the burners and in the supply lines must be open.
The burners are each fitted with 6 gas spouts. Three of these have multi-hole nozzles where gas
must mix with the air outside the nozzle before it ignites (external mix). The three other spouts are
arranged with an internal gas nozzle about 400 mm from the end of the spout. This nozzle acts as
an ejector and sucks air into the spout through openings adjacent to the nozzle. The air and gas will

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therefore pre mixed (internal mix) in the spout before it leaves through the single opening in the
nozzle at the end.
The gas spouts have alternating internal and external mix spouts equally spaced round the periphery
of the impeller. This arrangement ensures even distribution of air to the oil and gas flames, stable
flames and good ignition of the gas flame over the whole load range.
Burner Operation Gas-Firing
Ensure that the cargo system is lined up for gas burning. The low duty heater should be in service
and on automatic control. The line from the vapour header through the LD heater must be open
down to the gas master valve.
When gas is admitted to the first boiler, this should be done with the gas in free flow before the
compressor is started.
When operating in dual fuel mode the total air requirement for combustion is based on the total fuel
(oil +gas) flow to the boiler. The air flow to the boiler will be the same to each burner. Therefore the
fuel flow must also be equal to each burner. This means that when burning dual fuel on a boiler it
must be dual fuel on all burners at the same time.
Never fire with dual fuel on one or two burners and gas or oil onl y on other burners
on same boil er.
Steam Dump Control
The steam dump system has two control functions. One for controlling the superheater outlet
pressure if the boiler load is below the boiler turn down range or if the boiler load under transient
conditions changes faster than the combustion control can respond. The other function is to dump
steam to allow the boiler to burn excess boil off gas when the cargo tank pressure is high.
15.4 FEED WATER PUMPS
Preparation for Start-Up
Ensure that the superheated steam and closed exhaust systems are prepared for duty. Piping must
be well drained before supplying steam to the turbines.
The standby pump steam traps (a), steam supply line (b), high pressure steam chest (c) and turbine
exhaust end, must be periodically checked to ensure a trouble free start in all conditions.
The pump is fitted with mechanical/shaft backing seals, and a void space between the pump and
worm gear housing helps prevent the ingress of any gland leakage water into the oil system. Check
the oil sump regularly for any ingress of water.
Ensure that seal cooling water lines to both ends of the pump are pressurised (pumps with
mechanical seals) which enables a flow into the seals. Insufficient seal cooling water flow from the
condensate system may result in mechanical seal failure. Therefore it is important to adjust the flow
correctly in accordance with the instruction manual.

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15.5 BOILERS: GENERAL SAFETY AND OPERATIONAL INFORMATION
Precautions prior to Lighting Boilers
The Engineer Officer in charge of the watch or Duty Engineer Officer must ensure that the following
procedural checks are carried out.
That all main, surface, or ships side blowdown valves are shut
That all the boiler mountings are operational
That the water level gauge glass cocks, and isolating valves are operational,
and correctly set
That water level gauge glasses fitted with double shut off valves have the
secondary drain valves locked in the open position
That the boiler is fitted with water to the requisite level to allow for expansion
That the boiler is filled with water correctly dosed with boiler water chemicals as
appropriate to the type of boiler
That no visible leakage is evident following a systematic inspection as
appropriate to the types of boiler
That prior to fitting the burner registers and in conjunction with the systematic
inspection (item g) the furnace spaces are to be examined for oil, or oil residue
That following the above mentioned inspections and providing they are
satisfactory the burner registers, and gas casing doors are to be fitted and
secured
That the oil burners are correctly assembled, igniters and flame monitoring
equipment are proven and fully operational, and fuel pressure regulation valves
are set and secured in accordance with manufacturers instructions
That boiler furnace or furnaces if fitted with automatic purging systems, are
proven and are fully operational
That if the boiler furnace or furnaces is not fitted with automatic purging or
sequence systems, then prior to burner ignition, and on each subsequent
occasion prior to re-igniting the burner or burners, the furnace spaces are to be
purged using the forced draught fans to give a minimum of five full changes of
furnace air
Raising Steam
Fuel Quality
Under normal circumstances, boilers should be fired using heavy fuel oil. If it is necessary to use
Diesel Fuel Oil or other lower viscosity oil because of insufficient steam for fuel heating the following
points must be observed.
A single pressure jet burner is to be used fitted with the smallest available tip
If no pressure jet burner is available then the smallest steam atomising or steam
assisted tip can be used, provided that the steam connections are blanked off

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On no account must steam atomising be used with Diesel or low viscosity fuel
oils
Once the appropriate steam heating system pressure is reached the boiler is to
be operated on heavy fuel oil
Purging
If the boiler furnace or furnaces are fitted with automatic purging systems then these must be fully
operational. If the furnace or furnaces are not fitted with automatic purging sequence systems, or
they are not operational, then prior to burner ignition, and on each subsequent occasion prior to re-
igniting the burner or burners, the furnace spaces are to be purged using the forced draught fans to
give a minimum of five full changes of furnace air.
Should the burner fail to ignite, or flame failure occur for any reason then it is essential that the
furnace is visually examined for unburned fuel and purged as above mentioned before any attempt is
made to re-ignite the burner.
Manual Firing
If manual firing has to be resorted to, then the procedure must be in accordance with the
manufacturers instructions and as agreed with the Technical Department of the relevant
management office.
Firing
Manufacturers recommendations are to be followed, however, by way of a general recommendation
to prevent damage to the boiler, gradual and uniform heating is essential. One burner should be
used initially using the smallest tip available. Steam should be raised over a six hour period.
In cases where extensive repairs have been made to the refractory, or parts of the boiler subject to
pressure, then steam should be raised over a 24 hour period. During this period firing is to be using
alternate registers.
Flow through Superheaters
It is essential that steam flow is maintained through superheaters at all times except in certain cases
of emergency.
In the case of an emergency when steam is required at short notice the boiler manufacturers
instructions are to be adhered to.
Venting
From the commencement of firing, and until steam is being generated provision must be made for
venting all air from the boiler.
This should be done by means of the designated air release cock or if this is not fitted by means of
the steam pressure gauge cock.
Under no circumstances are the steam connections of the water level gauge
glasses to be used for venting purposes.
Use of Boiler Gauge Glasses
Any defect must be reported and rectified as soon as is possible.

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Low pressure water level gauge glasses are to be "blown down" by an approved method for the type
of gauge glass at least once per week or whenever the water level indication is suspect.
High pressure water level gauge glasses are to be blown through only when necessary.
The water level is to be kept within the upper and lower limits at all times when the boiler is in use.
If the water level disappears from either the top or the bottom of the gauge glass and does not return
immediately, then all burners are to be shut off and kept shut until the water level is restored in the
gauge glass.
Any loss of water level from the gauge glass above or below the set limits must be recorded in the
Engine Room Log Book and reported to the Chief Engineer.
When the water level indicated is suspect it is absolutely essential that remote water level indications
are not used in place of the readings from the water level gauge glass.
Testing of Boiler Water Controls, Regulators, Alarms and Trips
All boiler controls, regulators, alarms and trips must be tested regularly in accordance with the
applicable P.M.P.
In preparation to test the boiler, removal of the easing gear and lifting of all gags must be done before
hand and any adjustments to the gags and the valves should be done with the boiler in an unfired
state.
Each test is to be recorded in the Engine Room Log Book, with the signature of the Engineer Officer
who conducted the test.
Boiler level alarms or trip defects are to be rectified immediately.
The boiler must not be operated except in exceptional circumstances with any such safeguards
inoperative. Should it be necessary to operate the boiler in this condition the Chief Engineer must be
advised and the boiler must be monitored 100% of the time.
The appropriate Management office is to be advised of details of any defects, remedial measures
taken, and confirmation of satisfactory re-tests which are also to be recorded in the Engine Room
Log Book.
Boiler Water Tests and Treatment
Water in the boilers, steam/steam generators together with samples of water from their respective
feed water systems are to be tested daily.
The testing is to be in accordance with procedures laid down by the suppliers of the water treatment
systems.
Test readings which indicate salt water contamination or loss of chemical reserve are to be
investigated immediately.
Completion of all tests are to be recorded in the Engine Room Log Book and the full results entered
on the report forms issued by the water treatment suppliers.
Departures from normal operating conditions or unusual conditions are to be recorded, and the
relevant Management Office immediately advised.
Storage and Handling of Boiler Chemicals
It is essential that the precautions advised by the suppliers of chemicals with regard to storage and
handling are adhered to.

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These instructions may be found in the suppliers instructions manuals, data sheets or on the
chemicals containers. Should no instructions be available on board, the appropriate Management
office must be advised.
The special protective clothing and equipment supplied to the vessel for the handling of chemicals
must be maintained in good condition.
This clothing is to be used as directed by the Company or in accordance with the Chemicals
Suppliers instructions.
Deficiencies or defects in protective clothing must be reported and replacement orders placed with
the relevant Management Office at the earliest opportunity.
Attention is drawn to the spontaneous combustion properties of certain oxygen scavenging materials
such as hydrazine.
Cleaning materials like rags, cotton waste, sawdust etc. which have been contaminated with
chemicals of this type, must therefore be washed or destroyed immediately after use, to avoid the risk
of self ignition.
Blowing Down Boilers
To control the quantity of total dissolved solids contained in the boiler water, each boiler, subject to
the type and application is to be blown down at least once per week.
Blowing down is to be carried out irrespective of the salinity or chemical reserve readings.
Ideally at least one tonne should be blown down from each boiler, with the actual quantity recorded in
the Engine Room Log Book, and the boiler water report forms.
Blowdown should be carried out ideally under light load conditions, with a constant watch placed on
the boiler water level.
Use is also to be made of the surface blow down valve to remove scum from the boiler.
Boiler Maintenance at Sea
Should it become necessary in cases other than an Emergency to shut a boiler down for repairs or
routine maintenance, and if this shutdown is liable to cause a reduction in speed or adversely affect
operational requirements, the appropriate Management Office must be informed of.
Reason for the shutdown
Estimated duration of the shutdown
Estimated reduction in speed
Other operational problems
For main propulsion boilers, and when a choice is available, routine maintenance should normally be
carried out during ballast passages rather than on loaded passages.
Cleaning of Gas Side Surfaces
During cargo operations, in the interests of safety, and in particular to avoid the possible emission of
sparks, the use of soot blowers or other devices for cleaning the boiler gas side surfaces is
prohibited.

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Safety Precautions During Boiler Maintenance and Cleaning
During the cleaning and maintenance of boilers which involves personnel entering the gas or water
spaces, the full safety precautions outlined in the Fleet Standing Instructions for entering enclosed
spaces are to be adhered to.
In particular, respirators, protective clothing, and low voltage lamps are to be used.
Smoke Emission
Under various clean air regulations applicable to the area your vessel is in, it may be an offence to
emit dark smoke.
The following is a guide as a basic minimum requirement:
Continuous emissions of dark smoke from forced draught oil fired boiler
furnaces are only permitted for a maximum of 4 consecutive minutes, and that
the total is not to exceed 10 minutes in any 2 hour period
o For a natural draught oil fired boiler the total period of emissions of dark
smoke is not to exceed 10 minutes in any 1 hour period.
Emissions of dark smoke from all other sources are only permitted for a
maximum total of 5 minutes in any 1 hour period.
In no case is the emission of black smoke permitted for more than a maximum
total of 3 minutes in any 30 minute period.
Particular care must be taken with regard to the references and the difference between dark and
black smoke.
Impending legislation will impose strict regulations with regard to nitrogen (Nox) emissions, which will
also vary according to the geographical area. It is therefore important that the Master requests
information from the local agent if he is unsure about the applicable emission regulations, and pass
this information to the Chief Engineer.
Handling of Idle and Standby Boilers
The basic steps for all boiler lay-up procedures are:
Pre-lay-up boiler waterside cleaning, if required
Boiler flushout, neutralisation, passivation and formation of protective magnetite
film
Fireside preparation and lay-up
Introduction
Boilers may have to be removed from service for varying periods of time and are either required to be
kept in lay-up, standby or to be inspected. If necessary, they may have to be cleaned before being
returned to service or laid up.
Special attention must be given to standby or idle boilers in order to prevent corrosion. Adequate
corrosion prevention measures during operation can be offset if the necessary corrosion prevention
measures are not extended into the standby and idle periods. Further, corrosion can occur on the
fireside of the boilers if proper corrosion prevention measures are not taken.

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Standby Steam Generating Equipment
If a steam generator is used as standby equipment and is maintained under pressure, it should
receive the same chemical treatment as an operational boiler. If it is not to be maintained under
positive pressure, certain additional precautions must be taken. These precautions are detailed in
the section Waterside Wet Lay-Up of Boilers.
Idle Steam Generating Equipment
Three general methods are used in laying up the watersides of boilers:
Wet method
Dry method with the unit open for free circulation of air
Dry method with the unit completely closed and dosed with a desiccant. The
degree of corrosion protection using either of the dry lay-up methods depends
on maintaining a completely moisture-free condition. As this is very difficult to
maintain without special equipment or unusual attention, the wet lay-up
protection is the preferred method
Need for Chemical Cleaning
A number of new vessels may go from the builders yard into lay-up without commissioning either the
boilers or other machinery. Proper lay-up techniques must be practised for idle equipment even if it
has never been in operation. Before pre-operational lay-up, the economiser and the boiler should be
cleaned with an alkaline detergent solution to remove preservatives, oil and grease. Units operating
at relatively high drum pressure may also require chemical cleaning to remove mill scale and
corrosion products. Superheaters require special treatment during such pre-operational cleaning,
particular attention being paid to draining.
To ensure successful deposit removal and to avoid potential equipment damage, qualified personnel
are to supervise any necessary pre-operational cleaning.
Operational boilers must be removed from service properly to minimise adherence of boiler water
suspended solids on boiler metal surfaces. This can be accomplished by immediate flushing with
hot, pressurised water, while waterside surfaces are still moist. If a boiler removed from service
contains harmful deposits that formed during operation or manifested due to improper shutdown
procedures, chemical cleaning may be required before lay-up is achieved.
Scheduling of Chemical Cleaning
Boilers are to be cleaned before lay-up is commenced. Well operated clean boilers may go directly
into lay-up status without cleaning. Cleaning before lay-up has been a controversial subject because
of the need for adequate passivation of metal surfaces after chemical cleaning.
Passivation requires the formation of a protective metal oxide film on metal surfaces. The
recommended procedure, therefore, is to operate all acid cleaned or new boilers with a solution of
passivating chemicals after the chemical cleaning, rinsing and neutralisation steps to obtain metal
passivation (magnetite film) before lay-up. Passivation is best carried out at 20kg/cm2) 300psi)using
200 ppm hydrazine in distilled water. A lower pressure may be used on boilers which have a lower
maximum pressure rating.
In the rare event that such cleaning is done it should be carried out by a shoreside company who will
be better placed to correctly dispose of any waste resulting from chemical cleaning.
The following procedure should be followed in order to provide protection against corrosion when
boilers and exhaust gas economisers are removed from service.

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Waterside wet Lay-Up of Boilers Procedure
This method entails completely filling the boiler to exclude any air, maintaining a high concentration
of hydrazine in the water to scavenge any oxygen that may be present, and ensuring that the boiler
water pH is kept at a satisfactory level. The calculated quantity of corrosion inhibitor can be added
immediately on completion of service and before lay-up without emptying, if the boiler is known to
have clean internal surfaces.
Treatment and Filling of Steam Generating Equipment
Water treatment conditions required to give the necessary corrosion protection during standby of lay-
up periods are:
Oxygen Control 200ppm minimum Hydrazine as N2H4
pH 9.0 10.0
p Alkalinity 80 120 ppm
Preparation of Lay-Up Sol ution
The highest quality water available should be used for laying up boilers. Demineralised water, steam
condensate, softened water and boiler feedwater are generally acceptable for lay-up of auxiliary and
waste heat boilers which do not have superheaters. Water containing significant amounts of
suspended materials must not be used. It is especially important that only high quality condensate or
demineralised water and volatile chemicals be used in preparing the lay-up solution for boilers with
non-drainable superheaters and/or reheaters.
To provide the necessary hydrazine level, the recommended dosage of corrosion inhibitor per ton of
water needed to completely fill the unit must be dosed. Correct pH/alkalinity levels can be
established by the addition of concentrated alkaline liquid to one ton of neutral water (untreated) to
raise the P alkalinity to the 80-120 ppm range (pH 9-10 approximately).
When only volatile chemicals are used to elevate the pH of the water, the necessary quantity of the
condensate corrosion inhibitor must be added to raise the pH to 10 in high quality water.
For boilers that are to be fired before lay-up status is achieved, a phosphate boiler water treatment is
to be dosed to provide in-service levels of phosphate reserve to prevent any possible scale
formation on the hot boiler tube surfaces during this pre-lay-up firing.
Removing Boilers from Service
Boilers that are to be put immediately on standby after service without draining and refilling should
have normal in-service treatment levels established prior to shut down. After the fires have been
shut off, the necessary amount of corrosion inhibitor to provide a recommended level of 200 ppm
hydrazine should be dosed directly to the boiler. (The normal in-service alkalinity levels will give the
necessary boiler water pH as indicated above).
The boiler (excluding superheater) should then be completely filled with hot deareated feedwater, if
available, or treated water (200 ppm hydrazine), to exclude all air, with particular attention paid to any
parts where air may be trapped. All external valves or connections should be kept tightly closed or
blanked off to prevent leakage of water or ingress of oxygen. A small tank should be connected to an
available fitting on top of the boiler (e.g. vent line) to ensure the boiler is maintained completely full.
The boiler should then be filled until water overflows into this tank. This will provide a suitable head
of water. The level in this tank should be periodically inspected and be maintained throughout the
shutdown period. This will also take care of small water volume variations due to temperature
changes.

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Boilers which are to be put on standby for any reason after inspection or cleaning should have the
necessary quantities of phosphate water treatment, corrosion inhibitor and concentrated alkaline
liquid dosed to the boiler during. The boiler should then be filled to working level and fired to provide
sufficient circulation to obtain uniform concentrations of treatment throughout the boiler and to
eliminate oxygen.
Boilers which are to be laid up after inspection or cleaning with no application of heat only require the
necessary quantities of corrosion inhibitor and concentrated alkaline liquid or a multifunctional boiler
and feedwater treatment to be dosed to the boiler during filling. This is to be completed immediately
after shut-down.
When any steam generating unit is shut down, close attention should be paid to the boiler
manufacturers procedural recommendations.
Superheaters Special Precautions
Where boilers are equipped with superheaters, the instructions supplied by the boiler manufacturers
for laying up of the superheaters are to be followed. Where no instructions are supplied, a
satisfactory procedure is to completely fill the superheaters with either distilled or demineralised water
treated with 200 ppm (minimum) hydrazine. It may also be necessary to add a small quantity of
inhibitor to raise the pH to the 9.0 10.0 range. Only corrosion inhibitor is to be used in superheaters
as these products will leave no deposits when the unit is returned to service.
Double Pressure Boilers
Particular attention should be paid to the filing of the primary system heat exchanger coils with
inhibitor (200 ppm hydrazine) treated boiler water. The header tank must always be above the level
of the tube nest.
The recommended lay-up treatment levels will normally hold at well above any point where corrosion
is likely to commence during the idle period. If additional treatment is necessary, the water in the
boiler should be lowered to working level and the necessary treatment solution prepared before being
added directly to the boiler. The boiler should then be refilled as described for the initial treatment of
water.
Feedwater Heaters
The waterside of feedwater heaters should be treated the same as the boiler during lay-up periods.
The shellside normally should be dried, pressurised and blanketed with nitrogen during lay-up.
However, it can be flooded with condensate containing 200 ppm hydrazine expressed as n2h4 and
corrosion inhibitor treatment needed to maintain the pH at or near 10.0.
De-airators usually are nitrogen blanketed during shutdown. If nitrogen is not available, the de-
airator can be laid up with hydrazine and inhibitor treated water as discussed for feedwater heaters.
Dry Lay-Up
General
The objective of dry lay-up is to keep metal surfaces free of moisture. Oxygen from the surrounding
atmosphere dissolved in the liquid could make it very corrosive.
The waterside of auxiliary and waste heat boilers can be laid up dry.
A boiler containing porous moisture-retaining deposits (scale) should not be laid up dry due to
potential occurrence of underdeposit corrosion. The recommended dry lay-up methods for auxiliary
and waste heat boilers are given below:
Nitrogen blanketing at a pressure of 5 psi (0.35 kg/cm2) after drying out.

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Dry all boiler internal and install bags or trays of desiccant such as
o Telltale silica gel
o Quicklime
Handling of the Fireside of Steam Generating Equipment
When boilers are to be laid up, the fireside must be considered as well as the waterside. The two
common methods used for fireside lay-up are identified as cold and hot.
The preferred method for each installation will depend on local conditions.
The primary objective in fireside lay-up is to keep the metal surfaces dry. If appreciable amounts of
deposits are present, the fireside should be cleaned before lay-up. This is especially true where oil
(or coal) containing high concentrations of sulphur has been used as the fuel. The deposits that
develop when these fuels are burned can absorb moisture and form corrosive acids. In come
instances, it may be desirable to spray the metal surfaces with a dilute solution of an alkaline
chemical such as concentrated alkaline liquid after the clean-up to control corrosion.
The fireside of laid-up boilers should be cleaned mechanically or washed with boiler water or a 0.1%
-0.5% solution of concentrated alkaline liquid to neutralise, as far as practical, acidic constituents,
and to remove by draining. A heater should then be placed in the furnace to thoroughly dry it. It is
good practice to keep a small heater in the fireside to keep it dry during the lay-up period.
Cold Lay-Up
The following items should be considered where a cold lay-up is planned:
Keep the metal surfaces dry by the use of dehumidification with desiccants along with air circulation,
of dry warm air, or a combination of both. The relative humidity of the air should be kept as low as
practicable. Seal the furnace as completely as possible to minimise entry of moist air.
Make provisions to keep rain water from entering the boiler by capping the
funnel. Log this fact for future reference for uncapping when the unit is to be
returned to service
Inspect the fireside once per month for evidence of active corrosion and, if
found, take corrective measures as previously discussed
Hot Lay-Up
The following items are to be considered where hot lay-up is planned:
Since certain boilers cannot be effectively cleaned on the gas side without
extensive dismantling, a hot lay-up may be appropriate
The hot lay-up method may not be practical for a lay-up period longer than six
months because of energy costs
To prevent moisture absorption by deposits on the fire and gas side, the
temperature of the metal surfaces must be kept at 77 degrees centigrade (170
degrees Fahrenheit) or higher
Fireside metal temperatures can be maintained at a safe level by controlled very
light-firing with low sulphur fuel or by the use of electric or other type hot air
blowers. Care should be exercised never to dry-fire a boiler
Safety
The following safety factors should be observed in handling chemicals:

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Always read Material Safety Data Sheets for the chemicals to be used
Make sure to use the recommended handling procedures and precautions
Follow all governmental regulations and other appropriate safety methods in
handling chemicals
Wear safety equipment such as goggles, rubber gloves, aprons and boots when
handling lay-up chemicals
Bodily contact with lay-up chemicals, especially strong alkaline solutions and
volatile chemical, should be avoided
Remove clothing immediately if contaminated with lay up chemicals. Discard
them or launder before reuse
Wash skin which has been in contact with chemicals using large quantities of
flowing water
If eyes are splashed by lay-up chemicals, immediately flood with gently flowing
water for at least 15 minutes and then have eyes checked by a physician
Do not enter equipment laid up with nitrogen blanketing until the nitrogen is
purged and tests show that sufficient oxygen is present to sustain life
When entry into a furnace is required, hard hats must be worn. The potential for
injuries caused by slag, debris, tools etc., falling on personnel must be
eliminated
Start-Up after Lay-Up
Wet Lay-Up
After lay-up, a boiler must be drained and inspected. This is especially important if the boiler was laid
up without first conducting an inspection and cleaning the internals. If a boiler has to be returned to
service urgently, for one reason or another, uncap the funnel, and lower the water level within the
boiler to the correct level. Heating should be commenced by introducing into the furnace the smallest
burner, for warm-through. Drum vents and superheater vents and drains must be open to dissipate
the high levels of volatile chemicals. These products will volatilise harmlessly in the atmosphere, and
the boiler can be put on line when the working pressure is achieved. When the system has been
returned to service in the normal manner, boiler and feedwater tests are to be conducted and
recommended working treatment levels re-established. During this start-up period, condensate
salinity alarms may be activated temporarily due to high levels of hydrazine and ammonia circulating.
Testing
Lay-up solutions should be tested at 3 to 6 month intervals. If the tests show that chemical
concentrations have decreased below the recommended minimum, a practical procedure may be to
add additional lay-up solution, re-circulate by lowering the water level and operating at low load, and
then follow the procedures previously described. The favoured procedure for testing the water of
laid-up boilers is to take a representative sample (via sight glass or other convenient point) in a high
purity sample bottle and dispatch it for analysis.
A special test for very high concentrations of hydrazine (up to 350 ppm) can be provided if qualified
laboratory personnel and equipment are available at the lay-up location. This test procedure does
not lend itself for use by untrained personnel, and it is preferable to send samples to the
manufacturers of the chemical treatment system for periodic testing as indicated above. This special

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test is not normally necessary as long as the initial dose of hydrazine is adequate, and there are not
abnormal conditions of water loss and high makeup.
Dry Lay-Up
If the boiler or auxiliaries have been pressurised with nitrogen, vent and thoroughly purge the
equipment of nitrogen with dry air. This is mandatory if personnel intend to enter the equipment
since nitrogen will not sustain life.
Remove all trays of desiccant from all locations and clear away all traces which may have been
spilled. Handle the equipment in the normal manner when returning it to service.
Boiler Lay-Up Summary Sheet
Remove boiler from service
If boiler is dirty, clean the internals with a suitable descaling compound
Refill boiler with acceptable water after neutralising and passivating internal
surfaces using corrosion inhibitor and concentrated alkaline liquid or
multifunctional boiler and feedwater treatment to scavenge the oxygen and
elevate the pH of the water, respectively. For passivating, inhibitor should be
dosed to give a hydrazine reserve of 200 ppm (1.3 litres of corrosion
inhibitor/ton distilled water). Concentrated alkaline liquid should be added to
give a P alkalinity reserve of between 80 and 120 ppm. The addition of 0.13
litres of concentrated alkaline liquid to one tonne of neutral distilled water will
elevate the P alkalinity to the 80-120 range
Fire the boiler at low pressure (20 kg/cm2 300 psi maximum or a lower level
based on the units normal operating pressure) for 24 hours to achieve
magnetite film formation and thus complete passivation of internal surfaces.
Shut down boiler, drain and inspect internal surfaces to verify magnetite film
formation is established
If the boiler is clean or after establishing magnetite film formation, add sufficient
hydrazine to elevate the reserve in the boiler water to 200 ppm. Elevate to pH
to the 9-10 range by addition of condensate corrosion inhibitor or concentrated
alkaline liquid, if required
Fill the boiler until the header tank connected to the steam drum vent pipe
(highest point of boiler) is full
Superheaters should be filled with demineralised water treated with 200 ppm
hydrazine, and condensate corrosion inhibitor only (elevate pH to about 10)
Protect the boiler gas (fire) side by maintaining all surfaces in a dry condition.
This can be effectively achieved by capping the funnel and placing a small
heater in the furnace. Fireside acid deposits can be effectively neutralised by
washing the surfaces with 0.1%-0.5% solution of concentrated alkaline liquid
before lay-up procedure is commenced
Before re-commissioning the boiler, uncap the funnel and inspect internals for
corrosion. Clean boiler internal as necessary

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15.6 ENGINE ROOM OPERATIONS
Operation of Unmanned Machinery Spaces
On any ship certified for unmanned operation the maximum usage of the facility should be made
while at sea. On any ship certified for unmanned operation the machinery spaces are to manned for
a minimum of 8 hours in any 24 hour period.
Vessels must not operate with the machinery spaces unmanned in the following circumstances:
During preparation for departure
During manoeuvring or standby situations
At sea or at Anchor when the Master or the chief Engineer requires the engine
room to be manned due to adverse weather, traffic etc.
When the cargo handling plant place a high and variable load on the electrical
or steam generating plant
When port regulations prohibit unmanned engine rooms
With any fire, major alarm, or safety system inoperative
With any major control or communication system inoperative
If the Bridge console is inoperative
Before the Chief Engineers specific instructions for operating in the unmanned
condition have been compiled
The term Duty Engineer officer refers to the senior engineer officer appointed by the chief Engineer
as his representative for the appropriate period of operation.
The Duty Engineer has the full authority for the safe and economical operation of the propulsion and
auxiliary machinery plant.
Under normal full away sea passage conditions the Chief Engineer is to designate the unmanned
period of operation which is to be posted on the Bridge and in the Engine Room Control Room. The
Chief Engineers instructions will vary according to the ship, and machinery type but will typically be
as follows:
Prior to Engine Room Unmanned Condition
Ensure that all daily service tanks for fuel, lubricating oil, cooling water etc. are full.
An inspection of all active and operational machinery and systems in all the machinery spaces,
particularly for fuel and lubricating oil leakage, is to be carried out.
Check that all bilges and seawells are empty
Check that all flammable liquids are in sealed canisters
Check that all oil spills etc have been cleaned up
Check that all waste, rags and other cleaning materials have been stowed away
Check that all engine room gear, spare parts etc. are properly secured
Check that all alarms are active

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During the Engine Room Unmanned Condition
The Duty Engineer Officer must notify the bridge when he is about to enter the machinery spaces. He
must not enter the machinery spaces alone, unless his safety is confirmed to the bridge at twenty
minute intervals. If confirmation to the bridge, by telephone or deadman alarm, is not received within
the twenty minute period then the Bridge watchkeeping officer must first attempt to contact the Duty
Engineer, if unsuccessful then another engineer officer or officers must be called to attend.
When the Duty Engineer leaves the machinery spaces then the Bridge watchkeeping officer must be
notified.
In the case of an alarm the Duty Engineer must verify the cause of the alarm and take any necessary
measures to correct the alarm condition. If necessary he is to seek advice or help from his fellow
engineer officers.
In the case of fire, flooding, serious machinery or electrical malfunction or other serious threat to
safety the Duty Engineer must notify the Bridge and the Chief Engineer.
Two full log entries of the engine room machinery parameters are to be made during the eight hour
manned period and one full log entry during the unmanned period.
The Chief Engineer is to issue standing orders specific to the vessel detailing the operation of the
machinery during the unmanned period.
Means are to be adopted to ensure that entry into unmanned machinery spaces outside normal
working hours is restricted to the Duty Engineer and any other persons as authorised by the Chief
Engineer. Any authorised persons must follow the same procedure as the duty engineer for notifying
the bridge watchkeeping officer.
Access doors are to carry appropriately worded Entry Prohibited signs indicating the times during
which the special restrictions are applicable.
15.7 CHIEF ENGINEERS STANDING ORDERS
Whenever the Master or Deck Officer on watch requires a stand-by condition: Change to dual fire (if
gas only), start aux. diesel generator/engage and immediately call the Chief Engineer.
At any time the engineer on watch requires assistance or is in doubt concerning the condition or
operation of the machinery, the Chief Engineer is to be called immediately.
Despite the requirements to notify the Chief Engineer immediately in the foregoing circumstances,
the engineer on watch should not hesitate to take immediate action for the safety of personnel,
vessel, environment, or the machinery and equipment where circumstances require.
The Chief Engineer shall be called when engine damage or operational interference occurs, which
affects the safe operation of the ship and/or requires slow-down or stop of any machinery or systems,
or whenever the Master or deck officer on watch calls for a stand-by condition.
If an emergency situation occurs, the bridge shall be notified immediately. If an emergency situation
occurs alongside, the cargo control room shall also be notified.
Before watch take-over the engineer shall make a complete check round in engine room before he
relieves the engineer on watch.
If the engine room is equipped with dead-man alarm system, the system shall be used. If not
equipped with the alarm system, the engineer has to report every twenty minutes to the deck officers
to ensure that all is well in the engine room.

THOME

Approved by DPA/DMR
Page 24 of 25

The engineer on watch shall record in the Engine Log Book any abnormal operations as trips of
machinery, systems, or units. Start of any units or systems requested from deck or cargo officer to be
recorded. Do not erase an incorrect entry but draw a line through it, initial it and make the correct
entry. Do not use any type of correcting fluid. He shall also clearly inform his watch releaser of all
matters related to his watch.
Any kind of hot work in engine room or in workshop is strictly prohibited during loading/discharging or
in any port. Hot work in engine room during voyage shall always be discussed with, and verified by,
the Chief Engineer/1st Eng. Before hot work starts, inform bridge so that any false fire alarm can be
avoided. (Procedure for hot work to be used).
Any kind of maintenance work in engine room is strictly prohibited during loading/discharging, unless
permission for such work has been given by Master/Chief Engineer and prior terminal permission is
granted.
The engineer on watch is not allowed to do any maintenance work that can interrupt his watch
responsibility.
During maintenance work on pumps, fans, motors, etc. an electrical permit to work shall be in force,
the main switch is to be in the "off" position, fuses removed and starter switch panel/box to be
marked with "WORK IN PROGRESS". Only the person in charge of the repairs or the Chief Engineer
shall remove warning boards after having verified safe working condition.
Work aloft in the Engine Room shall be supervised by a responsible officer. Safety of life is
paramount and every effort must be made to provide a safe working environment.
Reference is made to section 2 of the OPS Manual, Permits to Work.
Cranes in the Engine Room shall only be used by experienced and trained personnel. If heavy or
dangerous goods are to be lifted, an officer shall supervise this. If at sea the navigation officer should
be consulted in order to have timely warning of expected increase of ships movement (changing
course in moderate/rough sea condition.)
All chemicals shall be stored in a safe place and locked up. Data sheets, containing hazard
information, shall be accessible to all workers concerned and be posted in close vicinity of the
chemicals stores.
Bilge pumping overboard only after procedures described in Bilge Oil Recording Book (Ref. MARPOL
73/78).
All engineers shall read and be familiar with the content of the "Terminal's Cargo Handling
Regulations".
The Incinerator(s) shall not be used during loading and discharging. For procedures to be used, see
"MARPOL 73/78".
Personnel are required to keep the Engine Room and adjacent compartments clean and in good
order at all times to improve the safety of the staff.
The engineer on watch must not engage in activities preventing him from maintaining the safety of
the vessel. Radio tape recorders, books, magazines and newspapers are strictly prohibited in the
engine control room.
15.8 PREPARATION FOR ARRIVAL IN / DEPARTURE FROM PORT
Stand-by turbo generator to be started 24/48 hours before arrival in port.

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Approved by DPA/DMR
Page 25 of 25

Check and test within 12 hours prior to arrival and departure steering gear and emergency steering
gear units (Ref. 33CFR 164.25 & SOLAS V/19).
Before pilot arrives change to dual fire (if gas only) and change all burners on both boilers.
Check and test all igniters to both boilers.
Fireman on watch to make a tour in engine and steering gear room, to check for, and clean up any oil
spill.
All machinery equipped with "stand-by" function to be in "stand-by" mode.
Make a check round in engine and steering gear room to ensure a trouble-free and correct operation
of all machinery and equipment.
The Chief Engineer, 1st Assistant Engineer, Electrician, and Donkey man to be informed when stand-
by in engine room is due.
The day before arrival in port stop rudder grease pump.
During loading and discharging check stern tube oil level and water surface around vessel's aft part
for oil spill every hour, report immediately to duty engineer and record in Stern Tube Recording Book.
Start rudder grease pump when pilot leaves after departure from port.
Chief Engineers Standing Orders
o Posted / Signed by Engine Room Staff
Engine Pre Arrival / Departure Checklists
o OME Checklist No. 005
Distribution
Full Management LNG vessels
o File Originals
References
Makers Instructions
Amos-D Planned Maintenance Schedule

Approved by DPA/DMR
Page 1 of 6

THOME
Operations Manual
Engine
OME Checklist
No. 001
ENGINE CHECKLIST PRIOR ARRIVAL / DEPARTURE
Vessel : Bunker Type :
Flag : Quantity :
Port : Time Commenced :
Terminal : Time Completed :
Amend, alter or delete items as need to render checklist ship specific
Item Checkpoint Conformance
Non-
Conformance
Arri val Checklist
Steering Gear Test Prior-Arrival as per USCG 33 CFR 164.25
33 CFR 164.25 Before entering, the following equipment shall
be tested:

1. Primary and secondary steering gear. The test
procedures include a visual inspection of the steering
gear and it connection linkages and where applicable,
the operation of the following


Each steering position located on the
navigational bridge

The main steering gear from alternate power
supply, if installed

Each rudder angle indicator in relation to the
actual position of the rudder

power failure alarm

Each remote steering gear power failure alarm

The full movement of the rudder to the
required capabilities of the steering gear

Prior Arrival
1. Set cylinder lubricators in maximum position
2. Ensure that pumps are in standby mode

THOME
OME Checklist No. 001
Engine Checklist Prior Arri val /
Departure

Approved by DPA/DMR
Page 2 of 6

Non-
Conformance
3. Have one additional generator running Parallel
4. Check communication between engine room and
bridge

5. Check steering gears, leakage and performance
6. Maintain about 25-30 bars starting air pressure
7. Drain Main Starting Air Bottles to drain off accumulated
moisture

8. Set Composite Boiler to Auto Mode
9. Stop Fresh Water Generator
Finished With Engine
1. Switched to Engine Control Room control
2. Depress Finished W/Engine button
3. Stop aux. blowers
4. Open indicators cocks
5. Open drain on turbo-charger
6. Open M.E. T/C drain valve
7. Open drains fully from scavenging spaces
8. Close main starting air valve
9. Keep heating on M/E cooling water at about 80oC
10. Turn M.E. for about 10 minutes
11. After 30 minutes, stop J CW pump and start J CW Pre-
heating pump

12. After 1 hour, stop Crosshead L.O. pump & Main L.O.
pump

13. Engage turning gear
Engineer Officer on Duty Chief Engineer
Rank/Name : Rank/Name :
Signature :

Signature :
Date : Date :
Place : Place :

THOME
Departure

Approved by DPA/DMR
Page 3 of 6

Non-
Conformance
Departure Checklist
Steering Gear Test Prior Departure Test as per SOLAS V 26.1 / 26.2 and USCG 33 CFR 164.25
1.
The main steering gear checked and tested

2.
The auxiliary steering gear checked and tested

3.
The remote steering gear control systems checked and
tested

4.
The steering position located on the navigational bridge
is checked and tested

5.
The emergency power supply checked and tested

6.
The rudder angle indicator in relation to the actual
position of the rudder checked and tested if there is
any error in the rudder indicator, it should be logged

7.
The remote Steering gear control system power failure
alarms checked and tested

8.
The steering gear power unit failure alarm checked and
tested

9.
Automatic isolating, arrangement and other automatic
equipment. Automatic changeover of pumps

10.
The full movement of the rudder according to the
required capabilities of the steering gear is tested and
the timings recorded

11.
(SOLAS II-1, Reg. 29.3.2 In full Maximum ahead
service speed and deepest seagoing draft, 35 Deg on
either Side to 30 deg on the other side in not more than
28s)

12.
A visual inspection of the steering gear and its
connecting linkage Gland leakage observed

13.
Test operation of the means of communications
between the navigational bridge and steering gear
compartment

14.
Is the repeater and/or compass in the steering gear
functioning and synchronized?

THOME
Departure

Approved by DPA/DMR
Page 4 of 6

Non-
Conformance
15.
Is steering gear emergency reserved tank fully
charged?

Departure
1. Have the following been supplied/checked for the
intended voyage?

Fuel Oil
Diesel Oil
Lube Oils
Hydraulic Oils
Stores
Spares
Fresh Water
Boiler Water
2. Check oil level on intermediate shaft bearing
3. Check oil level/performance on stern-tube
4. Check level in M/E sump tank
5. Check level in cam-shaft tank
6. Turn engine for about 10 minutes with oil pumps
running

7. Disengage turning gear
8. Check level on expansion tank
9. Close drain on turbo-charger
10. Restrict drains from scavenging spaces
11. Maintain air pressure.
12. Open main starting air valve
13. Set aux. blowers in auto position
14. Have one additional generator running in parallel
15. Carry out steering gear test and keep 2 motors running
16. Check steering gears for leaks/performance
17. The engine telegraph/remote control are to be tested
18. Before starting the main engine, confirm following:
L.O. Pump is running, pressure

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Departure

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Page 5 of 6

Non-
Conformance
S.W. Pump is running, pressure
F.W. Pump is running, pressure,
temperature

F.O. Booster Pump is running, pressure,
temperature

Camshaft L.O. pump
Other miscellaneous pumps
19. Is the communication with Bridge tested?
20. Conform with Bridge and blow engine opposite way of
camshaft

21. Close indicator valves
22. Is the Engine Room clock synchronised?
23. Is the Engine Room manned with at least 2 Engineers,
the Electrician and one rating?

24. After start of main engine, has the following been
checked?

Lubrication of turbo charger (control
immediately after start)

Any leaks, unusual noise or vibrations?
25. Bow thrusters
F.O. Separator is running
Oil level turbo charger
Cylinder oil lubricators are full and working
Engine has been turned on air slowly (after
approval by Bridge)

Engine control is switched to Bridge remote
control

26. Exhaust gas boiler circulation pump running
27. Is the packing/stowing of spare/stores checked?
Additional Ship Specific Items

THOME
Departure

Approved by DPA/DMR
Page 6 of 6

Non-
Conformance

Rank/Name : Name :
Signature :

Signature :
Date : Date :
Place : Place :

Approved by DPA/DMR
Page 1 of 2

THOME
Operations Manual
Engine
OME Checklist
No. 002
ENGINE OPERATION IN EXTREME COLD
The following steps must be taken to safeguard the Shipboard Machinery and Equipments, whilst
operating the vessel in extreme cold conditions. The steps described below are only general
guidelines to the Master and Chief Engineer. They should be amended, or extra measures are to be
taken considering the vessels typical characteristics.
No. Item Yes No
1. Deck fire line must be drained of all water to prevent freezing and
collapse of pipelines.

2. Hydraulic circuits exposed to cold conditions must be kept running.
3. Fresh water lines running on deck should be drained of water.
4. Electrical motors on deck should be kept running if feasible.
5. Electrical and Hydraulic cranes on deck must be kept running in idle
condition throughout the stay in port. All Deck machinery must also be
kept running in idle condition if situation permits.

6. Keep space heaters operational on all idle motors.
7. Sea injection chests must be regularly blown through with steam, or air
to displace any packed ice from blocking the inlet.

8. If vessel has a separate internal cooling water circuit for operating for
Auxiliary Engines and other circuits, this must be put to sue.

9. If vessel does not have a separate internal cooling water circuit, ship
staff are encouraged to modify pipelines, to set up a suitable circuit.

10. Emergency generator, if Fresh water cooled, must have anti-freeze
liquid put in the cooling circuit.

11. Emergency fire pump engine, if Fresh water cooled, must have anti-
freeze liquid topped up in the radiator.

12. Lifeboat engine, if Fresh water cooled, must have anti-freeze liquid
added to coolant.

13. If vessel is to manoeuvre out from a port with packed ice or floating ice
around it, consider keeping tugboats to move vessel to an area, which
free of floating ice etc, before the first engine movement is given.

14. Prior starting of engines is propeller clear of packed or floating ice.
15. Confirm vessel ballasted to keep propeller clear of packed ice
16. Is Main engine on pre-heat, while in port?
17. Have you kept the HFO in bunker tanks heated?
18. Have you turned Main and Auxiliary Engines daily and operated the
cylinder lubricators by hand?

THOME
Engine Operation In Extreme Cold

Approved by DPA/DMR
Page 2 of 2

No. Item Yes No
19. If vessel has been in cold zone for more than one week, have you run
engine on air and fuel for short interval after turning engine on turning
gear for at least 2 turns?

20. Do you have adequate stock of anti-freeze liquid?
21. Have you ensured bunker HFO has been transferred to aft tanks?
22. Have you kept the various salt and fresh water pumps in the Engine
Room running to prevent seizure due to freezing? If pumps cannot be
run, have you kept the pumps drained of water?

23. Is Main Engine LO Purifier in operation and temperatures being
maintained?

24. Are the HFO temperatures being maintained in then Service and
settling tanks? Are the purifiers in operation?

25. Monitor engine and other machinery parameters closely when vessel is
sailing or manoeuvring in extreme cold conditions.

26. Have you adjusted Engine speed to avoid overloading of engine?
27. Have you kept all Watertight doors in Engine Room shut?
Engineer on Duty Chief Engineer
Name : Name :
Signature :

Signature :

Date : Date :
Place : Place :

Approved by DPA/DMR
Page 1 of 5

THOME
Operations Manual
Engine
OME Checklist
No. 003
LNG ENGINE CHECKLIST PRIOR ARRIVAL / DEPARTURE
Vessel : Bunker Type :
Flag : Quantity :
Port : Time Commenced :
Terminal : Time Completed :
Amend, alter or delete items as need to render checklist ship specific
Item Checkpoint Conformance Non-
Conformance
Arri val Checklist
Steering Gear Test Prior-Arrival as per USCG 33 CFR 164.25
33 CFR 164.25 Before entering, the following
equipment shall be tested:

1. Primary and secondary steering gear. The test
procedures include a visual inspection of the
steering gear and it connection linkages and
where applicable, the operation of the following:

Each remote steering gear control
system

Each steering position located on the
navigational bridge

The main steering gear from alternate
power supply, if installed

Each rudder angle indicator in relation to
the actual position of the rudder

Each remote steering gear control
system power failure alarm

Each remote steering gear power failure
alarm

The full movement of the rudder to the
required capabilities of the steering gear

Prior Arrival
1. Stand-by Turbo Alt or D/G running & on Load
2. Ensure that all pumps are in standby mode
3. All Boiler Burners Changed
4. Check communication between engine room and
bridge

5. Check steering gears, leakage and performance

THOME
LNG Engine Checklist Prior Arri val /
Departure

Approved by DPA/DMR
Page 2 of 5

Conformance
6. Boiler Ignitors checked & tested
7. Bell Book Ready
8. Evaporators to Distilled Tanks or Stopped
9. Aux Diesel Gen on Auto Start if not running
10. Steam Dump System Operational
11. F.D.F.s on high speed
12. F.O.S.P.s on high speed
13. Check oil level in hand pump manoeuvre unit
14. Confirm Chloropac c/o from Scoop to Main Circ
15. Sewage Tank in Service
16. Bilge Overboard Valve Locked Shut with Padlock
17. Stern Tube System on Lower Tank
18. Air Conditioning Fans on Re-Circulation
19. Bow Thruster on Bridge Control
Finished With Engine
1. Switch To Engine Control Room control
2. Depress Finish with Engine Button
3. Main Shaft 10 RPM trip in ON mode
4. Main Steam Stop Valve Closed, Record in Log
Book

5. Turning Gear Engaged & Running, (By Licensed
Eng)

6. Oil Record Book ready
7. Close Acetylene/Oxygen Cylinders, Lock Doors
Rank/Name : Rank/Name :
Signature :

Signature :

Date : Date :
Place : Place :

THOME
Departure

Approved by DPA/DMR
Page 3 of 5

Conformance
Departure Checklist
Steering Gear Test Prior Departure Test as per SOLAS V 26.1 / 26.2 and USCG 33 CFR 164.25
1. The main steering gear checked and tested
2. The auxiliary steering gear checked and tested
3. The remote steering gear control systems
checked and tested

4. The steering position located on the navigational
bridge is checked and tested

5. The emergency power supply checked and
tested

6. The rudder angle indicator in relation to the
actual position of the rudder checked and tested
if there is any error in the rudder indicator, it
should be logged

7. The remote Steering gear control system power
failure alarms checked and tested

8. The steering gear power unit failure alarm
checked and tested

9. Automatic isolating, arrangement and other
automatic equipment. Automatic changeover of
pumps

10. The full movement of the rudder according to the
required capabilities of the steering gear is tested
and the timings recorded

11. (SOLAS II-1, Reg. 29.3.2 In full Maximum
ahead service speed and deepest seagoing draft,
35 Deg on either Side to 30 deg on the other side
in not more than 28s)

12. A visual inspection of the steering gear and its
connecting linkage Gland leakage observed

13. Test operation of the means of communications
between the navigational bridge and steering
gear compartment

14. Is the repeater and/or compass in the steering
gear functioning and synchronized?

15. Is steering gear emergency reserved tank fully
charged?

Departure
1. Have the following been supplied/checked for the
intended voyage?

Fuel Oil

THOME
Departure

Approved by DPA/DMR
Page 4 of 5

Conformance
Gas Oil
Lube Oils
Hydraulic Oils
Stores
Spares
Fresh Water
Boiler Water
2. Check oil flow on intermediate shaft bearings
3. Check oil level/performance on stern-tube
4. Check level in M/E sump tank
5. Check communications with Bridge
6. Bridge & E/R Clocks & All Recording Equipment
Synchronised

7. Confirm at least Two Generators Running in
Parallel

8. Carry Out Steering Gear Test - Keep Two Motors
Running

9. Check Steering Gear for Leaks/Performance
10. Check All Pumps are on Stand - By
11. Check Loading / Discharge Arms are
Disconnected

12. Ensure ECR is Manned with 2 Engs, Elect. &
Fireman

13. Stop Turning Gear Motor & Dis-engage
14. Start Main Engine Hydraulic Control Oil Pump
15. Reset Main Turbine Trip
16. Open Main Engine Steam Valves, Close Bypass
Valves. Note Time in Log Book

17. Operate Spinning of Main Engine by Push
Buttons Ahead & Astern to Warm Up Main
Engine

18. Confirm Temp of M/T Steam Chest is 360 deg
C,Then C/O to Lever Control, - & - Auto Spinning
On

19. The Engine Telegraph/Remote Control to be
Tested

20. At Stand By, C/O to Bridge Control, Take Figures
21. After Departure, Check Oil Flow to Shaft
Bearings

22. Check If Chloropac has C/O to Scoop Inlet

THOME
Departure

Approved by DPA/DMR
Page 5 of 5

Conformance
23. Switch Bow Thruster to Local
24. File Check List when Complete
Additional Ship Specific Items

Rank/Name : Name :
Signature : Signature :
Date : Date :
Place : Place :

Approved by DPA/DMR
Page 1 of 1

THOME
Operations Manual
Engine
OME Checklist
No. 004
REGULAR TESTING OF SAFETY SYSTEMS AND CRITICAL EQUIPMENT
Vessel : Date :
Completed by : Position :

1. Weekl y Tests (add vessel specific items, if necessary) Tick OK only
if tested
Initials
a. Life boat engines test run
b. Emergency generator diesel test run
c. Emergency fire pump test run
d. Fire pumps test run
e. Fire dampers moving test
f. Emergency shut offs for pumps, fans, boilers, etc.
g. Emergency accumulators / batteries, emergency light
h. Bilge level alarms
i. CO
2
-alarm and automatic shut off fans
j. Alarms bridge equipment
k. Fire doors and watertight doors
l. Bilge pump (without Oil Pollution!)

2. Monthly Tests (add vessel specific items, if necessary)
a. Quick closing valves for tanks
b. Standby devices
c. Control / operation of main propulsion plant locally
d. Control / operation of steering gear locally (emergency steering)
e. Emergency stop main engine
f. Alarm and automatic pump stop of bilge water separator
g. Black-out-start of emergency power supply
h. Alarm water sprinkler system
I Emergency Generator second means of starting
J Emergency Generator auto start on blackout
k Engine Oil Record Book entries have been reviewed and are to be
certified correct (Chief Engineer Signature required)

C/E Signature
l ODME tested and officer familiar with ODME operations
m OWS tested and officer familiar with OWS operations
3. Half Yearl y Tests (add vessel specific items, if necessary)
a. Level alarms of tanks including automatic pump stop (if any)

The completion of this checklist will be entered in the Engine Log Book. Any deficient items to be
immediately reported to Master and Chief Engineer.

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CONTROLLED Revision: 01 J an 2014

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