Avrz SMS

Anthony Veder Rederijzaken B.V.
SAFETY MANAGEMENT SYSTEM

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This is a controlled document
 2013 Anthony Veder Rederijzaken B.V.
No part of this manual may be reproduced, utilized, stored in any retrieval system or
transmitted in any form or by any means electronically or mechanical, including
photocopying, recording or by any information, storage or retrieval system without the
written permission of the Quality Manager of Anthony Veder Rederijzaken B.V
Issued by Anthony Veder Rederijzaken B.V.
This document is issued to the master of All vessels
Issued on 31st May, 2013

Document control
Notice of terms of use
The use of this document is restricted to the employees of Anthony Veder Rederijzaken
B.V. and employees of any subcontractor contracted by the Anthony Veder Rederijzaken
B.V.
It is prohibited to:
- copy the document or part thereof in any form
- make the document available to third parties
- to insert hand-written updates or notes
without the written permission of the Quality Manager.
Nothing in this document, or in any regulation or operating procedure issued by Anthony

Veder Rederijzaken B.V. shall be construed as relieving personnel of their responsibilities
as defined by Law or governmental regulation or of the requirement to exercise sound
judgment.
GENERAL NOTE
All Manuals of Company's Safety Management System do apply to both Male & Female
users. Pls. note that where it says male (he), it should read male (he) or female (she).
Terms and Abbreviations
TERMS USED IN THE MANUALS OF ANTHONY VEDER REDERIJZAKEN B.V.
The Company Anthony Veder Rederijzaken B.V.
Hazard identification The process of identifying all situations or hazards that

has the potential to cause harm.
Risk Assessment The process of analyzing and evaluating the severity of the
risks associated with the identified hazards and how to
eliminate of control such risks.
Risk Management The total process if identification, analysis, assessment,

control, and avoidance, minimization or elimination of
unacceptable risks.
Master’s Review Periodic review by the vessel Master to evaluate the

effectiveness of the Company’s management system and
report any detected deficiencies or weaknesses. Master’s
Review is required by the ISM Code
Management Review Senior management reviewing the Company performance with

special emphasis of the effectiveness of the management
system itself
Major Inspection As required by OCIMF TMSA. Twice per year covering all
areas of the vessels and vessel operations
Infrastructure Is the entire system of facilities, equipment including IT that

make the Company works
ABBREVIATIONS USED IN THE COMPANY MANAGEMENT SYSTEM
ABS American Bureau of Shipping

AIS Automatic Identification System
ALARP As Low As Reasonable Practical
AMPD Average Most Probable Discharge
AP Authorized Person
ARPA Automatic Radar Plotting Aids
BA British Admiralty
BCH Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk
BIMCO Baltic and International Maritime Council
B/L Bill of Lading
BRM Bridge Management Manual
BTM Bridge Team Management
BWM Ballast Water Management
BWMP Ballast Water Management Plan
CA Corrective Action
CAS Collision Avoidance System
CC Customer Complaint
CCR Cargo Control Room
CCTV Closed Circuit Television
CDI Chemical Distribution Institute
CEO Chief Executive Officer
CFC Chlorofluorocarbon
CFO Chief Financial Officer
CO Carbon Monoxide
CO2 Carbon Dioxide
COC Certificate of Compliance (US Coast Guard)
CoC Condition of Class
COLREG 72 Convention on the International Regulations for Preventing Collisions
at Sea, 1972 (Collision Regulations)
CPA Closest Point of Approach
CPR Cardio Pulmonary Resuscitation
CSO Company Security Officer
CSR Continuous Synopsis Record
DOS Declaration of Security
DNV Det Norske Veritas
DP Duty Person
DPA Designated Person Ashore
ECDIS Electronic Chart Display and Information System
ECSA European Community Shipowners’ Association
EEBD Emergency Escape Breathing Device
EEZ Exclusive Economic Zone
EPIRB Emergency Position-Indicating Radio Beacon
ER Engine Room
ECR Engine Control Room
ERB Engine Record Book
ERT Emergency Response Team
ETA Estimated Time of Arrival
ETB Estimated Time of Berthing
ETD Estimated Time of Departure
ETF European Transport Workers’ Federation
EU European Union
EWO Engineering Watch Officer
FCB Forms & Checklists Binder
GMDSS Global Maritime Distress & Safety System
GPS Global Positioning System
HACCP Hazard Analysis Critical Control Points
HAZID Hazard Identification
H&M Hull and Machinery (insurance)
HS Hydrogen Sulfide
HCFC Hydro Chloro Fluoro Carbon
HFO Heavy Fuel Oil
HMMS Hudson Marine Management Services
SHEQ Safety, Health, Environment & Quality
IAPP International Air Pollution Prevention
ICS International Chamber of Shipping
ID Identification
IG Inert Gas
IGS Inert Gas System
IHR International Health Regulations (WHO)
ILO International Labour Organization
IMO International Maritime Organization
INTERTANKO International Association of Independent Tanker Owners
IOPP International Oil Pollution Prevention
ISF International Shipping Federation
ISGOTT International Safety Guide for Oil Tankers and Terminals
ISM International Safety Management
ISM Code International Management Code for the Safe Operation of Ships and
for Pollution Prevention
ISO International Standards Organization
ISPS International Ship and Port Facility Security
ISSC International Ship Security Certificate
KPI Key Performance Indicator
LEL Lower Explosive Limit
LFL Lower Flammable Limit
LNG Liquefied Natural Gas
LOF Lloyds Open Form
LI Letter of Indemnity
LPG Liquefied Petroleum Gas
LTI Lost Time Injury
MAP Maximum Allowable Pressure
MARPOL The International Convention for the Prevention of Pollution from
Ships
MD Managing Director
MDO Marine Diesel Oil
MGO Marine Gas Oil
MEPC Marine Environment Protection Committee(IMO)
MOB Man Over Board
MOC Management of Change
MQM Main Quality Manual
MR Management Review
MSD Marine Sanitation Device
MSDS Material Safety Data Sheet
MT Management Team
NAVTEX NAVigational TEXt Messages (receiver)
NC Nonconformity
NI Nautical Institute
NLS Noxious Liquid Substance
NOA Notice of Arrival
NOD Notice of Departure
NOx Nitrogen Oxides
NOR Notice of Readiness
NRPA Navigational Responsible Person Ashore
NTM Notice to Mariners
NUC Not Under Command
OCIMF Oil Companies International Marine Forum
ODS Ozone Depleting Substance
OEM Original Equipment Maker
OOW Officer of the Watch (deck officer)
OPA 90 Oil Pollution Act of 1990 (US)
ORB Oil Record Book
OWS Oily Water Separator
P&A Procedures and Arrangements (manual)
P&I Protection & Indemnity (club)
PCB Poly Chlorinated Biphenyls
PCSOPEP Panama Canal Shipboard Oil Pollution Emergency Plan
PFSO Port Facility Security Officer
PFSP Port Facility Security Plan
PMS Planned Maintenance System
PPE Personal Protective Equipment
PPM Parts Per Million
PSC Port State Control
PSO Port Security Officer
P/V Pressure/Vacuum (valves)
PVC Poly Vinyl Chloride
QA Quality Assurance
QI Qualified Individual (US , Hudson Marine)
QMS Quality Management System
RA Risk Assessment
ROB Remaining Onboard (cargo or bunkers)
RP Responsible Person (appointed for certain action plans)
RPM Revolutions per Minute
SATNAV Satellite Navigation
SCBA Self Contained Breathing Apparatus
SECA SOx Emission Control Area
SERS Ship Emergency Response Service (Class)
SIGTTO Society of International Gas Tanker & Terminal Operators
SIRE Ship Inspection Report Program (OCIMF)

SMPEP Shipboard Marine Pollution Emergency Plan (Tankers carrying
Noxious Liquid Substances)
SMS Safety Management System
SMT Shipboard Management Team
SOLAS Safety of Life at Sea
SOPEP Shipboard Oil Pollution Emergency Plan (all vessels)
SOx Sulfur Oxides
SBSC Shore Based Safety Committee
SSAR Ship Security Assessment Report
SSAS Ship Security Alarm System
SC Safety Committee
SSO Ship Security Officer
SSP Ship Security Plan
STCW Standards of Training, Certification and Watch Keeping
SWL Safe Working Load
TD Technical Director
TMSA Tanker Management and Self Assessment (OCIMF)
UHF Ultra High Frequency (radio communication)
UKC Under keel Clearance
UMS Unmanned Machinery Space
UPS Uninterrupted Power Supply
US United States
USCG United States Coast Guard
UTC Coordinated Universal Time
VCM Vinyl Chloride Monomer
VHF Very High Frequency (radio communication)
VOC Volatile Organic Compound
VRP Vessel Response Plan (US)
WHO World Health Organization
WLL Work Load Limit, equal to SWL
WT Weather tight/Watertight
MAIN QUALITY MANUAL
Uncontrolled when printed or saved outside STAR IPS

Main Quality manual
01 GENERAL
01.1 COMPANY
Anthony Veder Rederijzaken B.V. (hereafter referred to as the Company) is part of the
Anthony Veder Group and is involved in all aspects of gas transportation, including liquefied
petroleum gas (LPG), liquefied natural gas (LNG), petrochemicals and Carbon Dioxide
(CO2).
The Company handles the ship management of its own vessels, pool partners and for third-
party entities. The ship management activities cover technical management and crewing.
01.1.1 Mission
To provide shipping services for the transport of liquefied gases.
01.1.2 Vision
The Company is committed to provide first class shipping services.
Reference: Chapter No. 1.4, “Company Policies” in this Manual

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01.1.3 Strategic Objectives

The Company’s aim is to develop long term relationships with the clients by offering reliable
and flexible service, with a wide range of high quality gas carriers. In order to comply with
the mission and vision statements, the Company has prepared a number of strategic
objectives:
• A high customer satisfaction regarding the service, which means

 An excellent safety performance;
 A fleet accepted by our clients;
 On time performance of the vessels;
 Being a preferred partner for Time Charter and COA contracts
 Offering creative solutions to the clients’ needs.
• A satisfactory return on capital, which means:
 A satisfactory return on equity for our shareholders;
 A cost efficient operation;
 Having first class clients operating at the high end of the market;
 Having a strong balance sheet with a minimum required solvency ratio;
 Having sufficient cash at hand;
 Having access to compatible band finance.
• An operation within a sustainable environment, which means:
 That the employee will provide a positive and productive contribution to the
Company against a fair reward;
 That the Company offers an interesting, challenging, safe and clean working
environment;
 That the Company is committed to environmental performance excellence;
 That employees must endeavour to deal honestly, ethically and with the
highest integrity with the Company’s stakeholders.
Throughout the Company, quality shall always prevail over quantity.
These strategic objectives are found in the document ‘Our Values’ which has been handed
over to all employees.
01.1.4 Operational objectives and targets

Reference: Chapter No.12, “Measurement and Performance System (MAPS)”
01.1.5 Company code of ethics

The Company as part of the Anthony Veder Group N.V has adopted a Code of Ethics which
is handed over to all its employees and agents. New personnel will receive this document
and the document mentioned above, ‘Our values’ together with the contract.

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01.2 ORGANISATION
01.2.1 Organizational chart
The latest version of company’s organization chart is available from company’s digital safety
management system (Star IPS) and should be available on board

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01.3 COMPANY, PROCESSES

01.3.1 Continuous improvement process

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01.3.2 Sea transportation of liquefied gases, process

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01.3.2.1 Sea transport of liquefied gases, process overview

PROCESS NAME Sea transportation of liquefied gases
PROCESS ACTIVATION OR Upon signing one of the following:
TRIGGERING EVENT • Charter party;
• Contract of Affreightment (COA): or
• Spot fixing
PROCESS PURPOSE To safely, effectively and efficiently load liquefied gas,
transport it and deliver to the receiver at the agreed time,
with the agreed volume and quality.
PROCESS OWNER Manager Chartering & Operations
(shall monitor and improve the
process)
PROCESS FACILITATOR Managing Director
(shall ensure to supply the
required resources)
PROCESS SUPPLIER Internally:
(supplies input such as • Fleet Management
materials, resources, services Externally:
and information) • Cargo Brokers;
• Cargo Owners;
• Cargo receivers; and
• Terminal
PROCESS INPUT (received Internally: Vessel including crew
from supplier) Externally: Cargo as loaded and voyage instructions
PROCES OUTPUT Cargo as delivered (ideally same as input with the
calculated evaporation losses)
PROCESS CUSTOMER • Cargo Owners;
(can be internal and external) • Cargo receivers; and
• Terminals.
PROCESS REQUIREMENTS Company Cargo Handling Manuals, Vessel Specific Cargo
(internal , customer, regulatory, Handling Manuals, Customer specific cargo related
standard based, etc ) requirements, OCIMF, SIGTTO, IMO and ISO
9001(customer property) and ISO 14001.
PROCESS PARTICIPANTS Anthony Veder Chartering and Operations and vessels
PROCESS EFFICIENCY* AND Number of customer complaints;
EFFECTIVENESS** – Number of timely deliveries;
MEASUREMENTS Cargo deficiencies; and
Voyage results.
PROCESS INTERACTIONS Management and Fleet Management processes
PROCESS DOCUMENTS Charter party;
COA; and
Contract
*Efficiency = Relationship between the achieved results and the resources used
**Effectiveness = To what extent did the process achieve the intended goals

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01.3.2.2 Sea transportation of liquefied gases, commercial procedures

Reference: Chartering and Operations Manual
01.3.3 Ship management, process

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01.3.3.1 Ship management, process overview

PROCESS NAME Ship management
PROCESS ACTIVATION OR Internally: When taking an additional vessel into the fleet; or
TRIGGERING EVENT Externally: Signing a ship management contract with a 3rd.
party
PROCESS PURPOSE To carry out technical and crew management efficiently and
effectively in order to:
• Avoid human injury, damage to property and the
environment;
• Avoid unscheduled off-hire; and
• Maintain the vessel in compliance with national,
international, customer and Company requirements.
PROCESS OWNER Fleet Director
process)
required resources)
PROCESS SUPPLIER (supplies Internally:
input such as materials, • TD, HR Marine, Purchasing, IT, HR Office, Finance,
resources, services and Management
information) Externally:
• Vessel Owner (3rd. party contracts)
PROCESS INPUT (received Vessel, Management System
from supplier)
PROCES OUTPUT Vessel meeting Owners expectation and complying with all
specified requirements
PROCESS CUSTOMER Vessel Owner (Company or 3rd. party)
(can be internal and external)
PROCESS REQUIREMENTS Company Management System, specified customer
(internal , customer, regulatory, requirements, OCIMF, SIGTTO, IMO and ISO 9001, ISM,
standard based, etc ) TMSA
PROCESS PARTICIPANTS Company Fleet Management Department and vessels
PROCESS EFFICIENCY* AND Operational expenses per vessel; and
EFFECTIVENESS** – Company KPI’s
MEASUREMENTS
PROCESS INTERACTIONS Management processes, sea transportation of liquefied
gases (internal and 3rd. party), resources, IT and
infrastructure
PROCESS DOCUMENTS Master’s review, management reviews, minutes of meetings
and standard checklists, forms and records.

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01.3.3.2 Ship management, process details
01.3.3.3 Ship management, procedures

Reference: Chapter No. 01.6.3, “Company Management System, lay out” in this Manual

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01.3.4 Company, processes, design and development
01.3.4.1 Design and development, new processes
01.3.4.2 Design and development, new business

Main Quality manual
1.3.4.2.1 Business Development (BD) Department

Business Development (BD) department is responsible for the sourcing and developing of
new projects for Anthony Veder. The projects that are being developed have a long term
focus and as such require long term contracts.
Once these long term operational contracts are in place, Anthony Veder new building team
will take the development further by selecting the yard and managing the new building
process.
The figure below shows the position of the BD department within the Company. The
department is interacting with the daily operations such as Chartering and Operations. Once
a project becomes more mature, the Newbuilding department is consulted in developing the
required specification for the vessel.
Integrated departments
Chartering Operations SHEQ Technical Crewing
Business Development HR
New building Finance
Figure 1: Position of BD within the AV organisation
1.3.4.2.2 BD set-up
The BD department is headed by a Business Development Manager (BDM) who is assisted
by a number of Business Developers. The BDM reports to the Company’s Managing
Director. For any new project, the BDM will appoint a dedicated BD to interface with the
client and the Company’s project team.
1.3.4.2.3 Project Development Initiation

New projects are driven by the Company’s strategy for growth. The BD intends to pursue
sufficient projects in order to sustain a healthy growth for the Company and to strengthen the
relationships with the clients.
1.3.4.2.4 Project Development Methodology

The objectives of new projects and subsequent new building of vessels are to deliver the
best and optimum end result for our clients and future operations. This requires a clearly

Main Quality manual
defined and structured approach throughout the entire project. The 5 Phases illustrated
below define how project management is done by the Company.
Figure 2: Project Management Structure
Phase 1 and 2 are the project development parts which are driven by a project team. This
team is composed of the following members:
• Dedicated Business Developer who is the project leader;

• Naval Architect/Newbuilding Manager;
• Superintendent;
• Crewing staff;
• SHEQ staff; and
• Operations staff.
With these disciplines around the table the most optimum concept is developed in close
conjunction with the client, whose point of contact in Phase 1 and 2 is the dedicated
Business Developer.
All meetings in the Team are documented and after having been approved by the BDM, the
Minutes of the Meeting (MOM) shall be forwarded to the client. Should these MOM contain
any changes to the concept and/or previous agreements, the dedicated BD shall ensure to
obtain written approval from the client.
From Phase 3 onwards all changes to the concept shall be documented using the
Management of Change system.

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The following activities are typically undertaken in Phase 1, though dependent of client’s and
specific project needs, this may be slightly altered.
Basic Design Basis

Expression of Confidentiality Heads of
Information Start Phase 2
interest Agreement Agreement Memorandum
memorandum
• Direct contact • Upon • Concept • Outline HoA to • Outline • Coordination by all

established establishment description formalise Specification party project team
by/with External more project info is • Logistics • Cooperation development • Internal process
party shared to allow • High level cost • Project setup and • Detailed logisitics kick off
• Initial Project info further scoping: indication planing • Project meetings of
exchanged • Volume flows • View on • Development cost all parties involved
• Sizing of chain cooperation funding • +/- 30% cost
components • Project planning accuracy
• Project setup and • Q&A
scoping
• Initial thoughts on
cooperation
Figure 3: Phase 1 activities (may vary from project to project)
Upon completion of Phase 1 and start of phase 2, thus moving from concept to detailed
design, the yard selection will take place. This selection is the responsibility of the Fleet
Director and will be discussed with the Naval Architect and the Newbuilding Manager.
The yard selection shall be motivated based on a number of parameters which may include
the following:
• Yard’s project and general management structure;

• Yard’s technical knowhow to undertake the project;
• Yard’s proven track record with similar projects;
• Yard’s new-building price and the offered financial package; and
• Yard’s infrastructure.
This motivation will be presented to the client for acceptance before the final choice is made
public. Given the more technical nature of the negotiations with the various yards, the Naval
Architect and Newbuilding Manager shall be deeply involved.
This is also necessary to allow for a smooth transition from Phase 2 to 3 after the Final
Investment Decision (FID) is taken. The Phase 2 process is outlined below.
Input into Basic design Signing Time

Yard selection project and FID charter Start Phase 3
framework development agreement
• Yard selection • Feedback of yard • Concept is further • When all issues • Formal handover
procedure selection defined in detail resolved, Time of project lead
procedure to • Costs are clarified charter from business
client and analysed agreement is development to
• Contractual • Negotiations and signed newbuilding team
principles are FID package is • Yard contract • Detailed
expressed developed signed engineering and
• +/-5% cost construction is
estimate started
Figure 4: Phase 2 activities

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1.3.4.2.5 Company’s Validation and Client’s Verification

At the end of Phase 1 and 2, there is an documented internal review (involving all relevant
departments) to validate that the client’s requirements and wishes have been taking care of
before that specifications are presented to the client. In addition this review shall also
validate that national, international and Company requirements have or can be met.
Any meetings or discussions with the client concerning project specifics shall be
documented and signed by both parties.
The Client’s verification of the project specifications shall be documented at the end of both
Phase 1 and 2.
1.3.4.2.6 Contract Review

Before any contract is signed with a yard, a Contract Review is carried out. This review shall
be carried out by the following participants:
• The Company’s Management Team (MT);
• BDM;
• Newbuilding Team; and
• Chartering and Operations Manager.
.
The Review shall as a minimum cover the following:
• The Company has adequate human resources for the design, development and new
building phases;
• The Company has the required office and seagoing resources to operate the vessel
in the future;
• The final risks for the Company are determined to be acceptable;
• The yard’s technical and financial position is determined to be adequate to undertake
the project;
• The contract clearly states how changes to the contract shall be managed and dealt
with (approved by) by all stakeholders; and
• The contract clearly states under which jurisdictions any disputes shall be handled;
1.3.4.2.7 Board of Directors (BOD) Approval

Before any projects are entering into Phase 3, an approval from the BOD will be required.
The Company’s Managing Director will present to the BOD the results of the Contract
Review and a Cash Flow Calculation Review both signed by the Company’s MT.
Minutes of the meeting shall be signed by all participants.

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Project Transition to Phase 3 (new building)

From the specific development stages, phase 1 and 2, the file will be transferred in a
documented meeting from the designated BD to the newbuilding project manager. The new
project leader will coordinate the newbuilding of the vessel internally and at the yard.
Monthly newbuilding progress reports are drafted. These reports are internally reviewed. The
BD remains responsible for the contact with the client and for informing the client about the
progress of the project included handling any changes to the contract.
These reports and other documented communication with the client are important for the
verification of the final project.
Figure 5: Project team organisation Phase 3 and 4

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01.4 COMPANY MANAGEMENT SYSTEM

01.4.1 General
The Company’s Management System covers the following activities:
• Sea Transportation of Liquefied gases;

• Ship management; and
• Chartering and Operations.
The Company has prepared its Management System in accordance with the following:
• ISO 9001:2008;
• International Management Code for the Safe Operation of Ships and for Pollution
Prevention, the ISM Code; and
• OCIMF’s Tanker Management and Self Assessment, the TMSA Guidelines.
The Management System covers the sea transportation of liquefied gases and includes ship
management, chartering and operation activities and consists of the documents as
mentioned in the matrix on the following page.
01.4.2 System application

The Company’s Management System shall comply with all applicable requirements in the
ISO 9001:2008 standard without exclusions.
01.4.3 System lay-out

The Company’s Management System consists of the manuals and binders shown below,
approval levels are defined in chapter 14 “Management of change”:
No. Manual
1 Main Quality Manual
2 Emergency and Salvage manual
3 Health and Safety manual
4 Cargo Handling Manual, Liquefied Gas
5 Cargo Handling Manual, LNG
6 Bridge Manual
7 Engine room Manual
8 Mooring and Anchoring manual
9 Maintenance, Dry Docking and Repair Manual
10 Lifting and Lifting Equipment Manual
11 Investigation and Analysis manual
12 HR Marine Manual
13 HACCP manual
14 Winter manual
Job Description Folder. Office

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01.4.4 Statutory and regulatory requirements

The Company’s vessels shall at any time be operated in accordance with the Company’s
Management System. Further, the vessel shall be in compliance with the following:
• Flag Administration Laws;

• IMO Codes and conventions including Marpol;
• STCW:
• ILO Maritime Labour convention; and
• Applicable classification society’s rules.
Company vessels operating in US waters shall in addition comply by the relevant sections of
the US Central Federal Register’s Regulations.
01.4.5 Industry standards

The Company vessels shall also carry onboard the relevant and latest editions of guidelines
from the following organizations:
• Oil Companies Marine Forum, OCIMF;

• International Chamber of Shipping, ICS;
• Nautical Institute, NI; and
• World Health Organization, WHO.

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02 COMPANY POLICIES
02.1.1 General
All policies are signed by the Managing Director and are displayed in conspicuous locations
in the offices and onboard the vessels. The policies are prepared in compliance with the
Company’s vision, mission statements and the strategic objectives as stated in Chapter No.
1.1 of this manual. The policies shall be reviewed during the annual management review.
The Company actively promotes a ‘ no blame culture’ in order to facilitate the reporting of
imperfections in the management system.
02.1.2 Quality policy

The Company is fully committed to provide services to our customers which are consistent
and in compliance with or exceeding their requirements. All activities are carried out in
compliance with statutory, regulatory and Company requirements.
This shall be achieved by:
• Implementing and maintaining a professional Management System;

• Using management reviews, internal audits, random verifications and inspection to
monitor compliance with requirements;
• Regular analysis Company performance using a number of PI’s with clear defined
targets for continuous improvement; and
• Knowing and understanding our customers in order to achieve a win-win situation.

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02.1.3 Environmental policy

The Company is a shipping company specializing in the transportation of liquefied gases and
is committed to protect the marine and atmospheric environment. The Company has a zero
tolerance towards spills.
To minimize the identified environmental impacts resulting directly and indirectly from the
activities, the Company shall:-
• Stay abreast of and comply with all applicable National and International
Environmental Regulations;
• Prevent pollution of the marine environment through a no dumping initiative of all
waste except food remains (in compliance with Marpol) and using environmental
friendly detergents for cleaning and washing;
• Carefully divide, temporary store onboard and subsequently deliver to shore facilities,
paper, cardboard, glass, cans, batteries, cartridges, electrical equipment, wood and
metal;
• Prevent accidental and minimize operational pollution from the following sources
through adequate maintenance, risk assessments, training and awareness programs:
 Oil, associated products, LNG & LPG;
 Noxious Liquid Substances (NLS);
 Garbage and sewage;
 Dangerous goods;
 Ballast water (including transfer of micro-organisms);
 Cargo vapours;
 Engines’ exhaust emissions;
 Halons and CFCs
 Noise; and
 Anti fouling.
• Reduce waste and minimise the consumption of resources through shore and
onboard based energy conservation programs;
• Reduce wherever practicable the level of harmful emissions from its vessels;
• Educate, train and motivate employees to carry out tasks in environmentally
responsible manner; and
• Encourage environmental protection among suppliers, subcontractors and
charterers.
The Company is committed to continual improvement of environmental performance and
will, during the annual Management Review, prepare a number of new environmental targets
which are Specific, Measureable, Achievable, Realistic and Time (SMART) bound.

Main Quality manual
02.1.4 Safety policy

The Company will strive towards excellence in its safety performance and is committed to
protect human life and property with zero tolerance towards injuries and accidents. This will
be sought achieved by:
• Manning the vessels with capable and motivated crews;

• Officers and visiting shore personnel are leading by example:
 Always wearing the required PPE;
 Never causing unsafe acts or situations;
 Immediately correcting unsafe acts and situations when spotted; and
 Being aware of and always complying with Company safety requirements
• Looking for continuous improvements in all activities;
• Creating a safety culture onboard where identification of unsafe acts and situation is
a daily routine and are not subject to any form of harassment;
• Creating a system where near miss reporting is used actively to improve safety
awareness;
• Using the risk assessment and work permit systems actively in accident prevention;
• Using the drill and exercise program actively to educate and train the crew towards
perfection; and
• Randomly verifying on different levels that tasks are carried out as required and in full
compliance with statutory and regulatory requirements.
02.1.5 Health and welfare policy

The Company management is committed to protect the health and welfare of all seafarers
and will do this through:
• Ensure that Personal Protective Equipment (PPE) is available, properly maintained

and used when required;
• Ensure that Work Permits are used for any activities where potential hazards have
been identified;
• Food is stored, prepared and served under hygienic conditions which are regular
monitored and reported upon by senior officers;
• The importance of good personal hygiene onboard is discussed in safety meetings;
• The food served is notorious and varied and comprises of adequate amounts of fresh
fruit and vegetables; and
• Encourage seafarers to exercise at regular intervals.

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02.1.6 Harassment policy

Harassment is any uninvited verbal or physical conduct directed towards an individual or a
group of individuals which is aimed at creating an unpleasant or even hostile situation for
those being exposed.
The entire staff, visitors to offices and vessels and other personnel that the Company or the
Company’s vessels are coming in contact with shall be treated with respect. The Company
will not tolerate any form of harassment including sexual harassment, bullying or
discrimination based on any of the following:
• Gender;
• Nationality;
• Language or language skills;
• Personal characteristics of any kind inclusive the way of dressing;
• Personal handicaps; and
• Religion.
By sexual harassment the Company understands the following:
• Sexual comments or inappropriate references to same or opposite sex;

• Sexually tinted statements, comments, jokes, questions, etc;
• Unwanted touching of parts of another person’s body;
• Exaggerated staring or gimmicks directed at certain parts of the body;
• Questions or comments about somebody’s sexual activities, experiences or
orientation; and
• Display of inappropriate sexually oriented material whether this is in the form of
photos, drawings or written text.
Reports of any harassment shall be taken seriously and be investigated by the Head of
Department where it allegedly has occurred. The Head of Department shall in turn bring it
forward to the Master or the Manager HR (Marine) for the fleet and the HR Advisor (office
personnel).
Proven cases of harassment shall be followed by disciplinary actions which in severe cases
may result in immediate dismissal.

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02.1.7 Communication policy

This policy has been drawn up to protect Company property from unauthorized use and to
protect company computers and networks against attacks by viruses and spy works that can
seriously disrupt Company business.
Breaches connected to this policy, therefore, may initiate disciplinary action that in worst
cases may lead to immediate dismissal.
• Company’s mobile phone

 The mobile phone provided on board by the Company is for Company use
only;
 The use of this mobile phone shall be restricted to circumstances where other
communication systems are less effective or where dictated by the activities;
 Master may in exceptionable and unforeseen circumstances authorize use of
the phone by a seafarer at the user’s cost;
 Master shall maintain a log of all private calls.
• Company’s computers
 These computers are for Company business only;
 Private diskettes or memory sticks are strictly forbidden;
 Illegal use and copying of software is prohibited;
 No additional software shall be installed, disabled or deleted from the
computers or the network;
 No additional hardware shall be installed;
 Request for changes to hard or software shall be directed to the Company’s
IT Department; and
 Streaming video or radio, using Voice over IP (VOIP) like Skype or VOIP
Buster, is prohibited.
• Internet usage
 Internet use on Company computers shall be limited to work related searches
and on websites that are normally recognized as secure; and
 Under no circumstances shall Company computers, network, connections or
other electronic equipment be used to obtain, view, or reach any
pornographic, or otherwise immoral or unethical internet sites.
• Use of e-mail
 E-mail traffic on Company’s computers is restricted to Company business
only;
 The Company has the ownership of all e-mails and material stored on the
Company’ computers and networks and have the right to access such
material;
 Sending pornographic jokes or stories via email, is considered sexual
harassment and will be addressed according to the Company’s harassment
policy as will e-mails containing any form of discrimination; and
 The Master shall be copied on all e-mail traffic.

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• Communication with external sources

 Company confidential information may only be shared with external sources
when written authorization to do so has been received;
 All external and direct communication with subcontractors, yards, suppliers of
any kind, service engineers and other business related contacts shall be done
by the superintendent or his alternate unless the Master has been informed
otherwise in writing;
 The vessels shall not share any inspection, vetting or audit results with any
3rd. party;
 The vessels shall not discuss or share with unauthorized parties any
information with respect to its Management System or other internal
Company documentation.
02.1.8 Drugs & Alcohol policy
It is recognized that the consumption of drugs and alcohol affects safety, personal
performance, productivity and that drugs and alcohol abuse will damage the company’s
reputation or that it may cause significant (financial) damage. This policy aims to ensure that
no seafarer will navigate a ship or operate its onboard equipment nor that office staff will
conduct business whilst impaired by drugs or alcohol due to the nature and the risks
involved in managing and operating the company’s vessels.
Therefore Anthony Veder operates a zero tolerance policy on the consumption, possession
and being under influence of drugs and alcohol on board company vessels and at the
workplace by its employees and 3rd parties.
Employees whom are aware of having an issue with consumption of drugs or alcohol and
whom request support for counseling and rehabilitation will be fully supported by the
company. However, employees whom are found to be in breach with the Company’s drugs
and alcohol policy and its related procedures will be subject to disciplinary actions and – if
applicable – repatriation.
Although authorities have regulated the use of drugs and alcohol and the industry provides
guidelines for the consumption of drugs and alcohol; the Company explicitly decided to
implement a more stringent policy with procedures exceeding both legal requirements and
industry guidelines in order to protect its employees, third parties, reputation and to reduce
the risk of (financial) damage.

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03 COMPANY RESPONSIBILITIES AND AUTHORITY

03.1.1 General
Company senior management is actively involved in the performance monitoring of the
Company’s activities. Clear responsibilities, objectives and targets are set for all activities. A
number of KPI’s are identified and plotted to be able to detect trends.
Management Reviews covering all Company’s activities are designed to monitor

performance of individual vessels and the total fleet and to carry out timely corrective action
where required.
Reference: Chapter Non 012, “Verification, review and evaluation” in this Manual
03.1.2 Responsibilities and accountabilities
03.1.2.1 Responsibilities and accountabilities, general

The Accountable Person (AP) shall clearly express the expectations regarding the
Responsible Person’s (RP) ability to meet the agreed strategic objectives and targets. AP
shall monitor and randomly verify to ensure that these expectations are fulfilled. Such
verifications shall be documented and are assumed to be more thorough and frequent where
the RP is new in the Company or function.
Reference: Managers’ Verification Record

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03.1.2.2 Responsibilities and accountabilities, office

Main Activity Accountability Responsibility
Senior Company The Board Managing Director

Management
Financial Managing Director Financial Director

Management
Legal activities Managing Director NA
Insurance Managing Director CFO
Emergency Managing Director Fleet Director

Preparedness
Media Handling Managing Director Company Media

Response Team
Human Resources, Managing Director Human Resource

Office Manager, Office
Main Activity Accountability Fleet Individual Vessel
Fleet Management Managing Director Fleet Director Superintendent
Human Resources, Fleet Director HR Manager Crewing Officer

Fleet
SHEQ Management Fleet Director SHEQ Manager Master
Security Managing Director Company Security Ship Security Officer

Management Officer (CSO) (SSO)
Ship Repair & Fleet Director Manager Repair & Superintendent

Maintenance maintenance
Operations Managing Director Operations Manager Operator
Chartering Managing Director Chartering Manager Broker
New Buildings Managing Director Fleet Director New building

superintendent

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03.1.3 SHEQ Department

The SHEQ Department is responsible for the maintenance of the Company’s Management
System and the Ship Security Plans.
03.1.4 SHEQ Manager

The Company’s SHEQ Manager reports to the Fleet Director, Moreover the SHEQ Manager
reports to the Managing director in his capacity as Designated person ashore (DPA).
Reference: Chapter No. 02.1, “SHEQ Manager” in the Health and Safety Manual
03.1.5 Navigational Responsible Person Ashore (NRPA)

The NRPA shall be responsible for the monitoring of navigational standards of the
Company’s vessels and shall report in such matters to the Fleet Director.
The NRPA shall further:
• Keep abreast of upcoming new navigational requirements;

• Advice departments and vessel in navigational matters;
• Keep abreast of new and improved navigational systems/equipment;
• Assist Masters in carrying out an effective audit of the navigational activities;
• Maintain the navigational audit checklists up-to date;
Reference: NRPA’s job description in the Job Description Binder, Office
03.1.6 Responsibilities and accountabilities, vessels

Reference: Chapter No. 03.3, “Accountabilities and responsibilities” in the HR (Marine)
Manual

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03.1.7 Communications
03.1.7.1 Communications, meetings

Type of Frequency Participants Fixed Record of
meeting agenda meeting
Board of Quarterly Managing Director, CFO Yes Yes

Directors and Non-executive
Members
Management Annual Chapter No. 01.7.5.7.2 Yes Yes
Review
Management Quarterly Chapter No. 01.7.5.8 Yes Yes
Review
Fleet Two weekly • Fleet Director/Manager; Yes Yes
• SHEQ Manager; and
• Manager HR Marine.
PSSSC Two weekly • Fleet Director/Manager; Yes Yes
Permanent • SHEQ;
Ship-Shore • Operations;
Safety • Ukrainian Master;
Committee • Dutch Master;
• Indonesian Master; and
• Facilitator
SHEQ Two weekly Entire department No List of
Department action
points
Crewing Two weekly Entire department No List of
department action
points
Technical Two weekly • Fleet Director/Manager Partly Yes
Department • Superintendents
(TD) • Purchasing
Operational Daily • Fleet Director/Manager No Yes
(optional);
• TD;
• SHEQ;
• Crewing;
• Operations; and
• Chartering.

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03.1.7.2 Communications, seminars

There are seminars held biannually for all officers. As a minimum the following shall be on
the agenda:
• Presentation of a selected numbers PI’s from MaPS inclusive nonconformity and

near miss reporting;
• Incidents and accidents, lesson learnt and best practices;
• Hazard identification and risk assessment systems; and
• Status with respect to the Company’s Safety and Environmental Plan;
03.1.7.3 Vent Mast

The Vent Mast, a quarterly Company magazine, shall be used to communicate Company
developments. The content may vary from issue to issue, but the following topics will be
featured in every issue:
• Special projects;
• Vettings
• Incidents and accidents;
• Lesson learnt;
• Company PI’s overviews;
• Crew news and staff introduction; and
• People Planet profit (Company environmental news).
03.1.7.4 Communications, circular letters

The Company is using a system of circular letter for communicating the following to the fleet:
• Changes to the Management System too important to wait for first scheduled
revision;
• Information with temporary validity; and
• Extraordinary happenings or upcoming events.
Circular letters are filed in StarIPS.
03.1.7.5 Safety Flashes

Safety Flashes are used to communicate important and interesting safety issues quickly to
the fleet.
Circular Flashes are filed in StarIPS.

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03.1.7.6 Communications, vessel – shore

In additional to a number of technical reports, the following communication from the vessels
are used in the monitoring of the management system.
Type of communication Frequency Responsibility Directed to Comments

expected from
Company
Drill report Monthly Master SHEQ Not necessarily

SC meeting report Monthly Master SHEQ Yes
Appraisal reports As per HR Master HR Marine Not necessarily
manual
chapter 4.8
Master’s Review Once per 8 Master DPA Yes
months
Hand-over reports Change of Master DPA Not necessarily
Master, C/O,
C/E
Risk Assessments When done Master SHEQ Not necessarily
03.1.7.7 Communications, vessels

The vessels have the following scheduled communications
• Morning meeting (refer to Health and Safety Manual Chapter No. 05.4);
• Toolbox meeting just prior to start an activity covered by a Work Permit (refer to
Health and Safety Manual Chapter No. 05.3.8);
• Monthly meeting in the SC (refer to Health and Safety Manual Chapter No. 03.3); and
• Monthly meeting in the SMT (refer to HR (Marine) Manual Chapter No. 03.3.8).
03.1.8 Customer relations
03.1.8.1 Customer relations, general

The Company’s Chartering and Operations Departments shall use their contacts by the
customers to ensure that the Company is:
• Fully aware of the customers’ requirements including the crew matrix;

• Ensuring that information is received when those requirement are not met; and
• Having a system that effectively can adapt to changes to the customers’
requirements.
No complaint does not necessarily mean a happy customer, thus information regarding the
customers’ perception of the Company’s performance shall be proactively pursued during
meetings and telephone conversations. The level of customer satisfaction shall form an input
to the quarterly review meetings.
Reference: Chapter No. 4.5.3.3.5.1, “Experience level, officer’s matrix in the HR (Marine)
Manual

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03.1.8.2 Customer relations, initial evaluation

The initial evaluation of customer’s requirements and possible preferences shall be done by
the Chartering Manager in connection with the new contract negotiations. The Chartering
Manager shall ensure that the requirements are made available to the Operations Manager
and the DPA.
The SHEQ Department shall ensure that any special safety requirements by the customer
are dealt with and communicated to the rest of the company and the vessel(s) in question.
03.1.8.3 Customer relations, continuous evaluation

The Operations Manager shall maintain regular contact with the customers to ensure that
• The Company’s services are experienced by the customers as satisfactory;

• Customers’ requirements are understood in full;
• New customer requirements are evaluated and made known across the Company;
• Modifications to the vessel’s structure and/or equipment that may affect the cargo
handling or transport capabilities of the vessel shall be discussed with the customer
during the planning stage; and
• Dry dockings, major repair and conversion work are discussed with the customer well
in advance to minimize disruption of their services.
The Operations Manager shall further:
• Ensure that customer’s specific cargo and voyage related requirements are
communicated with the vessel’s Master;
• Record all complaints, formal or informal, from the customers/terminals or others that
are professionally involved in any phases of the cargo handling/cargo transportation
activities;
• Forward all customers’ complaint in writing to the DPA; and
• Cooperate in the evaluation of the complaints and any subsequent corrective action.
03.1.8.4 Customer relations, customer complaints
3.1.8.4.1 Customer relations, complaints, definition

A customer complaint is a negative comment received verbally or in writing by any Company
representative onboard or ashore directed toward an individual’s, vessel’s or fleet’s
performance.
Customer in this context includes the terminal/cargo receiver.
3.1.8.4.2 Customer relations, complaints, handling

All customers’ complaints shall be forwarded to the DPA accompanied by as much
information as possible. Customers shall be encouraged to prepare complaints in writing
using the standard Company Customer Complaint Form. If not agreed to do so, the receiver
of the complaint shall prepare the Form.
Solving customer’s complaint swiftly, effectively and always with the customer’s best interest
in mind can be an excellent opportunity to increase the customer’s loyalty towards the

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Company. Any complaints shall be taken seriously, be thorough investigated and the
customer shall be kept informed about the progress.
The customer complaint process is shown on the following page.
The DPA shall, in connection with the management review meetings, prepare an overview of
all complaints received and the corrective actions taken. Complaints shall be plotted and
compared with previous periods. The DPA shall further, where appropriate, recommend
improvements to the way the Company nurses the customer relationship.
Reference: Customer Complaint Form in the Form Binder

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03.1.8.5 Customer complaints, process

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04 DESIGNATED PERSON
The DPA shall ensure the safe operation of each vessel in the fleet and to provide a link
between the Company and those on board. In doing so, the DPA through the dedicated
SHEQ Officers, shall work closely together with the Superintendents.
The responsibility and authority of the DPA includes monitoring the safety and pollution-
prevention aspects of the operation of each vessel and ensuring that adequate resources
and shore-based support are applied, as required.
All seafarers can contact the DPA in SHEQ related problems if satisfactory answers to
questions or solutions cannot be found onboard.
The DPA shall be responsible that the customers’ requirements are communicated to all
personnel in the organization.
The DPA is also the Company Security Officer (CSO).
Reference: DPA’s job description in the Job Description Binder, Office

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05 MASTER’S RESPONSIBILITY AND AUTHORITY

The Master’s responsibility and overriding authority is found in the HR (Marine) Manual
Chapter Nos. 4.10.2.2 .03.3.4. and 03.3.5.

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06 PERSONNEL MANAGEMENT
06.1 RESOURCES
06.1.1 Resources, general
The Managing Director shall ensure that there are sufficient human, financial and
infrastructural resources available in the offices to be able to support the fleet as required by
national and international requirements.
Resources shall be discussed in annual Management Review and in the /quarterly review if
urgent matters are revealed.
06.1.2 Financial resources

The vessel’s crewing and technical operational costs are budgeted. The budgets shall be
approved by the Managing Director and shall be strictly controlled by the Manager HR
(Marine) and the Superintendents.
06.1.3 Infrastructure
Company infrastructure including computer and computer systems, office equipment and
telephone systems form a part of the discussions in the annual management reviews. The
Company’s computer systems, both in the offices and onboard the vessels shall be
maintained in good operable condition by the IT Department.
06.1.4 Working Environment

The Company shall ensure that the working conditions are adjusted to the kind of work
carried out at the different working stations. The following shall be considered:
• Noise levels;
• Temperature/ventilation;
• Light; and
• Equipment.
06.1.5 Human resources

Reference: Chapter No. 06.2 and 06.3 below.

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06.2 POSITION HANDOVER

06.2.1 Position handover, ashore
There are hand-over procedures for the following functions in the office:
• Managing Director;
• Chief Financial Officer;
• Fleet Director;
• Manager Repair and Maintenance;
• Superintendent;
• DPA;
• SHEQ Manager;
• Operations Manager; and
• Chartering Manager.
Reference: Hand-over Form, Office Personnel in the Form Folder
06.2.2 Position handover, onboard

Reference: Chapter No. 06.2.2, “Position hand-over” in the HR (Marine) Manual
06.3 PERSONNEL MANAGEMENT, SHORE PERSONNEL

06.3.1 Shore personnel, general
The activity of formalizing employment and exit from the Company shall be according to the
specific checklists to ensure all formalities are covered. For new personnel, the completed
checklist shall be filed together with the Recruitment Record.
Reference: Chapter No.06.3.6.3, “Shore personnel, recruitment record
06.3.2 Shore personnel, general process

Refer to flowchart of the following page.

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06.3.3 Shore personnel, competence levels

Minimum competence levels are determined, as a minimum for all positions being involved
with the vessels
Reference: Company competence matrix
06.3.4 Shore personnel, job descriptions

All office positions are covered by job descriptions covering responsibilities and authority.
The job descriptions are part of the controlled documents and shall be kept up-to-date at all
times.
Reference: “Job Description Folder, Shore Personnel”

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06.3.5 Recruitment and selection, process overview

PROCESS NAME Recruitment and selection of shore personnel
PROCESS ACTIVATION OR When request for hiring new personnel is approved by MD
TRIGGERING EVENT
PROCESS PURPOSE To ensure that:
• The hired personnel has the required competence and
experience required for the position in question;
• The presented certificates and diplomas are authentic;
• Experience from former employers are obtained; and
• Initial training requirements are identified.
PROCESS OWNER HR Advisor
process)
required resources)
PROCESS SUPPLIER (supplies • HR Advisor
input such as materials, • Head of Department
resources, services and
information)
PROCESS INPUT (received • Dutch law
from supplier) • Competence level;
• Job description including authority;
PROCES OUTPUT A new employee fully competent or partially competent with a
scheduled training/course program to become fully
competent
PROCESS CUSTOMER Head of Departments
(can be internal and external)
PROCESS REQUIREMENTS ISM, TMSA, ISO 9001:2008, Company requirements, Dutch
(internal , customer, regulatory, Law
standard based, etc )
PROCESS PARTICIPANTS HR Advisor, Head of Departments, and in special cases, the
MT
PROCESS EFFICIENCY* AND Number of complaints from process customer, results from
EFFECTIVENESS** – annual appraisal job evaluation (functioneringsgesprek)
MEASUREMENTS meetings
PROCESS INTERACTIONS
PROCESS DOCUMENTS MQM Chapter 02, Recruitment Records of Shore Personnel
and Job Evaluation and Appraisal Records

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06.3.6 Recruitment and selection, procedure

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06.3.6.1 Recruitment and selection, job applications

All personal information including the CV’s of all unsuccessful candidates for any vacancies
in the Company shall be destroyed within 4 weeks after the selection process unless
mutually agreed to keep the application documents for possible future opportunities.
06.3.6.2 Recruitment and selection, job competence

The competence levels determined for the various positions in the office may, in certain
cases be diverted from, where the candidate have different competence or experience that
are assumed to compensate for the lack or minimal competence required for the position in
question.
Such diversions from the requirements shall be motivated in the Recruitment Record and be
approved by the candidate’s forthcoming Head of Department.
06.3.6.3 Recruitment and selection, recruitment record

The Recruitment Record shall be completed for all candidates selected for an interview. The
record shall be kept in the personal file as long as the new staff member is employed by the
Company.
Reference: “Recruitment Record, Office Personnel”
06.3.7 Familiarization
06.3.7.1 Familiarization, general

All newly recruited office personnel shall receive a systematic familiarization covering as a
minimum the following:
• Company expectations;
• Company policies and objectives;
• Company values and code of ethics;
• Overview of the Company Management System (ISO 9001 related);
• Office equipment and systems;
• Environmental issues including waste disposal; and
• Office safety and security.
Additional training may be initiated based on identified training needs and personal requests.
All types of training, formal and informal, shall be documented.
Reference: Checklist, “Familiarisation Office Personnel, General”
06.3.7.2 Familiarization, staff involved with the vessels

Newly recruited office personnel who are involved with the vessels shall undergo a
familiarization that in addition to the above are covering more detailed information about the
ISM Code and the OCIMF TMSA Guidelines.
Reference: Checklist, “Familiarisation Office Personnel

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06.3.7.3 Familiarization, key personnel

The following new and inexperienced personnel shall be assigned to a senior member of the
staff acting as a mentor:
• Superintendents;
• SHEQ Officers;
• Operators; and
• Chartering brokers.
Through observations during the on-the –job familiarization, the Mentor shall decide if
additional formal training will be required.
Reference: Checklist, “Familiarisation Office Personnel
06.3.8 Appraisal system

The Company appraisal system allows for mid-year talk (Dutch; functioneringsgesprek)
which is a two way communication designed to improve the mutual cooperation and contain
at least the following:
• Wishes;
• Critical comments;
• General functioning in the position; and
• Future planning.
The appraisal meeting (Dutch; beoordelingsgesprek), which is a one way communication,

shall take place at the end of the year. The appraisal process is described in detail in the
Personal Handbook (Personeelshandboek).
06.3.9 Personnel handbook

All Company employed personnel shall receive and sign for a Personnel Handbook. This
handbook is covering all employment details. The handbook is written in the Dutch
language.
The handbook will be revised when required and as a minimum be reviewed annually. An
up-to-date version is available on Intranet.
Reference: “Personeelshandboek”

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06.3.10 Internal Complaints
06.3.10.1 General
Before raising a complaint ensure that the situations does not qualify as nonconformity or
near miss. Complaints will normally, but not exclusively, be associated with the following:
• Acts of harassment as described in the Company’s Harassment Policy;

• Safety and health issues;
• Living and working condition; and
• Unfair treatment.
All complaints shall be taken seriously, investigated as required and used positively in the
Company’s improvement efforts.
A complainant shall not be exposed to any form of intimidation after having raised a
complaint.
06.3.10.2 Informal complaints

The complainant may seek to resolve the reasons for a complaint directly within the
department/vessel. This approach may be chosen where the complaint is of a less serious
nature and the complainant is comfortable with such a personal confrontation.
If there is no or unsatisfactory solution to the situation by the informal approach, the

complainant may continue with a formal written complaint.
06.3.10.3 Formal complaints

All formal complaints from shore and seagoing personnel shall be done in writing
Make sure to include the following:
• Explain the situation behind the complaint;

• Whether a one-time incident or a more systematic situation;
• What has been done locally to resolve the situation? and
• What must be done to resolve the situation?
The form shall be forwarded to the Fleet Director who will handle the case in close
cooperation with the Activity Responsible person and the local manager(s) in question.
06.4 PERSONNEL MANAGEMENT, SEAGOING

Reference: HR Manual

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07 OPERATIONS
07.1 NAVIGATION
Reference: Bridge Manual
07.2 ENGINE ROOM OPERATIONS

Reference: Engine Room Manual
07.3 MOORING AND ANCHORING

Reference: mooring and Anchoring Manual
07.4 HEALTH AND SAFETY

Reference: health and Safety Manual
07.5 CARGO HANDLING

Reference: Cargo Handling Manuals. Liquefied gas and LNG
07.6 LIFTING AND LIFTING EQUIPMENT

Reference: Lifting and Lifting Equipment Manual

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08 EMERGENCY
Reference: Emergency and Salvage Manual (vessels) and Emergency Response
Communication Plan (office)

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09 NONCONFORMITIES, ACCIDENTS AND NEAR

MISSES
09.1 PREVENTIVE ACTION PROCESS

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09.2 PREVENTIVE AND CORRECTIVE ACTIONS

09.2.1 Preventive actions
Company’s preventive actions are designed to avoid human injury, damage to property and
the environment. These activities include a systematic implementation of the following
activities:
• Hazard identification, unsafe acts and situations(Chapter No. 05.1 in the Health &
Safety Manual and Chapter 06.5, ˝Safety objectives˝);
• Risk assessments (Chapter No. 05. 2 in the Health & Safety Manual);
• Work permits (Chapter No. 05. 3.2 in the Health & Safety Manual);
• Management of Change (Chapter No. 014 of this manual)
• Planned maintenance system covering the entire vessel (StarIPS).
09.2.2 Corrective actions

Should the preventive actions, for whatever reason, fail to avoid an incident or accident, the
Company personnel is authorized to initiate immediate corrective action should this be
required to prevent further harm to humans, property, environment or Company image.
Planned and long term corrective action shall comply with the Management of Change
procedures.
Refer to the flow chart of the following page.

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09.2.3 Corrective actions, process

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09.3 NONCONFORMITIES AND OTHER SYSTEM IMPERFECTION
Type Where defined Responsibility for Monitoring

in this manual Corrective Action and review
Nonconformities 09.3.1.1 Activity Responsible Person SHEQ
Manager
Nonconforming 09.3.1.2 Activity Responsible Person Manager
products and Maintenance
materials and repairs
Defects 09.3.1.3 Activity Responsible Person Manager
Maintenance
and repairs
Deficiencies 09.3.1.4 Activity Responsible Person Manager
Maintenance
and repairs
3rd. Party 09.3.1.5 Activity Responsible Person SHEQ
observations Manager
Customer 03.1.8.4 Activity Responsible Person Fleet
complaints Director
Near misses IAM* 2.3 Activity Responsible Person SHEQ
Manager
Incidents IAM* 2.2 Activity Responsible Person SHEQ
Manager
Accidents IAM* 2.1 Activity Responsible Person SHEQ
Manager
Overdue PMS items Not acceptable Superintendent Manager
for critical items Maintenance
and repairs
Overdue certificates Not acceptable Superintendent Manager
Maintenance
and repairs
Overdue 3rd. party Not acceptable Superintendent Manager
servicing Maintenance
and repairs
Overdue PSC Not acceptable Superintendent SHEQ
inspections
Overdue vetting Not acceptable Superintendent SHEQ
inspections
* IAM = Investigation and Analysis manual

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09.3.1 Outstanding imperfections

All outstanding imperfections as listed above shall be carried out as soon as possible and in
any case within the time windows given. A list of all outstanding items per vessel shall be
maintained by the Superintendent
Any overdue item(s) shall be highlighted giving the reasons.
Outstanding items shall be presented to the quarterly management review meeting.
09.3.1.1 Nonconformities
9.3.1.1.1 Nonconformities, definition

According to the ISM Code, “nonconformity means an observed situation where objective
evidence indicates the non-fulfilment of a specified requirement”.
This in plain English and for the Company’s purposes means that nonconformity is a failure
to comply with any of the requirements in the Company’s Management System such as e.g.
not wearing the required PPE, assigning seafarers to vessels without the required
qualifications or documents, etc.
A NC shall not be considered as a complaint against a colleague, but an effective way to

identify problem areas and to initiate improvement actions. The system is mandatory for all
staff and all evaluation efforts shall concentrate on system solutions and not on individuals.
The originator of a nonconformity shall never be exposed to any form of intimidation, and the
Company’s no blame culture shall be communicated and stressed to the vessels by every
visit of Company personnel.
Reference: Nonconformity Report Form and Chronological Record of NC’s

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9.3.1.1.2 Nonconformities, handling process

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09.3.1.2 Nonconforming products or materials

Any situation affecting the Company’s main products, the sea transport of liquefied gases or
fleet management, in such a way that nonconformity with the requirements exists or is likely
to occur shall be reported to the Responsible Person immediately. Such situations may be,
but are not limited to:
• Damage to cargo handling components and system;

• Damage to cargo handling monitoring and alarm systems;
• Major shortage of cargo;
• Contaminated cargo;
• Serious damage to major machinery or navigational components or systems;
• A seriously malfunctioning crew;
• A seriously malfunctioning deck or engine officer; and
• A seriously malfunctioning Master, crew, superintendent or other key shore staff.
Depending upon the gravity of the situation and the circumstances, the Managing Director
may instruct operations to be temporarily suspended until the nonconforming situation has
been rectified.
Depending upon the circumstances, the verification that a nonconforming situation has been
rectified, may require an inspection or an audit.
Any existing or incoming goods, equipment whether portable or fixed, material or system
which for any reason do not function the way it was intended to and cannot be immediately
corrected or repaired, is nonconforming with the requirements.
If such equipment, product or material is vital to delivering sea transport or fleet

management services according to the requirements, such equipment, product or material
shall not be used until repaired or corrected and shall be clearly marked as nonconforming. If
possible such equipment, product or material shall be set aside and not be mixed with other
conforming materials.
09.3.1.3 Defects
9.3.1.3.1 Defects, definition

A defect is failure or damage to the vessel or any of its equipment or systems.
9.3.1.3.2 Defects, reporting

All defects, even those immediately repaired, shall be recorded in the Star IPS system.
Defects for which repairs cannot be carried out immediately shall be recorded with an
ultimate date for completion.
Defects to critical equipment or systems or defects which may have consequences for the
safety, classification, operation or vetting of the vessel, shall be reported to the
Superintendent immediately.

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9.3.1.3.3 Defects, handling

The Superintendent shall coordinate with the vessel and request an inspection by the
classification society where this is required.
Defects which cannot be repaired during normal service shall, after consultation with the
Superintendent and where required approved by the Class, be moved to the dry docking list.
09.3.1.4 Deficiencies
9.3.1.4.1 Deficiencies, definition

A deficiency is damage to equipment or another situation which is causing noncompliance
with the vessel’s statutory certificates, such as:
• Firefighting equipment;
• Life saving equipment;
• Radio equipment; and
• Navigational equipment.
9.3.1.4.2 Deficiencies, reporting

All deficiencies, even those immediately rectified, shall be recorded in the Star IPS system.
Deficiencies which cannot be rectified immediately shall be recorded with an ultimate date
for completion.
All deficiencies shall be reported to the Superintendent immediately.
9.3.1.4.3 Deficiencies, handling

The Superintendent shall report immediately to the Flag Administration all deficiencies which
are causing noncompliance with vessel’s certificate.
09.3.1.5 3rd. Party observations
9.3.1.5.1 3rd. Party observation, definition

A 3rd. party observation is a comment resulting from Vetting, Classification and PSC
inspections.
9.3.1.5.2 3rd. party observation, handling responsibility

All 3rd.party observations shall, when required, be carried out a soon as possible. The
process shall be coordinated by the SHEQ department with assistance from other
departments and the vessel as required.

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9.3.1.5.3 3rd. party observation, handling process

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010 MAINTENANCE REPAIRS AND DRYDOCKING

The Company has prepared vessel specific lists of critical equipment. Such equipment is
clearly identified in the Planned Maintenance System, StarIPS and the planned maintenance
shall always be carried out within the due date.
Reference: Maintenance, Dry docking and Repairs Manual in general and for Critical
Equipment Chapter 01.11.5 for Critical Equipment

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011 DOCUMENTATION
011.1.1 Document control, process

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011.1.1.1 General
All Company manuals listed in Chapter No. 014.13 above, the Job Description and the Form
Binders are part of the controlled documents. For all controlled documents the following shall
apply:
• The documents are protected against unauthorized revisions;

• The documents shall contain the revision date;
• Only the valid electronic documents shall be available at the work stations;
• Copies of documents are valid only at the time of copying;
• All revisions to the documents shall be coordinated by the DPA;
• All revision to the documents shall be approved by the Responsible Person (Approval
Level) as indicated in Chapter No. 014.13 in this Manual;
• Documents are Company property and shall not be discussed with any unauthorized
persons;
• No copies of the documents shall be given to any external sources without written
permission from the DPA;
• Access to the masters of all manuals and binders shall be restricted and controlled
by the DPA; and
• If, for any reason and only after written authorization from the DPA, an entire manual
or binder shall be copied, it shall be marked as “Uncontrolled Copy, after
date/month/year (date of copying) and the signature of the DPA.
Reference: List of controlled documents
011.1.1.2 Revisions
11.1.1.2.1 Revisions, intervals

Manual revision shall normally be carried out annually, unless intermediate changes are
considered vital for the proper functioning of the Management System.
11.1.1.2.2 Revisions, responsibility

All proposals for document revisions shall be directed to the DPA. All revisions are
discussed in a meeting chaired by the DPA and with representatives of the users of the
document participating. Such revision reviews are documented.
The DPA shall ensure that the proposed revisions are authorized by the Responsible Person
(Approval Level) as listed in Chapter No. 04 above.

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011.1.2 Control of records

Records are documenting a passed event, activity or situations. The Company forms
become a record once filled in. Records are used by the Company to document the
following:
• Management reviews (annual);

• Management reviews (quarterly;
• Meetings in SC (vessels)and SQCC (office);
• Meetings in the SMT onboard;
• Formal and informal training;
• Design and development of new vessels;
• Design and development of modifications to vessels (Part of MOC)
• Design and development of processes for sea transport of liquefied gases and fleet
management
 Design and development inputs;
 Results of design and development reviews and any necessary action;
 Results of design and development verification and any necessary action;
 Results of design and development validation and any necessary action; and
 Results of the review of design and development changes and any necessary
action.
• Results of supplier evaluations and actions arising from evaluations;
• Customer property (cargos) that is lost, damaged, or otherwise found to be
unsuitable for use;
• Results of calibration or verification of measuring equipment;
• Internal audits and inspections;
• Risk Assessments and Work Permits;
• Near misses, accidents and incidents;
• Defects and deficiencies;
• Records of office personnel visits to vessels;
• Records of recruitment of shore and seagoing personnel;
• Individual appraisals of shore and seagoing staff;
• Nature of the product (sea transport of gases) nonconformities and any subsequent
actions taken, including concessions obtained;
• Results of preventive actions;
• Results of corrective actions.

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In addition a number of additional forms are used to document certain activities in the offices
and on board the vessels.
A complete overview of the records being completed with details of the following is available
in the Company Form Binder:
• Latest revision;
• Filing responsibility;
• Filing locations;
• Access information;
• Protection;
• Name of the document;
• Retention time; and
• Disposals.
Reference: Company’s Form Binder

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012 VERIFICATION, REVIEW AND EVALUATION

012.1 VERIFICATION ACTIVITIES
Verifications are carried out using a combination of scheduled (inspections and audits) and
random verifications by Managers and Officers.
012.1.1 Random verification activities

Managers and officers shall randomly and physically verify that subordinates are carrying
their assigned tasks as agreed and required.
Reference: Chapter No. 03.1.2, “Responsibilities and accountabilities, general” in this

Manual
Reference: Chapter No. 03.3.3, “Verifications by Senior Officers” in the HR (Marine) Manual
012.1.2 Internal audits

The Company, the branch office and the vessels are audited as a minimum on an annual
basis and may be audited more often in connection with:
• Major organisational changes;

• Major nonconformities; and
• Repeated nonconformities.
The SHEQ Manager shall each year present an annual audit plan to the Managing Director
for approval. The plan for the vessels shall be taken as temporary as changes in trade
pattern may upset the original plans. Status of audits carried out and changes to the audit
program shall be presented at the quarterly reviews.
Reference: Company Annual Fleet Audit Plan and Company Annual Office Audit Plan
012.1.2.1 Internal audit program

Type of audit Frequency Supporting documents
Navigational audit by Master Each contract of a Company checklist
navigational officer
Machinery operations and Biannually in connection with SIRE Checklist
maintenance Major Inspections
Cargo operations Biannually in connection with SIRE Checklist
Major Inspections
Management system Annually Company checklist

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012.1.2.2 Internal audits, process

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12.1.2.2.1 Internal audits, reporting

The final audit report with audits findings and any suggested corrective action(s) shall be
submitted to the Responsible Person latest 2 weeks after the audit has been completed.
Audit findings shall be the following:
• Nonconformity as defined in Chapter No.09.3.1.1.1; and
012.1.3 Auditing Manning Agents

Reference: Chapter No. 02.8, “HR, Organisation, Manning Agents” in the HR (Marine)
Manual
012.1.4 Vessel inspection program by shore personnel

The Fleet Director shall each year present a Vessel Major Inspection Program with a
minimal of two inspections per vessel in the Fleet. One of these inspections shall be carried
out during a voyage. The inspection shall cover all activities onboard. The standard Major
Inspection Checklist and Record shall be used.
References:
• Chapter No.01.5, “Maintenance, visits to vessels” in the Maintenance, Dry docking

and Repair Manual;
• Major Inspection Checklist;
• Major Inspection Record; and
• Annual Major Inspection Program.
012.1.5 Vessel inspection program by vessel crew

In addition to the Planned Maintenance System (PMS) that are covering the entire vessel,
the following additional inspections are carried out to ensure compliance with the health and
safety procedures:
• Weekly inspection of the accommodation areas;

• Monthly safety inspection of the deck areas including the accommodation; and
• Monthly safety inspection of the engine and machinery rooms.
An important part of the inspections is also to observe how normal operations are carried out
and especially look for any unsafe acts and situations. The results of the inspections shall be
discussed in the SC, who also shall appoint the inspection team(s).

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012.1.6 Management review

The Management Review shall systematically review the Company’s performance against a
set of clearly defined operational objectives and targets. Further the review shall ensure that
the objectives at all times are aligned with Company policies and that these policies are
reflecting the present Company activities.
012.1.6.1 Management review, annual

The Management Review (MR) shall be carried out as soon as all information from the
previous year has been collected and analyzed, but not later than last week of February. The
review shall be chaired by the Managing Director with the following participants:
• Fleet Director;
• DPA; and
• SHEQ Manager.
The Review shall, as a minimum, cover the following items:

• Policies, objectives including setting new targets for all KPI’s;
• An overview of important efforts raised by the vessels’ SC and subsequent actions
carried out;
• Progress of the safety and environmental efforts according to the Company Safety
and Environmental Operational Plan;
• Resources (infrastructure including IT, human, financial). Human resource planning
shall include retirement of personnel in key functions with respect to the fleet;
• Inspection and audits plans;
• Working environments ashore and on the fleet;
• Fleet composition and future plans; and
• MaPS.
Action plans to correct a nonconforming situation, a negative trend or suggestions for

improvement shall all have a Responsible Person and an ultimate date for implementation.
Reference: Management Review Minutes

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012.1.6.2 Quarterly review

The Quarterly Review shall be chaired by the Managing Director with the following
participants:
• Fleet Director;
• Manager Repair & Maintenance;
• HR Marine;
• DPA; and
• SHEQ Manager.
Other participants may be called in when required.
The quarterly review shall as a minimum cover the following items;
• Progress of the safety and environmental efforts according to the Company Safety
and Environmental Operational Plan;
• Human resources shortages;
• Changes in customer requirements; and
• Measurement and Performance System (MAPS).
The reviews shall provide feed-back on past performance and new action plans to the whole
organization including the fleet.

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012.1.6.3 Management review, process

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012.2 CONTRACT REVIEW

012.2.1 General
Reviews must be carried out for all contracts valued at €50,000 or more. The reviews shall
be carried out by a group consisting of the following personnel:
• Managing Director (Chairman);

• Financial Director (Vice-chairman);
• Fleet Director; and
• Superintendent (technical matters).
012.2.2 Contracts with customers

Chartering contracts shall be reviewed to ensure that:
• The contract can be executed with the existing fleet of vessels, and if not what
actions will be required (new-building/chartered tonnage);
• The vessel(s) in question is/are able to comply with all requirements of the contract;
• The contract requirements are known and understood by all participating
departments of the Company;
• The contracts can be carried with the present financial and human resources and if
not, what actions will be required; and
• The contracts are containing all required details.
Major contract reviews may involve a financial risk assessment that the review committee
shall approve.
012.2.3 Major contracts with suppliers

Major contracts with suppliers will be:
• Conversions, large repairs or dry-dockings with a single value of €100,000 or more;

• New equipment contracts valued at €100,000 or more; and
• Multiple delivery contracts such as lube oil, paints, spare parts and provisions with a
total value of €100,000 or more.
All such contracts shall only be awarded after a bidding process where minimum two
suppliers are invited to participate.
The review shall ensure the contracts are complying with such requirements as:
• Quality and price;

• Time of delivery;
• Contract amendments;
• After deliver services; and
• How to handle disputes.

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012.2.4 Contract review procedure

The main objective of the contract review is to have an evaluation of the contracting terms
and a consistent approach to each contract to avoid exposing the company to:
• Financial risks;
• Overstraining the Company’s human resources;
• Improper ethical business activities; and
• Negative media exposure.
Reference: “Contract Review Record”
012.2.5 Approval of contracts

Contracts shall be approved according to the Contract Authorization matrix below
Type of Contract Authorized Person to Prepare/Sign
Purchase and sale of vessels Board of Directors
New Buildings Board of Directors
Major Conversions Managing Director
Dry docking, unscheduled Managing Director
Vessel budget Managing Director
Major repairs, unbudgeted > €30,000 Managing Director
Fleet contracts (multi deliveries or stretching Fleet Director

over several years)
New equipment € 5.000-30,000 not Fleet Director

budgeted
Dry docking, scheduled Fleet Director
Use of consultants, budgeted and approved Superintendent
Purchasing, provisions and stores according Superintendent

to budgets
New equipment, budgeted Superintendent
Repairs unbudgeted < €5,000 (All deviations Superintendent

from the budget to be explained in the
quarterly deviation report

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012.3 BENCHMARKING
The Company shall seek to benchmark its performance against other players in the market
and in the first instant against the pool partners. In order for benchmarking to have any
sense, the Company has to ensure that the material benchmarked against has been
compiled in a similar manner to that of the Company.
Best practices and lesson learnt from other companies and the industry as a whole may also
give a valuable input to the continuous improvement efforts.
012.4 MEASUREMENTS AND PERFORMANCE SYSTEM

The Company is committed to continuously improve the individual vessel and total fleet
performance. In order to do so a specific Company Measurement and Performance System
(MaPS) has been developed. The system consists of three levels of indicators all associated
with defined goals:
• Strategic Performance Indicators (SPI’s) derived from the Strategic Goals;

• Key Performance Indicators (KPI’s) derived from the Operational Goals; and
• Process Indicators (PI’s) derived from the Process Goals.

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012.4.1 System structure
The Dashboard to the right on the figure above represents the analysis of all the defined PI’s
and will, depending upon the trends, initiate corrective action.

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012.4.2 Performance indicators

The matrix on the following pages gives an overview of the Indicators used.
Strategic Performance Key Performance Indicators Process Indicators

Indicators
Safety Performance Total Recordable Case Frequency • Fatalities due to
(human, based on the OCIMF injuries;
Guidelines for Reporting Marine • Lost Workday Cases
Injuries; (LWC);
• Permanent Total
Disabilities (PTD);
• Permanent Partial
Disabilities (PPD);
• Medical Treatment
Cases (MTC); and
• Exposure Hours.
Near miss performance • Nos. of Near misses;

• Nos. of Incidents
Operational Performance Total Equipment Effectiveness • Loading;
Performance (TEEP); • Availability;
• Performance;
• Quality
Time Charter Effectiveness (TCE) • Voyage revenues;
Performance • Voyage costs;
• Scheduled time.
Maintenance Rate • Jobs done on Non-
Critical Equipment;
• Scheduled jobs on
Non-Critical
Equipment;
• Jobs done on Critical
Equipment;
• Scheduled jobs on
Critical Equipment
Unplanned Maintenance Rate • Unplanned
Maintenance Jobs;
• Scheduled
Maintenance Jobs

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Indicators
Operational Performance Nonconformities and Findings • Nos. of NC resolved
contd. Rate • Nos. of Findings
resolved;
• Nos. of NS
scheduled to be
resolved;
• Nos. of Findings
scheduled to be
resolved
Human Resource Senior Officer Retention Rate; • Total nos. of Officer
performance; Terminations;
• Unavoidable Officer
terminations;
• Beneficial Officer
Terminations;
• Average No. of
Officers employed.
Officer Retention Rate ; • Total nos. of Rating

Terminations;
• Unavoidable Rating
terminations;
• Beneficial Rating
Terminations;
• Average No. of
Ratings employed
Office Personnel Retention Rate; • Total nos. of

Terminations;
• Unavoidable
Terminations;
• Beneficial
Terminations;
• Average office
personnel employed
Training Performance; • Officer Trainee Man

Days;
• Officer Man Days
Onboard Vessels

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Indicators
Training performance contd. • Cadets employed;
• No. of Seafarers.
Crew Planning Performance; • Crew Relieved too
Early/Late;
• Rest Hour
Violations;
• Crew Matrix
Rejections;
• Next Assignment
not known at Time
of Disembarkation;
• No. of Exposure
Hours.
Environmental performance; Emission • CO₂;
• SOx;
• NOx.
Pollution • Cargo Incidents;
• Bunker Incidents;
• Coolant Incidents;
• Exposure Hours
Financial performance; Profit and Loss Performance • EBITDA Ratio;
• EBIT/Total Net
Earnings;
• EBIT Budget
Performance;
• Revenue
Performance.
Capital Performance • ROI;
• ROCE
Bank Ratio Performance • Freely Available
Cash;
• Solvency Ration;
• Net Worth;
• Interest Coverage.

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Indicators
Customer relation Audit Performance • Nonconformities;
performance • Findings;
• Inspections.
Customer Return Rate • New Contracts;
• Expired Contracts.
Approval Performance • Nos. of Inspections;
• nos. of Disapprovals
Complaints • Nos. of Complaints;
• Nos. of Voyages.
012.4.3 Improvement
All analysis from MaPS are discussed in the management reviews and the required
corrective action plans are initiated where the PI’s are not achieving the goals. New goals for
the PI’s are determined during the annual Management Review. The SPI’s and KPI’s will be
reviewed and revised when required by the Company or based on changes to the
environment in which the Company operates.
Reference: Minutes from quarterly and annual Management Reviews

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013 CERTIFICATES RELATED TO ISM

013.1 DOCUMENT OF COMPLIANCE
The Document of Compliance (DOC) is issued to the Company and a copy shall be placed
onboard each vessel. The DOC is valid for the type of vessels mentioned on the document.
The list of type vessels on the document may only be extended after the Administration has
verified that the Company is capable of complying with the ISM Code applicable to the new
type of vessel in question. The validity of the DOC is subject to an annual verification ± 3
months of the anniversary date or an organisation recognized by the Administration.
013.2 DOCUMENT OF COMPLIANCE, INTERIM

An Interim Document of Compliance may, under certain conditions be issued to facilitate
initial implementation of this Code when:
• The company is newly established;
• New ships type are added to the existing DOC.
An interim DOC is valid for a maximum period of 12 months.
013.3 SAFETY MANAGEMENT CERTIFICATE

The Safety Management Certificate (SMC) is valid for a period of maximum 5 years and
shall be subject to an intermediate verification between the second and third anniversary
date by the Administration or an organization recognized by the Administration. The renewal
survey for the SMC shall be carried out in the last 3 months before the expiry date. Only in
exceptional cases can a SMC be extended (maximum for 3 months) beyond the expiry date.
A SMC may be withdrawn under the following circumstances:
• The Company is no longer capable of demonstrating compliance with the ISM code;
and/or
• There is a major nonconformity identified onboard.
013.4 SAFETY MANAGEMENT CERTIFICATE, INTERIM

An Interim Safety Management Certificate may (ISMC), under certain conditions, be issued:
• In connection with new buildings;
• Taking over a second hand vessel;
• In connection with change of flag.
An ISMC is valid for a maximum period of 6 months with a possibility for an further 6 months
extension.

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014 MANAGEMENT OF CHANGE

014.1 GENERAL
The Company has implemented Management of Change (MOC) procedures in order to
ensure that standardized methods and procedures are used for handling modifications or
changes to:
• The fleet of vessels;

• Company activities including financial investments;
• The organization of the Company;
• The people within the organization;
• Changes in legislation
• The documents and routines used onboard and ashore;
• Hard – and computer software;
• Vessel equipment;
• Vessel compliment, e.g. presence of 3rd party personnel; and
• Materials used.

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014.2 MANAGEMENT OF CHANGE PROCESS

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014.3 OBJECTIVES
The objectives of the MOC procedures are to ensure that all changes are:
• Adequately motivated;
• Evaluated, and their associated risks assessed;
• Approved at the appropriate level;
• Planned in detail including identification of training programs, if required;
• Communicated to all personnel that may be affected;
• Implemented within a specified time frame; and
• After a specific time, verified to determine its effectiveness.
014.4 EVALUATION OF CHANGES

The evaluation shall determine the impact of the change on:
• The organization as a whole;

• The Management System;
• The short and long term financial position;
• Individuals, groups or entire departments within the organization;
• Equipment, components and systems;
• The quality of the Company’s services to its customers; and
• The environment onboard and ashore.
All changes affecting the vessel’s classification, Flag Administration requirements,

international rules and regulations, and major changes to the Quality Management System
may require approval by the applicable regulatory bodies.

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014.5 MAJOR CHANGES

A major change is one that will have a major impact on one or more of the following:
• The whole organization;

• Part of the organization, e.g. a vessel or a department;
• A work process or procedure;
• A vital system or component; or
• The environment.
The impact relates to all aspects of an activity such as:
• Identification of potential hazards or negative effects in connection with the change;

• Affect on the organization and the Management System;
• Requirements to training;
• Level of information shared with those affected by the change;
• Level of professional knowledge about and experience from a particular activity,
including requirements for additional training;
• The total quality and the efficiency of the activity;
• Reliability of the system or the component;
• Financial implications; and
• Requirements for additional PPE.

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014.6 APPROVAL LEVELS

Changes to or affecting Approval by
Main Quality Manual Managing Director
Emergency & Salvage Manual Managing Director
Health and Safety Manual Fleet Director
Cargo Handling Liquefied Gas Manual Fleet Director
Cargo Handling LNG Fleet Director
Navigational Responsible
Bridge Management Manual
Person Ashore (NRPA)
Manager repair and
Engine Room Procedures
maintenance
Manager repair and
Mooring & Mooring Equipment
maintenance
Manager repair and
Maintenance, Dry docking & Repairs
maintenance
Manager repair and
Lifting & Lifting Equipment
maintenance
Incident Evaluation SHEQ Manager
Human Resources Manual, Fleet Manager HR (Marine)
HACCP SHEQ Manager
Ballast Water management Plan SHEQ Manager
Winter Manual SHEQ Manager
SOPEP-SMPEP SHEQ Manager
Seagoing personnel, officers and ratings Manager HR (Marine)
Crew size, permanent Managing Director
PPE, brands and numbers Superintendent
Spares inventory Fleet Director
Spares, brand or manufacturer Fleet Director
Critical equipment Fleet Director
Vessel original equipment design specification (may have
Managing Director
insurance and Annex VI consequences)
Secondary equipment and components (not critical
Superintendent
equipment)
Vessel drawings Superintendent
Specific materials used onboard (outside
Superintendent
accommodation).
Vessel’s budget Managing Director

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014.7 MINOR CHANGES

Minor changes are any changes, permanent or temporary, associated with the following:
Changes to or affecting Approval by
Composition of stores and provision (no

Master
budget influence)
Vessels’ complement (Presence of 3rd party

Master and Superintendent
personnel onboard)
Composition of stores and provision (budget

Manager Repair & Maintenance
influence)
Vessels’ routing – unplanned (security and/or

Master
safety related)
Routines and procedures – unplanned (safety

Master
related)
Tools and equipment not deemed to have an

Master / Department Head in the office
impact on safety and the working environment
Simple routines which are not covered with

Master / Department Head in the office
checklist or written procedure
Materials used inside the accommodation Master
Stationery onboard Master
Stationery in the office Secretary

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014.8 ORGANIZATIONAL CHANGES

When organizational changes are taking place affecting reporting relationships, elimination
of positions, restructuring, etc., those who are responsible for supervising or managing the
function(s) affected by the change, shall also be responsible for clear and explicit
reassignment of responsibilities and accountabilities.
014.9 CONTRACTORS ONBOARD COMPANY VESSELS

When contractors are working onboard during the vessel’s stay in port, they shall be
introduced to the Company’s work permit system, and advised that no activity shall be
commenced without approval by the Chief Engineer for engine room activities and the Chief
Officer for deck activities.
When contractors are traveling with a vessel from one port to another, the safety and crew
familiarization checklist shall be completed before sailing. The Chief Engineer and the Chief
Officer shall ensure that the following is observed:
• The Chief Engineer and the Chief Officer shall ensure that contractors are aware of
and working in accordance with the Company’s safety regulations;
• Risk assessment and work permit system shall be explained to the contractors
before commencement of any activity;
• Risk assessments shall include the fact that contactors are unfamiliar with vessels
arrangements; and
• Extra care to be taken when contactors are working with or in the vicinity of any of
the vessels energized or pressurized systems.
Contractors shall be supervised at all times while working in Restricted Areas as detailed in
the Ship Security Plan (SSP).
Reference: Chapter No. 03.3.23, ”Visitors” in the HR (Marine) Manual
014.10 RISK ASSESSMENTS

Risk assessments shall be used to evaluate any hazards identified in connection with a
change.
All temporary and permanent changes to equipment and procedures in the fleet shall be
subject to risk assessments.
Whenever new risks are identified, the risk mitigation measures shall be approved by a
higher level than the change itself.
Reference: Chapter No. 05.2, ”Risk Assessments” in the Health and safety manual

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014.11 COMMUNICATION
In connection with the implementation of the change, a formal communication procedure
shall be initiated in order to:
• Inform all who are identified as being affected by the change;

• When possible, those affected by the change shall participate in the evaluation;
• Ensure that all those being affected by the change understand the extent and likely
impact of the change; and
• Ensure that feedback is received from those affected by the change.
All such communication shall be documented and filed according to the filing retention period
for such documents.
014.12 REVISION OF TECHNICAL DOCUMENTATION

All vessel drawings, including the Fire Control & Safety Plan, operational procedures and
description of equipment shall be revised when changes have been made to the equipment.
If the physical changes are carried out by an outside contractor, the request for changes to
the relevant drawings, technical documents and procedures for equipment and/or systems
shall be included in the specification for the actual change itself.
The relevant drawings, technical documents and procedures shall be endorsed with the
contractors’ name, the revision date, and number. The changes themselves shall be
handled as described elsewhere in this Chapter.
Changes made to drawings, manuals and other technical documents subject to review and
approval by regulatory authorities shall be forwarded to the appropriate authorities for
approval of the change.
All vessels, from new building or coming into the fleet, shall maintain a historical record of all
changes made to equipment and systems together with changes to drawings and other
technical documentation.
014.13 MANAGEMENT SYSTEM

The Company’s Management System consists of controlled documents which shall be
handled according to the procedures in Chapter No. 01.6.6 above. The potential effect that
changes may have on the operation of the Management System shall be part of the MOC
evaluations.
Reference: Chapter No. 01…6,”Company, management, document control, revisions”

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014.14 FAMILIARISATION OF NEW PERSONNEL

014.14.1 Management of change, familiarisation new personnel, office
All new personnel in the offices shall be systematically introduced to the Company,
colleagues and the total working environment including any safety matters relating to fire
prevention and emergency evacuation.
New personnel receiving training in the departments or functions listed below shall have a
mentor assigned to them. The mentor shall ensure that the new recruit receives the required
training about the position and the Company’s Management System. The new recruit shall
carry out tasks under supervision until the Mentor decides otherwise. A mentor may be
considered for new positions in the following departments
• TD;
• SHEQ Department;
• Crewing Department;
• Chartering Department; and
• Operations Department.
The standard checklist shall be used.
Reference: Familiarisation new office personnel
014.14.2 Familiarisation new personnel, onboard

New seafarers, shall in addition to the initial safety and security familiarization, receive a
systematic training in the use and operation of the vessels equipment and systems.
All new seafarers shall have a mentor appointed for the first 2 weeks of the contract. The
mentor shall be experienced and shall assist and advice the newcomer in safety related
matters.
Reference: ”Familiarisation checklist” and Checklist ”Training in the use of safety equipment”

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014.15 FLEET EXTENSION

014.15.1 Fleet expansion, new buildings
For Company new buildings, the physical familiarization onboard shall take place both for
officers and ratings during the later stages prior to delivery. The length and extent of the
familiarization period will depend on the following factors:
• Previous experience of involved personnel

• Previous experience of officers and ratings on sister vessels;
• Shipyard restrictions on the presence of a large number of seafarers prior to delivery
of the vessel; and
• The new building is a different type of vessel than presently in the Company’s fleet;
The Superintendent is scheduled to sail with the vessel upon delivery.
The familiarization shall be carried out according to the standard checklist.
Reference: Checklist No MMMM. “Familiarization with New Vessels”
014.15.2 Fleet extension, second hand tonnage

The procedure for taking over second hand tonnage will depend upon the Memorandum of
Agreement (MOA) between seller and buyer or any separate agreements made. If possible,
the Company shall try to get permission from the seller to have a Master and a Chief
Engineer to join the vessel 2 weeks prior to the formal take-over ceremony.
Should no such arrangement be possible and there is limited time for familiarization, the
Company representative in charge of the take-over shall decide if additional time for
familiarization is required. Whether this will be necessary will greatly depend upon the
following:
• Planned time for take-over;

• Type and size of vessel’
• Crew’s previous experience with the type of vessel;
• Crew’s previous experience with the Company; and
• Vessels forthcoming operational program.
Reference: Superintendent’s and SHEQ Department’s checklist for vessel take over.
014.16 ANNUAL REVIEWS

As a part of the reviewing procedures for changes, the Company shall ensure that the
expectations connected with the change have been met. The effectiveness of a change
shall be reviewed approximately three (3) months after the implementation and shall be
further evaluated during the first audit. Any problems encountered in connection with
changes shall be discussed during the annual Management Review. Change review shall be
documented.

Main Quality manual
014.17 DOCUMENTATION
The documentation to support a change shall as a minimum consist of the following:
• The completed form ”Management of Change”;

• The risk assessments carried out;
• If training has been carried out, evidence of such training;
• Minutes of meetings where the change has been on the agenda; and
• Communication with those affected by the change.
Reference: Form No., “Management of Change”
014.18 TRAINING REQUIREMENTS

As part of the evaluation of a change, the risk assessment and the approval activities, any
training requirements associated with or required by the change shall be identified and
planned for. This is especially important when taking over new types of vessels, engaging in
new activities or introducing new and sophisticated equipment.
014.19 MANAGEMENT OF CHANGE, CHANGES NOT CARRIED

OUT IN TIME
All changes, temporary and permanent, shall have an approved window for implementation.
Should the implementation, for whatever reason, be impossible within the time window
provided, the change process shall be reviewed at the appropriate level and a new date shall
be approved. Such review may include new hazard identification and risk assessment
activities

Main Quality manual
015 ENVIRONMENT
General Note on Chapter 15
It is the company’s intention to set up their management system in order to meet the ISO
14000 requirements
Chapter 15 has been included in the Quality manual as guidance to the ISO 14000
implementation process
The Following sections are not yet implemented:
• 15.5 vessel efficiency management plans

• 15.6 Environmental Management Review
015.1 ENVIRONMENTAL POLICY

Reference: Chapter 02 in this Manual
015.2 PLANNING
015.2.1 Environmental aspects and impacts
The Company has listed all its environmental aspects, the associated impacts and the
significance of these impacts.
Reference: Gap Analysis report 2011 regarding potential implementation of a ISO 14001
system in the Company.
015.2.2 Legal and other requirements

The Company is subscribing to several industry publications in order to properly prepare for
and comply with future legislation. Information found in publications released by such
organizations and associations as IMO, INTERTANKO, ICS, Classification Societies, Dutch
Ship-owners Association, P&I and H&M insurers as well as several industry publications are
used to prepare for implementation and compliance with future change to, or new legislation,
rules and regulations.
The SHEQ Manager shall appoint a SHEQ Officer responsible for collecting such
information. This Officer is responsible for the distribution of such information throughout the
Company and to suggest the required action by the Company.

Main Quality manual
015.3 OPERATION AND IMPLEMENTATION

015.3.1 Resources, roles, responsibilities and authority
The Company has identified a SHEQ Officer that shall be responsible for the coordination
and monitoring of the Company’s environmental efforts. Such responsibility shall include:
• Complete the list of aspects and impacts;

• Identify priorities according to the significance of the impacts;
• Prepare short and long term environmental programs for reduction of the impacts;
• List all legal and industry requirements that are connected with environmental
protection in the area where the Company is active and maintain this list up-to-date
at all times;
• When new environmental requirements are emerging, initiate an early investigation
of the potential influence of the Company’s activities;
• Evaluate together with the Technical department new development on the market
that may influence the environmental efforts of the Company.
The SHEQ Manager shall review the results of the environmental efforts and include an
evaluation of these results in the Management Review.
015.3.2 Training, competence and awareness

One SHEQ officer has received training for ISO 14001 and is capable of supplying the
required training to the relevant office staff and the vessels. Such training shall include
record keeping and monitoring of the environmental plans, objectives and targets.
015.3.3 Communication
Environmental efforts shall be part of the agenda of the SMT meetings onboard and it is
expected that the team are preparing ideas of possible environmental improvements to the
Company. Any actions form the vessels shall be reacted to promptly from the Company.
015.3.4 Documentation
The vessel shall keep a monthly record of all waste generated and disposed ashore. An
inventory list shall be maintained updated at all times of the hazardous materials onboard.
The use of such materials shall be recorded.
015.3.5 Control of documents

Reference: Chapter No. 11
015.3.6 Operational control

The CO₂ index for the vessels is calculated and is compared with other shipping companies.
Reference: Ship Efficiency plan
All sources of potential pollution shall be listed onboard each vessels and evaluations
combined with measurements where possible shall determine the amount of effluent from
each vessel. Plans for reduction over time for these effluent shall be prepared.

Main Quality manual
015.3.6.1 Ballast Water

All vessels have an approved Ballast Water Management Plan which is prepared to reduce
the transfer of unwanted marine organisms.
015.3.6.2 Bunkering
15.3.6.2.1 General
The Chief Engineer or a responsible Engineer designated by him, shall supervise all
bunkering operations on the vessel. Prior to the commencement of bunkering operations the
Engineer in charge will agree with the shore staff or barge crew, the notice required to be
given for starting, slowing down and stopping the supply of bunkers. Throughout the
operations the Engineer in charge will maintain close co-operation and continuous
communication with the shore staff or barge crew.
The bunker checklist shall be used.
15.3.6.2.2 General precautions

The OOW shall ensure that the vessel is securely moored. Mooring lines shall be regularly
monitored to ensure that they are properly tensioned in order to minimize any movement of
the vessel away from or along the berth. If bunkers are supplied by barge, the OOW shall
ensure that the barge is properly and safely moored alongside. The OOW shall report to the
Chief Engineer that the moorings have been checked and are properly set before bunkering
starts.
All scuppers shall be plugged liquid tight for the duration of the operations. Accumulations of
water should be drained off the deck and the scupper plugs replaced immediately after the
water has been cleared.
The emergency pollution equipment shall be kept ready for immediate use.

Main Quality manual
15.3.6.2.3 Prior to start of bunkering

All personnel engaged in the bunkering operations shall be familiar with the vessel’s fuel
system including the position of overflow and air vent pipes, the overflow tank, the sounding
pipes and level indicators and alarms:
• Verify with the supplier that the specifications of the fuel oil to be delivered, meets the
company’s requirements;
• The officer in charge of operations will advise the shore staff or barge crew the
maximum loading rate and the maximum pressure allowable on the fuel lines.
• The officer in charge will confer with the Chief Officer with regard to the disposition of
the bunkers and the trim and stability conditions to be maintained;
• The officer in charge will take ullages and calculate the quantity of bunkers already
on board, and be satisfied that the quantity of fuel oil to be shipped can be safely
accommodated on board;
• Where possible he should also check the ullages of the shore or barge holding tanks,
and ascertain from the supplier the unit of measurement being used;
• If applicable check the supply meter reading and any compensating factors such as
for temperature to be used when making calculations;
• The officer in charge of the operations will draw up and advise his assistants of the
sequence of tanks to be filled, and change over procedures;
• The overflow tank or the tank set aside as an overflow tank is the last tank to be filled
and the filling valve to this tank is to be kept closed until required for filling. A check is
then to be made that all necessary valves in the filling line are open;
• The officer in charge of the operations will ensure that all air vent pipes have been
inspected to ensure that displaced air and gases can escape freely;
• The officer in charge shall visually inspect the hose(s) used for bunker transfer to
satisfy himself that transfer hoses are in apparent satisfactory condition;
• In case of any doubt he must refuse to allow transfer operations to commence; and
• Before starting bunker transfer the officer in charge must check that the bunker
transfer hose is properly secured and bolted to the ships manifold.
15.3.6.2.4 Precautions during bunkering

Bunkering is to commence at the minimum pumping rate to allow checking for any leakage
from the bunker hose or hose flange connection, and the ship’s fuel lines.
After confirmation that the systems are tight and that the correct tank is being filled, the
pumping rate may be increased.
• Check that the bunkers are flowing into the correct tank;
• Filling of tanks should commence with the forward tanks then proceed aft. Double
bottom oil tanks should be filled by gravity from deep tanks, if possible;
• The filling valves of the next tanks in the sequence of filling should be opened before
the valves on the tanks being filled are closed;
• Inspect the hose and fixed lines for leakages and check the drip trays;
• Frequent soundings or ullages of the tanks should be taken;
• During “topping up” of the tanks the delivery rate is to be slowed down, and ample
warning given to the supplier to reduce the rate of delivery; and
• When filling the last tank ample warning is to be given to the supplier for reducing the
rate of delivery, and stand by for stopping the delivery to ensure a sufficient ullages
remaining in the tank to accommodate line draining.

Main Quality manual
15.3.6.2.5 Completion of bunkering operation

After the hose and fuel lines have been drained the hose removed, and a blank flange fitted
and fully bolted to the end of the filling line, all fuel line and tank filling valves are to be
closed.
15.3.6.2.6 Internal transfer on bunkers

When transferring fuel oil within the vessel for trim and stability purposes or from bunker
tanks to settling tanks, the officer in charge will inform the bridge and ensure that any
overboard discharge valve from the fuel oil transfer pump is closed and secured against
accidental discharge.
The officer in charge will ensure that air vent pipes and overflow pipes are cleared.
Frequent soundings or ullages shall be taken during the transfer to guard against spillage or
overflow. On completion of the transfer of bunkers, all tank, fuel line and pump valves shall
be closed. Further the following hall be observed:
• Scupper plugs on decks are closed;
• Connecting flanges at manifold are blanked and fully bolted; and
• Lines are regularly inspected for leakages.
015.3.6.3 Funnel emissions
15.3.6.3.1 Exhaust emission pollutants

The main exhaust emissions pollutants and their effect on the environment are:
Oxides of Nitrogen Smog and acid rain
Sulphur oxides Acid rain
Carbon monoxides Greenhouse effect
Unburnt hydrocarbons
particulates Smog
Amongst the pollutants nitrogen oxides have been identified as of primary concern.
The control of both nitrogen oxides and Sulphur oxides is primarily achieved through sound
procedures for engine optimization and maintenance of the plant.
This also applies to black smoke emissions and unburnt hydrocarbons although the ash
content of the fuel will affect the level of particulate emissions.
15.3.6.3.2 Control of funnel emissions

It is incumbent upon the engine room staff to take measures to control the level of funnel
emissions by:
• Efficient centrifuging and clarification of fuel oils;
• Cleaning of main and exhaust gas boiler uptakes. This operation must only be
carried out after consultation with Company Technical / Manufacturer’s
recommendations;
• Careful monitoring and balancing of combustion control systems;
• Maintaining boiler burner atomizers free from drips, where appropriate;
• Efficient purging of boiler combustion spaces prior to flashing, where appropriate;
• Monitoring of flue gas condition; and
• Ensuring optimum combustion of fuel in main and auxiliary engines.
015.3.6.4 Cargo emissions

Emission of cargo vapours to the atmosphere shall be kept as low as possible.

Main Quality manual
015.3.6.5 Refrigerants
15.3.6.5.1 Ozone Depleting Potential (ODP)

Ozone Depleting Potential means:
”The integrated change in total ozone per unit mass emission of a specific compound,
relative to the integrated change in the total ozone per unit mass of CFC-11 (R-11).”
The following Ozone Depletion Potentials (ODP) representative3 to the CFC’s most
commonly used onboard:-
Refrigerant Potential
11 1
12 1
113 0.8
114 1
115 0.6
22 (HCFC) 0.05
15.3.6.5.2 Global Warming Potential (GWP)

Global warming potential (GWP) is a measure of how much a given mass of greenhouse gas
is estimated to contribute to global warming. It is a relative scale which compares the gas in
question to that of the same mass of carbon dioxide (whose GWP is by definition 1). A GWP
is calculated over a specific time interval and the value of this must be stated whenever a
GWP is quoted or else the value is meaningless.
GWP
Gas Lifetime (years) Time horizon
20 years 100 years 500 year
Methane 12 62 23 7
Nitrous oxide 114 275 296 156
HFC-134a
13.8 3300 1300 400
(hydrofluorocarbon)
HFC-23 (hydrofluorocarbon) 260 9400 12000 10000
sulfur hexafluoride 3200 15100 22200 32400

Main Quality manual
15.3.6.5.3 Maintenance intervals

Every installation containing CFC’s, HCFC’s or HFC’s shall be checked for leaks and
potential leaks. The leak-test interval is depending on the amount of refrigerant gas in the
installation:
Weight Maintenance interval

0 – 2.99 kgs No maintenance prescribed
2.99 – 29.99 kgs To be checked at least once every 12 months
30.0 – 299.99 kgs To be checked at least once every 3 months
≥ 300 kgs To be checked at least once every month
These intervals shall be used in the planned maintenance system of the vessel.
When a leak test is performed a “logbook page” is to be printed and completed with all
requested items.
It is not allowed to add refrigerant to an installation without reason, e.g. when no alterations
are made to the installation which increase the content, there must be records of what was
repaired in order to stop the leakage.
015.3.6.6 Noise
New and noisy equipment installed onboard, may require new noise measurements.
Operation of some equipment (e.g. hydraulic systems, pressure reduction valves, etc.) and
vessels undergoing maintenance and repairs in ports and harbors produce noise levels
which may disturb the adjacent population. Shipboard shall ensure that all efforts are done
to restrict noise levels in ports where this is likely to affect the environment.
015.3.6.7 Cleaning agents/detergents

Where possible, cleaning agents/detergent onboard shall be biodegradable and only be
used in quantities necessary for the task at hand.
The type and quantity used shall be recorded and plotted and checked against comparable
vessels in the fleet.
015.3.6.8 Paints
The use of water-based paints shall be investigated and implemented where possible.

Main Quality manual
015.3.6.9 Vessel waste
15.3.6.9.1 Garbage
A space shall be allocated on board to store garbage until it can be disposed of to shore
reception facilities incinerated or discharged in accordance with the following conditions:-
• The disposal of any plastic garbage into the sea, including synthetic nets, ropes and
plastic rubbish bags is prohibited regardless of the trading area
• The disposal of dunnage lining and packing material which float is prohibited
regardless of the trading area
• The disposal of all other garbage (including paper products, rags, glass, metal,
bottles and crockery) is prohibited regardless of the trading area
• Food wastes within 12 nautical miles from land unless they have first passed through
a grinder such that the particle size is less than 25 mm. Even when this particle size
has been achieved, the minimum distance from land at which discharge is permitted,
is set at three nautical miles.
Minimum collection and disposal requirement are:
Product Storage Destination

Bilge and dirty water Bilge and holding tanks Ashore
Sludge and dirty oil Sludge and Dirty oil tanks Incinerator or given ashore
Grey / Black water Sewage tank Sewage installation
Used chemicals Dedicated and marked drum ashore
Used filters, oily Dedicated and marked bin Incinerator or given ashore
rags/cotton with lit
Oily papers/carton Flame retarded garbage bin Incinerator or given ashore
Plastics Flame retarded garbage bin Incinerator or given ashore
Wood rests Safely stored Incinerator or given ashore
Empty tins of chemicals Safely stored Ashore
Paints and Empty Paint Safely stored Ashore
Tins
Ashes non toxic Dedicated and marked bin Ashore
with lit
Ashes plastics/ remains Dedicated and marked bin Ashore
with lit
Batteries Dedicated and marked bin Ashore
Glass Safely stored Ashore
Metal Safely stored Ashore
Used cartridges Dedicated and marked bin Ashore
All garbage disposal and incinerator use should be recorded in line with Marpol regulations.
Engine room garbage is to be treated as part of the general ships waste and recorded in the
garbage record book.

Main Quality manual
Receipt notes of disposed garbage are to be filed in the appropriate binder and to be kept
onboard for 2 years.
In order to reduce volumes, the use of compactors and crushes shall be evaluated.
15.3.6.9.2 Incinerators
Incinerators shall be used and maintained in strict compliance with the manufacturer’s
instructions and Marpol Annex VI and shall never be used in ports or other areas where such
use is forbidden or regulated.
The Chief Engineer shall ensure that all users are instructed how to use the incinerator
safely and efficiently.
15.3.6.9.3 Engine room sludge

All oily residues such as from oily water separators, fuel and lubricating oil centrifuges, waste
oil and liquid and solid sludge’s are to be held in the sludge tank and discharged via an
international shore connection to shore reception facilities, or, burned in ship’s incinerator.
All disposal of oily residues shall be recorded in the Oil Record Book.
In the event of failure of the oily water separator installation, oil residues from the machinery
spaces are to be retained on board for discharge to shore reception facilities.
Reference: Engine Room Manual Chapter 017.4.11, ‘Pumping engine room bilges’
015.3.7 Emergency preparedness and response

Reference: Emergency and Salvage Manual

Main Quality manual
015.4 CHECKING AND CORRECTIVE ACTION

015.4.1 Monitoring and measurements
Reference: Chapter No. 012, ˝Verification, review and evaluation˝
015.4.2 Evaluation of compliance

Evaluation of compliance with the environmental requirements are verified in connection with
015.4.3 Corrective and preventive action

Reference: Chapter 09.2,˝Preventive and corrective actions
015.4.4 Control of records

Reference: Chapter No. 011.1.2,˝Control of records˝
015.4.5 Internal audits

Reference: Chapter No. 012, ˝Verification, review and evaluation˝
015.5 VESSEL EFFICIENCY MANAGEMENT PLANS

Reference: Vessel Efficiency Management Plan
015.6 ENVIRONMENTAL MANAGEMENT REVIEW

Reference: Chapter No. 012.2.6 of this Manual

EMERGENCY AND SALVAGE

Emergency and Salvage manual
01 INTRODUCTION
The Managing Director in the office shall ensure that the Company Emergency Response
Team is complete at all times and able to act immediately in case of an emergency
situation.
On board the vessel, the Master shall ensure to train the entire crew in meeting an
emergency situation through the systematic drill program and through observations made
during normal operations.
Reference: Chapter No. 03.1,”Vessel Emergency Organization, General” in this Manual

02 EMERGENCY PREPAREDNESS
02.1 DOCUMENTATION
Apart from this Manual, the following additional emergency documents are available at the
Company:
• Emergency Response Communication Plan:

• Emergency Response Team files for all vessels see Chapter No. 03.5.3
02.2 COMMUNICATION PLAN

02.3 REPORTING REQUIREMENTS

02.3.1 Initial verbal report to the Company
All accidents and incidents shall be reported by telephone to the Company as soon as all
immediate corrective actions required to stabilise the situation have been taken.
The Master shall use the 24 hour TD duty number
In case the TD duty number cannot be reached the number of the CSO / DPA shall be used
as a back up
This report shall as a minimum contain the following information:
• Name of vessel;
• Name of Master;
• Vessel Position;
• Date and time of the emergency;
• Nature of the emergency;
• Any injuries, fatalities or persons missing;
• Damage to the vessel and/or cargo;
• Damage to environment;
• Damage to 3rd. party property;
• Action already taken;
• Proposed action to limit the damage;
• Availability of propulsion and main steering systems;
• Availability of own power supply;
• Notifications already done; and
• Agree on interval of follow-up communication; and
• What support is required from emergency response team:
 Medical assistance
 (fire-fighting) tug assistance
 Oil cleaning assistance
 Stress and stability calculations
 Technical support
If the vessel is in port or in the territorial waters of a Coastal State, the Master must ensure
to follow any required procedures for securing the scene and not to disturb evidence should
there be a requirement for an independent external investigation

02.3.2 Initial written report to the Company

An initial incident report shall be sent by standard mail as soon as possible and be
addressed to the following:
• Fleet Director
• Manager Maintenance and repair
• Superintendent
• SHEQ Manager
A copy of the message is to be send to the generic email of the following departments :
• Chartering Department;
• Operations Department;
• Technical department ;
• SHEQ department
• HR (Marine) Department.
Initial notification to Authorities shall be done as per SMPEP or SOPEP Manuals
02.3.3 Follow-up reports to the Company

Whenever there are important developments in an accident or incident scenario, the Master
shall report by telephone using the 24 hour telephone numbers available.
02.3.4 Final report to the Company

When the accident or incident is over, the Master shall, as soon as possible but not later
than 24 hours, send a full written report to the Company containing the following information:
• Exact time of the event and duration;

• Exactly what happened;
• What and who was involved;
• Human injuries;
• Damage to vessel or vessel equipment;
• Damage to cargo;
• Damage to the environment;
• Damage to 3rd. Party property;
• What are the probable causes (unsafe acts or conditions); and
• What are the probable root causes.
Reference: STAR IPS, “Accident Report”

02.3.5 Reporting human injuries

All reporting of injuries inflicted to any part of the seafarer’s body while on board the
Company’s vessels or ashore on Company business shall be prepared in accordance with
the OCIMF’s “Marine Injury Reporting Guidelines” .
Business Development Department is responsible for the presentation of the figures which
shall be discussed in the Management Review.
Reference: OCIMF’s Marine Injury Reporting Guidelines and Main Quality Manual Chapter
012.
02.3.6 Reporting requirements, noxious substances

For any accidents involving any discharge of oil or Noxious Liquid Substances (NLS), the
vessel shall, in addition to Chapter No. 02.3.1 above, also comply with the reporting
requirements in the SMPEP.
Any time limits from a coastal state must be strictly adhered.
Reference: Chapter No. 02, “Reporting Requirements” in the Shipboard Marine Pollution
Emergency Plan (SMPEP)
02.3.7 Reporting requirements, US waters

For vessels trading in US waters the reporting requirements laid down in the Vessel
Response Plan (VRP) shall be complied with.
Reference: Chapter No.2.2 of the VRP
02.3.8 Reporting requirements, Company

The Company shall, after having been notified by the vessel of an emergency, maintain the
contact with the external institutions as per the Company Emergency Communication Plan
as shown in Chapter No. 02.2 above.
The Company shall, as soon as possible, decide whether to send a Company representative
to assist the vessel and who shall carry out the investigation.

02.4 RESPONSE TEAM

The Company Emergency Response Team consists of the following members:
Team member Responsibility Deputy
Fleet Director Team Leader Manager Maintenance and

Repair
Manager Maintenance and Contact Class, Salvors and Superintendent

Repair Insurance
Liaison between vessel and

ERT
SHEQ Manager Contact with authorities and SHEQ Officer

vetting departments
Manager Chartering and Contact with charterers Operator

Operations
Manager HR (Marine) Liaison between ERT and Crewing Officer

MRT (Media Response
Team)
A separate Media Response Team consist of the following members::
• Managing Director;
• Chief Financial Officer (CFO); and
• Management secretary.
A separate (laminated) list with the Company's Emergency Telephone Number, the office
numbers and the private telephone numbers of the ERT-members is supplied to the vessel
for display at the bridge, in Master’s office and in the CCR. The ERT is contactable on a 24
hour basis.
The ERT will, depending upon the circumstances, call in an Emergency Assistant Team
(EAT) to assistant with the communication activities. The Team Leader or deputy will
continuously monitor the human resources required to handle any emergency efficiently.
On notification of a shipboard emergency, the ERT-member on duty will notify the other
members of the Team. Further details are found in the Company's Emergency
Communication Plan.

02.5 EMERGENCY ROOM

There is a dedicated emergency response room in the Company’s head office.
Reference: Chapter No. 04.3, “Location”, in the Emergency Response Communication Plan.
02.6 DRILLS AND EXERCISES, PLANNING

The frequency of drills and exercises to be completed shall be determined by the number of
vessels within the fleet.
Fleet size Drills and exercises
0 – 15 vessels 1 major exercise or drill per calendar year
15 – 30 vessels 2 major exercises or drills per calendar year
30 – 45 vessels 3 major exercises or drills per calendar year
The exercises and drills carried out shall be relevant and consistent for the composition of
the fleet and the trading patterns. Scenarios shall be credible and realistic and shall vary
from exercise to exercise in order to test as far as possible the activities of the Emergency
Response Team.
Actual emergency situations in which the emergency response team was involved may be
considered as an exercise.
All elements as listed in below table shall be covered by at least one drill or exercise
annually.
Element Type
Element 1 Oil spill
Element 2 Fire on board
Element 3 Collision
Element 4 Serious injury / medical evacuation
Element 5 Security / ISPS
Element 6 Cargo release
Element 7 Media response
Element 8 Grounding
Element 9 Hull Leakage / flooding
Element 10 Communication and mobilisation test
Element 11 Drill with external party (Class / Customer etc.)

*Note: Several elements may be combined in one drill or exercise.
02.7 DRILLS AND EXERCISES, EXECUTION

Every second internal exercise shall be carried out outside office hours in order to test the
communication and mobilisation system of the ERT.
At least one of the exercises shall be unannounced, and only be known to a few select
members of the emergency team.
All external resources shall receive a notification at least one week prior to the exercise, and
a second notification on the day of the exercise.
The Emergency Response Team leader shall appoint a record keeper and a detailed record
of the following shall be maintained:
• Time of notification and time of arrival at the Company emergency centre for each
emergency team member;
• Time from the initial notification until the complete emergency team has arrived at the
Company emergency centre;
• Time from the initial notification until contact has been established with:
 Vessel;
 Local vessel agents;
 Representatives of Contracting Governments;
 Representatives of Hull & Machinery underwriters and P & I club;
 Classification society;
 Local emergency response services;
 Vessel’s QI if navigating in US waters;
 Vessel’s AP if navigation in the Panama Canal Zone;
 Crewing department; and
 Time from the initial notification until the emergency team has established a full
overview of the emergency scenario situation and the progress of the exercise.
These records shall be used to evaluate the effectiveness of the Company’s emergency
response preparedness.
All emergency exercises shall be subject to review, discussions and evaluations during the
Management Review.
02.8 DRILLS AND EXERCISES, REVIEW
The exercises and drills as carried out shall be reviewed in the annual Management Review
to determine if all elements which are subject to annual training have been satisfactory
completed.
Elements which have been not covered by at least one drill, exercise or actual incident
follow-up shall be scheduled to be subject of exercising in the first quarter of the next year.

03 VESSEL EMERGENCY ORGANIZATION

03.1 GENERAL
The Master shall ensure to train the entire crew in meeting a potential emergency situation.
The training shall include, but not be limited to:
• Use of all lifesaving and fire fighting equipment;

• Rescue injured personnel from enclosed spaces;
• Dealing with security incidents including operating the SSAS (although the SSAS
system is considered as confidential also other crew members, not being the SSO,
must be able to activate this system.)
• Starting the emergency fire pump;
• Starting the emergency generator;
• Manual activation of the EPIRB;
• Preparation for abandoning vessel; and
• Damage control in connection with flooding.
03.2 EMERGENCY RESPONSE TEAM, VESSEL

The Master is responsible for ensuring that the Ship’s Emergency Response Team (SERT)
is well organised and prepared to respond to any emergency situation.
Reference: Appendix 6, “Ship’s Emergency Response Team (SERT) in the SMPEP or

SOPEP Manual”
03.3 EMERGENCY MUSTER LIST

The muster list shall specify duties of Master & seafarers in case of an emergency situation.
The Master shall ensure that the Muster list is maintained in compliance with the most recent
SOLAS requirements and reflecting the actual composition of the crew at any time.
03.4 EMERGENCY MUSTERING, VISITORS

The Head of Departments hosting visitors on board are responsible for assisting them during
an emergency.
Reference: Chapter No. 03.3.23, “Visitors in port“ and Chapter No. 03.3.24,
“Supernumeraries” in the HR Manual.

03.5 EMERGENCY DOCUMENTATION

03.5.1 Vessel emergency plans
Apart from this manual, the vessels shall have the following approved emergency response
manuals on board:
• Shipboard Marine Pollution Emergency Plan (SMPEP or SOPEP) – approved by

Class
• Vessel Response Plan (VRP) if in US Waters (if applicable) – approved by USCG
Both plans shall be reviewed annually for possible changes. Even if no changes are made,
the review shall be confirmed on a separate sheet in the plan.
03.5.2 External informative literature
The following external documents are available onboard and shall be maintained in the latest
version:
• A guide to Contingency Planning for the Gas Carrier Alongside and Within Port Limits
(ICS/OCIMF/SIGTTO.
• Tanker Safety Guide , Liquefied Gas (ICS)
• Liquefied Gas Handling Principles On Ships & in Terminals (SIGTTO)
• Guide to Helicopter / Ship Operations (ICS)
• International Aeronautical and Maritime Search & Rescue Manual (IAMSAR).
03.5.3 Emergency response team documents

There are several documents onboard which can help the emergency response team in
making decisions. It is recommended that these documents are kept together on one
location. The following documents can be used:
• SMPEP/SOPEP manual
• P&A manual (if applicable)
• Ballast water management plan
• Stability booklets
• Emergency procedure flowcharts
• Gas plant manufacturer instructions
03.5.4 Flowcharts
A large number of flowcharts covering miscellaneous emergency situations are filed under
one cover, Emergency Procedures”, at the following locations:
• Bridge;
• Cargo Control Room; and
• Engine Control room.
03.5.5 For use by shore resources
In case assistance is needed for emergency services from shore, the following documents
shall be available:

At strategic locations outside the accommodation:
• Updated crew list; and

• Fire Control and Safety Plan.
Inside Cargo Control Room:
• Updated cargo plan;

• MSDS for cargos on board; and
• Stability information;
The Master shall ensure by random verification that the information placed in the containers
is up-to-date. It is especially important to check that the Fire Control and Safety Plan is
correct with respect to internal and external doors.
The containers shall be placed at the following locations:
• Permanently placed at port and starboard side at entrance to the accommodation;

and
• In each port placed near the gangway.
03.5.6 Local contact sheet

Before each port call the crew should prepare a list with all relevant points of contact. This
list shall include, but not be limited to:
• Operators emergency contact details;

• Port Authorities;
• P&I club
• Agent; and
• National pollution reporting centre from the Coastal contact list
03.6 EMERGENCY, DRILLS AND EXERCISE PROGRAM

03.6.1 General
The objective of the drill program is to train the entire crew in dealing with emergency
situations.
Where possible, Key Performance Indicators (KPI’s), such as time taken to muster and
respond to the specific situation wearing the required PPE and in possession of other
required equipment shall be recorded. The KPI’s used shall be included in the evaluation
report and any negative developments shall be explained.
All drills shall be thorough and conducted as if an actual emergency exists.
Drills shall be planned, executed and evaluated with one objective in mind; improve the
individual and team performances. When planning and executing the drills, the following
items shall be considered:
• Plan drills to be a challenge for the crew with unexpected things happening;
• Always time the drills at various stages where possible and relevant;

• Let one officer be an outside ‘’provoker’’ allowing for some surprises and at the
same time record events as they develop. A passive observer normally notices
much more than those in the middle of the drill;
• Assist each other with donning the fire man’s outfit and life jackets;
• Evaluation shall be critical, not attacking individuals and be such as to improve
individual and overall team performance; and
• After a drill set specific improvement targets for the next drill of same type.
03.6.2 Life saving and fire fighting equipment

The drills shall be combined with training required to ensure that the entire crew receives
instructions regarding the following emergency actions and procedures:
• Procedures for raising the alarm;
• Initial action to be taken by the person who detects an emergency situation;
• Initial action to be taken by the officers on watch on the bridge, deck and engine
room in responding to an emergency;
• Functioning of the Emergency Response Organization in responding to the different
types of emergencies;
• Quick and efficient mustering;
• Correct donning and use of protective, lifesaving and safety equipment;
• Area closing down procedures;
• Lowering of life boats;
• Use of and precautions by releasing the fixed fire extinguishing systems in the engine
room, pump room, paint locker, chemical locker, machinery and compressor rooms,
etc; and
• Damage control.
03.6.3 Annual drill and exercise program
Each vessel shall prepare an annual Drill Program (available in StarIPS) including all drills
that will be carried out on a weekly, monthly, quarterly and annual basis.
03.6.4 Evaluations
03.6.4.1 Evaluations, Company

The annual exercise involving the Company and one of the vessels in the fleet shall be
evaluated by the Company using input from the vessel and external participants.
03.6.4.2 Evaluations, on board

All drills shall be evaluated immediately after the completion and all participants shall feel
free to suggest areas for improvement. The KPI’s shall be used to focus on areas where
improvements are most likely to be achieved.
A drill report have to be made in STAR IPS which will be evaluated by SHEQ for lessons
learnt and best practices.

03.7 EMERGENCY, HANDLING MEDIA

Nobody on board any Company vessel shall make any statements to the media or make
themselves available for interviews of any kind without prior permission from the Company’s
Media Response Team (MRT). Should the Master, for whatever reason, be unable to
contact a member of the MRT or the Company for guidance, the Master shall identify the
organization requesting information and provide only the information required by law and, if
deemed necessary, to protect the safety of the crew, vessel and the environment.
No media representative shall be permitted to board the vessel and any filming or photo
shoots in the vicinity of the vessel shall immediately be reported to the Master.
03.8 EMERGENCY, DEALING WITH VISITORS

03.8.1 General
In response to a major emergency situation, a substantial number of visitors can be
expected to board the vessel. These visitors may include, but not be limited, to
representatives from the following organizations:
• Officers of the Contracting Government or specialists appointed by them;

• Salvage personnel;
• Surveyors from the Classification Society and Flag Administration;
• Lawyers and underwriters; and
• Personnel representing other organizations.
All such personnel shall produce photo ID, but shall not be subjected to baggage search
procedures.
03.8.2 Access control

The Master shall ensure that the gangway is adequately manned to check the identification
of all persons attempting to board the vessel. The gangway guard shall inform the Master of
persons attempting access to the vessel and shall not let anybody onboard until authorized
by the Master. All persons boarding the vessel shall be recorded in the visitor’s log.
The following information shall be required from each visitor when boarding the vessel:
• Name and Company;

• Who they are representing;
• Purpose of the visit;
• Who they are to meet onboard;
• If they are in possession of a mobile telephone, it shall be switched off before
proceeding to the accommodation;
• If they have a camera, they shall be told that it is forbidden to be used unless
specifically authorized by the Master; and
• Approved photo ID.
All visitors shall be escorted to a meeting point onboard designated by the Master (e.g. a
conference room, the officer mess, etc) and wait there until they can be met by the Master or
another senior officer designated by the Master.

All visitors shall be escorted the entire time they are onboard and only be permitted into
vessel Restricted Areas if required and approved by the Master or Chief Engineer.
Visitors are not permitted to be in possession of cameras, mobile phones and lighters while
walking around outside the accommodation
03.8.3 Legal representatives, third parties

No seafarer onboard the vessel shall provide interviews to legal representatives of third
parties unless approved by the Company. If the Company approves such interviews, they
shall be carried out in the presence of the Company’s P & I Club legal correspondent(s) or
their designated alternates.
If interviewed by legal representatives, a seafarer’s statements shall be based on the facts of

the event(s) and not on personal opinion. The Master shall not show or provide copies of any
log books or records to third parties unless specifically instructed to do so by the Company.
03.9 ALCOHOL AND DRUGS TESTING FOLLOWING SERIOUS

ACCIDENTS
Reference: Chapter No. 04.10.3.5.5 “Alcohol & drugs testing, Post incident testing” in the HR
Fleet Manual.

04 EMERGENCIES THREATENING HUMAN LIFE

04.1 MAN OVERBOARD
If a man falls overboard, the following actions shall be initiated by the seafarer witnessing the
fall:
• Throw a lifebuoy overboard (with smoke if possible);
• Post look-out(s) and keep the man in sight as long as possible; and
• Call the bridge.
The Officer of the Watch (OOW) on the bridge shall do the following:
• Sound the alarm;
• Call the Master;
• Note vessel’s position;
• Press MOB buttons on electronic navigation equipment;
• Release the lifebuoy with smoke and light from the bridge wing;
• Warn other vessels in the vicinity; and
• Post lookouts on the bridge wings and keep the person in sight as long as possible.
In addition, the OOW shall with assistance from the Master:
• Manoeuvre the vessel back to the scene using the Williamson turn or other approved
method; and
• Launch the Man Overboard Boat (MOB) or when safe to do so, one of the life boats
for recovery.
04.2 MISSING SEAFARER
If a person is found to be missing or unaccounted for, the following shall be carried out:
• Sound the alarm to muster the entire crew as soon as a person has not shown up;
and
• Start to search the entire vessel, using crew members familiar with the areas to be
searched.
While the search is being conducted, the Master shall try to establish the following
information:
• When the person was last seen;
• When the person was reported missing;
• The position of the vessel when the person was last seen;
• Distance and course(s) followed since the person was last seen; and
• Obtain weather and tidal/current information in the periods since missing.
If the search does not uncover the missing person, the following shall be carried out:
• Inform the nearest coastal station;
• Alert other vessels; and
• If useful, carry out a Williamson turn or use another approved method and follow the
checklist for Man Overboard from that point.

04.3 RESCUE FROM AN ENCLOSED SPACE

04.3.1 General
Rescue persons from enclosed spaces can be a hazardous exercise unless a number of
safety precautions are observed:
• Raise the alarm immediately;

• The watch at the opening shall never attempt to enter an enclosed space until
assistance has arrived;
• ENTRY SHOULD NEVER BE ATTEMPTED WITHOUT USING SELF CONTAINED
BREATING APPARATUS (unless it can be ascertained that the person has not been
exposed to toxic gases or oxygen deficiency); and
• Provided it is safe to do so (be extremely careful by possible neck and back injuries),
the victim shall be removed from the space as soon as possible.
04.3.2 Precautions
Although time may be important, entry shall only be made after a careful planning involving
all participants has been carried out. The following shall be part of such planning:
• Persons entering the space shall wear the required PPE including safety harness
with a lifeline;
• The following signals on the lifeline should be used and agreed upon prior to entry;
 (2) pulls: “Slack off line”

 (3) pulls:” I need assistance”/”Come out at once”
All rescuers shall be familiar with the above signals. The lifeline signals shall be POSITIVE
pulls not gentle tugs. Signals are acknowledged by repeating them at the other end. The
following shall be observed
• At least one person entering shall wear a personal oxygen and gas meter;
• Portable torches shall be intrinsically safe;
• The Officer in charge shall stay outside the space and lead the rescue from there;
• First aid equipment including the oxygen resuscitation equipment shall be made
ready for use in a gas safe area; and
• Stretcher and lifting equipment shall be ready;

04.4 MAIN ENGINE CRANKSHAFT EXPLOSION

04.4.1 General
Warning of the formation of oil mist will be given by the oil mist detector, drawing air samples
in turn from all crankcase compartments. Since this will give an alarm at mist concentrations
of 2% to 5% of the inflammable limit, ample time is available to stop the engine before
ignition can take place.
04.4.2 When alarm sounds
In the event of an oil mist alarm, the following shall be carried out:
Keep away from crankcase doors and relief valves. Do not stand unnecessarily in doorways
of the engine room casing.
• Advise bridge, slow down and ask for permission to stop if possible;
• When engine is stopped, stop the pumps for fuel oil and nozzle cooling;
• Leave engine room and shut engine room casing doors and keep clear; and
• Prepare fire-fighting equipment.
Do not open the crankcase until at least 30 minutes after stopping. When opening up, keep
clear of possible flames. Do not use naked light and do not smoke.
• Engage the turning gear;
• Shut off starting air and stop lubricating oil pump;
• Take off all lower doors on one side of the crankcase;
• Feel over all working surfaces (bearings, liners, piston rods and scraper boxes, guide
shoes telescopic pipes, chains) and try to locate the hot spot
• Look for squeezed-out bearing metal and heat discolorations (blistered paint) burnt
oil, heated steel);
• Feel over crankcase ceiling to check if the oil mist is due to a scavenge fire; and
• If no hot spot is found in the crankcase, make a similar search in thrust bearing.
04.4.3 Restarting the engine
Carry out permanent repair, giving special attention to ensure lubricating oil ways are clear
and the condition of the frictional surfaces involved is satisfactory.
Start lubricating oil pump and check oil flow from all bearings and sprays in the crankcase,
chain casing and thrust bearing while turning the engine one revolution with the turning gear.
Stop and inspect. Crankcase inspections shall be carried out 15 - 30 minutes after starting,
one hour later on reaching full load. At each inspection oil mist condition shall be observed.
Particular attention shall be given to the engine part(s) which caused the original
overheating.
In very rare cases oil mist can be due to “atomization” of lubricating oil disintegrated by an
air jet, e.g. blow-by, leakage from the scavenge casing, blow-by through a cracked piston
and piston rod.

04.4.4 Precautions
Crankcase explosions are caused by a combination of hot spots and oil mist.
The following precautions shall be observed:
• Well maintained bearings will only cause overheating if the journals deteriorate due
to the lubricating oil becoming corrosive, being polluted by abrasive particles, or if the
supply fails;
• Continual purification of the oil is therefore essential, backed up by frequent analysis;
• Wire gauzes, which shall be of stainless steel, and all filters shall be inspected and
cleaned as specified in the PMS; and
• Due to the high frictional load on the thrust bearing, special attention shall be given to
ascertain that its oil supply is being maintained.
Monitoring equipment, shall be kept in good order, and tested as per PMS.
Inspection of the crankcase at suitable intervals (15-30 minutes after starting, one hour later
and again when full load is obtained) is still the best safeguard against overheating when
starting up after overhaul of moving parts, and shall never be neglected.

04.5 ILLNESS/INJURY ONBOARD

04.5.1 Illness/injury onboard, reporting routine
Reference: Chapter No. 03.3.20.2, “Sickness and injuries onboard” in the Human Resource
Manual
04.5.2 Sickness/injury onboard, privacy requirements

In order to respect the privacy of seafarer and supernumeraries sickness or injuries shall be
reported to crewing@anthonyveder.com . This e-mail address is protected and only
available for crewing
04.5.3 Sickness/injury onboard, at sea

The Master shall ensure that an injured or serious sick seafarer is immediately attended to
onboard and brought to the vessel’s hospital. The Medical Officer shall carry out a medical
investigation to establish the extent of the injuries or what type of sickness the person is
suffering from and to carry out first aid as applicable.
If the sickness or injuries are thought to be life threatening, the Master shall consider taking
the following actions:
 Obtain medical advice;

 Request assistance from other vessels when:
 Advised by the Radio Medical Advice (RMA);
 When RMA not possible;
• Deviate to nearest port.
All cases of sickness and injuries causing inability of seafarers or supernumeraries to

perform scheduled work shall be reported by the Master to HR (Marine) and the SHEQ
Department immediately.
04.5.4 Sickness/injury onboard, in port

The Master shall ensure that a seriously injured or severely sick seafarer is immediately
attended to onboard and outside assistance is requested via the terminal. The agent shall
immediately be informed in order to assist in handling shore side arrangements and
requirements for persons sent ashore for treatment.
The Master shall inform the Company in a timely manner if the injured or sick crew member
has to be hospitalized. In addition, the Master and the Company shall determine if the vessel
can sail to the next port without replacement of the crew member sent ashore for treatment.
In connection with serious injuries, the following shall be carried out:
• Request information from the terminal and the local agent about any special
procedures which may apply for such cases;
• Inform the Company; and
• Carry out a preliminary investigation of the accident.
The Company shall in turn inform the following parties as required:

• Company’s P & I club;

• Flag Administration;
• Manning Agency; and
• Classification Society (only if classification matters are affected).
The Company will inform the Master about the requirements for any further investigation of
the accident, including whether an investigation team will be dispatched from the Company
to the vessel.
04.6 DEATH ONBOARD

When death occurs on board Company vessels at sea, the corpse shall be properly
groomed and dressed and further treated as per instructions in the medical handbook.
Vessels in coastwise trade shall in coordination with the DPA or Fleet Director promptly
proceed to the nearest port to land the body to avoid refrigeration.
In every case of death on board, the Company shall be advised immediately. Details shall
include circumstances of death and any other pertinent information so that proper
communications can be rendered to all concerned.
The Master shall investigate the circumstances of the death and complete the required
reporting.
04.7 RELEASE OF CARGO VAPOURS

04.7.1 Potential problem areas
Cargo vapours may escape from the cargo containment system due to human error and/or
technical problems in connection with the following:
• Pipe line liquid leakage e.g. from liquid loading/unloading line during cool-down or
prior to draining after loading/unloading operations;
• Cargo heater and vaporisers or from condensate return pipe work in compressor
room or on deck;
• Liquid release from a liquid full condenser or from thermal pressure relief valves in
liquid piping which result in liquid accumulation in relief pipe work and mast riser;
• Vapour release through tank pressure relief valves or manual venting valves when
gas-freeing or changing cargoes;
• Spillage resulting from inadvertent disconnection;
• Fracture/mechanical failure of pipe work and equipment/instrumentation;
• Vapour release through tank pressure relief valves,
• Liquid spill in cargo transfer hoses/hard arms; and
• Vapour emissions from vapour return hose/hard arm.
04.7.2 immediate actions
If emission does occur the first objectives shall be to detect the source and to alert the
Officer of the Watch (OOW) as soon as possible and to stop or minimise the emission by
isolation of the source.
Equipment such as emergency shut-down of cargo pumps, compressors, valves, fixed spray
systems at cargo manifolds shall be activated as required in controlling liquid spill and
vapour emission incidents.

Similarly, operation of closing devices fitted to all air intakes into accommodation spaces,
service, spaces and control rooms shall be considered. At sea, manoeuvring of the vessel to
carry vapour emissions away from the accommodation and engine room intakes are also
options to be considered.
04.7.3 Spill control

The characteristics of different liquid gas vapours shall be considered when deflecting or
dispersing vapours in the event of a spill. It shall be noted that only ammonia vapours are
significantly lighter than air at ambient temperature. All vapours evaporating from a liquid gas
spill will therefore tend to lie low while still cold, and even after warm-up to ambient
temperature.
Where a liquid gas pool is contained say between the vessel’s side and the terminal jetty,
and a breeze or tidal stream is running, pool and vapour dispersion may be most safely
accomplished by wind or tidal flow alone, without agitation of the pool and vapour cloud by
the application of water spray. If such application is over vigorous, although accelerating
warm-up and consequent evaporation rates, it might cause the vapour cloud to rise above
deck or jetty level and so encourage uncontrolled dispersal into areas of possible ignition
sources.
Where possible, personnel shall remain upwind of any spillage.
04.7.4 Water spray dispersion control

Water spray techniques are suitable for:
• Dilution of continuous gas leaks to below their lower flammable limit (LFL);
• Protecting ignition sources by controlling the direction of flow of the flammable gas
clouds;
• Diverting flammable clouds from sensitive areas, such as confined spaces where a
detonation may occur at ignition;
• Assisting the diversion of toxic gas clouds from areas occupied by people;
• Provide heat to a cold gas (e.g. ethylene) cloud to enhance buoyant dispersion; and
• Absorbing some gases (e.g. ammonia, chlorine and ethylene oxide) into solution in
the water.
Caution shall be exercised if using water sprays for diluting large flammable gas leaks or
instantaneous releases which require a correspondingly large scale arrangement of water
sprays. The following shall be born in mind:
• A small water spray may not dilute to below the LFL but only increase the volume of
pre-mixed cloud;
• The performance of water sprays in diluting and controlling direction of gas clouds
reduces with increasing wind velocity;
• Water sprays are not suitable to act as an impenetrable barrier; they only dilute gas
clouds passing through them by mixing with air. Also they will not contain a high
velocity jet leakage if placed too close to the point of leakage;
• Portable gas detectors shall always be used to check on the effectiveness of water
spray containment or dispersal; and

• Once a decision to control the gas cloud by water spray has been taken, the
maximum quantity of water spray available shall be deployed as quickly as possible.
An alternative important consideration is to prevent a flammable gas cloud from reaching a

potential source of ignition; this may be achieved by redirecting the gas cloud to one side of
the ignition source by water spray techniques.
Gas which is vented through the mast riser from a tank pressure relief valve or by a manual
control valve may be similarly directed and/or diluted to below the LFL if sufficient water
capacity and pressure is available for this purpose; it is important that the jet spray does not
enter the mast riser vent where it may freeze due to the low temperature of the vented gas
and thus cause a restriction in the vent outlet.
Care shall also be taken to ensure that water sprayed on the vent mast riser does not
vaporise liquid within the riser forcing out a plug of liquid onto crew members below.
04.7.5 Precautions
Consideration of the available capacity of water spray will indicate the size of liquid (and
perhaps vapour) spills which may not be diluted to below the LFL and which therefore will
increase the volume of gas diluted with air into the flammable range in the immediate
vicinity.
Consideration may still be given to the protection of personnel or a potential ignition source
by deflection of the edge of the gas cloud around the vulnerable area - for example, vessel’s
accommodation, terminal electric sub-stations, process control rooms, etc.
Personnel conducting the controlled dispersion of flammable or toxic gas clouds and
checking the gas concentration shall observe the following:
• Wear full protective clothing to offer protection by a potential ignition;

• Wear self-contained air-breathing apparatus;
• The air-breathing apparatus shall be of the positive pressure type to minimise the
ingress of toxic gases through the face/mask seal; and
• The communications equipment used shall be intrinsically safe and lighting and
torches in use must be flameproof or safe for use in flammable atmospheres.
Should it be required to enter a gas cloud to locate and isolate the source of a leakage,
lifelines shall be used and personnel kept protected by water sprays. A rescue team,
equipped with protective clothing and breathing apparatus, shall be ready for immediate
intervention.
The best refuge from potential fire, explosion or toxic hazard is within the vessel’s
accommodation or inside a designated pressurised safe shore building where there is
protection from radiated heat or explosion on ignition, and from toxic gas.
Consideration shall always be given to wind direction in deciding the safest escape route
(which is normally across the wind) and the safest under-cover protection.

04.8 CARGO LEAKAGE INTO VOID SPACES

The leakage from any cargo tank into the void space represents a major emergency
condition as it indicates a failure of the containment system. The first indication of leakage
will probably be from the fixed gas detection equipment.
The main aim of the crew shall be to try and contain the situation until outside assistance
reaches the vessel to carry out a full assessment of the situation.
When a failure of the main containment system is suspected, the Coast State authorities and
Company must be advised immediately.
Items which shall be considered in such a situation are:
• Void space is liable to become pressurised;

• The leakage is vapour of liquid;
• The leakage is liable to cause brittle fracture of the void space steel;
• The leakage is liable to cause freezing of any ballast water in double bottom;
• Ballast water can be pumped out;
• The void space be safely vented;
• The liquid head in the tank can be reduced by transfer;
• The pressure in the tank can be reduced by running compressors;
• The void space is or can be entered;
• The gas is toxic; and
• Estimates of the amount of cargo that has escaped.
04.9 VESSEL BREAKING AWAY FROM THE BERTH
The Master shall ensure that all important factors affecting the safety of the vessel’s mooring
throughout the duration of the port stay are obtained, recorded and evaluated, such as:
• Weather conditions, present and forecasted for the length of the stay;
• Condition and position of the shore facilities mooring bollards relative to the vessel;
• Changing of the vessel’s draft;
• Tidal and river (where applicable) current ranges and velocity; and
• Vessel traffic in proximity to the shore facility and speed restrictions in affect.
In addition, the Master shall discuss the following with the shore facility prior to
commencement of cargo handling operations;
• The permissible deviation from the predicted conditions before a controlled stop of
operations is carried out; and
• If safety features, like auto-shut down, is build into the loading arm system.
Any variation of the predicted conditions shall be recorded, and the moorings shall be
frequently checked to maintain secure mooring at all times.
Should the vessel break away or threaten to break away from the berth during cargo
handling operations, there are three primary hazards that should be anticipated:
• Release of toxic and/or flammable gas;
• Collision with other vessels in the vicinity; and

• Grounding/stranding.
The following actions shall be considered:
• Activate the ESD system as agreed and inform terminal;
• Close manifold valves;
• Inform the Master and the Chief Engineer;
• Request tugboat assistance;
• Activate the fire squads, and man foam monitors and fire hose stations;
• Alert the engine room to start the main engine;
• Disconnect the cargo hose/loading arm if safety permits;
• Activate gas alarm precautions;
• Explore the possibility to employ additional mooring ropes with external assistance;
• Activate the SMPEP or if in U.S waters the VRP; and
• Inform the Company.
04.10 JETTISON OF CARGO

04.10.1 General
Under extreme circumstances it may be necessary to discharge cargo overboard in the
event of emergency. Such an action shall NOT be undertaken, however, without carefully
considering the following:
• All safety implications;

• Trim;
• Stability;
• Hull stresses; and
• Local weather conditions.
Jettison shall only be carried out after a risk assessment has been carried out and
authorization has been received from the Company.
04.10.2 Procedure
The discharge overboard of cargo from amidships manifolds shall be carried out:
• Through hose(s) connected to the manifold(s) used for the discharge. All other
manifolds shall be flanged and fully bolted;
• Hose(s) shall be lowered as close as possible to the sea level and properly rigged;
• The vessel moves astern against the wind. At approximately 8m/sec relative wind
speed from astern the superstructure and afterdecks shall remain clear of the
resultant cargo vapour cloud and spray;
• Engine sea suctions in use shall be on the opposite side of the discharge, if possible;
and
• The use of a stern discharge line, if fitted, for the purpose of emergency discharge is
not recommended.

04.10.3 Log entries

Full details of any jettisoning of cargo shall be entered in the Cargo Log Book, the Official
Log Book and the Noxious Liquid Substances Cargo Record Book, as applicable.
The particulars to be given include the following:-
• The position of the vessel;

• The grades of cargo and quantities involved;
• The ullage and temperatures in the cargo tanks before and after jettisoning;
• The leaks from the cargo tanks before and after jettisoning; and
• The time required for jettisoning;
Any other relevant information shall also be recorded.
Reference: Chapter No. 03.18, “Jettison of Cargo or Bunkers” in the SMPEP

04.11 ABANDONING THE VESSEL

04.11.1 Checklist
Reference: Checklist “Abandoning Ship” in the Emergency Procedures Binder.
04.11.2 General
Here are some sound points to remember when abandoning the vessel:
1 Put on as many layers of warm clothing as possible, including foot protection, making
sure to cover head, neck, hands and feet. Fasten, close and/or button up clothing to
prevent cold water flushing through the clothing.
2 If an immersion suit is available, put it on over the warm clothing.
3 If the immersion suit does not have inherent flotation, put on a lifejacket and be sure
to secure it correctly.
4. If time permits all persons shall, before boarding the survival craft or in any case
immediately after boarding, take some recommended anti-seasickness medicine in a
dose recommended by the manufacturer. Seasickness will interfere with one’s
survival chances as vomiting removes precious body fluid, and seasickness in
general makes one more prone to hypothermia and impairs the will to survive.
5. Avoid entering the water if possible, e.g. board davit-launched survival craft on the
embarkation deck. If davit-launched survival craft or other means of dry embarkation
are not available, use over-side ladders or, if necessary, use a rope or a fire hose for
lowering.
6. Unless it is unavoidable, do not jump into the water from a height greater than 5
meters. Try to minimise the shock of sudden cold immersion. A sudden plunge into
cold water can cause rapid death, or an uncontrollable rise in breathing rate may
result in an intake of water into the lungs.
If it becomes necessary to jump into the water; check area below for obstruction;
keep elbows along the side and cover nose and mouth with one hand while holding
the wrist or elbow firmly with the other hand. Avoid jumping onto the liferaft canopy or
jumping into the water astern of a liferaft, in case the vessel has some remaining
headway.
When jumping wearing a lifejacket, the jacket must be firmly kept down to avoid
injuries to nose and neck.
7. Once in the water, whether accidentally or by abandoning, try to locate the vessel,
lifeboats, liferafts, other survivors, or other floating objects. In cold water, violent
shivering and great pain may be experienced. These are natural body reflexes that
are not dangerous. Take, however, action as quickly as possible before the full use of
hands is lost; button up clothing, turn on signal lights, locate whistle, etc.
8. While afloat in the water, do not attempt to swim unless it is to reach a nearby craft, a
fellow survivor, or a floating object to hold onto. Unnecessary swimming will “pump”

out any warm water between the body and the layers of clothing, thereby increasing
the rate of body heat loss.
In addition, unnecessary movements of your arms and legs send warm blood from
the inner core to the extremities (arms and legs) and thus to the other parts of the
body. This can result in very rapid heat loss. Stay calm and take up a good position
to prevent drowning.
9. The body position you assume in the water is also very importing in conserving heat.
Try to float as still as possible - with legs together, elbows close to the side, and arms
folded across the front of your lifejacket. This position minimises the exposure of the
body surface to the cold water. Try to keep the head and neck out of the water.
10. Try to board a lifeboat, raft or other floating platform or object as soon as possible in
order to shorten the immersion time. Remember: the body looses heat many times
faster in water than in air. Since the effectiveness of clothing insulation has been
seriously reduced by water soaking, shielding from wind to avoid a wind-chill effect
becomes important.
Once onboard a lifeboat, shielding can be accomplished with the aid of a canvas
cover, a tarpaulin, or an unused garment. Huddling close to the other occupants of
the lifeboat or raft will also conserve body heat.
11. Keep a positive attitude about survival and rescue. This will improve chances of
extending survival time until rescue comes. A strong will to live does make a
difference!
04.11.3 Problems in the lifeboat

Vomiting
This may be due to the unusual motion of the small craft or due to swallowing fuel oil or sea
water. After severe vomiting the patient shall lie down and be kept warm with coat and
blankets. Seasickness tables may give relief if taken well before the onset of vomiting.
Constipation
Bowel action will be reduced or even stop when taking little or no food. Treatment is normally
not required for this condition - in fact laxatives will do harm.
Difficulty with urination

There may be some difficulty in passing urine and the bladder may feel uncomfortably full. In
any case, when drinking small ration of water, the passing of urine will decrease. The urine
may appear dark in colour and thick. This is only to be expected and should not give raise to
alarm.
Swollen legs
Swelling of the legs is a common occurrence in a boat and continues for a few days after
rescue. The condition subsides by itself without treatment and it can partially be relieved by
the exercises recommended for immersion foot,

04.11.4 Non-freezing cold injury, immersion foot

This is a term given to the condition when the temperature of local tissues in the limbs
(usually the feet) remains sub-normal but above freezing for a prolonged period. It is
commonly encountered by shipwreck survivors who have been adrift and cold for several
days. Usually the feet have been wet and immobile, but this injury can occur in dry
conditions. Other contributory factors are tight footwear and sitting still with feet down for
prolonged periods.
Diagnosis
Feet become white, numb, cold and frequently are slightly swollen. When returned to the
warmth, the feet become hot, red, swollen and usually painful.
Prevention
Every effort shall be made by survivors to keep their feet warm and dry. Shoe laces shall be
loosened; the feet shall be raised and toe and ankle exercises encouraged several times a
day. When possible, shoes shall be removed and feet kept warm by placing them under the
armpits, but outside the clothing, of another occupant of the life-raft or boat. Alternatively,
unwanted spare clothing may be wrapped around the feet to keep them warm. Smoking
shall be discouraged.

05 VOYAGE DATA RECORDERS

05.1 GENERAL
The purpose of a simplified Voyage Data Recorder (S-VDR) and Voyage Data Recorder
(VDR) is to maintain a record, 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.
A S-VDR shall record the following data:
• Date and time;

• Ship’s position;
• Speed;
• Heading;
• Bridge audio;
• Communications audio;
• Radar data; and
• AIS data.
Each vessel shall have instructions in place close to the operation panel of the
(S-)VDR containing information on how to save the data in case of an incident.
05.2 AVAILABILITY
Information contained in a VDR shall be made available to Administrations (Flag and Coast
State) and the Company and will be used during the subsequent investigation to identify the
cause(s) of the incident.
No information from the VDR system shall be released to any 3rd. party without written
authorization from the Company’s Fleet Director or his replacement.
05.3 DATA SAVING

The Master shall ensure to save and forward the data to the office in the following cases:
• Collision between own vessel and a fixed object. This includes, but is not limited to, a
jetty, any part of a lock or quay;
• Collision between own vessel and another vessel, regardless of the state of
operation of own vessel;
• Upon request from the Fleet Director or his replacement;
• In case of a “navigational” near miss;
• In case of abandonment of the vessel during an emergency. (Only when time and
other responsibilities allow to do so); and
• Any other abnormality whereby the VDR data could be helpful during the
investigation.
The data carrier, which contains the saved VDR data (e.g. memory card or CD) shall be
forwarded to the Company by the following means only:
• Hand carried; or
• DHL shipment, next business day delivery

06 EXPLOSIONS
Reference: Chapter No. 03.9, “Fire/Explosion” in the SMPEP or SOPEP

07 FIRE
07.1 GENERAL
Fire onboard vessels can soon develop into a very serious situation and the capability and
effectiveness of the crew will decide the success of fire fighting attempts. Such success will,
for a large extent, depend upon:
• The initial reaction time to start fighting the fire;
• Fire doors and other doors in alleyways are kept closed at all times or will close
automatically by sounding the alarm;
• The effectiveness of the applied fire fighting techniques including the choice of
extinguishing medium;
• Effectively closing off fuel supplies to engines and separators (thus all quick- closing
valves are operable at all times);
• Isolating the fire and stopping the supply of oxygen to the area (stopping forced
ventilation and closing all openings); and
• Controlling and securing (including cooling down with water) boundaries in all
directions.
The above shall be an integral part of all fire drills and the Master shall ensure that a
continuous improvement is recorded by every drill; hence documentation and thorough
evaluation of the drills are required.
Reference: Chapter No. 03.7 3.6., “Drills and Exercise Program”
07.2 DETECTING A FIRE

When a fire is detected in the, the first response, the following actions shall be taken:
• Sound the fire alarm;
• If possible, call the bridge;
• If a limited fire, try to extinguish with the available means such as blankets, water or a
portable fire extinguisher;
• Contain the fire by:
 Closing all doors leading to the area;
 Closing all other openings to the area (ventilation ducts and openings); and
 Activating the emergency stop for the forced ventilation (should stop when the
fire alarm sounds).
Doors and/or hatches from which smoke is escaping shall not be opened and rooms and
compartments containing smoke shall not be accessed without wearing proper protective
equipment.

07.3 RISK ASSESSMENT

The potential risks involved with any fire will greatly depend upon the location of the fire and
the particular circumstances involved. Some general questions that shall be addressed are:
• Is any member of the crew at risk and if yes, what are the barriers?
• Is the cargo at risk and if yes, what are the barriers?
• Can the fire reach tanks or pipelines containing flammable liquids and if yes, what
are the barriers?
• Can the fire reach any essential control station and if yes, what are the barriers?
• Can the fire be fought successfully by the vessel?
The fire fighting strategy and a possible decision to abandon the vessel will depend upon
how secure the barriers are or can be made by the resources available onboard.
07.4 EMERGENCY DOCUMENTATION

07.4.1 Fire control and safety plan, fire procedures
Reference: Chapter No. 03.5.5, “Emergency Documentation, Fire Control and Safety Plan”
and No.03.6.4.1“Emergency Documentation, Flowcharts, Fire Procedures” in this Manual

07.5 FIRE FIGHTING, GENERAL

The process of raising the alarm, call outside assistance and fighting the fire is illustrated in
the flowchart of the following page.

07.6 FIRE IN PORT

While at a terminal and prior to cargo handling operations, agreement shall be made as to
who is responsible for emergency notifications.
In any case the Master shall ensure that all the required port specific communication
contacts are available to the OOW.
By changing draft, the OOW shall make sure that that the fire wires are kept in the correct
position at all times (if required).
Reference: Flowchart in Chapter No. 07.5, “Fire Fighting, General”
07.7 FIRE AT SEA

When a fire is detected at sea, the Master shall concentrate all efforts in fighting the fire and
shall consider slowing down, speeding up, stopping, and/or changing course in order to
secure the best possible situation to get the fire quickly under control
Reference: Flowchart in Chapter No. 07.5, “Fire Fighting, General”
07.8 FIRE IN ENGINE ROOM

07.8.1 Unmanned engine room
When the fire alarm sounds, the Duty Engineer shall immediately attend to the engine room
to obtain an initial overview of the situation and inform the bridge. By doing so the entrance
door to the engine room has to be opened very carefully.
The response to a fire will then be carried out in the same manner as for a manned engine
room as described below.
07.8.2 , Manned engine room
When a fire is detected, the alarm shall be sounded and a quick assessment done if the fire
can be fought by:
• Portable fire extinguishers suited for the fire in question;
• Fire hoses with water;
• Local engine mist/spray system; and
• Total flooding system.
Anyone or a combination of the first three shall only be attempted if this can be done with
reasonably safety for the personnel involved.
Prevention is always better than any cure, thus reference is made to the Engine Room
Manual.
Reference: Chapter No. 18.4, “Safety Procedures in the Engine Room” and Emergency
Procedure binder, Bridge, CCR or Engine room “ EP02 Fire in Engine room”

07.9 FIRE IN MACHINERY ROOMS

07.9.1 Compressor room
With a fire in the compressor room the fixed CO₂ system shall be released. After the fire is
extinguished, the procedures in Chapter No. 7.10.2 below shall be followed.
07.9.2 Motor room

As the motor room comprises mainly of electrical machinery and cabling, extinguishing
medium for manual fire fighting attempts have to be carefully chosen in order to:
• Avoid injury to fire fighters (by using water); and

• Consequential damage to the equipment, mainly the electrical motors.
07.10 FIRE IN ACCOMMODATION

07.10.1 Fighting the fire
When the Mustering has been completed and the fire fighting teams are ready to attack the
fire, the Fire Team leader shall, with other seafarers assisting, carry out the following:
• Check that the fire fighting team is properly dressed, that the SCBA sets are correctly
worn and functioning normally, and that the safety life line is properly attached (if
used);
• Based upon the area where the fire is located, issue clear instructions to each fire
fighting team on how to proceed;
 Maintaining communications with each other;
 Keeping an eye on each other;
 Closing doors when passing through passageways on the way to the heart of
the fire;
 Attacking the fire actively only after a search for any seafarers in the area has
been carried out; and
 Closing any openings to the area (if not already done).
• Ensure to establish the boundaries of the fire in three (3) dimensions, and be aware
of any spread; and
• Assess continuously if it is still safe for the fire fighting teams to continue where they
are.
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP01 Fire in
Accommodation”

07.11 AFTER EXTINGUISHING A FIRE

07.11.1 Minor fire fought with portable extinguishers
When the fire is confirmed extinguished, ventilation shall be carried out for a sufficient period
of time to remove smoke and soot (depending upon the extent and duration of the fire) while
keeping the affected area under close observation. In addition, the following shall be carried
out:
• Assess the fire damage and inform the Company;
• Take photos (after having established safe to do so);
• Investigate the cause of the fire;
• Recharge any portable fire extinguishers used;
• Search for hot spots and be particularly careful of extinguished fire areas with
insulation on the other side of the space;
• Do not allow any person to enter the area without BA sets until adequately ventilated;
• Clean the area to the extent possible;
• Send a requisition for replenishment spares/stores needed at the next port; and
• Keep a constant fire watch in the area until there is no chance for a re-start of the
fire.
07.11.2 Major fire fought with the fixed installation

The first team to enter the engine room after the fixed fire fighting system has been activated
and the fire extinguished, shall consist of two persons with Breathing Apparatus. Entry to the
space shall only be attempted after a reasonable time to ensure the fire is completely out
and that the engine room has cooled down sufficiently to allow access. The following shall
be carried out:
• Start the emergency generator;
• Keep the Company informed by follow-up reports;
• Keep the Rescue Center continuously informed about the situation and any need of
assistance;
• Ensure donning of equipment and proper fit of the facial masks before entry into the
space;
• Search the engine room for hot spots and be particularly careful of extinguished fire
areas with insulation on the other side of the space;
• Do not allow any person to enter the room without BA sets until adequately
ventilated;
• Try to establish the cause of the fire and carry out corrective action(s) if required;
• Start ventilation while monitoring the engine room;
• Determine extent of damage to all major engine components and systems;
• Take photos(after having established safe to do so);
• Test the fire detection and alarm systems; and
• Communicate with the Company before any re-starting of the main engine is
attempted.

07.12 FIRE ON DECK, NOT INVOLVING CARGO

The fighting of any fire on the deck area which does not involve the cargo shall be handled in
a similar way to a fire in the accommodation or engine room. Such fires may occur in spaces
such as the paint locker, deck stores, forecastle area etc. The first objective in fighting any
such fire shall be to contain the fire and stop it from reaching the cargo containment system.
Any parts of the cargo system shall be protected from radiant heat by water sprays.
In spaces protected by a fixed fire fighting installation e.g. paint locker, this system shall be
used enabling other fire fighting resources to concentrate in protecting the cargo
containment system.
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP04 Fire on deck
non-cargo”
07.13 FIRE ON DECK, INVOLVING CARGO

In the event of a fire involving liquefied gases, the consequences will greatly depend on the
actions taken during the first couple of minutes. Thus when discovering a fire:
• Raise the alarm immediately;

• Ensure that the cargo transfer is stopped as soon as possible;
• Make an assessment of the extent and immediate risks; and
• Assist any injured or endangered seafarers.
A guiding principle of liquefied gas fire control is that the attack shall be made as early as
possible and be as full and determined as resources permit. In many circumstances,
however, the optimum strategy is initially to concentrate the available effort on curtailing the
spillage and protecting the surroundings while allowing the liquefied gas fire to burn out. This
avoids the hazards of flash re-ignition of vapour, possibly over a large area.
In the case of a liquefied gas fire, a large amount of vapour is produced from the liquid and
that considerable heat is emitted from the fire.
Normally, liquefied gas fires shall not be extinguished until the source is, or can quickly be,
shut off immediately after the fire is extinguished. An exception is if the fire is threatening
other systems e.g. a pressure vessel.
A water jet shall not be directly applied to liquefied gas since the rate of evaporation and the
size of the vapour cloud will be increased. An exception to this would be trying to protect the
vessel’s steel structure from a low temperature liquid leak.

Water spray, however, can successfully be used to:
• Cool down the surrounding areas of the fire;

• Cool down any tank involved in the fire;
• Protect personnel by dense water spray;
• Assist in the dispersion of liquefied gas vapours; and
• Deflect the vapours away from an ignition source to prevent further spread of a fire.
Dry chemicals are effective for extinguishing a fire. However, since this agent has little
cooling effect, there is the possibility of continued vapour formation with the potential
occurrence of re-ignition by hot objects in the vapour cloud. It is therefore important to cool
all affected areas prior to extinguishment and until the gas has dissipated.
Extinguishing agents such as carbon dioxide and Novec are effective for fire fighting in cargo
compressor/pump rooms.
Fire at a tank vent outlet can be extinguished by stopping or diverting the release of vapour,
or, if necessary, by injecting inert gas in to the vent riser or by directing dry chemical powder
or a copious water spray into the emergent water vapour stream.
Liquefied gas pool fires which involve a major quantity of cargo spillage, or occurring within
damaged tanks, might be extremely hard to control. Such fires would be intense and
secondary fires on deck and within other spaces could result. Fire fighting in these
circumstances shall be concentrated on cooling exposed surfaces minimising the possibility
of the fire spreading to unaffected. When the pool fire has become exhausted, all available
fire fighting equipment can then be used to extinguish any secondary fires.
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP05 Cargo fire on
deck”
07.14 FIRE, MAIN ENGINE SCAVENGING BELT

As liner and piston ring wear increases, the chances for scavenging air fire increases due to
piston ring blow-by, which in a trunk engine may cause a crank case explosion. The
following shall be especially observed:
• The space under the piston and scavenging air belt shall be cleaned routinely;
• Injectors, piston rings, cylinder liners and piston skirts shall be maintained within the
manufacturer’s standards; and
• High cylinder wear rates shall be promptly investigated and brought to the immediate
attention of the Superintendent.
07.15 FIRE, AT THE TERMINAL
The vessel’s propulsion system shall always be kept ready to be started on short notice
should an emergency situation at the terminal necessitate an immediate evacuation of the
berth.
Should a fire at the terminal occur, the OOW shall activate the ESD and start preparation for
uncoupling the cargo hose.

08 GROUNDING/STRANDING
Reference: Chapters Nos. 3.6.1 through’ 3.6.6 in the SMPEP or SOPEP.
09 COLLISIONS
Reference: Chapters Nos. 3.6.1 through 3.6.6 in the SMPEP.
010 EXCESSIVE LIST

Reference: Chapter 3.11, “Excessive List” in the SMPEP

011 HULL FAILURE

011.1.1 Hull failure, minor
011.1.1.1 Hull failure, minor, general

Minor hull failures are local in nature and may constitute small cracks or deformation of local
strength members with insignificant influence on the vessel’s longitudinal or transverse
strength. Cracks in the cargo containment system or outside boundaries of the vessel (deck,
bottom and shell plating) are always considered major failures.
011.1.1.2 Hull failure, minor, notifications

The vessel shall inform the Superintendent as soon as practicable about a minor failure. The
Superintendent shall advise the vessel about any corrective action to be taken including
notifying any third parties.
011.1.1.3 Hull failure, minor, damage control

The Superintendent shall advise the vessel to keep the damaged area under observation
until the next port. In the next port, the Superintendent shall request the vessel’s
Classification Society, if required, to send a representative to attend the vessel to inspect the
extent of the damage. When a crack is found onboard, the ends of the crack shall be marked
or exact measurement of its length shall be taken, in order to assist in monitoring changes in
its size.
011.1.2 Hull failure, major
011.1.2.1 Hull failure, major, general

Major hull failures are defined as:
• Cracks in a major structural strength member, such as the deck, bottom, side or
bulkhead plating;
• Major cracks in the support structures of the deck, bottom, side and bulkhead plating
such as:
 Frames;
 Deck beams;
 Longitudinals;
 Longitudinal girders;
 Horizontal platforms;
 Transverse floors; and
 Major brackets.
• Cracks in cargo containment elements; and
• Major distortion (without cracks) of the structural members mentioned above.

011.1.2.2 Hull failure, major, notifications

The Master shall inform the Superintendent about major hull failures as soon as practicable.
The Superintendent shall inform the Classification Society about the problems and discuss
any immediate corrective action possible and required. The types of recommended repair or
mitigation measures will depend on the actual circumstances:
• In port or at sea;
• Loading condition;
• Type of cargo; and
• Risk of pollution and further deterioration of the damage.
For vessels operating in U.S. waters, the Master shall inform the U.S. Coast Guard (USCG)
Safety Office responsible for the vessel’s upcoming port of call about the vessel’s problems.
In such cases, the Company’s Qualified Individual (QI) shall be informed and be continuous
updated about the developments.
011.1.2.3 Hull Failure, major, damage control

Depending upon the actual situation, the damage control alternatives considered will focus
on minimizing the deterioration of the actual damage and on reducing the risks to the crew
and the environment. To achieve these goals, damage control alternatives may include one
or more of the following measures:
• Transferring cargo to minimize risk of pollution or changing the cargo load distribution
to a more favourable condition; see Sagging and Hogging below;
• Ensure that all watertight doors are closed;
• Prepare to pump out flooded compartments;
• Taking active steps to arrest crack propagation (e.g., drilling stop holes at each end
of the crack). This shall only be done after discussion with and approval from the
Company;
• Reducing speed/changing course or seeking a port of refuge;
• Stopping the vessel until the structural integrity has been adequately determined by
the Classification Society; and
• Making arrangements for abandoning the vessel.
011.1.3 Hull Failure, Major, Sagging and Hogging
A sagging condition will normally be favourable for cracks in the deck and the upper parts
of the vessel, and equally detrimental to cracks in the bottom and lower parts of the vessel.
A hogging condition will normally be favourable for cracks in the bottom and the lower
parts of the vessel, and equally detrimental to cracks in the deck and upper parts of the
vessel.
Changing the loading condition shall only be done in coordination with the Superintendent,
unless the Master considers the situation so urgent that immediate corrective action has to
be attempted.
Reference: Chapter No. 3.10, “Hull Failure/Containment Failure” in the SMPEP

012 ENGINE ROOM FLOODING

The machinery space bilge wells have sufficient capacity to accommodate normal drainage,
and are provided with a bilge level alarm.
In the event of excessive ingress of liquids to the bilges the following shall be carried out:
• Trace and identify the source of ingress;

• Isolate the area and protect any electrical equipment in the vicinity;
• Bring into service additional bilge pumping capacity if required; and
• Isolate the system and carry out repairs.
Where the source or system for any reason cannot be isolated, emergency repairs shall be
considered.
Reference: Chapter No. 020, “Containing Hull Leakages’ in this Manual” and Emergency
Procedure binder, Bridge, CCR or Engine room “EP13 Major flooding”

013 FAILURE OF MAJOR COMPONENTS OR SYSTEMS

013.1 MAIN ENGINE/BLACK OUT
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP15 Main engine
failure / Black out”
013.2 MAIN ENGINE, EMERGENCY STOP

If for any reason control of the main engine cannot be maintained, either through the normal
bridge or engine room control systems, and the safety of the vessel or of the engine is in
doubt, the engine emergency stop system shall be activated.
• Operate engine emergency stop system as instructed on bridge console.

• Follow main engine failure / black out emergency procedure.
Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP16 Emergency
stop main engine”
013.3 STEERING GEAR

Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP19 Steering gear
failure”
013.4 GYRO COMPASS

Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP20 Gyro
Compass Failure”
013.5 BRIDGE CONTROL

Reference: Emergency Procedure binder, Bridge, CCR or Engine room “EP17 / EP18A /
EP18B ”

014 SEARCH AND RESCUE

014.1 SEARCH AND RESCUE, LEGAL OBLIGATIONS
The Master is not obliged to assist in saving property, but shall go to the assistance of
persons in distress whether they are coming from a vessel or e.g. a ditched aircraft.
014.2 SEARCH AND RESCUE, TREATMENT OF RESCUED

PERSONS
The Master shall pay attention to the health of the rescued persons, and provide them with
proper after care, including a shower, food, drinks and clothing. The Master shall also take
the following actions:
• Contact the nearest coastal station to discuss the landing of the rescued persons;
• Keep close contact with the DPA or Fleet Director to receive necessary instructions;
• Prepare a lifesaving report, which at a later stage shall be certificated by a
Governmental Authority. The report shall, as far as possible, include the following
items:
 Nationality, name, and gross tonnage of the rescued vessel;
 Owner and address of the rescued vessel;
 Name and address of the Master of the rescued vessel;
 Name, age, nationality, and sex of the saved person(s);
 Last port and next port of the rescued vessel;
 Date, time and place of the beginning and completion of the rescue operation;
 Method of the rescue and prevailing weather conditions; and
 Other items of interest.

015 TOWING AND SALVAGE

015.1 TOWING, GENERAL
Towing of a Company vessel in this context shall be taken to be a tow being carried out
according to a negotiated contract. Such towing will follow a situation having immobilized the
vessel without any risk of injury to human life, damage to the vessel or pollution of the
environment, thus a salvage operation is not required.
015.2 EMERGENCY TOWING MANUAL

All vessels are provided with an emergency towing manual containing details on the towing
arrangement on board.
015.3 TOWING, PREPARATIONS

The Master shall as early as possible make contact with the tug and exchange information
about the preparations to be taken by the vessel and any limitations that could influence the
connection of the tow line and the actual tow itself. Important information in this respect may
be, but not limited to:
• Description of any damage to the vessel that can influence the towing passage;
• Any limitations in vessel’s ability to accept and heave the towing line;
• Emergency towing system fitted on board;
• Whether to secure vessel’s rudder in the amidships position;
• Optimal trim for the passage;
• The tug’s bollard pull; and
• Where and how to connect the towline.
015.4 TOWING ANOTHER VESSEL

If a request is received from a disabled vessel for towing assistance, the Master shall contact
the Company for advice. The first consideration shall be to establish if the there is adequate
experience on board the Company vessel to undertake such an operation
The Company will contact its P&I/H&M insurance underwriters for advice and revert with
instructions to the Master. In any case, the Master shall ensure that his own vessel has
sufficient fuel and power for the intended assistance operations.
The Company shall review the Charter Party and the Bill of Lading to ensure vessel
deviation for assistance is permitted. In addition, the Charter Party cancellation date shall be
observed.
The assistance to tow another vessel, if approved by the Company, shall be carried out
according to a fixed contract.

015.5 SALVAGE, GENERAL

The Master shall in cooperation with the Salvage Master ensure that the required
precautions are taken during a salvage operation. The specific precautions to be taken will
depend upon the casualty suffered and the circumstances under which the salvage
operations will be carried out. The following are examples of items to be considered:
• Disembark some of the seafarers not required for the salvage operation;
• Cargo, oil and ballast tanks are monitored carefully;
• Special measures to preserve cargo;
• Cargo transfer;
• Entry into enclosed spaces shall be covered by entry permit unless salvors are
wearing BA sets;
• PPE requirement;
• Smoking regulations;
• Hot work in gas dangerous areas;
• Atmospheric measurements; and
• Daily meetings salvor/vessel
015.6 RESPONSIBILITIES
Even in a case where a salvage contract has been concluded and the salvor carries out the
salvage operation, the Master continues to be responsible for the persons onboard, hull.
outfit, and the cargo. Therefore, the Master shall use his professional judgment to ensure a
safe and effective execution of the salvage operation.
The Master shall not interfere with the salvage operations unless actions are taken that are
deemed to be detrimental to the safety of the crew, vessel, cargo and the environment. In
these cases, the Master shall inform the salvor of any concerns and if such concerns are not
taken into consideration by the salvor, the Master shall present a written protest to them.
015.7 COMPANY VESSEL IN NEED OF SALVAGE

The requirements for salvage assistance to any of the Company’s vessels will, in the first
place, be decided by the Master. If the situation is not immediately threatening for the crew,
the vessel, its cargo or the environment, the Master shall first notify the Company who in turn
shall make the necessary salvage arrangements cooperation with the Company’s H&M/P& I
Club.
However, if immediate assistance from a salvor is necessary, the Master shall endeavor to
first obtain contracted hourly or daily rates for assistance from the salvage vessel. If not
successful, the Master may contractually enter into the Lloyd’s Standard Form of Salvage
Agreement.
The Master shall advise the Company of actions taken as soon as possible when no prior
consent was obtained. In all cases, the Master shall use full discretion and professional
judgment to initiate actions aiming at saving human life and minimizing of damage to
property and environment.

To ensure that the salvage operations are properly documented to support the Company’s
position at the subsequent salvage arbitration, the Master shall open a salvage file and
record the following items during the salvage operations:
• Details of how the contract was requested, the salvor’s response and any comments
made before signing the LOF with or without a Special Compensation P & I Clause
(SCOPIC);
• Dates and times of the vessel’s request for salvage services, the arrival of the
salvage party, exact time of signing of salvage contract, starting of the salvage
operations and completion of the operation;
• Exact details of salvage vessel(s);
 Name of vessel;
 Imo number;
 Flag;
 Home port;
 Bollard pull.
• Total towing distance;
• Immediate emergency measures taken to protect the vessel;
• Conditions, such as weather, wind, waves, tide, current, temperature, sea water
temperature, atmospheric pressure when the incident occurred and continuously
thereafter until end of the salvage operation;
• Exact vessel position when salvage services were requested and salvor arrived to
provide services and proximity to the coastline, or other geographical features around
the vessel;
• Possible salvage alternatives offered or suggested by the vessel;
• Details of the following:
 Number of salvage personnel active at any time;
 Working hours of the various types of salvage personnel;
 Number and type of salvage boats and their movements;
 Type and quantity of main equipment and machinery in use;
 Any cargo jettisoned, transferred internally or lightened;
• Protest or comments about the salvage operations made by the Master;
• Any assistance to the salvors by vessel’s crew;
• Use of the vessel’s machinery and equipment for what purpose and for how long;
• Use of the vessel’s stores; and
• Any damage done by the salvors to the vessel or its equipment in connection with the
salvage operation.

015.8 COMPANY VESSEL AS SALVOR

If a Company vessel may be requested to perform salvage services to another vessel, the
Master shall, if at all possible, contact the Company for advice. In urgent cases, however,
the Master shall initiate the required actions to save human life without prior authorization
ensuring that the risk to own vessel is manageable under the prevailing circumstances.
If the Master is unable to contact the Company before taking action, the Company shall be
informed about the actions taken as soon as possible.
If a Company vessel becomes involved in performing salvage services to another vessel, the
Lloyd’s Standard Form of Salvage Agreement (LOF – copy found in the SMPEP or SOPEP)
shall be used.
After completion of operation, the Master shall obtain a signed statement from the Master of
the salvaged vessel, or person in charge of the property to which the salvage services have
been rendered.
The statement shall detail the nature and extent of the salvage services, including
acknowledgment of the fact that the salvaged property is safe and no further assistance is
necessary.
Log entries shall summarize the services rendered including:

• The fact that LOF was agreed to as the terms for compensation or award;
• Time lost through salvage operations;
• Any gear, equipment or stores lost or consumed; and
• Any injuries sustained by personnel.
The Engineer's Log shall detail fuel or Engine Room gear, equipment or stores lost or
consumed by salvage operations.
015.9 MASTER’S RESPONSIBILITY

In all salvage situations, being salvaged or acting as salvor, the Master shall as far as
possible coordinate all activities with the Company. However, the Master’s overriding
authority as stated in HR Manual gives the Master the freedom to act on own account based
on professional judgement in any given situation.
Reference: Chapter No. 01.2, “Master’s Overriding Authority” in the HR Fleet Manual
015.10 DOCUMENTATION
The Master shall open a file where a log of all events are chronologically recorded which can
be of influence for any later potential disputes regarding of the Company’s vessel
performance. This shall be in addition to the required log entries.
Reference: Chapter No.015.6, above

015.11 EMERGENCY TOWING ARRANGEMENT

All tankers above 20,000 tons gross shall be fitted with an emergency towing arrangement
forward and aft.
For tankers constructed on or after 1 July 2002, the emergency towing arrangements shall,
at all times, be capable of rapid deployment in the absence of main power on the vessel to
be towed and easy connection to the towing vessel. At least one of the emergency towing
arrangements shall be pre-rigged ready for rapid deployment.
The Master shall ensure that the emergency towing arrangements are in good condition at
all times and rigged as required. The Master shall further ensure that the following items are
readily available:
• Drawings of fore and aft deck showing possible emergency towing arrangements;
• Inventory of equipment on board that can be used for emergency towing;
• Means and methods of communication; and
• Procedures to facilitate the preparation for and conducting of emergency towing
operations.
The Master shall include in the vessel’s drill program, the required drills to ensure that the
crew is familiar with the location and operation of emergency towing arrangements.

016 HELICOPTER OPERATIONS

016.1 HELICOPTER, OPERATIONS, GENERAL
Helicopter operations involving the Company’s vessels shall only be carried out in cases of
utmost urgency or when local requirements require e.g.
• Pilot boarding;
• A last attempt to save the vessel or crew from a disaster; and
• Lifting off a seriously sick or injured person where no other means of transport are
available.
Operations shall be done by winching only.
016.2 HELICOPTER OPERATIONS, OPERATIONAL

INSTRUCTIONS
The deck party shall be led by an officer, and consist of the minimum number of persons
necessary for the particular operation. The deck party shall be briefed before the operation,
as noise will inhibit verbal communications during the operation. The following shall be
observed:
• One member of the deck party shall be appointed as a hook handler if instructed by
the helicopter;
• The hook handler shall wear strong rubber gloves and rubber soled footwear to avert
the danger of static electricity shock from the hook;
• The hook shall never be attached to any part of the vessel;
• The deck party shall wear brightly colored jackets, protective non-slip shoes and
protective head gear with chin straps;
• The Officer-in-Charge shall carry a portable VHF transceiver to maintain
communications with the bridge;
• A firefighting party fully dressed shall be standing by clear of, but close to, the
operating area;
• The following equipment shall be ready for immediate use:
 Dry chemical fire extinguishers;

 Fixed foam smothering system;
 Deck water system capable of delivering at least two streams of water to any
part of the operating area;
 Dual purpose fire hose nozzles; and
 Fire resistant blankets and gloves.
The Officer-in-Charge shall ensure the operating area is kept clear and safe. Correct lighting
and signals shall be switched on prior to nighttime operations.
All loose objects adjacent to the operating area shall be secured.
Reference: International Aeronautical Maritime Search and Rescue Manual – IAMSAR and
Guide to helicopter/ship operations of ICS.

016.3 HELICOPTER OPERATIONS, HELICOPTER CRASHING

ON DECK
If there is a helicopter accident on deck during winching operations, the following actions
shall be carried out:
• Alter course and reduce speed as required to clear any resulting smoke and fire off
the deck;
• Notify the nearest coastal station;
• Fight the fire with all available means;
• Attempt to rescue helicopter crew and passengers;
• Inform the Company;
• When the fire is extinguished,, make a thorough inspection of the deck area; and
• Prepare a sea protest for damage inflicted the vessel and/or to the cargo.
016.4 HELICOPTER OPERATIONS, HELICOPTER DITCHING

ONTO THE SEA
If the helicopter is crashing into the sea in the vicinity of the vessel, the following actions
shall be carried out:
• Notify the nearest coastal station;
• Stop the vessel and return to the scene;
• Prepare launching a lifeboat or MOB if available;
• Consider launching the forward life raft if the helicopter crashes close to the vessel;
and
• Attempt rescue of helicopter crew and passengers.

017 STOWAWAYS
Reference: Ship Security Plan, SSP

018 PIRATES

019 TERRORISM

020 CONTAINING HULL LEAKAGES

020.1 CONTAINING HULL LEAKAGES, WOODEN PLUGS
Top of gas container

Weld
The plugs shall preferable be machined from a soft type of wood, e.g. pine and hammered
firmly into the hole. As soon as the wood is soaked with water it will swell, and provided the
hole is reasonably regular in shape, the leakage may be greatly reduced or even stopped.
If the area is gas free and in order to secure the plug, a steel strap can be welded over it or
even better still, use the top of a gas container (acetylene/oxygen/nitrogen).
020.2 CONTAINING HULL LEAKAGES, STEEL COFFERDAM

Such cofferdams can be of a considerable size, and the main constraint is the handling
weight of the cofferdam. The area to be covered is below shown with two wooden plugs, but
this may be a leak which is constrained from the outside using canvas, wood, mattresses or
any other means.
Weld
Steel Cofferdam

020.3 CONTAINING HULL LEAKAGES, MAGNETIC PADS

(MIKO PLASTER)
Such pads are watertight and will also hold back oils and a number of chemicals for a period
of time. The pads are permanently magnetic and will adhere to a vessel’s hull, provided that
the hull is reasonably clean and even, i.e. free from barnacles, shells and other marine
growth.
The pads can be used to a draught of approximately 20 meters, provided the free openings
less than 600mm. When placed in position, the pad is secured in place using special
permanent magnets which are delivered with the pads.
The pads have with success been used to close sea chests temporarily while emergency
repairs have been carried out to sea valves. These openings are ideal as the grid gives
support for the pad.
The pads can be delivered to any size, and standard sets are available to be carried on
board for emergency use. The pads can be re-used a number of times depending upon the
stress they have been exposed to.
MIKO Permanent
PAD
Magnets

020.4 CONTAINING HULL LEAKAGES, REINFORCED CANVAS

On the market there is a strong canvas that, where additional strength is needed, can be
reinforced with Kevlar Rubber (used e.g. for many bullet proof vests). It can be produced in
all sizes and shapes to allow for protruding steel parts. Along the circumference there is a
rubber packing that will secure water tightness when fixing the canvas to the shell plating.
Aluminium profiles are placed over the packing once the canvas has been put in position
and these will be secured by shooting nails through the profiles, packing and the shell
plating. The gun used can penetrate 25 mm steel plates.
Large areas can be covered, but draft and the size of the free opening in the shell will put
certain pressure limitations on this solution.
See illustration on following page.

FITTING MIKO PLASTER OVER AN OPENING IN THE SHELL PLATING
A A
VIEWA - A
MIKO plaster Aluminium profile
Rubber Packing
Shellplating
Shellplating Nail shot through shellplating

020.5 CONTAINING HULL LEAKAGES, STEEL PLATE,

RUBBER PACKING AND BOLT/NUT
Such an application will depend upon the draft, i.e. the water pressure experienced and if the
area is accessible on the inside.
If a diver is available the application is relatively simple. The leakage must in any case be
under pumping control.
Shell
Rubber
packing

020.6 CONTAINING HULL LEAKAGES, STEEL DOUBLER

WELDED TO THE HULL
This is a good solution if divers with underwater welding skills and equipment is available.
Larger doublers will take time to weld and are awkward to handle if the location on the
vessel do not allow for crane/hoisting support or if the damage is under the flat bottom where
crane support is not possible
Such repairs are also in most places very expensive and the fitting may be time consuming.

AND UNDERWATER CEMENT
Some welding work will be required if such a construction is made on the external shell
plating. Thin walled steel cofferdams are made and tag welded to the plating and
subsequently filled with a special cement which will solidify quickly in water and will become
fully hardened in 20-24 hours (depending on the water temperature).
Thin walled steel

cofferdam
Restraint
for
cement Quick cement

020.8 CONTAINING HULL LEAKAGES, USING A VACUUM BOX

Many diving companies will have boxes of varying sizes that can be fitted under water to the
shell or bottom plating by vacuum, thus containing a leakage and allowing for welding
repairs from the inside.
020.9 CONTAINING HULL LEAKAGES, WELDED STEEL

COFFERDAM
The first task is always to try to contain the leak with all available means and get it under
pumping control allowing personnel to evaluate in more detail the extent of damage and
possible means of doing temporary repairs.
Again the main idea is to be able to construct a steel cofferdam over the damage area and to
be able to apply so much pressure on the cofferdam that it will seal off the major part of the
leak. Temporary pipes fitted with valves will be used to let the leaking water escape until the
cofferdam has been fitted exactly in place and secured.
The vessel frames and longitudinals will be utilized to secure the cofferdam. If possible the
securing in place will be done by welding, but if this is not possible one has to consider a
bolted connection or to cover the entire cofferdam in concrete and secure in this way. In
principle, limitations are only governed by the space in which it has to be fitted and the
weight one is able to handle.
On the sketch below, we assume that the leakage from the crack has been brought under
pumping control allowing personnel to work inside the tank in question. The vessel is
trimmed astern and the closing plate No. 1 is fitted and welded to the bottom plate and the
two longitudinals. Then the closing plate No.2, fitted with a pipe and a closing valve (the
diameter of the pipe will depend on the leakage experienced) is welded in place, completing
the lower weld up to above the pipe first. Then the top plate (3) is welded in place and the
weld in the forward pipe is closed.

Bottom longitudinal
Crack/opening 3
1 2 2
Bottom longitudinal
Aft Forward
Bottom plating


WITHOUT WELDING
If welding work is not possible, one must make use of other means to secure the cofferdam.
Below the cofferdam is secured by a screw down system which in turn has been secured to
the two longitudinals using bolts and nuts.
3 Bottom longitudinal 3
3 3
Bottom longitudinal
Steel
Cofferdam
Aft Forward
Bottom plating
020.11 CONTAINING HULL LEAKAGES, LARGE

CRACKS/OPENINGS IN BOTTOM PLATING
The objective again is to get the situation under pumping control and allow personnel to work
in the area. If a channel or cofferdam can be placed over the leakage and lead to two
transverse or one transverse and one longitudinal structural elements which can be closed
by one mean or the other, and apply the same principle as in above, i.e. letting the excess
water escape through pipes equipped with closable valves. One may have to play around
with the vessel’s trim in order to get the elements closed.
Below is an example of a long opening in the bottom plating. A channel consisting of several
sections are produced and placed over the opening. It is welded to the transverse frame and
the longitudinal bulkhead. Sealant is used to subdue the leakage along the bottom plating.
The various sections of the channel are welded together as far as possible. The rest of the
welding is done in place. The channel is secured on top by steel bars welded to the bottom
longitudinals. When the leakage has been reduced as far as possible, the concrete is
poured.

Transverse frame Transvers Bulkhead
Longitudinal Bulkhead
Pipes with closable valves
Reinforcement Steel Bars
Steel Channel (Cofferdam)
Concrete.
If welding is possible (water stopped from outside by canvas, mattresses, etc. ), the concrete
and the channel shown above will be replaced by steel plates on top of the longitudinals,
slotted and welded to the flange and reinforced by steel profiles transversely welded to the
plate(s)

020.12 CONTAINING HULL LEAKAGES, CEMENT BOXES

A cement box is well known by most vessels. It can be made in nearly every shape and
size.
One problem may be excessive water leakage making it difficult to pour the cement and
allow it to solidify.
However, this may be solved by introducing a closable (by a cap, cock, value) pipe in which
the water is drained away until the cement has dried and then close the pipe.

HEALTH AND SAFETY MANUAL

Health and Safety manual
01 POLICY
Company policies are collected in Chapter 02 of the Main Quality Manual
02 RESPONSIBILITIES
02.1 SHEQ MANAGER
The SHEQ Manager shall:
• Participate in formulating and maintaining the Company’s health, safety, and
environmental standards and through regular visits and audits to the vessels
ensure that these standards are maintained;
• Ensure that minutes from the vessels’ Safety Committee (SC) meetings are
submitted from all vessels in a timely manner;
• Review the meeting minutes for content, consistency and best practices, and
identify needs for additional training;
• Ensure that visit reports are submitted in a timely manner after visits to the
vessels by shore personnel; and
• Review the visit reports for content, consistency and best practices, identify
needs for additional training and prepare timely feed-back to the vessels; and
• Initiate corrective action as and when required.
Reference: SHEQ Manager’s full job description in the Job Description Binder, Office
02.2 MASTER
The Master shall ensure that relieving Safety Officers are informed and updated about all
aspects of the vessel’s safety management, including monthly SC meetings and any
ongoing safety issues requiring special attention and/or corrective actions.
The Master shall through proactive verification and monitoring of onboard activities ensure
that:
• That the Safety Officer is familiar with, and is fully competent to perform the
responsibilities of the position;
• Work permit system, risk assessment management and continuous hazard
identifications are implemented and enforced;
• All Officers lead by example in all matters concerning safety, health, the
environment and quality;
• Meetings of the SC are conducted in an effective manner, identify best
practices and promote safety awareness; and
• Weekly safety/hygiene inspections of the accommodation areas are carried out
in an effective manner.
Reference: HR manual fleet, Appendix 1

02.3 SAFETY OFFICER

Although the Master is ultimately responsible for the safety of the vessel, cargo and all
personnel on board, the Safety Officer shall coordinate all day to day safety, health,
environmental and quality activities and issues. The Safety Officer shall work closely with the
crew representatives in these activities.
The Safety Officer shall further:

• Investigate accidents, near misses with potential high consequences and
other matters required to be investigated by the SC on board unless
instructed otherwise by the Company;
• Together with the Master carry out the weekly inspection of accommodation
and all food storage, preparation and serving areas; and
• Carry out the monthly safety inspection of all areas of the vessel.
The Safety Officer has the authority to stop any activity which according to his professional
judgment has a too high potential to cause an accident (intolerable risk).
02.4 HEAD OF DEPARTMENTS

The vessel’s Heads of Department shall ensure that all personnel are complying with all
safety, health, environmental and quality regulations through:
• Personally verifying that the PPE is used as and when required;
• Supplying personnel with clear and concise instructions;
• Practicing job hazard identification during daily operations as well as during
special activities;
• Ensuring that the risk assessment and work permit procedures are
implemented and maintained;
• Providing proper planning, guidance and supervision for all activities; and
• Ensuring good housekeeping and reporting any unsafe situations, routines and
unsafe use of equipment to the Master without delay.
Reference: HR manual fleet, Appendix 1

02.5 INDIVIDUAL SEAFARER

Individual seafarers are responsible for their own safety, the safety of their colleagues and
the vessel. Seafarers shall:
• Adhere to all safety regulations and special instructions given for special tasks;
• Immediately report any unsafe situations, routines and unsafe use of equipment
to the Heads of Departments or the Safety Officer;
• Wear PPE as and when required;
• Practicing “check, re-check and check again” before any particular tasks are
carried out in order to eliminate mistakes; and
• Always ask colleagues or supervisors for advice when in doubt how to safely
carry out an assigned task.
03 ORGANIZATION OF SHEQ ACTIVITIES

03.1 MANAGEMENT REVIEW, OFFICE
Apart from the annual Management Review, a quarterly review shall be carried out and shall
meet monthly to discuss matters related to safety, health, environment and quality. Such
reviews shall also contain an overview of important matters raised by the vessel’s SC and
subsequent actions.
Reference: Chapter No. 012.2.6.3, ˝Quarterly Review˝ in the main Quality Manual
03.2 SHEQ MANAGER

The SHEQ Manager shall coordinate all Companywide activities with respect to safety,
health, environment and quality and shall prepare the input and outputs from the
Management Reviews and communicate relevant matters to the fleet. See also Chapter No.
02.1 above
03.3 TRAINING IN THE USE OF LIFESAVING AND FIREFIGHTING

EQUIPMENT
Reference: Chapter No. 04.7.3.6.7,˝Use of lifesaving and firefighting equipment˝ in the HR

(Marine) Manual

03.4 SAFETY COMMITTEE , VESSELS

The Master is responsible for the installation of the Ship’s Safety Committee. The Ship
Safety Officer is appointed by the Master, the on board Safety Committee shall meet
monthly and consist of members as required by the Flag Administration:
• Safety Officer (Chairman);
• One (1) Deck Office
• One (1) Engine Officer
• One (1) elected member from the deck, engine and the Chief Cook .
The Committee has an advisory role towards the Master and it is expected that the Master,
when agreeing with items raised, is responding swiftly. If the Master, on the other hand, does
not agree to any comments or advice made by the Committee, the Master shall explain
clearly motives for the decisions made. Any disputes between the SC and the Master in
decision made, may be brought to the DPA for resolution. Depending on the agenda for the
meeting, the number of participants may be increased. The following points shall be on the
agenda for each meeting:
• Outstanding items from previous SC meeting;

• Accidents;
• Safety related documents received on board;
• Observed nonconformities from on board safety rounds;
• Near misses and identification of best practices;
• Degree of compliance with all of Company safety regulations;
• Needs for additional group and individual training;
• Unsafe acts, equipment, systems and routines;
• Improvement proposals from crew;
• Incident/accident investigations;
• Feedback from the office;
• Identification and assessment of risks and hazards;
• Audit and inspection remarks related to safety on board an
• Assignment of responsibilities for new tasks.
Minutes from all meetings shall be prepared and handed over to the Master who in turn shall
include his comments to items raised. A copy of the SC report including master’s comments
shall be forwarded to the SHEQ Department. Items for which feedback from the Company is
expected shall be highlighted. The appointed safety representatives from vessel’s three (3)
departments shall in addition to their tasks as committee members, ensure to:
• Increase the Safety and environmental awareness amongst the colleagues in

their department;
• Assist newcomers in day to day SHEQ activities including hazard identification;
and

• Encourage department colleagues to participate in nonconformity and near miss

reporting

04 GENERAL SAFETY PRECAUTIONS

04.1 LIFEBOAT, LOWERING
Any special requirements from the Flag Administration in addition to what is mentioned
below shall be complied with. Manufactures instructions with respect to stowage, launching
and retrieval of life and rescue boats shall be observed at all times. Before attempting any
launch, the boat and its launching arrangement shall be carefully inspected by an
experienced member of the crew.
04.1.1 Lifeboat, Davit

Davit launched lifeboats shall be moved every week, lowered at every monthly drill and
lowered and maneuvered in the water every 3 months. When a lifeboat is to be lowered to
the water it should first be lowered to approximately 2-3 meters above the water without any
crewmembers onboard. The lifeboat may then be retrieved to a safe level where the
minimum operating crew (the minimum crew required to lower and release the boat once in
the water, normally 2 or 3 persons) shall board for the subsequent lowering to the water. If
the Master decides to lower the boats with more crewmembers onboard, a risk assessment
shall be carried out, considering the following:
• Potential failure of the on load release mechanism;
• Ensure that the interlock lever is in the locked position before attempting a
launch;
• Accidental release of the on load mechanism;
• Crewmembers’ familiarity with the on load mechanism;
• Incomplete engagement of the locking device before hoisting the boat;
• Maintenance of the lifeboat, davits and launching equipment;
• Communications;
• Crewmembers’ familiarity with the lifeboats, davits, equipment and associated
controls;
• Unsafe practices during release and lowering of the boat;
• Crew fatigue;
• Weather conditions; and
• Other conflicting activities.
• Manufacturer’s instruction regarding maintenance and operation of the lifeboats
shall always be complied with. The lifeboat and the launching equipment shall
be thoroughly checked by a competent Officer before any drills are carried out.
Serious Near Misses Incidents or Accidents related to the lifeboats shall be reported to the
Company without delay. Malfunction and serious damage to the lifeboats shall be reported
to the Classification Society and/or the Flag Administration.
04.1.2 Lifeboat, Free fall
At least once every 3 months during an abandon vessel drill, the crew shall board the
lifeboat, properly secure themselves in their seats and commence launch procedures up to

but not including the actual release of the lifeboat (i.e. the release hook shall not be
released.) The lifeboat shall then either be free-fall launched with only the required
operating crew onboard, or lowered into the water by means of the secondary means of
launching with or without the operating crew onboard. In both cases the lifeboat shall
thereafter be maneuvered in the water by the operating crew.
At intervals of not more than six months, the lifeboat shall either be launched by free-fall with
only the operating crew onboard or simulated launching shall be carried out in accordance
with the IMO guidelines in MSC.1/Circ. 1206 and MSC.1/Circ. 1207. Inspection of the free
fall lifeboat shall be part of the security and stowaway search.
Before launching the lifeboat for training purposes, the Master shall ensure that a Risk
Assessment is carried out. Only by low risk shall the launch be carried.
04.1.3 Lifeboat, Davit Launched

Hanging off strops and Fall Preventer Devices (FPD’s) shall be used during drills with davit
launched life boats in accordance with IMO guidelines in MSC.1/Circ. 1327.
04.1.4 Rescue/MOB boat
For davit launched Rescue/MOB Boats, the safety precautions mentioned in Chapter 4.1.1
shall be observed.
Rescue boats other than lifeboats shall, as far as reasonable and practical be launched
every month with its assigned crew and maneuvered in the water. In any case this shall take
place at least once every three months.
04.2 MOORING AND ANCHORING OPERATIONS
Reference: Mooring and Anchoring Manual
04.3 LIFTING AND CARRYING
Reference: Lifting an Lifting Equipment Manual

04.4 COMPRESSED AIR

Compressed air shall never be used to clean the work space or a person’s boiler suit.
04.5 HAMMERING AND CHIPPING

Appropriate PPE shall be used. Additional work permits will be required when working aloft,
outboard or in enclosed spaces. Dust from chipping certain types of paints may cause lung
diseases, and filter masks shall therefore always be worn. Eye protection and leather gloves
shall be used when chipping old paint. If rust removers or corrosive chemicals are used for
cleaning the chipped area, skin contact should be avoided.
Reference: Chapter No.5.5.3, “PPE, Requirements” of this Manual
04.6 GRINDING
Abrasive grinding always requires a hot work permit if not carried out in the engine room
workshop. The required PPE shall be used, and sparking shall be shielded as much as
practically possible. Additional work permits will be required when working aloft, outboard or
in enclosed spaces. Dust from grinding certain types of paints may cause lung diseases,
and filter masks shall therefore always be worn.
Reference: Chapter No. 05.3.9, ˝Hot Work˝ and 5.5.3, “PPE, Requirements” of this Manual
04.7 HOT WORK

Hot work in the engine room workshop shall only be carried out after ensuring that the
workshop is kept clean and tidy, and that no flammable objects or liquids are in the vicinity.
This shall not be carried out while alongside the terminal or during bunkering operations.
Reference: Chapter No.5.3.9, “Hot Work”
04.8 COMPRESSED GASES

The Chief Engineer and Chief Officer are responsible to ensure that all compressed gas
cylinders, which include but are not limited to air, oxygen, nitrogen, and acetylene are
properly stowed.
Reference: Chapter No. 7, “Gas Cylinders”
04.9 ASBESTOS
Asbestos may not necessarily represent a particular danger if it is sealed. However when
touched or worked with (sawing, drilling, etc.) hazardous fibers are released. These fibers,
when inhaled, represent a serious health hazard. Areas where asbestos are present on-
board Company vessels shall be clearly marked on drawings. Working with asbestos
requires special training and equipment. Breathing apparatus alone does not give the
required level of protection, and therefore no seafarer shall work with asbestos on any of the
Company’s vessels.

04.10 MECHANICAL LIFTING OPERATIONS
Reference: Lifting and Lifting Equipment Manual
04.11 HANDLING CORROSIVE OR IRRITATING MATERIALS

Rubber gloves and eye protection shall be used when handling irritating or corrosive
materials. Preventive measures shall be taken against burns from corrosive liquids, and the
user shall familiarize himself with the first aid procedures as advised in the MSDS.
Special care shall be taken if handling corrosive liquids during heavy rolling and pitching of
the vessel. Respiratory protection equipment shall be used when handling liquids which may
release corrosive vapours.
Reference: Chapter No. 5.5.3, “PPE, Requirements” of this Manual
04.12 WORKING ON ENERGIZED SYSTEMS

Work on energized systems requires a work permit.
Energized systems are systems in below conditions:

• Under pressure;
• Under vacuum; or
• Electrically charged.
Below systems are considered to be energized systems when meeting above conditions:
• Cargo tanks and piping systems;
• Pumps;
• Heat exchangers;
• Boilers;
• IGS systems
• Evaporators and condensers;
• Air receivers and bottles;
• Gas cylinders and;
• Electrical switchboards, motors and cables
Reference: Chapter No. 05.3.13, ˝Working on Electrical Systems˝ and ˝Working on

Energized Systems in this Manual

04.13 TEMPORARY OPENINGS

The openings shall be protected by one of the following methods:
• Securing the opening by a temporary grid;

• Securing by ropes;
• Installing a temporary railing system;
• Guarded permanently by a seafarer; or
• Any other method giving adequate protection from falling through or into the
opening.
04.14 GENERAL HOUSEKEEPING

The Master and Heads of Departments shall ensure that the vessel, machinery spaces and
equipment are maintained in a neat, clean and safe condition through periodic inspections
and equipment tests. Proper housekeeping makes it easier to detect defects, and makes the
vessel a safer workplace. It also assists to detect obscure and unfamiliar packages and
objects, which may represent a security risk. Loose fittings, damaged floors, jammed doors,
and other defects or hazards shall immediately be reported to the Heads of Department or
Master when observed. Doors shall be properly secured, whether open or closed, and shall
not be left swinging.
Instruction plates, notices and operating instructions shall be kept clean and legible at all
times.
04.15 FIRE PATROLS

The Master shall, depending upon the vessel, construction, equipment and trade, set up a
fire and safety patrol system to cover the potential hazardous areas of the vessel. These
patrols shall be carried out after each watch between 2200 and 0600 Hrs.
Each patrol shall be recorded in the Deck Log Book.
04.16 FIRE DETECTION AND ALARMS SYSTEM

The fire detection and alarm system shall be inspected, maintained and tested as required.
Whenever a system or a part of such systems is immobilized due e.g. welding work
(temporary change), the measures as per the standard Risk Assessment for overriding fire
alarm are to be adhered to.
04.17 FIRE FIGHTING SYSTEMS AND EQUIPMENT

Fire Fighting Equipment and systems shall be inspected, maintained and tested as required.
Whenever such equipment or systems are immobilized for maintenance, a Risk Assessment
shall be carried out by the vessel’s staff and to be approved by the master. Monthly
inspections shall be carried out and recorded.
04.18 FIRE HAZARDS

The following potential fire hazards, among others, shall be attended to immediately and be

part of the daily ongoing identification of unsafe acts and situations:

• Oily rags, papers and other forms of litter left outside the assigned containers;
• Clothing or other easy ignitable materials left near steam pipes or light bulbs;
• Damp or oil-contaminated linens, blankets or similar absorbent materials unless
placed in the assigned containers;
• Damage to the jackets protecting the high pressure fuel lines;
• Oil leakages;
• Damaged insulation on electrical cables;
• Accumulation of oil in engine and pump room bilges;
• Unauthorized electrical fittings in cabins and public rooms;
• Wood, paints, solvents, and cans of oil in the boiler room or machinery spaces;
• Spilled fat, oil, or grease in the galley;
• Built up grease in galley exhaust vents;
• Over-filled store rooms;
• Flammable material, including packaging material such as cardboard boxes and
wood crates in stored high heat areas;
• Missing insulation and lagging on exhaust manifolds, steam pipes, fuel oil
heaters, etc; and
• Oil soaked insulating material especially in way of fuel pumps and heaters.
• Flammable liquids temporarily used for cleaning, maintenance or repairs shall
immediately after use be returned to an approved storage location.
Further the following shall be taken care of immediately:

• Obstructions in staircases, passageways and emergency exits routes;
• Self closing mechanism on short sounding pipes in the engine room left
inoperable by mechanical means; and
• Fire doors that are not closing properly or being forced in open position by
mechanical means.
Reference: Chapter No. 017, “Machinery room safety” in the Engine Room Manual
04.19 SMOKING REGULATIONS

The Company smoking regulations are aimed at providing a healthy and safe working
environment on board.
Smoking is never allowed:

• On open deck;
• In general working spaces

• In stairways;
• In the galley;
• In store rooms; and
• In private cabins.
• during meal times
Smoking is only permitted: In designated smoking areas and private working areas (such
areas shall not have doors that leads directly to open decks)
Stricter Port Smoking Regulations may supersede the above.
Reference: Smoking regulations posters on board.

04.20 LIGHTERS AND MATCHES (HR FLEET 18.8)
Only safety matches and fixed (car-type) electrical cigarette lighters shall be used.
04.21 VENTILATION OPENINGS IN ACCOMMODATION

All ventilation openings in the accommodation shall be kept well maintained, and the locking
devices lubricated to allow rapid closing in case of an emergency. A list with all ventilation
openings should be available on board. Members of the fire fighting teams and all Officers
shall know the exact position of all ventilation openings in the accommodation and these
shall be closed as part of a fire drill.
04.22 FIRE FLAPS IN VENTILATION SYSTEMS

All fire flaps shall be well lubricated, and the open and closed position shall be clearly
indicated.
04.23 MONTHLY INSPECTION OF LIFESAVING AND FIREFIGHTING

EQUIPMENTS
The monthly inspections of life saving and fire-fighting equipment shall be carried out..
Proper execution of the inspections shall be verified and documented.
Reference: Chapter 03.3.3, ˝Verifications˝ in the HR (Marine) Manual

05 PREVENTIVE ACTIVITIES
05.1 HAZARD IDENTIFICATION
05.1.1 General
Most accidents are due to a sudden and unintentional release of energy (direct cause). Such
a direct cause can be set off by (surfaces causes):
• Unsafe behaviour; and/or
• Unsafe situation/condition.
All unsafe behaviours and situations/conditions shall be reported in the respective systems
(non-conformity and/or near miss, both when appropriate).
Prior to commencement of any activity, individual seafarers have the responsibility to ensure
all potential hazards connected to the activity are identified and mitigated as far as practical.
Reference: Chapter 06.5, ˝Safety Objectives˝ in the Investigation and Analysis Manual
05.1.2 Sources of Potential Harmful Energy

Type of Energy Miscellaneous forms
Acoustic Excessive noise, vibration
Kinetic Energy from things in motion
Electrical Low voltage (< 440 volts) and high voltage (> 440 volts)
Chemical Flammable, toxic, corrosive, reactive substances
Mechanical Cutting, crushing, tearing, puncturing, pinching, wrapping
(movements)
Thermal Excessive heat of cold transfers
Radiation Infrared, microwave, x-ray, ultra-violet, ionizing radiation
Stored Pressurized systems (e.g. hydraulic, compressed air, steam etc.),
equipment in compression or in tension (e.g. springs), elevated
equipment
Working in areas where one or a combination of the above are or may be present, should be
discussed during a work planning (toolbox) meeting and may require a Risk Assessment and
/ or a Work Permits



05.2.1 Risk assessment, process

Risk assessment is the process of examining a required task on board the vessel, whether it
is a routine or an unusual task, to determine the potential risk and what controls can be
applied to minimize that risk. To simplify, that is to say:
Subject Meaning
Hazards What are the sources of potential harm
Consequences What is the result if it does go wrong
Likelihood / How realistic is it that something may go wrong
probability
Severity How much harm would be caused if it did go wrong
Controls What can we do to minimize the chance of something going wrong

Decision Are the controls sufficient to proceed with the task
Risk assessment is designed to do what seafarers have always done, that is to determine if
a job can be done safely with the available resources.
The need to record this process assists in the planning, supervision and encourages safe
practices.
05.2.2 Risk assessment, risk acceptance

There are no international or national accepted criteria for risk acceptance in the marine
field. When reducing the risk to As Low As Reasonably Possible (ALARP) the following
fundamental measures shall be satisfied:
• Company and Statutory requirements are complied with;

• Industry standards are followed;
• All equipment to be used is inspected and tested:
• There are no conflicting activities that negatively can influence the task;
• There are no abnormal environmental conditions;
• All participants are well informed and fit for duty; and
• The Supervisor is experienced with the tasks at hand.

05.2.3 Risk assessment, work planning meeting

The Shipboard Management Team must hold a formal ‘Work Planning Meeting’ and discuss
work plans for the following day, operational aspects permitting, to ensure that daily
operations and maintenance tasks are correctly planned and managed with the aim of
completing all tasks safely and efficiently.
These meetings must include discussions of:
• Work Permits ;
• The need for detailed Risk Assessments;
• Special consideration taken for extraordinary events, which are not day to day
routine tasks; and
• The need for safety briefings on the working level that addresses the practical
issues associated with carrying out specific task.
The ‘Work Planning Meeting’ form shall be used to list all the routine and non-routine jobs
being planned for the day using the below sequence:
Step What to do
Step 1 Describe the jobs, location, personnel involved and person in charge
Step 2 Identify the Hazards and Possible Consequences associated with each job
Step 3 Evaluate and Identify Existing Risk Controls in place for each job
Step 4 Evaluate the Probability for each job
Step 5 Evaluate the Severity for each job
Step 6 Evaluate the Risk Level for each job
Step 7 Decide if a detailed Risk Assessment is required for any of the jobs
If existing Risk Control Measures (those that are listed in the Risk Assessment Library and in
company procedures, manuals, and etc.) for specific jobs are adequate and all Risk Levels
in the work place are found to have an acceptable level, i.e. ‘Low’, a Detailed Risk
Assessment is not required.

05.2.4 Risk assessment, mitigating factors/ preventive measures

Any hazards with ‘Medium’or ‘High’ Risk Level should be reduced to a level that is “Low” or
to a level that is ‘As Low As Reasonable Possible (ALARP). All proposed additional risk
mitigating measures should be evaluated to establish the Residual Risk Level (RRL)
anticipated after all risk mitigating measures have been put in place.
Preference Control Method Example
Most Removing the hazard, for example taking a

Eliminate
Effective hazardous piece of equipment out of service.
Replacing a hazardous substance or process with a
less hazardous one. For example substituting a
Substitute
hazardous substance with a non-hazardous
substance to achieve the same result.
Restricting access to plant and equipment or in the
Isolation case of substances locking them away under strict
controls.
Redesign a process or piece of equipment to make it
less hazardous. Isolating the hazard from the person
at risk, for example using a guard or barrier.
Engineering
Appropriate design, construction and maintenance.
Protection, detection and mitigation control. Use of
proper equipment
Enforcing SMS procedures or safe work practices.
Providing appropriate training, instruction or
information. Port Regulations, Industry Regulations
Administrative
and Guidelines. Minimum number of personnel
involved. Weather envelopes, i.e. maximum wind
speeds, requirement for good visibility or dry day.
The provision and use of personal protective
Least
PPE equipment could include using gloves, glasses,
Effective
earmuffs, aprons, safety footwear, dust masks.

05.2.5 Risk assessment, company requirements

Risk Assessments shall be carried out under the following circumstances:
• Immobilizing fire-detection equipment;
• Immobilizing fire-fighting equipment;
• Immobilizing life-saving equipment;
• Immobilizing critical equipment;
• Hot-work outside the engine room;
• Hot-work inside the gas engine room;
• The use of non-explosion proof equipment in the gas zone;
• Hot-work on fuel and oil systems;
• Non-routine jobs with expected risks;
• Security treats or trading in areas with existing security treats;
• Concerns to the health of ship’s crew i.c.w. the Trading area of the vessel;
• Major conversions to a vessel;
• Crew Ship to Ship Transfers;
• Ship to Ship cargo operations;
• In connection with Management of Change activities where hazards are
identified;
• In case existing risk assessment are not considered to suffice;
• Under keel clearances not complying with UKC requirements mentioned in
Bridge manual 06.4.1.2;
• Deviations from company requirements; and
• As deemed required by the master and / or the responsible officer.
Reference: Chapter No. 014˝Management of Change˝ in the Main Quality Manual

05.2.5.1 Risk assessment, how to completed a risk assessment
A blank risk assessment Excel form is available in STAR IPS
STEP 1:
Page one / Worksheet one.
State general information on the vessel, location, date of the risk assessment.
Give a proper and clear description of the operation to be performed.
Risk Assessment - Part 1

ID Enclosed space Date February 2012 Vessel Anthony Veder Fleet Location Deck / Engine room
Description of operation
Entry in enclosed spaces
STEP 2:
Page two / Worksheet two.
Fill in the description of the task.
Divide the operation in different steps:

• Planning
• Preparation
• Execution
• Finishing / re-commissioning
Determine all relevant potential incidents/accidents and hazards for each step. Keep in mind:
every step has normally a number of hazards.
Entry into enclosed spaces Probability, Severity, Result Assessment Probability, Severity, Result
Step Hazard(s) P S R Mitigating factor(s)/Precautions P S R

The company's SMS clearly provides a
Crewmembers appear not to be
definition of enclosed spaces including
Planning familiar when requiring an 3 3 9 1 3 3
examples of spaces which are considered
enclosed space entry permit
as being enclosed spaces
A safety and work planning meeting with
all crewmembers involved in the job is to
be held prior entry into enclosed spaces is
allowed
Reference is made on the work permit to
The existence of risks which
additional safety precautions which may
Planning appear not to be covered by 4 4 16 1 4 4
be required for certain type of enclosed
this risk assessment
spaces
Additional safety precautions There is a dedicated record field on the
required for certain types of work permit for additional safety
Planning 3 4 12 1 4 4
enclosed spaces which are not precautions which may be required for
covered by this risk assessment certain types of enclosed spaces

STEP 3:
Page three / Worksheet three.
The Risk Matrix is to be used to determine the probability and severity of each hazard
defined in Step 2.
Probability: define how likely it will be that a certain hazard will be present.
Severity: define the consequence if a certain hazard will be present. The consequence
differs per hazard. For example the consequence of the hazard “oxygen deficiency during
enclosed space entry” is personal. The consequence of the hazard “oil spill” during
bunkering operations is environmental.
Risk Assessment - Matrix

Severity
1 2 3 4 5
Negligible Minor Major Critical Severe
Slight Injury Minor injury Major Injury Single Fatality Multiple Fatalities
First Aid Medical Treatment Case Permanent total disability
Personal ► Restricted duties Permanent partial
Work days lost disability
Equipment ► Slight Repair Minor Repair Major Repair Extensive Repair

Production ► Slight Loss Minor Loss Major Loss Production Shut Down
Critical Spill, Short-term Massive Spill,
Environment ► Slight Spill Minor Spill Localized Spill
implication Long-term Implication
Very Unlikely
A freak combination of
factors would be LOW
1 required for an incident 1
2 3 4 5
to result
Unlikely.
A rare combination of
factors would be MEDIUM
2 required for an incident
2
4
6 8 10
to result
Probability
Possible.
Could happen when
additional factors are HIGH
3 present but otherwise
3 6
9
12 15
unlikely to occur
Likely.
Not certain to happen,
but an additional factor
4 may result in an
4 8 12 16 20
accident
Very Likely.
Almost inevitable that
an incident would SERIOUS
5 result
5 10 15 20
25
1–6 May be acceptable, however, review task to see if risk can be reduced further.
8-12 Task should only proceed with authorization of the master.
15 - 25 Task must not proceed. It should be redefined or further control measures put in place to reduce risk.

The result obtained from the risk matrix is to be filled in the assigned column.
The result or risk will automatically appear.
The result or risk can be:

• Green: Low risk
• Yellow: Medium risk
• Red: High risk

allowed
spaces
Planning 3 4 12 1 4 4
STEP 4:
Mitigating factor(s) / precautions are to be defined for every hazard which has been
assessed as being “medium risk” or “high risk”.

allowed
spaces
Planning 3 4 12 1 4 4

STEP 5:
When all mitigating factors / precautions are defined; the risk matrix is to be used to
determine the probability and severity of a hazards after hazard mitigation / precautions have
been implemented.
Keep in mind that the severity of hazard will not change after implementation of mitigating
factors / precautions as if goes wrong, despite the mitigating factors / precautions, the result
will be still the same. Only the probability that the hazard occurs will reduce due to mitigating
factors / precautions resulting that the risk will be reduced.
The result obtained from the risk matrix are to be filled in the assigned column.
The result or risk will automatically appear.

allowed
spaces
Planning 3 4 12 1 4 4
STEP 6:
Fill out the final level of risk assessed on the first page / worksheet. Take the highest result
after mitigating factors / precautions have been taken.
The final level of risk assessed can be:
Green: Acceptable risk

Yellow: Task should only be carried out with approval of master
Red: Task should not be carried out

ID Enclosed space Date February 2012 Vessel Anthony Veder Fleet Location Deck / Engine room
Description of operation
Entry in enclosed spaces
FINAL LEVEL OF RISK ASSESSED LOW / MEDIUM HIGH SERIOUS
Acceptable risk Task should only proceed with No Go

authorization of the master.

STEP 7 :
Tick the required Personal Protective Equipment or other safety equipment to be worn and
the additional safety precautions to be taken when the task will be carried out.
Personal Protective Equipment required for this work
Working gloves Boiler suit Safety shoes Safety glasses Safety helmet Safety harness SC BA
Welding gloves Face shield Welding apron Ear protection Dusk mask Personal gas detection Welding shield/glasses
Filter mask Portable radio Life buoy Safety torch Life jacket Other: Other:
Additional safety precautions
Safety & work

meeting Isolate equipment Ventilation Illumination Communication check Position w atch man Check used equipment
Emergency
procedures C alibrate equipment Lock out / Tag out C heck drawings External regulations Blank lines C lean work area
C heck adjacent
spaces Fifi equipment No cargo operations Purge system ISPS regulations Weather conditions Sea conditions
Safe access Fall prevention Ladders / scaffoldings Secure work area Display day marks De-pressurize system Liquid free system
STEP 8:
The author whom completed the risk assessment and the person approving the risk
assessment should sign the risk assessment. Documents, industry guidelines or other
documentation used during the risk assessment process should be recorded under
“References”.
References : Author name: Approver name:

Enclosed space entry permit /
ISGOTT / Health and Safety Peter Heijboer Arthur van der Kaay
Manual chapter 05.3.14
"Entry into enclosed spaces"
SHEQ Officer SHEQ Manager
STEP 9:
A copy of the risk assessment is to be send to the office for registration purposes. The risk
assessment will be added to the company’s Risk Assessment Library and fleet wide
distributed.

05.2.5.2 Risk Assessment (RA) Library
In order to identify and evaluate risks of the majority of the vessel’s operations, the company
has conducted an inventory of shipboard operations and developed a sample RA Library.
These sample Risk Assessments can be useful as a starting point as input to the Work
Planning Meeting or Detailed Risk Assessments, and additional measures appropriate to the
particular situation should be identified during the toolbox / work planning meeting.
The notes contained within sample risk assessments are aid memoirs only and the actual
physical and processes implemented as control measures must be specific and directly
related to the planned task.
Standard risk Assessments available as per the Risk Assessment Library in STAR IPS.
05.2.6 Review of Risk Assessment program

Risk assessments shall be reviewed as follows:
• Risk assessments are approved by a senior officer once prepared on board or by a
department manager once prepared at the office.
• Risk assessments shall be uploaded in the RA library for future use once prepared.
• Risk assessment shall be reviewed once selected for re-usage or selected as
serving the basis of a new risk assessment. Review can be done either on board or
at the office; depending on where the RA will be used.
• The changes or remarks made during the review process shall be sent to the SHEQ
Department for updating the RA library.

05.2.7 Responsibilities
05.2.7.1 Master
The Master shall ensure by random verification that the hazard identification activity and the
Risk Assessment process is carried out as per requirement and shall approve all standard
vessel specific Risk Assessment and ensure that these are laminated and filed for future
use.
The Master shall approve risk assessments except in the following cases for which office
approval is required:
• Hot-work outside the engine room
• Hot-work inside the gas engine room
• Non explosion proof equipment (camera’s) inside the gas zone
05.2.7.2 Heads of Departments

The Heads of Departments on board shall ensure that all activities in their departments are
covered by a systematic hazard identification activity where all staff is participating. Where
risks are identified and not covered by existing emergency plans, standard routine risk
assessment procedures and equipment, the Heads of Departments shall ensure that a
written Risk Assessment is carried out. This also applies if circumstances (e.g. the
environment) are very different from when the original routine assessments were carried out.
The Heads of Departments shall ensure that scheduled maintenance of critical equipment
are planned well in advance in order to have the Risk Assessment approved by the
Company.
05.2.7.3 Individual Seafarers

Individual seafarers shall take active part in the day to day hazard identification activity and
not undertake any task without having evaluated the situation and concluded that any risks
involved are acceptable. In all other cases and when in doubt, the Head of Department shall
be consulted.
05.2.8 Changes to routines, procedures, equipment and systems
Reference: Chapter No. 014, “Management of Change” in the Main Quality Manual

05.3 WORK PERMIT SYSTEM

05.3.1 General
Work permits shall be used whenever an activity may result in a hazardous situation which
may place human life, the integrity of the vessel, its cargo or the environment at risk.
05.3.2.1 Office approval request for hot work and camera permits
In the following circumstances an office approval request is to be forwarded to the company :
• Hot-work outside the engine room
• Hot-work inside the gas engine room
• Non explosion proof equipment (camera’s) inside the gas zone
Both the superintendent as the SHEQ Department shall review the approval request. No
work is to be undertaken until formal approval is given by the office.
05.3.2.2 Master
All Work Permits shall be approved by the Master. In doing so the Master shall verify that all
potential hazards in connection with an activity have been identified and that adequate
measures have been taken in order to minimize the risk to a level As Low As Reasonably
Possible (ALARP).
For approval of hot work, see Chapter No. 5.3.4 below.
05.3.2.3 Heads of Departments

The Chief Officer is responsible for preparing all work permits for the deck and the catering
area and Chief Engineer for work permits for the engine room and other machinery spaces.
The work permits shall clearly identify;
• The type and the exact location of activity to be carried out;
• That all oxygen, hydrocarbon and toxic vapor detection instruments used in
connection with the work permit have been calibrated;
• Tools to be used; and
• Requirements for ensuring tools are good operating condition.
The Heads of Departments shall ensure that the person assigned to supervise the activity is
familiar with the work and the location where the work shall be carried out.
Before commencing the work under the permit, the Chief Engineer or the Chief Officer shall
ensure that permit has been approved by the Master and that all conditions of the work
permit have been met, including any additional comments made by the Master in connection
with the approval.
05.3.2.4 Activity Supervisor

The Supervisor of the activity under the work permit shall ensure that all safety measures in
the work permit have been observed.
If any of the conditions affecting the activity changes during the work, the Chief Engineer or
the Chief Officer shall be alerted immediately.

05.3.2.5 Individuals
Individual participants shall ensure;
• That all required permits are in place before commencing work;
• All required PPE is being used;
• Work is carried out exactly as planned;
• Keeping an eye on other members in the team; and
• Reporting any near misses.
05.3.3 Tool Box Meeting

The Supervisor or Master (see flowchart) shall hold a meeting, where all personnel involved
in the activity shall participate, and where the activities to be carried out shall be discussed.
The discussions shall include, but not be limited to:
• The hazards identified;
• The risks involved;
• Safety measures including PPE to be used;
• Monitoring and recording activities during the work;
• Responsibility for watch standers, where applicable; and
• Isolations, tag and lock outs that have been carried out or placed.
The objectives of the meeting shall be to ensure that each individual knows his duties and
responsibilities in the team, knows how to handle unexpected changes to the plan or
emergencies, and to confirm that each team member is both physically and mentally fit for
the work.
05.3.4 Tag-out System

Tag-out procedures shall be used to notify personnel that a particular equipment or system
temporarily has been taken out of service due to repairs or maintenance.
Tags shall not be attached to removable parts, and shall be made of a material that is
durable for the environment in which it is used.
The tag shall contain the following as applicable in bold letters
• DO NOT START
• DO NOT OPEN
• DO NOT CLOSE
• DO NOT REMOVE

05.3.5 Lock-out System

The lock out system shall be used to avoid accidents during maintenance or repair activities
on energized systems, and where tag-outs are not considered to provide adequate
protection against accidents.
The energy source(s) for the energized equipment or system to be worked on must be
identified, and de-energized. Depending on the type of equipment or system to be worked
on, the following de-energizing measures may be considered:
• Closing and locking a valve or inserting a blind flange in the pipe if working on
pipe systems;
• Removing fuses or disengaging and locking a circuit breaker if working on
electrical systems; and
• Shutting down boilers when working on high pressure steam equipment, piping
or systems.
Before commencement of the work, the Responsible Person shall confirm that the system is
completely de-energized.
05.3.6 When requiring a Work Permit

The following activities, in addition to what is mentioned in Chapter No. 05.3.1 above, always
require a work permit:
• Hot work in engine room outside the work shop
• Hot work outside engine room or inside an engine room with gas engines
(approval by Company);
• Working aloft;
• Working overboard;
• Working on pressure or vacuum systems;
• Working on electrical systems;
• Small craft alongside
• Use of a camera outside the accommodation or engine room
• Diving; and
• Entry into enclosed spaces.
Reference: Work Permit flow chart
05.3.7 Validity
Work permits shall under no circumstances be given a longer validity than six (6) hours.
When a permit becomes overdue, a completely new permit shall be made and re-approved
by the Master.
05.3.8 Revoking
05.3.8.1 Revoking after Work Completed

The Supervisor shall report the completion of the activity to the Head of Department
and confirm that the following have been carried:

• Any isolations introduced have been removed and component/system

returned to the operational condition;
• All tags and lock-outs are removed by the Responsible Person;
• Other safety measures are cancelled;
• All tools are equipment are removed and returned to their storage
position;
• The activity was carried out as planned; and
• Any near misses observed shall be reported.
05.3.8.2 Revoking due to Changing Conditions

If circumstances at the scene of the activity are changing significantly to the ones
under which the permit were approved, the Supervisor shall inform the Head of
Department who shall together with the Master decide if the permit needs to be
revoked.
05.3.9 Work Permits, Hot Work

Hot work includes the following activities:
• Welding and flame cutting; and
• Grinding or any use of a grinding tool.
Hot Work Permits shall be approved as follows:
Permit type Circumstances Approval by

Hot work Inside ER work shop Work permit not required
Hot work Inside conventional engine room Work permit required; additional risk
assessment required for hot work on
fuel / oil systems; no office approval
required.
Hot work Inside gas engine rooms Work permit and additional risk
assessment with office approval
required
Hot work Outside engine room Work permit and additional risk
assessment with office approval
required
Hot work in the engine room workshop shall only be carried out when this can be undertaken
with no flammable materials in the vicinity of the work place.
05.3.10 Work Permit, use of Camera

Use of camera in gas dangerous areas shall only be done by using certified intrinsically safe
cameras. The use of a non intrinsically safe camera may only be considered after a Risk
Assessment has been carried out and a Work Permit issued
05.3.11 Work Permit, Diving Operations

All diving operations shall be covered by Work Permits and Risk Assessments. The SMT
shall, depending upon the part of the vessel to inspected/worked on, make sure to mitigate
the following hazards:
• Movement of the rudder;

• Movement of the propeller(s);

• Movement of the integrated propulsion unit;
• Starting of the (bow) thruster;
• Changing the sea suction chest;
• Operation of the cathodic protection system; and
• Dropping objects over the side.
The SMT shall meet with the Diving Supervisor and discuss the mitigation measures taken.
• If the vessel is in port and alongside a shore facility, permission from the shore
facility shall be obtained. If required, the port authority and/or coast guard shall
be informed, and the diving operation shall be suspended if other vessels are
approaching or passing.
•
05.3.12 Work Permit, Pressurized Systems
When working on pressurized systems a person well acquainted with the system shall as
part of the Risk Assessment ensure that:
• The system is completely de-pressurized;
• The power source for charging the systems is tagged and locked-out at the
switchboard/local panel; and
• The supply line from the power source (if applicable) is completely isolated from
the system by a blind flange or by removing a piece of pipe.

05.3.13 Work Permit, Electrical System
05.3.13.1 De-energized Systems

When working on electrical systems, the Electrical Engineer or the Chief Engineer
shall as part of the Risk Assessment ensure that the system is:
• Confirmed de-energized;
• Completely isolated from the switchboard/local panel; and
• Tagged and locked as required.
A work permit for working on de-energized systems is required for non-routine jobs.
Examples of non-routine jobs include working on the following systems:

• Voltage systems above 500 Vac;
• Propulsion thrusters / bow thrusters;
• Generators;
• Electrical systems in the cargo area;
• Main switchboard; and
• Emergency switchboard.
05.3.13.2 Energized Systems

Working on live electrical circuits, regardless the voltage shall only be carried out if
there is an emergency or in connection with fault finding and there is no possibility to
de-energize the circuit.
All such work requires a work permit. The work shall only be carried out by a
competent person.
The following measures shall be included in the Risk Assessment:

• Special electrical safety gloves to be used;
• All tools shall be insulated
• An approved rubber mat big enough to prevent accidentally stepping outside
shall be used at the work place;
• The rubber floor mats around the Switchboard shall be confirmed in order and in
place;
• At least one (1) seafarer which has successfully completed a course in cardio-
pulmonary resuscitation (CPR) within the last 5 years shall be stand-by at the
scene;
• The Oxygen Resuscitation Equipment shall be ready for immediate (stand by in
the CCR or the hospital).

05.3.14 Entry into Enclosed Spaces

05.3.15 General
The following permits are used in connection with entry into enclosed spaces:
• Entrance only Entry Permit

• Hot work Entry + Hot Work Permit
• Camera Entry + camera permit
05.3.16 Enclosed Space, Definition

An enclosed space is a room, tank, void, tunnel, passage, or trunk with:
• Restricted entrance or exit possibilities;
• Not designed for continuous occupancy; and
• Insufficient natural or fixed mechanical ventilation
In to tanks and cofferdams also the following are considered as enclosed spaces in
addition:
• Air receivers;
• Boilers;
• Chain lockers;
• Condensers;
• Exhaust ducting
• Forecastle spaces with chain lockers where ventilation cannot be started from
outside the compartment;
• Sewage plants;
• Other areas where there may be a potential lack of oxygen or presence of toxic
gases.
A separate enclosed space entry permit is to be prepared for every single enclosed
space.

05.3.16.1 Enclosed Space, Potential Hazards
Potential hazards Possible Mitigation Measures

Explosive/Flammable Measure atmosphere;
Reduce number of person to minimum;
Personal gas meter
Toxic atmosphere Measure atmosphere;
Reduce number of person to minimum
Oxygen deficiency Measure atmosphere;
Reduce number of person to minimum;
Personal oxygen meter
Oxygen rich (when using flame cutting Hoses as short as practical;
equipment Hoses be removed during breaks and
interruption of work.
Accidental transfer of liquids into the Isolate, tag and required, lock-out the pump
space circuit breaker
Electric shock (e.g. welding equipment) Inspect and test equipment to be used
Inadequate lighting Additional intrinsically portable lights and
adequate number of intrinsically hand torches
Inadequate ventilation Introduce additional portable ventilation
Slipping or falling Proper footwear;
Safety harness;
Staging
Falling through unsecured openings or Protect openings
onto unsecured sharp edges
Extreme temperatures and humidity Delay or postpone entrance
Problems to enter the space with SCBA Regular training drills to be carried out
And provide rescue
A number of the above hazards may be more severe when the vessel is heavily rolling and
pitching.
Reference: Chapter No. 9.8, “Health and Welfare, Extreme Conditions”
05.3.16.2 Ventilation Prior to Entry

Enclosed spaces where the oxygen level is expected to be less than 21% and/or where
there is a possible presence of flammable or toxic vapors, ventilation shall be carried out. No
personnel shall enter an enclosed space before the atmosphere has reached at least
21% oxygen, and is confirmed free from flammable or toxic vapors. After the atmosphere in
the enclosed space has reached 21%, the ventilation shall be
stopped for 15 minutes, and the safe atmosphere shall again be confirmed by
measurements prior to entry.
Mechanical ventilation is not required to be available to ventilate enclosed spaces of which

gas measurements show that there is 21% oxygen.
05.3.16.3 Required PPE

The Supervisor shall ensure that all personnel entering the space use the required PPE
as specified on the Work Permit. Entry into enclosed spaces wearing SCBA sets shall
only be done in an emergency.
Reference: Chapter No. 5.5.3, “PPE, Requirements” of this Manual

05.3.16.4 Precautions Prior to Entry

The following general precautions shall always be taken in connection with enclosed
space entries:
• The Supervisor shall be an Officer experienced with enclosed space entries;
• One (1) experienced person shall be stand-by at the entrance to the enclosed
space as long as personnel are inside and shall be in radio contact with the
personnel in the space and the Officer of the Watch;
• Communication shall take place at agreed frequency;
• Two sets of SCBA fully charged with clean facial masks shall be available at the
entrance. The equipment shall be tested prior to entry into the enclosed space;
• A resuscitator shall be available in the hospital or cargo control room;
• The stand-by at the entrance shall have an intrinsically safe hand torch, VHF;
and
• Rescue line with safety harness shall be available at the entrance.
If a person has passed out or falls in an enclosed space, no rescue attempts into the
space shall be tried without using SCBA.
05.3.16.5 Isolation of Space

If the enclosed space is a tank the following to be carried out:
• The supply line to the tank shall be blanked off and tagged; and
• There shall be a warning sign placed in the cargo and engine control rooms.
If the enclosed space is a cargo tank, the following additional measures shall be taken:
• The inert gas line shall be blanked off and tagged (unless used for ventilation, in
such cases the line must be physically isolated from the inert gas generating
plant); and
• The refrigeration plant shall be tagged and locked-out.

05.3.16.6 Atmospheric Measurements

The instruments used for atmospheric testing shall be tested before use. The
following levels shall be confirmed prior to entry into an enclosed space:
• Oxygen 21% by volume;
• Toxicity level TLV-TWA; and
• The hydrocarbon level shall be 0% of the LEL.
• Bunker fuel oil tanks which have contained oils for which the MSDS indicates
the presence of Benzene and H2S shall be confirmed free from these gases.
• Sewage systems shall be tested and confirmed free from Hydrogen Sulfide.
• Utmost care shall be exercised as H₂S (Hydrogen Sulfide) is extremely toxic
and can be fatal after a very short period of time.
05.3.16.7 During Entry

The atmosphere in the enclosed space shall periodically be tested as stated in the Entry
Permit until the last person has left the enclosed space. The ventilation shall continue until
the activity has been completed. If conditions significantly are changing, e.g. the ventilation
stops, the operation shall be aborted.
05.3.16.8 After Completion of Entry

The Supervisor shall upon completion of the work in an enclosed space ensure that the
space is returned to normal operational condition:
• All personnel that entered the enclosed space are accounted for;
• All equipment, materials or debris used or generated during the work have been
removed;
• Lock/tag-outs and blind flanges used to isolate the space have been removed;
and
• All openings to the enclosed space have been secured for normal operations.
Any problems accounted in connection with an enclosed space entry operation shall be
noted on the enclosed space Entry Permit or on a separate sheet attached to the Entry
Permit. Such information shall be used to evaluate possible changes to the work
permit procedures.
05.3.16.9 Enclosed Space, Training

The Master shall ensure that the necessary training, instruction and information are provided
to all seafarers involved in enclosed entry activities. Such training shall include, but not be
limited to:
• Recognition of the circumstances and activities likely to cause an unsafe
atmosphere;
• Potential hazards associated with entry, and the required precautions;
• Use and maintenance of equipment and clothing required for entry; and
• Rescue of persons from an enclosed space.

05.3.17 Working Aloft

Working aloft means working at an elevated height in access of 1.8 meter above a deck or
platform where there is no fixed protection against falling.
• The job is to be carried out by a crewmember experienced with working aloft;
• All ladders, ropes, scaffolding or staging used when working aloft shall be
inspected by a competent person prior to use;
• Safety harness shall be used at all times. The Risk Assessment shall include
instances where the anchoring for the safety harness has to be shifted during
the activity;
• Ladders used during working aloft shall always be secured against shifting or
slipping;
• All equipment and materials to be used shall be secured from falling; and
• The area directly below the aloft activity shall be roped off and marked with a
warning sign; “Personnel Working Aloft”.
One seafarer shall be stand by during the activity, and be in radio contact with the OOW in
case of an emergency. The Work Permit shall identify any PPE to be used during the
activity, and shall also describe any limitations to the permit in case of sudden change of
wind and sea condition.
05.3.18 Working Overboard

Working overboard means working outside the fixed railing or bulwark of the vessel. Working
outboard shall only be done while the vessel is not moving through the water and with no
or insignificant movement of the vessel. The following safety measures in addition to those
described for working aloft shall be observed:
• All personnel working outboard shall wear an approved type life vest or
alternatively be attached to the vessel by a safety harness;
• A lifebuoy with a sufficiently long line shall be ready for deployment at the railing
in vicinity of the working area;
• The MOB shall be ready for immediate deployment should any personnel fall
into the water;
• The pilot ladder to be rigged in the area of work and reaching close to the
water;
• Facility personnel shall be informed if the vessel is alongside a berth or facility.
There shall be a stand-by at the fixation point of the vessel and he shall keep a look out for
other vessels’ movement in the vicinity that can cause a potential problem.

05.4 WORK PLANNING

A meeting to discuss the daily planned activities shall be held every morning on or around
08.00, to be attended by:
• Master;
• Chief Engineer;
• Chief Officer;
• Second Engineer (optional)
• Bosun (optional)
The following items, but not limited to, shall be on the agenda:
• Vessels schedule;
• Weather forecast;
• Port operations and preparations;
• Cargo Operations;
• Engine room and deck maintenance;
• Work requiring permits; and
• SHEQ related items.
The meeting shall be logged in the Deck Logbook without the requirement for minutes of the
meeting to be kept. The available checklist shall be used as guidance only.
In case any of the participants cannot attend the meeting due to work or rest hours, he shall
be briefed by his immediate colleague on the items discussed as soon as he returns to duty.
In addition to the above general meeting, a tool box meeting shall be carried out prior to an
activity requiring a Work Permit.
Reference: Chapter No. 05.3.3, ˝Tool Box Meeting˝ in this Manual

05.5 PERSONAL PROTECTIVE EQUIPMENT

05.5.1 Supplied by the Company
The following Personal Protective Equipment (PPE) shall be supplied to all AVRZ contracted
personnel on board:
• Safety helmet;
• Safety shoes*;
• Boiler suit;
• Working gloves;
• Goggles;
• Working coat; and
• Hearing protectors.
* Seafarers are required to purchase the safety shoes themselves and bring these
on board. The expenses will be reimbursed by using the Form, ˝.Declaration of
Costs˝
Only Company supplied PPE (or via Manning Agency, see below) shall be used on board.
05.5.2 Requirements
PPE shall be used according to the company specific PPE Matrix:
05.6 SIGNBOARDS AND MARKINGS

Signboards and markings shall be kept legible at all times and shall be part of the
monthly safety inspections of deck and machinery rooms.
05.7 SAFETY INSPECTIONS

05.7.1 Engine and Technical Rooms
The Chief Engineer shall carry out monthly safety inspections of the engine and
machinery rooms.
Reference: Form, “Monthly Inspection of Engine and Technical Rooms”
05.7.2 Safety Inspections, Deck

The Chief Officer shall carry out monthly safety inspections of the deck area including
the forward under deck compartments.
Reference: Form, “Monthly Inspection of Deck Areas”

06 VESSEL EQUIPMENT
06.1 PORTABLE EQUIPMENT, GENERAL
Before work is commenced using any portable power tools, the following shall be
checked:
• The required Work Permits are in place;
• The equipment is fit for the intended work;
• The equipment is fit for use at the intended location;
• The equipment and all its connection and parts are free from
defects; and
• The operator is familiar with its operation and limitations.
After use, the equipment shall be cleaned and returned to its storage location.
Defected equipment shall be clearly marked as such and shall not be used until
repaired by a competent person.
All portable and fixed equipment used for repair and maintenance falls under the
responsibility of the Chief Engineer.
06.1.1 Personal Portable Electrical Equipment

The use of non-intrinsically safe equipment such as handheld telephones (GSM’s),
portable calculators, radios, tape recorders, cameras, etc. is forbidden outside the
vessel’s engine room and the accommodation area.
06.1.2 Vessel’s Portable Electrical Equipment

Portable electrical equipment that shall be used in gas dangerous areas shall be intrinsically
safe and shall be inspected for possible defects before each use.
Only approved portable lamps or torches may be used in non gas-free atmospheres.
Regarding welding equipment, see Chapter No. 10 of this Manual.
06.1.3 Vessel Equipment, Portable Hydraulic/Pneumatic

Portable hydraulic and pneumatic equipment shall be inspected before use together
with their connections and couplings.
06.1.4 Vessel Equipment, Portable Flame Cutting
Reference: Chapter No. 10 of this Manual

06.2 VESSEL EQUIPMENT, FIXED FOR MAINTENANCE AND

REPAIR
Only personnel authorized to do so shall operate the vessel’s maintenance and repair
equipment such as:
• Welding and cutting equipment;
• Machining/drilling/grinding lathe; and
• Sandblasting equipment.
Before use it shall be ensured that the equipment is in proper operational condition
with safety devices in place.
Operators shall use the required PPE as required by Chapter No. 5.5.3.
07 GAS CYLINDERS
07.1 GENERAL
The following applies to all gas cylinders:
• All gas cylinders shall be clearly marked and colour coded;
• Cylinders shall be securely stored and not being able to move in heavy
weather;
• Cylinders shall not be rolled over the deck.
07.2 PRECAUTIONS
The following general precautions shall be observed when using oxygen and
acetylene cylinders;
• Cylinder valves, controls and associated fittings shall be kept free from oil, grease
and paint. Controls are not to be operated with oily or greasy hands;
• Gas shall not to be taken from cylinders unless the correct pressure reducing
regulator has been attached to the cylinder outlet valve;
• Acetylene cylinders shall:
 Not be used for welding at a pressure exceeding one atmosphere, as it is liable
to explode;
 Be stored, moved and used in the upright position;
• Non return valves shall always to be fitted adjacent to the torch in the oxygen and
acetylene lines;
• When a back fire has occurred, the valves on the oxygen and acetylene cylinders
shall be closed immediately. Should the acetylene cylinder become hot it should be
moved to the open and kept cool, either by immersion or copious amounts of water
and stop valve fully opened. If this cannot be done with safety, jettison the cylinder
overboard keeping it attached to a line e.g. a heaving line;

• Oxygen is not to be used to ventilate, cool or blow dust off clothing.

 Valve protection caps shall be in place and secured when cylinders are not in
use or being moved from one location to another;
 Oil shall never be used to lubricate the protection caps;
 The protection caps shall not be used for lifting;
 Cylinders shall:
o Never be placed in an enclosed space;
o Be stored as far away from the work place as possible in order to avoid
any direct heat or sparks;
o Not be exposed to intense sunshine;
o Not be hoisted by means of magnets or choker slings;
o Be moved by tilting and rolling on their bottom edges (but not over deck);
and
o Not be intentionally dropped, struck, or permitted to strike each other
violently;
• Valves shall be closed when:
• Work is completed;
• Cylinders are empty; and
• Cylinders are being moved.
• Hoses shall;
• Be protected from direct heat, sparks and molten metal;
• Not be passed over hot surfaces or sharp edges;
• Together with regulators shall be inspected before use; and
• Never be left inside an enclosed space when work is interrupted.
07.3 GAS CYLINDERS FLAME CUTTING, STORAGE

Storage of oxygen and acetylene shall be done under the following circumstances:
• The cylinder cabinets shall be clearly marked and adequately ventilated;
• Oxygen and Acetylene should be kept in separate compartments except
in the case of the cylinders that are in use, which may be stored in the
same compartment;
• Cylinders should be stowed away from heat sources;
• Should not be in heavy traffic areas to prevent accidental knocking over or
damage from passing or failing objects;
• Valve caps should remain on cylinders not connected for use;
• Full and empty cylinders should be segregated;
• Cylinders should be stored with the valve end up;
• Storage areas should be free of combustible material and not exposed to
salt or other corrosive chemicals.
• Empty cylinders shall be marked as such or stored in a separate marked
area for empty cylinders.
08 SAFE ACCESS TO VESSEL

08.1 GENERAL
Access to the vessel for persons other than members of the crew is described in the
Ship Security Plan (SSP).

08.2 WORKING AREAS

All seafarers shall ensure that all working areas and access to them are free from
hazards that can cause accidents. The following shall be observed:
• No obstructions in ladders and stairways;
• Low overhead obstacles shall be marked or protected if required;
• No obstruct in main walkways on deck (painted with anti-skid paints);
• Low overhead obstructions shall be clearly marked;
• Wires and ropes that can cause tripping shall be marked;
• Slippery surfaces shall be cleaned;
08.3 EMERGENCY EQUIPMENT

All seafarers shall ensure that there is safe and unobstructed access to the following
areas;
• Emergency exits;
• Emergency shower(s):
• Emergency towing equipment:
• Lifebuoys, life raft and lifeboats;
• Lifejackets;
• Portable fire extinguishers and fire hydrants;
• Fire man’s outfit;
• Control stations for emergency stops or operation of;
 Cargo pumps;
 Fuel pumps and separators;
 Forced ventilation;
 Quick closing valves for fuel tanks.
08.4 GANGWAY OR ACCOMMODATION LADDERS

When the gangway or the accommodation ladder is used in port and a person can
fall between the vessel and the quay, a safety net shall be rigged. All stanchions of
the gangway shall be securely fitted, and there shall be safe access from the
gangway on to the deck. Extra care shall be taken during icy and snowy conditions.
Gangway and accommodation ladders shall be inspected before they are rigged.
When boarding is done at anchorage or pilot station, a life buoy with line shall be
available for immediate use at the railing and persons boarding shall wear a life vest.
When boarding during periods of heavy swell, the vessel may require maneuvering in
order to protect the boarding party.
Reference: Chapter N0. 0.17, ˝Maintenance, Gangways and Accommodation

Ladders˝ in the Maintenance, Dry docking and Repair Manual
08.5 PILOT LADDER

The pilot ladder shall be inspected by the Officer of the Watch (OOW) before use and
be securely fastened to the vessel. The ladder shall be secured to the deck structure
where possible, and not to the railing.

08.6 GANGWAY PROVIDED BY THE SHORE FACILITY

When the gangway is provided and rigged by the shore facility, the OOW shall
ensure that the access onto the deck is safe, and does not represent any hazard to
visitors or seafarers. A safety net may be required, see Chapter No. 08.4 above.
08.7 EMERGENCY TO SHORE

If, for any reasons, the gangway cannot be rigged aft of the manifold, the vessel shall
arrange for another means of emergency escape to shore or away from the vessel. If
this escape allows access to the vessel, this access shall to be monitored.
08.8 RADAR ANTENNAS

All work at or in the vicinity of the radar antennas when antennas are in operation is
to be avoided.
09 HEALTH AND WELFARE

09.1 GENERAL
• A good health of individual seafarers will greatly depend on: Even and
thoughtful balance of work, rest and exercise;
• Sensible and regular meals;
• Adequate sleep;
• Avoiding illegal drugs;
• Not overdosing non-prescribed drugs; and
• Avoiding excess of rich food, alcohol and tobacco.
Reference: Chapter No. 4.10, “Drug & Alcohol” in the HR Fleet Manual
09.1.1 Inspections
The following inspections shall be carried out to ensure that the health and welfare
conditions of the seafarers are maintained at a high level:
Scope of Inspection Frequency Carried out by

Accommodation and all Weekly Master, Safety
food handling areas Officer
accompanied by
Chief Cook
Entire vessel Monthly Safety Officer
(deck) and Chief
Engineer (engine
and technical
rooms)
Randomly (checking Incidental Visiting office
certain areas only) personnel
Testing of freeze and cool Weekly Monthly Chief Cook and
cell alarms Master
All the above inspections shall be recorded in the deck logbook

09.2 INDIVIDUAL HEALTH

The Company encourages all seafarers actively to look after their physical condition
by:
• Balancing their diets;
• Eating plenty of fresh vegetables and fruit;
• Drinking adequate amount of water depending upon the temperature and
activities; and
• Engaging in regular physical exercises.
09.3 INDIVIDUAL HYGIENE

Living in a closed community as on board the vessels seafarers are expected to
maintain a high standard of personal hygiene. The following shall be observed:
• Cabins and in particular toilets and showers shall be kept clean;
• No dirty boiler suits, shoes or gloves are allowed in the food storage, preparation
and serving areas in the accommodation;
• Hands shall be thoroughly washed with soap before meals and after each visit to
the toilet;
• Open wounds shall be covered; and
• Working clothing shall be regularly washed.
Personnel engaged in the preparation and serving of food on board shall in addition
observe the following:
• A person diagnosed as suffering from an infection or contagious disease and
diarrhea shall report to the Master and not be allowed to work in the galley,
pantry or other food handling areas;
• Cuts and bruises causing bleeding shall be reported to the Master and be
covered;
• Hands frequently washed with soap; and
• Clean clothing shall be worn daily.
09.4 FREEZE AND COOL CELLS

The Chief Cook shall ensure daily that freeze and cool cells be maintained at the
recommended storage temperatures and that a log is kept. This also includes any
refrigerators in the galley/mess rooms. The Chief Cook shall ensure that the cell doors are
kept open as short as possible.
Any abnormalities immediately reported to the Chief Engineer.
Housekeeping shall be kept to a high standard.
If defrosting of cells is required, the Chief Engineer shall be informed.

09.5 HOUSEKEEPING IN FOOD HANDLING AREAS

All Catering personnel have an equal responsibility for the maintenance of hygienic
conditions within the following areas:
• Galley/pantry and in particular where food is prepared;
• Mess rooms;
• All compartments where food is stored, included the refrigerated and freezing
compartments;
• Local refrigerators; and
• All cupboards containing food and galley equipment.
The above will include frequent and thorough cleaning of;
• Working surfaces in the galley and all serving tables;

• Galley and mess room floors;
• Galley pans, pots and all preparation and serving tools and equipment;
• Galley scuppers; and
• Galley extraction hood including removal of accumulated grease/fat.
The Chief Cook shall further ensure that there are no:
• Rotten fruit and vegetables; and
• Expired food or drinking articles, thus applying the principle of “first in - first
out”
Any such items shall immediately be removed.
Proper color coded cutting board must be used for food preparation of various food items.
The following industry standard color coding must be used:
Cutting board Symbol Food type

Color
Red Raw meat
Blue Raw fish
Yellow Raw chicken
Green Fruit & vegetables
White Bakery & dairy
Different types of knives should be used for fish, meats and vegetables. On completion of
cooking, cutting boards and knives must be cleaned thoroughly.

Frying fat used for food preparation must be regularly replaced since the fat deteriorates
during use which causes significant health risks. The interval of replacing frying fat is
depending on the use and the Chief Cook should check the quality of frying fat with test
strips on a weekly basis. Frying fat is to be replaced when the test reveals that the fat is not
suitable for further use.
09.6 EXTREME CONDITIONS

09.6.1 General
Working under extreme conditions may include any or a combination of the following:
• High temperature and high humidity;
• Working in an unnatural position for prolonged periods;
• Working under severe time pressure;
• Freezing temperature;
• Extreme environmental conditions such as:
 Heavy rain;
 Heavy movement of the vessel;
 High winds;
 Presence of ice and/or snow; and
• Entry into an enclosed space using SCBA.
09.6.2 Risk Assessments
If any activities which are covered by a standard Risk Assessment have to be carried
out under conditions mentioned in Chapter No. 09.6.1 above, the standard Risk
Assessment shall be reviewed for additional hazards that may require additional
mitigation measures.
Such review shall be reported to the Company as soon as possible and if at all
possible before any activity is commenced.
Additional hazards that shall be included, but not be limited to, are the following;
• High temperature and humidity;
• Influence of the sun on unprotected body parts including the head;
• Dehydration;
• Extra fatigue;
• Freezing temperature;
• Frost bite on unprotected skin;
• Cold hands and feet restricting mobility;
• Extreme environmental conditions:
• Electrocution by electrical equipment;
• Restricted visibility;
• Being hit but waves (if present on deck);
• Extreme slippery surfaces;
• Entry into an enclosed space using SCBA.
• Difficulties entering and leaving the space;
• Limited mobility inside the space;
• Difficulties passing through openings inside the space;
• Restricted visibility due to moisture within the mask.

09.7 WORKING WITH CHEMICALS

It is the responsibility of the Chief Engineer and Chief Officer to ensure that all personnel
using chemicals for cleaning or as additives are familiar with the Material Data Safety Data
Sheet (MSDS) for the particular chemical in question. All such materials shall be maintained
in an inventory list that shall be kept updated at all times.
The Chief Engineer and Chief Officer shall also ensure that:
• Chemicals shall not be mixed unless it is positively confirmed that it is safe to do
so;
• Unmarked containers shall not be used unless it can be confirmed what the
content is;
• The manufacturer’s instructions for use are followed;
• The users are or have been made aware of all potential health hazards; and
• Required PPE are being used.
Chemicals, solvents and thinners shall only be stored in one or more of the following places:
• Paint locker;
• In drums secured on open deck;
• In dedicated containers; and
• In an approved dedicated chemical storage area in or adjacent to the engine
room.
Protective chemical resistant goggles, gloves, eye wash and apron shall be available
wherever chemicals are stored.
09.8 FUEL OILS

Apart from being flammable, fuel oils may contain substances detrimental to health
and the following shall be observed. Always refer to the MSDS for details:
• Avoid long exposure to fumes and inhalation;
• Avoid direct skin contact, eyes;
• Do not swallow;
• Use protective gloves;
• When work completed wash the hands thoroughly.
Regarding precautions against Hydrogen Sulfide, (H₂S). see Chapter No, 9.12 9.10
below
09.9 MATERIAL DATA SAFETY SHEETS

The MSDS for the relevant chemicals, solvents and thinners shall be available at the
following places:
• At or near the storage area (each type included); and

09.10 HYDROGEN SULFIDE

Intermediate and heavy bunker fuel oil may contain different levels of Hydrogen Sulfide
(H₂S). H₂S is a colorless, highly toxic gas which even at low levels has an odor similar to
rotten eggs (at concentration > 200 ppm this smell disappears).
Before engaging in any work on tanks having contained any of the above, check the MSDS if
H₂S was present at the loading/bunkering.
The sewage system can generate high concentrations of H₂S as well as methane and
hydrogen gas.
If entry into the tank or working on any of its piping system is necessary a test for H₂S and
explosive gases shall be carried out.
MSDS for H₂S shall be available onboard and all seafarers shall be made aware of the
extreme toxicity of this gas.
Exposure to H₂S at relative short intervals at concentration above 700 ppm can be fatal.
Reference: Chapter No. 5.3.14 , “Enclosed Spaces” in this Manual
09.11 POTABLE WATER

The bunkering, storage onboard, treatment and vessel’s own production of potable
water is dealt with in the Potable Water Manual.
Reference: Chapter No. 020, ˝Potable Water˝ in the Engine Room Manual

09.12 MEDICAL OFFICER

The Medical Officer shall:
• Keep Hospital ready for immediate use:
• Keep the medical chest up-to-date;
• Keep the medical chest sufficiently stocked for the number of persons on
board;
• Ensure that expired medicines are not used, disposed of to an authorized
shore facility and a receipt received;
• Maintain the medical log and report all medical cases as required; and
• Train the other Officers in the use of the resuscitator.
09.13 SHIP SANITATION CONTROL EXEMPTION CERTIFICATE

Vessels that do not present a risk to the public health may be issued with a Ship Sanitation
Control Exemption Certificate (SSCEC) in accordance with the International Health
Regulations. According to these regulations, the Master of a vessel on an international
voyage may be required to report to the authorities any illness that appears to be caused by
an infectious disease or other conditions onboard that could represent a public health risk.
Should there by an inspection be found evidence of public health risk, a Ship Sanitation
Control Certificate will not be issued.
Reference: International Health Regulations (2005)

010 WELDING AND FLAME CUTTING

010.1 WELDING AND FLAME CUTTING, GENERAL
Welding outside the engine room workshop always requires a hot work permit. The
welder shall be trained and well experienced with such work. Additional permits will be
required when working aloft, outboard or in enclosed spaces.
Reference: Chapter No. 5, “Work Permit System” of this Manual
010.2 WELDING AND FLAME CUTTING, RISK ASSESSMENTS
Reference; Chapter No. 5.3, “Hot Work” in this Manual
010.3 WELDING AND FLAME CUTTING, ELECTRICAL WELDING

010.3.1 Welding and Flame Cutting, Electrical Welding, Equipment
Prior to the use of the welding equipment the following checks shall be made:-
• Check that the bonding, earthing and circuit protective devices of the mains supply
to the welding equipment are in good order;
• Inspect electrode holders, cables, plug, sockets, clamps and earthing device. Any
defects such as damaged or worn parts shall be replaced;
• Inspect insulating mats and stands for any damage; and
• Check the availability of a local switching arrangement or device for rapidly cutting
off current from the electrode should the operator get into difficulties and also for
isolating the holder whilst electrodes are being changed.
010.3.2 Welding and Flame Cutting, Electrical Welding, PPE

Protective clothing and equipment complying with the relevant national specifications should
be worn by the operator and as appropriate by those working with him to protect them from
particles of hot metal and slag and from accident burns and their eyes and skin from ultra-
violet and heat radiation.
Clothing should be free of grease, oil and other flammable substances.

The welder shall wear the PPE as prescribed in the Risk Assessment carried out for the
specific job in question.
Reference: Chapter No.5.5.3, “PPE Requirements”

010.3.3 Welding and Flame Cutting, Electrical Welding, Prior to Start

Before welding, cutting or heating is commenced on any surface covered by a
preservative coating whose characteristics are not known, a test shall be made by a
competent person to determine its flammability by scraping of a piece and apply heat.
Preservative coatings shall be considered to be highly flammable when scrapings
burn with extreme rapidity.
If it cannot be determined what type of coating has been used, the coating in the area
to be welded shall be removed to a distance of approximately 100mm. from the area
of heat application.
010.3.4 Welding and Flame Cutting, Electrical Welding, During Welding

When welding in confined spaces and on surfaces with protective coating, even if the
coating in the vicinity of the weld has been removed, atmospheric measurements
shall be carried out in the area to ensure no flammable vapours are produced.
010.3.5 Welding and Flame Cutting, Electrical Welding, After Welding

When welding is completed, the work place shall be cleaned for all debris and the
Head of the Department shall be informed so that the work permits can be revoked.
010.4 WELDING AND FLAME CUTTING, GAS

010.4.1 Welding and Flame Cutting, Gas, General
Reference: Chapter No. 7, “Gas Cylinders” in this Manual
010.4.2 Welding and Flame Cutting, Gas, PPE

During all oxyacetylene welding and cutting the operators shall use safety goggles to
protect the eyes from heat, glare, and flying fragments of hot metals. Thus, except
the welding helmet they shall wear the same PPE as mentioned in Chapter No.
10.3.2 above.
When engaged in cutting outside the engine room workshop, the operator shall wear
the PPE as mentioned in Chapter 010.3.2 above.

011 VESSEL LIGHTING

Lights on deck and in particular the outboard lights are part of the security measures
for the vessel and any defective lights shall be repaired as soon as possible.
The integrity of the protection afforded by the design of explosion proof or intrinsically
safe equipment may be compromised by even the simplest of maintenance
procedures, where incorrect closing, after changing of light bulb could cause a
dangerous situation. Manufacturer’s instructions shall be complied with.
012 PORTABLE LADDERS

012.1 PORTABLE LADDERS, GENERAL
Portable ladders shall only be used where no other safer means of access is
possible. Such ladders shall be:
• Inclined between 60º - 75º from the horizontal;
• Be maximum 6 meters high;
• Properly secured against slipping or shifting sideways; and
• Be extended to at least 1 meter above any upper landing place unless there
are other suitable handholds.
Further, the following shall be observed:

• Work shall be of maximum 4 hours duration;
• Work shall be done within one arm length; and
• Wind shall not exceed force 6.
Before commencement of work, the ladder shall be confirmed in good condition.

012.2 PORTABLE LADDERS, ALUMINUM
Aluminum ladders or other equipment shall not be dragged or rubbed across a steel
surface since it may leave a smear. If a heavy smear of aluminum on rusty steel is
struck it is possible to cause an incendive spark.

013 PAINTING
013.1 PAINTING, GENERAL
Paint containing chemical solvents is irritating and may be harmful to eyes, airways and the
skin. Vapors released from chemical solvents are flammable and may cause fires and
explosions. Enclosed or interior spaces shall be well ventilated prior to and during the
painting process, and until the paint film has dried.
013.2 PAINTING, PAINT LOCKER

When not manned the Paint Locker shall be controlled as per ISPS requirements kept
locked. The inventory shall be kept up-to-date by the Bosun at all times. The following shall
be observed:
• Rags, ropes, paint brushes or other items contaminated with any flammable
material shall never be left lying around in the locker;
• Required portable fire extinguisher(s) is/are in place;
• Containers, paint, thinners and other flammable liquids shall not be left open
inside the locker;
• All flammable material used in daily activities shall be brought back to the store
when activities are terminated for the day; and
• The MSDS shall be available in or close by the locker;
013.3 PAINTING, SPRAYING

Spray painting equipment is potentially hazardous due to the high pressures involved. The
pressure is sufficiently high to penetrate the skin and can also cause serious injuries to the
eyes. Such equipment shall only be used by operators that has been trained and is familiar
with the operation and maintenance of the equipment.
The following shall be observed:

• The equipment shall be carefully inspected before use;
• The hose shall not be passed over/around sharp edges
• Suitable protective clothing such as a combination suit, approved mask, gloves,
cloth hood, and eye protection should be worn;
• Paints containing toxic compounds shall not be sprayed in interiors;
• Depending upon the paint and location of work, a respirator shall be worn;
• Care shall be taken when trying to unblock a blocked paint nozzle;
013.4 PAINTING ALOFT OR OVERBOARD

Painting where paint may reach the water are in many ports or at terminals totally forbidden,
The Master shall ensure to contact the local Agent if paint work overboard has to be carried
out. A Work Permit is required for such work.
Reference: Chapters Nos. 5.3.15 and 5.3.16 in this Manual.

014 WATERTIGHT DOORS

014.1 WATERTIGHT DOORS, GENERAL
Watertight doors are designed to prevent flooding of under deck compartments and they are
thus critical for the stability of the vessel. Watertight doors shall be kept closed at sea and
only be opened for passage.
014.2 WATERTIGHT DOORS, POWER OPERATED

All seafarers that have to pass through power operated watertight doors shall be instructed
in their safe operation. Particular care shall be taken when using power operated watertight
doors which have been closed from the bridge. If opened locally under these circumstances
the door will re-close automatically with a force sufficient to crush anyone in its path as soon
as the local control has been released. The local controls are positioned on each side of the
door so that a person passing through may open the door and then reach to the other control
to keep the door in the open position until transit is complete. As both hands are required to
operate the controls, no person shall attempt to carry any load through the door unassisted.
Notices clearly stating the method of operation of the local controls shall be prominently
displayed on both sides of each watertight door.
No-one shall attempt to pass through a watertight door when it is closing and/or the warning
bell is sounding. The packing of the doors shall be kept free of any paint and should at all
times provide the required sealing to prevent passage or leakage or water.
014.3 WATERTIGHT DOORS, MANUAL

All watertight doors shall be regularly inspected to ensure they are operated easily and
closing tightly when dogged down;
• The rubber gaskets shall not be painted; any paint discovered on the gasket
shall be removed;
• Excessive gaps between the gasket ends shall be avoided and repaired upon
discovery;
• Periodically a chalk test shall be performed on all watertight doors to ensure that
the knife edge makes contact with the entire door gasket;
• Ensure that all dogs or closing assemblies move freely and close securely; and
• Routinely lubricate all watertight door fittings and hinges to ensure ease of
operation.

015 BATTERIES
Battery compartments shall be kept adequately ventilated to prevent accumulation of
dangerous gases. The door to the compartment shall be kept locked when unmanned.
Further, the following shall be observed; Only experienced persons shall be working with the
batteries;
• Smoking and any type of open flame is prohibited and the entrance door shall be
marked accordingly;
• Lighting fittings shall be properly maintained at all times, with protective glasses
in position and properly tightened;
• No unauthorized modifications or additions shall be made to electrical
equipment;
• Any electrical equipment used in the compartment shall be intrinsically safe;
• The compartment shall not be used as a storage compartment;
• The batteries shall be kept firmly fixed to avoid movement in heavy weather; and
• Proper PPE shall be used when exposing the electrolyte of the batteries.
016 SUPERNUMARIES AND SAFETY ONBOARD

Reference: Chapter No. 3.3.23.1, “Visitors in Port” in the HR (Marine) Manual.

CARGO HANDLING, LIQUEFIED GAS

Cargo Handling, Liquefied Gas
01 LIQUEFIED GAS, POTENTIAL HAZARDS

01.1 LIQUEFIED GAS, POTENTIAL HAZARDS, GENERAL
Most substances can exist in either the solid, liquid or vapour state. In changing from solid to
liquid (fusion) or from liquid to vapour (vapourisation), heat must be supplied to the
substance. Similarly in changing from vapour to liquid (condensation) or from liquid to solid
(solidification), the substance releases heat.
The heat supplied to or released from the substance in changing from one state to the other
is called latent heat. A further explanation can be found in the “Liquefied Gas Handling
Principles” (SIGGTO).
For liquefied gases, the solid state is not of interest since this can only occur at temperatures
well below those at which the liquefied gas is carried.
The transport of CO2 is an exception as this will form a solid if the pressure drops beyond a
certain point`.
Temperatures, pressures and latent heat of vaporisation are of fundamental importance in

the transportation of liquefied gases.
Graphical presentation of these properties is available for all the principal liquefied gases
carried by sea and some of these presentations are reproduced in the Data Sheets of
Appendix 1 of the ICS Tanker Safety Guide (Liquefied Gas).
FREEZING
MELTING
EVAPORATION CONDENSATION
SUBLIMATION

01.2 LIQUEFIED GAS, POTENTIAL HAZARDS, PRODUCT NAMES

Chemical compounds with the same chemical structure are often known by different names;
synonyms. The more complex compounds tend to have a larger number of synonyms than
the simple compounds. Synonym names are generally indicated in the Material Safety Data
Sheets (MSDS) (e.g. Ethylene Mono Chloride is a synonym for Vinyl Chloride).
The IMO IGC Code indicates products by their “chemical name”. In case of any doubts about
the name of the cargo to be loaded, and therefore their suitability for loading, enquiries shall
be made to Charterer/Company and or shipper/agent.
The MSDS and SIGGTO publication on “Liquefied Gas Handling Principles” and the “Tanker
Safety Guide” contains more information of chemical properties.
01.3 LIQUEFIED GAS, POTENTIAL HAZARDS, VENTING

One characteristic of liquefied gasses is the large quantity of vapour readily produced by a
small volume of liquid (1 m3 of LPG will produce 600 m3 of vapour at ambient temperature).
The venting of cargo vapours shall therefore be avoided as much as possible. However, if
the venting of cargo is unavoidable, it shall be done with utmost care and only after having
done a risk assessment to evaluate the potential hazards involved, e.g.:
• Flammability;
• Health hazards;
• Reactivity;
• Corrosivity;
• Low temperature effects; and
• Pressure.
Venting of cargo tanks is done when:
• Change of cargo grades takes place

• High cargo tank pressure (not normal operation)
High cargo tank pressure causes
Pending on the type of cargo and liquefaction capacity installed on the ship the cargo tank
might become pressurized due to not normal circumstances. For a LNG carrier without
liquefaction capacity it is key to consume the boil-off in the engines, therefore the ship must
be kept in operation. For gas carriers with liquefaction capacity (eg. ethylene, propylene,
LPG etc) the pressure is maintained by liquefying the boil-off.
Failure of engines where boil-off normally is consumed or failure of the liquefaction plants
lead to high cargo tank pressures. However for not LNG carriers this is a very unlikely case.
This requires two liquefactions plants not able to operate which is considered double
jeopardy. Another possibility is limited to no power supply to operate the liquefaction plant is
also very unlikely due to the spare auxiliary engine installed.
For an LNG carrier normally consuming the boil-off, a higher pressure in the cargo tanks can
occur when the ship is kept idle (engine not running) for longer time. The occasion of higher
than normal pressure inside the cargo tanks of a LNG tanker are more likely. The

overpressure can be reduced to a normal pressure level by simply start to operate the
engines.
Pressure release
Pressure can be released when pressure of the cargo tanks becomes almost equal to
design pressure via the relief valves through the vent mast into the atmosphere. This is an
uncontrolled release of vapour, but protects the mechanical integrity of the cargo tank itself.
A controlled release of vapours can be done by sending out vapours through the vent mast
to atmosphere in a controlled way. This must be done in a safe area (open sea) and
according venting procedures.
Also there might be an opportunity to release the overpressure in the cargo tanks via the
vapour connection to a shore terminal able to liquefy the gas or to flare the gas. This solution
is most safe and with the minimum environmental impact. However the change of releasing
vapours in a harbour area should be carefully evaluated.

01.3.1 Liquefied gas, potential hazards, flammability

When handling Liquefied gasses the flammability has to be taken into account. This
includes:
Combustion Combustion is a chemical reaction, initiated by a source of ignition, in

which a flammable vapour combines with oxygen in suitable
proportions to produce carbon dioxide, steam and heat. Almost all
cargo vapours are flammable. When ignition occurs, it is not the liquid
which burns but the evolved vapour. Different cargoes evolve different
quantities of vapour depending on their composition and temperature.
Flammable The term flammable range gives a measure of the proportions of
range flammable vapour to air necessary for combustion. The flammable
range is the range between the minimum and maximum
concentrations of vapour (% by volume) in air which form a flammable
mixture. These terms are usually abbreviated to LFL (lower flammable
limit) and UFL (upper flammable limit).
BLEVE The boiling liquid expanded vapour explosion (BLEVE) is a
phenomenon associated with the sudden and catastrophic failure of
the pressurised containment of flammable liquids in the presence of a
surrounding fire. Such incidents have occurred with damage rail tank
car or road tank vehicle pressure vessels subject to intense heat from
surrounding fire. This heat has increased the internal pressure and,
particularly if that part of the vessel is not cooled, the vessel’s structure
is weakened to the point of failure.
Flash point The flash point of a liquid is the lowest temperature at which that liquid
will evolve sufficient vapour to form a flammable mixture with air. High
vapour pressure liquids such as liquefied gases have extremely low
flash points. However, although liquefied gases are never carried at
temperatures below their flash point, the vapour spaces above such
cargoes are non-flammable since they are virtually 100 per cent rich
with cargo vapour and are thus far above the upper flammable liquid.
Auto-ignition The auto-ignition temperature of a substance is the temperature to
temperature which its vapour in air must be heated for it to ignite spontaneously.
The auto-ignition temperature is not related to the vapour pressure or
to the flash point of the substance and, since most ignition sources in
practice are external flames or sparks, it is the flash point rather than
the auto-ignition characteristics of a substance which is generally used
for the flammability classification of hazardous materials.
Nevertheless, in terms of the ignition of escaping vapour by steam
pipes or other hot surfaces, the auto-ignition temperature of vapours of
liquefied gases is worth noting
The cargo specific hazards, fire fighting procedures and fire fighting media can be found in
the relevant MSDS and “Tanker Safety Guide”.

01.3.2 Liquefied gas, potential hazards, health hazards

When handling Liquefied gasses the Health hazards have to be taken into account. This
includes:
Toxicity Toxicity is the ability of a substance to cause damage to living tissue, including
impairment of the nervous system. Illness or, in extreme cases, death may
occur when a dangerous substance inhaled, taken orally or absorbed through
the skin.
Asphyxia For survival the human body requires air having a normal content of about 21 %
oxygen. A gas-free atmosphere, however, with somewhat less oxygen can
support life for a period of time without ill-effects being noticed. The
susceptibility of persons to reduced oxygen levels vary but at levels below
about 19%, impaired mobility and mental confusion rapidly occur. At levels
below 16%, unconsciousness takes place rapidly and, if the victim is not
removed quickly, permanent brain damage and death will result.
Anesthesia A patient suffering from exposure to a narcotic product can be unaware of the
dangers around him. Narcotics result in ill-effects to the nervous system. The
sensations are blunted, clumsy body movements are noticeable and distorted
reasoning occurs. Prolonged exposure to narcotics may result in loss of
consciousness.
Frostbite The extreme coldness of some liquefied gases is, in itself, a significant hazard.
If the skin is exposed to severe cold, the tissue becomes frozen.
The cargo specific hazards can be found in the relevant MSDS and “Tanker Safety Guide”.

01.3.3 Liquefied gas, potential hazards, reactivity

When handling Liquefied gasses the reactivity has to be taken into account. This includes:
Reaction with LPGs such as propane and butane may form hydrates under certain
water (Hydrate conditions of temperature and pressure in the presence of free water. This
formation) water may be present in the LPG as an impurity or may be extracted from
the walls of the tank if rust is present.
Hydrate inhibitors such as methanol or ethanol may be added at suitable

points in the system provided that the prior consent of the charterer has
been obtained.
Warning signs for icing or hydrate formation can be:

• Cargo pumps not free to move, when turned manually;
• Blocked condensate return/top spray;
• During discharging, a reduced discharge rate in combination with a
reduced amperage on the pump; and
• Blocked bottom sample points.
Self-reaction Polymerization takes place when a single molecule (a monomer) reacts with
another molecule of the same substance to form a dimer. This process can
continue until a long chain molecule is formed possibly consisting of many
thousands of individual molecules.
Reaction with air Some cargoes can react with air to form unstable oxygen compounds which
could cause an explosion. The IMO Code requires that these cargoes are
either inhibited or carried under blanket of inert gas.
Reaction with Certain cargoes can react dangerously with one another and must be
other cargoes prevented from mixing. This is normally achieved by using separate piping
and vent systems, and separate refrigeration equipment for each cargo.
(see also Care shall be taken to ensure that this segregation is maintained.
compatibility To establish whether or not two cargoes will react dangerously, the data
table) sheets for both cargoes shall be consulted. This question is also covered in
various national regulations, which also shall be observed.
Reaction with The data sheets indicate all materials which shall not come into contact with
other materials the cargo.
Reaction can occur between cargo and shipboard generated inert gas. E.g.
CO2 content in inert gas can generate carbonate formation with ammonia.
Reaction can also occur between compressors lubricating oils and some
cargoes, which may result in damage to the compressors.
Reactivity of specific cargoes can be obtained from the relevant MSDS and the “Tanker
Safety Guide”.

01.3.4 Liquefied gas, potential hazards, corrosivity

Some cargoes and inhibitors may be corrosive, but the original materials of the cargo system
offer protection against corrosive products.
Care shall, however, be taken to ensure that unsuitable materials are not introduced into the
cargo system. Any changes introduced into the cargo system including new types of
materials are subject to the Management of Change procedures.
01.3.5 Liquefied gas, potential hazards, low temperature effects

Liquefied gas cargoes are often shipped at low temperatures and this can present a hazard
to personnel and to the vessel’s equipment or systems. It is important that temperature
sensing equipment is well maintained and accurately calibrated.
Hazards associated with low temperatures include:
Brittle fracture Most metals and alloys become stronger but less ductile at low
temperatures.
Normal shipbuilding steels lose their ductility and impact strength rapidly
below 0°C. For this reason, care shall be taken to prevent cold cargo from
coming into contact with such steels; the resultant rapid cooling would make
the metal brittle and would instantaneously cause cracking in the affected
area.
Spill Spill from a pressurised container is initially different in that the escaping
liquid is at a temperature not greatly different from ambient temperature, but
the liquid is released from its containment pressure down to ambient
pressure. Extremely rapid evaporation takes place, the necessary latent
heat being taken primarily from the liquid itself which rapidly cools down to
its temperature of vaporisation at atmospheric pressure. This is called flash
evaporation and, depending upon the change in pressure as the liquid
escapes from its containment, a large proportion of the liquid may flash off
in this way.
Cool-down Cargo systems are designed to withstand a certain service temperature; if

this is below ambient temperature, the system has to be cooled down to the
temperature of the cargo before cargo transfer. For Ethylene the stress and
thermal shock caused by an over-rapid cool-down of the system could
cause brittle fracture. Cool-down operations shall be carried out carefully
and in accordance with the cargo manual instructions ( maximum rate 10º
C/Hr).

Rollover Rollover is a spontaneous rapid mixing process which occurs in large

tanks as a result of a density inversion. Stratification (layers) develops
when the liquid layer adjacent to a liquid surface becomes more dense
than the layers beneath, due to boil-off of lighter fractions from the cargo.
This obviously unstable situation relieves itself with a sudden mixing,
which the name ‘rollover’ describes.
If the cargo is stored for any length of time and the boil-off is removed,
evaporation can cause a slight increase in density and a reduction of
temperature near the surface. The liquid at the top of the tank is
therefore marginally heavier than the liquid in the lower levels. Once
stratification has developed, rollover can occur.
Rollover has been experienced ashore, and may happen on a vessel

that has been anchored for some time. If such circumstances are
foreseen, the tank content shall be circulated daily by the cargo pumps to
prevent rollover occurring. Rollover in a vessel in transit is most unlikely.
Possible warning signs that may indicate the development of a potential

rollover problem on a vessel may be:
• Lower than normal boil-off gas rate.
• The levels in the affected tanks do not decrease at the same
rate as normal, and may even increase slightly.
• A temperature gradient occurs in the cargo tank, as indicated
by the monitoring equipment.
Rollover, in either a ship or shore tank, can result in boil-off rates ten
times greater than normal, causing over-pressurization, the lifting of relief
valves and the release to atmosphere of considerable quantities of
vapours or even two-phase mixtures.
Ice formation Low cargo temperatures can freeze water in the system leading to
blockage of, and damage to, pumps, valves, sensor lines, spray lines
etc. Ice can be formed from moisture in the system, purge vapour with
incorrect dew point, or water in the cargo. The effects of ice formation
are similar to those of hydrates, and antifreeze can be used to prevent
them.
Reference: Chapter No.08.11, “Loading, Use of Antifreeze” in this

Manual
01.3.6 Liquefied gas, potential hazards, pressure

Liquefied gases are normally carried as boiling liquids at either:
• Ambient temperature (fully pressurised vessels);

• Atmospheric pressure (fully refrigerated vessels); and
• Intermediate pressure and temperatures (semi-refrigerated vessels).

Particularly hazardous cargoes such as ethylene oxide and propylene oxide may be carried
below their boiling point to reduce boil-off and increase safety. In such cases the tank
pressure is maintained above atmospheric with nitrogen padding.
When handling Liquefied gases as cargo the following pressure related items shall be taken
into account:
HIGH AND LOW Pressure above and below the design range can damage a system,
PRESSURE and operating personnel shall be aware of any pressure limitations.
EFFECTS
Pressure surge Great care shall be taken during the start or a change in any cargo
operation where the flow of cargo is commenced / stopped or varied
which may generate a surge of pressure in the cargo lines.
Pressure system In pressurised systems, with the cargo at ambient temperature, there
is normally no external frosting to indicate the presence of liquid or
vapour anywhere in the system. Checks shall be made for the
presence of high pressure vapour or liquid by gauges and test cocks
before opening valves etc.
Reciprocating If vapour trapped in reciprocating compressors condenses, it can

compressors dilute the lubricating oil in the crankcase which could cause bearing
failure, overheating or possibly an explosion.
Cargo tank pressure Cargo tank pressure shall normally be maintained above atmospheric
pressure to prevent the ingress of air and the possible formation of
flammable mixtures.
Liquid gas sampling Liquid gas samples shall not be placed in containers which cannot
withstand the pressure created by the sample at the highest ambient
temperature expected.
Sloshing Refer to Chapter No. 010.1.2.2
Pressure relief valves Pressure relief valves depend on accurate setting of the opening and
closing pressure for effective operations.
Cargo heat Heat exchangers shall be pressure tested periodically, which is

exchangers especially important after a long period of idleness. In addition to
testing the tubes for tightness, the seawater low temperature cut-out
shall be tested to ensure that the cargo inlet valve to the heater
closes, thereby avoiding damage to the tubes from freezing should
the outlet temperature of the seawater fall below 5°C
Reference: Chapter No. 010.1.2.2, “Loaded passage, heavy weather, sloshing” in this
Manual

02 MAINTENANCE, CARGO EQUIPMENT

02.1 MAINTENANCE, CARGO EQUIPMENT, GENERAL
The Master shall ensure that all cargo system equipment is maintained in accordance with
the Planned Maintenance System and that it is operated in strict compliance with the
manufactures’ instructions. Vessel’s trading pattern and future cargos may have to be taken
into account.
The responsibility for carrying out the cargo system maintenance rests with the Chief
Engineer and Chief officer.
Maintenance on any part of the cargo system that has contained, or may still contain, cargo
liquid or vapour shall only be undertaken following detailed work planning including a work
permit.
Full maintenance records of all work carried out on the cargo system shall be maintained.
The records shall be such that the maintenance history of each item of the cargo system
equipment can be easily traced.
Reference: Chapter No. 05.3, “Work Permit System” in the Health and safety Manual
02.2 MAINTENANCE, CARGO EQUIPMENT, CARGO PUMPS

02.2.1 Maintenance, cargo equipment, cargo pumps, deepwell pumps
Regarding the deepwell pumps, the following precautions shall be observed
• Prior to starting a deepwell pump, it shall be turned manually to ensure that pump
and shaft are free to move;
• The pump shall be started with the discharge valve either fully closed or very slightly
open to minimise the starting current and also reduce the potential for a pressure
surge;
• At no time shall the pump be allowed to cavitate or run dry as this will reduce pump
lubrication resulting in damage;
• Heaters, if fitted, shall be used to maintain insulation resistance when the pump is not
in use;
• During periods when the pump is not in frequent use the shaft shall be rotated daily
to prevent damage to the thrust bearings caused by vibrations; and
• When necessary the use of antifreeze to prevent the freezing of any water
contaminant within the pump, fittings or bearings during the carriage of refrigerated
cargoes shall be considered.
Reference: Chapter No. 8,11 4.11, “Loading, Use of Antifreeze” in this Manual
02.2.2 Maintenance, cargo equipment, Cargo pumps, booster and deck mounted
pumps
For booster or deck mounted pumps, the following additional precautions shall be followed in
addition to the relevant precautions listed above for deepwell pumps:

• Before starting, the pump must be adequately primed, either by cargo pressure from
a tank pump or from pressure within the tank itself;
• If necessary the pump shall be cooled to working temperature before starting;
• Any sliding feet shall be kept free and well lubricated; and
• Coupling guards shall be maintained in good condition.
The pumps shall be started with the discharge valve either closed or very slightly open in
order to limit the starting current and minimise possible pressure surge in the line.
Immediately on starting, a check shall be made of the running conditions - current, suction
pressure, discharge pressure, flow, etc.
02.3 MAINTENANCE, CARGO EQUIPMENT, COMPRESSORS

The primary function of the cargo compressors is for the reliquefaction of the cargo. Cargo
compressors can also be used to:
• Increase the vapour pressure in the cargo system, during for example inerting and
purging;
• Equalise vessel and shore pressures before loading pressurised cargoes; and
• Prime deck mounted pumps in the reliquefaction.
Compressors are protected by a number of safety devices such as:

• Low lubricating oil pressure;
• High discharge temperature;
• High and low pressure;
• Low suction temperature; and
• Motor overload etc.
It is important in connection with compressor maintenance that attention is paid to the

operation of these devices and that the correct operating parameters are set.
At no time shall liquid cargo be drawn into the compressor suction or vapours allowed to
condense in the cylinders, crankcases or separators as this can cause damage to the
compressor.
Prior to start up it is important to verify that no liquid has condensed inside the compressor.
Any drain valves shall be closed. The crankcase heaters and other heaters, if fitted, shall be
used. On start up the suction valve shall be opened slowly in order to avoid sudden loading
of the compressor.
Lubricating oil and filters shall be clean. The required grade of lubricating oil shall be used
taking into consideration the cargo temperature as recommended by the manufacturers.
After ammonia cargoes the lubricating oil in the crankcase shall be changed to prevent
cargo contamination.
All pressures shall be monitored during operation for any abnormality which may indicate the
presence of incondensible gases or machinery defects.

During maintenance, attention shall be paid to cut-outs, gas tight bulkhead seals, crankcase
seals, suction filters and flange joints.
02.4 MAINTENANCE, CARGO EQUIPMENT, HEATERS AND
CONDENSERS
Sea water heaters and or condensers are particularly at risk if not maintained and operated
correctly, especially when the other medium is liquefied gas at low temperature.
The sea water circuit shall be established and operational before the liquefied gas circuit is
opened. This is to prevent the sea water from freezing causing serious damage to the
exchanger. If possible two independent working pumps shall be available for the water flow
through the exchanger.
Upon completion of the cargo operation, the water flow through the exchanger shall be kept
running run sufficiently long to ensure that all liquid cargo left in the exchanger is completely
evaporated.
All automatic drain systems shall be maintained in good operating condition.
After water flow through a cargo condenser has been established but well before the cargo
compressors are started, it shall be ascertained if water has penetrated into the gas side of
the condenser system.
Checking shall be carried out by opening up any drain cocks at the bottom of the
condensers or alternatively by opening a drain cock in the condensate return line.
Whenever the presence of water is discovered from one of these outlets no cargo vapours
shall be permitted into the condenser. Before the cooling plant is started a leaking
condenser shall be adequately repaired or completely segregated from the cargo and
cooling water system.
The Company shall be informed immediately of any defects.
Many exchangers, particularly sea water in-line heaters, are protected by a low temperature
trip that shall be set according to manufacturer’s instructions and be tested as required.
Due to the temperature differentials that can exist across the two parts of the exchanger,
correct operating and maintenance procedures shall be followed at all times ensuring safe
operation with maximum operating life span. Corrosion, erosion, thermal stressing etc. will
shorten the service life of the exchanger.
All exchangers shall be pressure tested at regular intervals (refer to PMS) with the date and
pressure stencilled on the equipment. The medium used (N2 or cargo) shall be noted in the
maintenance record.
02.5 MAINTENANCE CARGO EQUIPMENT, CARGO VALVES

The integrity of the cargo system is dependent upon the integrity and tightness of the cargo
valves. They shall be inspected and regularly maintained in order to ensure safe, reliable
and efficient operation.
Itemised records of all inspections and maintenance shall be maintained.

Excluding the operational aspects of valve setting etc. the following maintenance and safety
precautions shall be observed:
• Portable handles shall be provided and maintained for actuated cargo valves to be
opened and shut manually;
• Control valves shall be checked frequently for correct operation over their entire
range, particularly the closing and closed position. All valve indicators shall be
correctly set or calibrated and easily seen from the operating position;
• Any leakage from joints, flanges, glands etc. shall be rectified immediately;
• All valves shall be regularly maintained. Materials used in the maintenance shall be
compatible with all types of cargo and either equal or exceed original design
specification;
• Any pressure relief mechanisms provided for valves shall be maintained and set
correctly;
• Non-return valves shall be fitted correctly;
• All seals shall be maintained in good condition. Damaged seals shall be replaced;
• If excess flow valves require to be replaced, the replacement valve shall be of similar
flow specification; and
• All valve instrumentation and associated equipment shall be functioning correctly.
Cargo tank filling valves shall be tested at intervals not exceeding one week.

03 TANK PREPARATION
03.1 TANK PREPARATION, TANK INSPECTIONS
When tanks are open for inspection, the following shall be addressed:
• Remove any remaining dirt and water;

• Check the level meter (float);
• Check the tank piping and its fittings inside the tank;
• Check the deepwell pumps fittings and impeller for damage and loose bolts;
• Check the 95 and 98 % alarms and test by lifting floats;
• Back-flush the sample lines with air;
• Let a surveyor issue a cleanliness certificate before closing the tank.
Tank inspection dates and any observations made or repairs done shall be noted in the
vessel maintenance system.
Tank entries, inspections and opening and closing times of the lids shall be noted in the
vessels cargo log.
References:
Chapter No. 05.3, “Work Permit System” in the Health and Safety Manual
Chapter No. 01.20, “Maintenance, Tanks and Void Spaces” in the Maintenance, Dry docking
and Repairs Manual
03.2 TANK PREPARATION, DRYING

Drying of the vessels cargo tank shall be done to achieve the proper dew point to prevent
contamination of cargo, icing or hydrate formation.
Vessel specific procedures for tank drying including equipment operating and maintenance
instructions can be found in the cargo system manuals.
A log shall be kept with regular readings of dewpoint at different levels.
03.3 TANK PREPARATION, INERTING

The cargo containment system shall be kept outside the flammable range at all times.
Spaces surrounding type C independent tanks shall be filled with either dry air or be inerted.
Any special requirements from the terminal or the port authority/port state shall be complied
with.
Once the cargo system and tanks are fully inerted, the following conditions which are
specified in the voyage instructions shall be met:
• The oxygen content of the atmosphere shall be below 5% by volume;

• An oxygen level between 2% to 5% by volume may be considered good enough for
commercial grades butane and propane; and

• The dewpoint shall be at the required level considering the temperature of the cargo
to be carried.
Vessel specific procedures for tank inerting, including equipment operating and
maintenance instructions can be found in the cargo system manuals.
A log shall be kept with regular readings of oxygen content at different levels.
03.4 TANK PREPARATION, GASSING UP

Vessel specific procedures in regards to gassing up, including equipment operating and
maintenance instructions can be found in the vessel specific cargo manuals
In order to comply with the presentation requirements, it will be necessary to displace the
inert gas in the system with the vapours of the cargo to be loaded. It is a general
requirement in the liquefied gas trades for the chemical industry to reduce the oxygen level
in the cargo system to 0.2% -0.1% by volume. It will be therefore a matter of cost efficiency
to decide if this oxygen level will be reached during the nitrogen inerting operation or during
purging with cargo vapours.
Purging with cargo vapours can be carried out:
• Alongside the loading terminal, with displaced vapours returned ashore;

• At sea after loading sufficient liquefied gas in one tank (or deck tank) to complete the
purging of entire vessel ; or
• At a purging/cleaning station ashore.
During purging operation:
• The relevant gas concentrations in the tanks and lines shall be monitored regularly;
and
• Deck areas shall be monitored for the presence of flammable or toxic gases. When
the inerting or purging operation takes place in port the precautions to be observed
are in line with those required for cargo operations.
When venting to atmosphere is permitted at sea, the operations shall be stopped if:
• Flammable or toxic vapours are detected on deck and/or around the accommodation;
and
• It becomes apparent that the vapours being emitted are adversely affecting other
persons/installations in the vicinity.
Venting to atmosphere shall not recommence until the conditions have been confirmed safe
to do so.
Venting to atmosphere shall not be initiated or carried out in still air conditions (relative wind
velocity below 5 metres/second).

03.4.1 Tank preparation, gassing up, at sea

The following shall be taken into account when gassing up at sea:
• Find suitable location for gassing up, clear of traffic separation scheme’s with space
to manoeuvre;
• Turn vessel in such a way that wind is blowing from the side (100-120 Dgr relative),
steam backwards if necessary;
• Line up to blow vapours, top out via top purge line to vent mast;
• Shut down accommodation ventilation;
• Use personal protective equipment according to the product to be carried;
• Start venting nitrogen, taking regular measurements of vol% on all sample points;
• If not able to maintain course/wind direction stop venting and reposition the vessel
before resuming;
• If top sample reaches 98 % by volume, gas stop venting tanks;
• If pressure drops below 0.1 bar before tank is fully gassed up, stop operation,
resume voyage and let the product heat up again to pressurise tank and restart
venting after the pressure has been allowed to build up sufficiently;
• Gas up lines, compressors and condensers, using vessel’s compressors and
opening and closing the necessary valves; and
• Depressurise piping system and open all drains to make sure no liquid is left in the
piping system
03.4.2 Tank preparation, gassing up, monitoring operations
• During any inerting and purging operation, the relevant gas concentrations in the
cargo tanks and system shall be regularly monitored;
• During purging operation the relevant gas concentrations in the tanks and lines must
be monitored regularly.
• Sampling of cargo tank atmosphere shall take place at different levels and all tanks
being inerted or purged must be monitored;
• Line samples shall also be taken to confirm that undesirable gas concentrations are
being reduced throughout the whole system; and
• Records of monitoring operations shall be maintained also to identify areas where
there may be problems in reducing gas content.
All operations of inerting and purging, including sampling and monitoring shall be recorded in
the Cargo Operations Log Book.
03.5 TANK PREPARATION, COOL-DOWN
When refrigerated cargo shall be loaded, the tanks shall be cooled to reduce the possibility
of structural damage to the tanks and pipelines due to high thermal stresses and excessive
tank pressures.
The operation can be carried out in simultaneously with purging using incoming cargo
vapours. The procedures for cool-down listed in the operating manual shall be implemented.

The maximum cool-down rates for the tanks and permissible temperature differential within a
tank must be known prior to commencement of the operation. If applicable, details may be
found in the operating manual or in data from the builders. In any case, the temperature
difference between top and bottom shall never exceed 20°K.
Cooling down of cargo tanks (not including deck tanks) shall never be done with a gradient
of more than 10°K per hour. Pumps shall be rotated manually with an interval not exceeding
10 minutes in order to closely monitor smooth turning of the deepwell pumps.
The rate at which cargo liquid is introduced shall be controlled to maintain the tank within the
permissible temperature gradients.
During the cool down process as cargo liquid is introduced to the tank via the spray bars or
bottom loading lines, large amounts of vapour will be produced by the rapid evaporation of
the liquid and the tank pressure may rise rapidly. There may be a delay between the
introduction of the cargo liquid and the rapid rise in pressure. The delay in the pressure rise
may be between 5 and 10 minutes. If during that period further cargo liquid has been
introduced a condition of uncontrolled venting through the tank safety valves may arise. The
tank pressures shall be monitored throughout the cool-down process and shall not be
permitted to approach the maximum pressure operating limit.
Cargo liquid shall not be introduced into a tank which is approaching the limits of
temperature or pressure.
Additional liquid must only be introduced to the tank when both temperature and pressure
are in a controlled state.
When the boil off vapour is being drawn to the vessel’s reliquefaction plant, the discharging
temperatures of the compressors shall be monitored. The temperature of the compressor
discharging will rise in the presence of incondensibles remaining from the inert gas. The
compressors’ high temperature cut out switch, if fitted, shall be correctly set if required by the
gas being used.
As the compressors’ discharging temperatures approach their maximum operating level, for
either the machinery or the gas being used, the incondensibles shall be vented from the top
of the reliquefaction condenser.
If venting is not permitted, the rate at which cargo liquid is being introduced to the tanks shall
be reduced or stopped and the boil off vapours returned to the shore via the vapour return
line.
The cool-down shall continue until liquid begins to form in the bottom of the cargo tanks.
Monitoring of the bottom temperature sensor will indicate when liquid is beginning to form.
When the tanks are at operating temperature, all associated pipe work not used during the
cooling of the tanks shall be cooled by circulating cooled vapour and then liquid.
During cool-down, problems may be experienced from residues of inert gas or moisture left
by poor purging.

04 LOADING
04.1 LOADING, GENERAL
All loading operations shall be undertaken according to the vessel’s operations manual.
Before loading any liquefied cargo, the atmosphere in the cargo tanks shall be suitable for
the cargo which is to be loaded. Specific instructions will be issued by the Charterer to
comply with the presentation clauses indicated in the charter party. On occasions when the
vessel is on a time charter, voyage and cargo instructions may be issued directly to the
vessel from the charterer.
In cases where the charterer has indicated that the cargo to be loaded is similar or
compatible with the previous cargo carried in the tank, all liquid shall be drained from the
tanks and the tank pressure reduced to be slightly higher as atmospheric pressure before
arrival at the loading berth.
This is not required when the vessel is trading on consecutive voyages for the same
charterer and carrying the same cargo. In such cases the vapour and liquid remaining on
board after the previous discharging shall be cooled. This will enable the vessel to load a
greater quantity of cargo.
04.2 LOADING, TANK FILLING LIMITS
Cargo tanks shall be filled according to the requirements of the IGC Code as amended.
The permitted maximum tank filling limit and the required pressure relief valve setting for
each cargo the vessel is certified to carry shall not be exceeded at any time.
98% alarm procedure:
During cargo operations the 98% alarm shall not be overridden.
If the 98% alarm is overridden this is only to be done with the Masters consent and a note
of this is to be made in the vessel’s cargo log.
Any malfunction to the tank level alarms shall be recorded in the vessels cargo log. All
efforts for immediate repairs are to be undertaken.
A cargo tank loading limit certificate according IMO-assembly resolution A.829(19) to allow
loading limits (98%) of the cargo to be accordance with paragraph 15.1.5 of the IGC shall be
made available.
References: Chapter No. 1.3, “Liquefied Gas, Potential Hazards, Venting” in this Manual
04.3 LOADING, LOADING OPERATIONS

The loading operation shall not commence until all pre-operational procedures and checks
together with the commencement of operations checks have been completed.
The Ship Shore Safety checklist shall be completed in close cooperation with shore
personnel. The OCIMF recommended Ship Shore Safety Checklist shall be used. The
vessel must offer the Company provided checklist when the shore provided checklist does

not comply with the OCIMF standard. A remark shall be made on the shore provided
checklist if the use of the company checklist is refused.
The responsible officer shall in close cooperation with the terminal representative decide the
required interval for repetitive checks; however this interval shall not exceed four (4)
consecutive hours.
Both vessel’s staff and terminal representatives shall sign the Ship Shore Safety Checklist
for accomplishment of the repetitive checks. The vessel’s staff shall at all times sign for
accomplishment of the repetitive checks carried out by themselves; despite the fact that
shore representatives refuse regularly to do so.
Loading of cargoes required to be inhibited shall not be commenced until an approved

inhibition certificate is received onboard.
The loading operation shall be carried out according to the approved cargo operation plan.
Any deviation from such plan shall be recorded and the Master informed. The company’s
Operations Department shall always be contacted in case of cargo discrepancies of more
than 0.5%.
If at any time during the loading operation, the Officer in charge considers that a particular
situation jeopardises the safety of personnel, the vessel, cargo and/or the environment, the
operation shall be stopped immediately using the stopping procedure agreed with the
terminal.
The loading operation shall also be stopped if any cargo leaks from the shore loading arm,
the vessel / shore connection or any of the vessel’s lines and valves are detected.
The operation shall not be restarted until the problems have been satisfactorily resolved.
Cargo loading may be carried out using either a shore vapour return line or the vessel’s
reliquefaction plant, or both. Whatever method is used, details shall be recorded in the
Cargo Operations Log Book.
If the compressors are operated during loading they shall be stopped prior to topping off a
tank to prevent liquid ingress to the compressor suction and to facilitate accurate cargo
measurement.
When loading takes place without a vapour return line, the vapour which is generated by the
incoming liquid shall be liquefied by the vessel’s reliquefaction plant and together with
overcoming the heat gain through the tank insulation may leave little capacity for actually
cooling the cargo.
Loading rates may be higher when a vapour return to the shore is fitted as the shore
reliquefaction plant is normally of a higher capacity than that of the vessel.
The vapour return to the shore shall not be used, unless the vessel is instructed otherwise in
writing by the shipper or charterer.
At terminals where there is a significant distance between the shore storage and the vessel,
the cargo may be raised in temperature by:

• Friction heat from the shore pipe work;

• The pumping process;
• The ambient temperature; or
• Throttling in control valves.
This may result in considerable vapour generation in the cargo tanks onboard leading to a
rise in tank pressure. The tank pressures shall be monitored at regular intervals.

04.4 LOADING, TANK PRESSURE

Loading rates shall be reduced or loading stopped completely if difficulty is experienced in
maintaining a stable tank pressure. Action shall be taken onboard to maintain the tank
pressures below the level at which the tank safety valves will lift.
The use of the top spray rail during loading will result in some of the cargo vapour in the tank
condensing, which will help maintain a stable tank pressure.
During normal operations the tank pressure shall be maintained at least one bar below the
maximum relief valve setting. In case the vessel’s compressors are run, one shall take into
account the cargo temperature, checking the theoretical pressure at this temperature for the
cargo involved. If, for any reason, this may not be possible, the Charterer shall be advised.
Chapter No. 1.3, “Liquefied Gas, Potential Hazards, Venting” in this Manual
04.5 LOADING, INCONDENSIBLES
Following a purging operation with inert gas, considerable quantities of incondensable may
be present in the vapour drawn from the tanks. When a shore vapour return line is used, the
majority of the incondensable will be returned to the shore flare. Without the vapour return
the incondensable will have to be vented from the condenser’s incondensable separator, if
fitted, or from the compressor’s vent. When carrying out this operation great care shall be
taken to ensure that cargo vapours are not inadvertently vented to atmosphere as well.
The compressor discharging temperature shall be frequently monitored for any rise as this
may indicate the presence of incondensable.
As the incondensable are vented the condenser pressure and discharging temperature will
drop. This will allow the venting to be reduced by control of the vent valve until it can be
closed completely.
If no other option remains in port, vessels staff may consider sending back incondensable to
the vessel’s tank using a condensate return line.
04.6 LOADING, CHANGING TANKS
During loading when liquid flow is diverted from one tank to another, the valves on the
receiving tank shall be gradually opened in such a way to allow cargo to flow at a slower rate
to reach the desired topping-off level. The valves of the tank shall be fully open before the
valves of filled cargo tanks are closed. This operation shall be carefully planned with the
terminal representative when dealing with remotely controlled valves.
04.7 LOADING, CARGO SEGREGATION
If two or more cargoes are carried simultaneously they are normally segregated from each
other to avoid contamination and, in some cases, chemical reaction. If segregation is
needed to avoid contamination, shippers’ requirements regarding the degree of segregation
necessary shall be observed. If the same piping system has to be used for different cargoes
great care shall be taken to ensure drainage and purging, if necessary, between cargoes.
Separate reliquefaction systems shall be used for each cargo, if possible. However, if there
is a danger of chemical reaction, it is necessary to use completely segregated systems at all
times. In such cases, regulations require “positive segregation”, i.e. by means of removable
spool pieces or pipe sections.

If in doubt whether two cargoes are reactive, the data sheets for each cargo shall be
consulted and advice sought from shippers or other authority. If this advice seems
inconclusive, the cargoes shall be treated as incompatible requiring “positive segregation”.
Positive segregation:
Segregate the cargoes by means of positive segregation utilising removable spool pieces
or pipe sections. This restriction shall equally apply for liquid, vapour, stripping and
condensate return lines including the refrigeration system, booster pumps and heaters.
Confirm separately when cargo systems are fully segregated by means of positive
segregation.
04.8 LOADING, CARGO LEVELS

Cargo quantity received and expected to be loaded shall be recorded at hourly intervals and
compared with shore figures to ensure that no spillage/diversions in the incoming cargo
occur.
Cargo levels in tanks being loaded shall be controlled at frequent intervals and when tanks
are loaded simultaneously, the incoming cargo in each tank shall be stopped off at different
levels to prevent simultaneous topping-offs.
As agreed with the loading terminal, the loading rate may be reduced to the agreed level for
the topping off of each single tank.
The level of completed tanks shall be frequently monitored to prevent any overflow through a
leaking valve.
As a tank nears completion large amounts of vapour are being produced by the boiling liquid
and the bubbles created will apparently increase the volume of liquid in the tank. For an
accurate measurement of the cargo level, the closing of the vapour line from the tank will
reduce the bubbling effect and allow for a more accurate reading of the liquid level.
Tank pressures and temperature shall be monitored frequently and recorded at least every
hour throughout the loading.
04.9 LOADING, LOGGING
The Cargo log book (Port log) is in use in order to capture detailed information on all
important events during the port stay.

The information logged shall be seen as insurance against future claims. The information as
logged shall be sufficient to re-construct the entire operation.
Besides the pre-defined data, the following information shall be logged in the Cargo log book
(Port log):
• Communication with shore, for example:

o 0200, shore request to increase to 200M3
o 0230, shore request ETC  1430
o 0400, radio check with shore
• Verbal communication with loading master or jetty personnel;
• Start / stop times of vessels compressors;
• Times when switching over from / to other tanks;
• All other events which might be useful.
On ships fitted with an online loading computer system, an hourly print out of the loading
condition is acceptable as a record in place of an entry in the Cargo Operation Log Book.:
• Cargo levels;
• Quantities;
• Pressures; and
• Temperatures etc.,
On completion of the operation, the computer prints shall be retained on board to enable
reference to the operation at a later date,
On vessels not fitted with an online loading computer, a flow report shall be maintained on
an hourly basis.
04.10 LOADING, COMPLETION
On completion of loading, vessel’s lines shall be drained to the vessel’s tanks or the
contents returned to shore.
When the loading lines are drained to a tank, the topping off level of the last loaded tank
shall allow adequate volume for draining of the lines.
The lines may be blown by injecting nitrogen into the loading arm. Compressed air shall
under no circumstance be used for this purpose.
When blowing the loading lines to shore, the vessel’s compressors may be used.
Prior to disconnecting the hose/hard arm, the vessel manifold (and shore) valve shall be
closed.
04.11 LOADING, USE OF ANTIFREEZE
Ice and hydrates may form on pumps shafts, valves etc. If this should arise, antifreeze
additives may only be used if this will not:
• Produce any contamination of the cargo to be loaded; or

• Cause damage to any part of the cargo plant, e.g. the insulation around a
submerged cargo pump.
If practicable during the cool-down process, valves shall be operated frequently and pump
shafts turned manually to ensure they are free.
The approval of the shipper or charterer shall be received in writing before any antifreeze
additive is used.
04.12 LOADING, CARGO SAMPLING

Cargo samples may be taken at any stage of the cargo operation on the request of owners
or charterers. Cargo samples shall be taken by a cargo surveyor in cooperation with the
OOW.
Samples may be taken from both liquid and vapour phase and can potentially be drawn from
the cargo pump, bottom, middle and top sample points.
Sampling of toxic cargoes MUST be done under closed conditions.

04.13 LOADING, MONITORING LOADING ARMS
The following precautions shall be taken during the period that loading arms are connected:
• Vessel’s moorings shall be carefully monitored to ensure that the vessels movement
are well within the working envelope of the arm;
• All transfer operations shall be stopped when drift or range alarms are sounded;
• The arms shall be free to move with the motion of the vessel; and
• The hose handling crane shall NOT be used for any purpose, unless agreed with
shore personnel and stated on the Ship Shore Safety Checklist.
The following is only applicable when the propeller shaft cannot be disengaged from the
main engine:
• The main engine shall NOT be turned with starting air while the loading arm is
connected; and
• The main engine shall NOT be started.

05 SPILLAGE
05.1 SPILLAGE, EMERGENCY PREPAREDNESS
Reference: Chapter No. 4.7, “Release of Cargo Vapours” in the Emergency and Salvage
Manual

06 LOADED PASSAGE
06.1 LOADED PASSAGE, CARGO MONITORING
06.1.1 Loaded passage, incondensibles
Incondensibles may still be present in the system as indicated by temperature and pressure
rise in the compressor and condenser. If venting is unavoidable, reference is made to
Chapter No. 05.3.
Reference: Chapter No. 1.3, “Liquefied Gas, Potential Hazards, Venting” in this Manual
06.1.2 Loaded passage, heavy weather
06.1.2.1 Loaded passage, heavy weather, general
While operating the reliquefaction plant in heavy weather liquid cargo may be drawn into the
vapour return line and to the compressor’s suction.
06.1.2.2 Loaded passage, heavy weather, sloshing

Within a range of tank filling levels, the pitching and rolling of the vessel and the free surface
effect can create high impact pressure on the tank surface. This effect is called ‘sloshing’
and can cause structural damage. Filling levels within this range shall therefore be avoided.
However, some cargoes may be carried safely within the range specified for a particular
system if the sloshing forces are permissible; guidance shall be sought from the Company.
Any filling restrictions imposed on a vessel shall be clearly displayed in the Cargo Control
Room (CCR).
06.1.3 Loaded passage, cargo spill prevention

When cargo vapours are drawn simultaneously from several tanks and condensate returned
to tanks, careful monitoring of tank cargo levels shall be carried out to prevent overfilling and
subsequent overflows.
06.1.4 Loaded passage, temperature gradient
Continuous use of the top spray bar when returning the condensate to the tank can result in
a temperature difference between the bottom and the top of the liquid cargo.
This may occur in calm weather when the cargo is not disturbed by the vessel’s motion.
As convective movements of the liquid are very slow, the upper levels of the cargo will be
cooled continuously, while the lower levels will not. This may result in the temperature rising
well above the required temperature for discharging.
The temperature difference between the upper and lower level of the liquid cargo shall be
kept to the minimum and the cargo circulation inside the tank can be optimised by returning
the condensate through both the top spray line and the tank filling line.
By maintaining the lowest temperature gradient in the cargo tank, the overall efficiency of the
reliquefaction plant will be enhanced.

06.2 LOADED PASSAGE, CARGO CONDITIONING

During the loaded passage the cargo shall be maintained at or brought to a suitable
condition ready for discharge. This will involve three main functions:
 Reducing any cargo losses in transit to a minimum;

 Maintaining the cargo tank(s) pressure below the maximum limit; and
 Preparing the cargo to meet the temperature requirements for discharge.
These functions shall be met by reliquefying the cargo boil off and returning it to the tank
while monitoring the reliquefaction plant and cargo tank levels, temperatures and pressures.
Written instructions for cargo conditioning at sea shall be issued by the Chief Officer and
details of the operation recorded.
The reliquefaction plant shall be operated in accordance with the operating manual.
Pre-operation and Commencement of Cargo Operation Checklists shall be used, where

applicable.
06.3 LOADED PASSAGE, EFFICIENCY OF THE CARGO PLANT

During the cargo conditioning process, the efficiency of the reliquefaction plant may be
checked by plotting temperatures and pressures at various stages throughout the process of
cargo vapours reliquefaction on a Mollier diagram for the gas being carried.
The same concept of verification can be applied to the Freon or Propylene coolant cascade
reliquefaction system.
Any deficiency in the system shall be recorded as findings in the plotting obtained.
The causes behind these findings shall be identified and rectified.

07 DISCHARGING
07.1 DISCHARGING, GENERAL
The discharging operation shall not commence until all pre-operational procedures and
checks together with the commencement of operations checks have been completed.
The Ship Shore Safety checklist shall be completed in close cooperation with shore
personnel. Refer to Chapter No. 4.3
The discharging operation shall be carried out in accordance with the approved cargo
operations plan. Any deviation from such plan shall be recorded and the Master shall be
informed.
Regarding aborting the cargo operation due to safety concerns and in connection with
emergencies, reference is made to Chapter No. 4.3
Reference: Chapter No. 4.3, “Loading, Loading Operations” in this Manual
07.2 DISCHARGING, CARGO PUMP PERFORMANCE

Whenever possible, the pump shafts shall be turned by hand to ensure they are free to
move prior to starting.
Cargo pumps are normally started with the discharge valve shut or nearly shut to reduce the
starting load on the motor and also to reduce the possibility of a pressure surge developing
at the start of discharge.
On commencement of discharge all lines, manifold connection, and cargo monitoring

equipment shall be checked for correct operation before the rate is increased.
The normal method for discharging is by using the deepwell cargo pumps. To increase the
discharging rate in case the flow rate is restricted by excessive back pressure, the booster
pumps may also be used in series with the main cargo pumps.
All pumps shall be operated efficiently and in accordance with the manufacturer’s operating
instructions. OOW’s shall be familiar with the operating capabilities of the pumps onboard.
The optimisation of the cargo pumps performance during discharging is subject to the
understanding of their operation (pump performance curves) as plotted against the shore
back pressure curve. This is of particular importance when two or more pumps are run in
parallel.
In situations when the discharging rate has to be restricted, it is normally more efficient to
run e.g. two pumps on full capacity rather than three on reduced capacity. In addition,
throttling in of cargo pumps tends to transfer heat to the cargo and thus reducing the pump
discharging rate.
Throttling the delivery valve will transfer friction heat to cargo with consequent increase of
flash vapours.
Discharge rate shall not be reduced by circulating the cargo through the filling line as this will
increase the cargo temperature.

The correct operating procedure for the cargo pumps shall be available in the Cargo Control
Room (CCR).
07.3 DISCHARGING, USING THE BOOSTER PUMPS
The main cargo pumps shall be running, lines checked for leaks etc., and confirmation that
cargo is being transferred correctly from the vessel to shore shall be ensured before any
booster pump is started. The following shall be observed:
• Before starting the booster pump:

 The piping system and the pump shall be filled up and cooled down by
circulation with cargo;
 The pump(s) shall be adequately primed with liquid to avoid cavitation;
 Shore shall be informed;
• It may be necessary to throttle the cargo pump delivery when used in series with the
booster pump in order to reduce the pressure in the booster pump module;
• Any additional control of flow, however, shall be done by throttling the booster pump
delivery or the main pump recirculation or by the combination of the two; and
• Control of flow solely by throttling the main pump discharge may cause loss of
booster pump suction.
07.4 DISCHARGING, LUBRICATION AND VISCOSITY OF CARGO
The viscosity of a liquid is important in determining the lubricating properties of that liquid.
The majority of liquefied gases have poor lubricating properties by comparison with
lubricating oils or even water.
Liquefied hydrocarbon gases can dissolve in lubricating oil and this contamination may result
in inadequate lubrication of pump seals, compressors, etc. The solvent action of liquefied
gases on grease can cause degreasing of mechanical parts with the same loss in lubrication
of valves, etc.
In addition to its low viscosity, liquefied gas also has relatively poor cooling properties to
carry heat away from a shaft bearing. Any excessive heat will result in a relatively rapid rise
in temperature (specific heat of propane is about half that of water) thus the liquid will
vaporise when its vapour pressure exceeds the product pressure in the bearing.
Bearings in the intermediate pipes and wear rings of the deepwell pumps will be lubricated
by the liquid pumped.
The vapour will expel liquid from the bearing and result in bearing failure due to overheating,
therefore frequent checks of the pumps bearings are to be done during operations as per
vessels specific operations manuals.
It is of vital importance to drain the appropriate bearing chambers of deepwell

pumps according manufacturer’s instructions to prevent vapours from
accumulating in the bearing chamber.
The pressure in the cargo tanks shall be maintained positive throughout the discharging. If
the discharging rate is high, the pressure may drop if the boil off from the cargo is insufficient

to maintain the pressure. In such cases vapour shall be returned to tank either from
the shore via a vapour return line or by utilising the onboard vaporiser.
07.5 DISCHARGING, SEGREGATION OF CARGOS
When different grades are being carried, they may only be discharged simultaneously when
the pipeline system for each grade are completely segregated to avoid any possibility of
cross contamination or possible chemical reactions between grades. As a minimum
requirement, line blanks shall be used. Preferably any spool pieces shall be removed and
lines fully blanked.
Any instructions issued by the shipper with regard to segregation shall be complied with.
If it is necessary to use the same cargo pipelines to discharge grades consecutively, the line
shall be fully drained on completion of discharge of the first grade. If there is any possibility
of contamination or chemical reaction between grades, all common lines used during the
transfer shall be purged free of the previous grade’s vapour. A terminal representative or
independent cargo surveyor shall be requested to verify the purging process and provide
written authority to discharge the next grade.
07.6 DISCHARGING, COMPLETION OF
As a tank nears completion of discharge, particular attention shall be paid to avoid cavitation
in the pump. Normally the booster pump (if in use) shall be stopped as the line pressure
begins to drop and controlling the discharge by throttling the pump delivery valve. The
throttling-in must commence before the pump begins to lose suction. The discharging
pressure shall be maintained at the minimum recommended by the pump manufacturer. On
vessels with automatic stripping systems, a competent person shall be stationed at the pump
controls.
Except for vessels on consecutive voyages when a heel of cargo may be permitted to
remain onboard, cargo shall be stripped from the tanks to the extent possible. Additional
stripping after the cargo pump has been stopped may be possible by pressurising the tank
sufficiently to force out any remaining liquid.
When the pressurisation method is not successful, remaining liquid in a tank shall be
vapourised by introducing heated vapour from the compressors to the bottom of the tank or
use made of puddle heating system, if fitted.
The cargo strippings shall be collected in one tank, if available, before being discharged by a
pump, if possible, or alternatively discharged directly ashore after all other pumps have been
stopped. The system to be used for stripping shall be identified in the cargo plan.
The effectiveness of stripping shall be checked by monitoring the bottom tank temperature
probe and by taking bottom samples.
When it is known that change of grade operations shall be carried out during the ballast
passage, cargo vapours shall also be delivered ashore using the cargo compressors, until
the required minimum pressure is reached (generally 0.5 bar).
The carriage of any cargo heel in the tanks shall be authorised by the cargo shipper.

At no time shall an operating pump be allowed to run dry as the cargo normally provides the
lubrication and cooling for the bearings, seals and glands etc.
On completion of discharge all cargo lines shall be drained, and blown back with nitrogen if
necessary. Blowing with compressed air shall under no circumstance be done.
The vessel’s manifold valves and shore manifold valves shall be shut before disconnecting.
The correct closing of the manifold valves shall independently be checked by two persons.
Prior to disconnecting, the connection space shall be proven free of liquid and then
depressurised.
07.7 DISCHARGING, BALLASTING AND DEBALLASTING
During the loading and discharging operations it will probably be necessary to ballast or
deballast the vessel. The ballasting / deballasting operation shall be included in the cargo
operation plan.
The plan shall detail the following:
• The ballast tanks involved;

• When during the cargo operation the ballast system shall to be operated; and
• The amount of ballast to be handled.
During any ballasting or deballasting operations, the reduction in the vessel’s stability due to
free surface effect in slack ballast and cargo tanks shall be considered. The number of slack
tanks shall be kept to a minimum.
The loss of stability due to free surface effect shall be taken into account during the planning
of any cargo operation. In the cargo tanks, the magnitude of the free surface effect may
depend upon the shape of the tank and the level of cargo.
When the vessel is to proceed on a ballast voyage, or a voyage in a partly loaded condition,
the amount of ballast taken onboard shall be sufficient to ensure that the draught of the
vessel, particularly forward, is sufficient for the expected weather conditions during the
passage.
Reference: Ballast Water Management Plan

07.8 DISCHARGING, TRIM, LIST, STABILITY AND STRESS
The stress and stability limits for the vessel shall not be exceeded at any time. Stability
calculation for arrival and departure shall be prepared prior to arriving in port.
A full set of approved stability booklets shall be kept on board.
If the vessel is fitted with an approved computer system for stability calculations, the system
shall be subject to a 3-monthly test, comparing the outcome of a computer calculation to a

standard calculation from the approved stability booklet.
During cargo operations, the vessel shall not be exposed to any excessive list or trim and
shall remain in fully operational condition should an emergency evacuation of the berth be
required. This includes maintaining the rudder and propeller and any thruster tunnels at the
required levels of immersion to enable satisfactory operation.
The draft forward shall never be less than that required for a satisfactory operation of
emergency fire pump (if located forward) unless an alternative suction is arranged.
07.9 DISCHARGING, PRECAUTIONS WHEN ARMS ARE
CONNECTED
Reference: Chapter No. 4.13, “Loading, Monitoring loading Arms”

07.10 SHIP TO SHIP TRANSFER

Ship to ship transfer All transfer operations shall be undertaken according the
vessel’s specific operations manual.
Communication Good communication between the vessels is an essential

requirement for successful ship to ship (STS) transfer
operations.
Preparations The following needs to be assessed in the planning phase

of STS transfer: communication, mooring, cargo hoses,
vessel preparations, safety requirements, night mooring
and navigational signals.
Manoeuvring and When mooring two vessels for STS transfer operations, the
mooring following shall be taken into account: weather conditions,
sea state, current, berthing principles, fenders, mooring
equipment and preparations, maneuvers under different
circumstances and nautical aspects.
Procedures Once alongside for STS transfer, the following shall be

alongside and taken into account: pre transfer procedures, tending of
cargo transfer fenders and mooring lines, cargo transfer planning, transfer
of personnel, transfer, connection and handling of hoses,
(linked) ESD systems, list and trim, flow rate, vapour return,
cargo release, cargo documentation and operations after
completion of cargo transfer.
Unmooring To ensure safe unmooring operations, the different

circumstances need to be assessed and unmooring checks
shall be done.
Reference is made to the ship to ship transfer guide for liquefied gas.
STS checklist are made available for the following:
• STS Pre fixture checklist;

• STS Pre operations checklist;
• STS Pre Mooring checklist;
• STS Pre Cargo transfer Checklist; and
• STS Pre unmooring checklist.
The International ship-shore safety checklist is to be used for STS operations.

08 PERSONAL PROTECTIVE EQUIPMENT

08.1 PERSONAL PROTECTIVE EQUIPMENT, GENERAL
The requirements for Personal Protection Equipment are listed in the Health and safety
Manual.
Reference: Chapter No. 5.5.3, “PPE, Requirements” in the Health and Safety Manual
08.2 PERSONAL PROTECTIVE EQUIPMENT, BREATHING

APPARATUS
Breathing apparatus shall be worn under the following circumstances:
• If a risk of toxic cargo emissions exist;

• During any maintenance work, opening of blank flanges, taking samples and draining
pump seals; and
• Entering compressor rooms.
08.3 PERSONAL PROTECTIVE EQUIPMENT, CHEMICAL GLOVES

Chemical gloves shall be used in case of any chance of minor liquid toxic cargo emissions.
Examples are:
• During maintenance work;

• Opening of blank flanges;
• Taking samples; and
• Draining pump seals.
08.4 PERSONAL PROTECTIVE EQUIPMENT, CHEMICAL SUITS

Chemical suits shall be used in case of major emissions of toxic cargo.
08.5 PERSONAL PROTECTIVE EQUIPMENT, PERSONAL PPM

METER
If no breathing apparatus is used on deck, personal PPM measuring equipment shall be
carried.
09 WORKING PERMITS
Reference: Chapter No. 5.3, “Work permit System” in the Health and Safety Manual
010 HEALTH CHECKS

Reference: Chapter No. 9.7, Health and Welfare, Medical Examinations” in the Health and
Safety Manual
011 THIRD PARTIES

Reference: Chapter No. 5, “Visitors in Port and Supernumeraries” in the Human Resource
Fleet Manual

012 GAS DETECTION EQUIPMENT

012.1 GAS DETECTION EQUIPMENT, GENERAL
In addition to the permanently installed gas detection system, each vessel shall as a
minimum carry:
• Two sets of portable gas detection equipment;
• Three sets of portable PPM meters;
• Two portable instruments measuring oxygen; and
• Dräger tubes according to the cargos carried
012.2 GAS DETECTION EQUIPMENT, CALIBRATION AND TESTS
Calibrations and tests shall be done according the manufacturer’s instructions.
Fixed gas detection shall be calibrated by the vessel’s staff:

 On a monthly basis;
 After changing grades of cargo; and
 After any alarm;
Portable gas detection shall be tested by the vessel’s staff:

 On a monthly basis; and
 Prior to use.
The oxygen analyser of the inert gas generator shall be calibrated by the vessel’s staff:
 Prior to every use of the Inert Gas generator by means of nitrogen and ambient air.
Records of calibration of the oxygen analyser shall be made in the Official Integrated
Logbook.
In addition, all portable gas detection equipment shall be calibrated ashore annually by an
authorized company.
Irrespective of the type of equipment or its intended service, the following general
precautions shall be taken:
 All personnel required to use gas detection equipment shall understand the operation
principles used by the detector. The manufacturer’s instruction handbook shall be
available for each unit;
 Calibration checks shall only be carried out by competent personnel.
 The composition of the calibration gas shall be known.
 When oxygen detectors are calibrated for 21% oxygen it is essential that this is carried
out in clear air conditions;
 Sufficient supplies of a required calibration and span gases shall be carried on board.
 All sample lines shall be maintained in a clean and unobstructed condition such that a
leak tight connection can be made to the instruments;
 The correct sampling point, upper / lower for the fixed gas detection equipment shall be
correctly set in respect of the cargo being carried;
 If fixed gas detection equipment is installed in spaces used by personnel, the ventilation
systems shall be operational;

 When using portable equipment care shall be taken to ensure that an adequate number
of samples are taken from different points verifying that the entire area is represented in
the readings taken;
 Only equipment certified for use in gas dangerous zones shall be used;
 Where fixed gas detection readouts are on the bridge or in the control room etc. care
shall be taken that the exhaust from the detection equipment is lead to atmosphere and
operating correctly;
 Pumps, filters, flame screens, and other components of any gas detection system shall
be well maintained at all times to ensure the accuracy of all readings taken;
 Any local and remote readouts shall be regularly checked and compared for accuracy;
and
 Full calibration test and inspection records are to be maintained for each piece of
equipment.
012.3 GAS DETECTION EQUIPMENT, MAINTENANCE

Maintenance of gas detection equipment on board is generally concerned with calibration,
changing of batteries and ancillary components etc.
When there is reason to believe that an instrument is not accurate and maintenance
onboard fail to rectify the fault, the unit shall be returned to the manufacturer’s or an
authorized repair company.
In the case of fixed gas detection equipment, the manufacturer’s representative shall be
requested to attend the ship.

013 ELECTRICAL EQUIPMENT

The preservation of integrity in areas where flammable vapours may be present is subject to
the design and maintenance concepts for that equipment:
 “Intrinsically safe” - an electrical circuit of connected apparatus and wiring in which no

spark or thermal effect under normal operation or fault conditions is capable of causing
ignition of a given explosive mixture. This is achieved by using low power circuits having
limited voltages and currents;
 “Flameproof Equipment” - equipment within an enclosure capable of withstanding the
pressure developed during an internal ignition of a flammable mixture such that any
explosion generated products are cooled to below ignition temperature before reaching
the surrounding atmosphere; and
 “Purged Equipment” - equipment pressurised with air or inert gas such that no flammable
vapours may enter an enclosure and reach a source of ignition.
Portable electrical equipment not certified safe shall not be permitted in the cargo areas, or
in any other areas where cargo vapours may be present.
Prior to undertaking maintenance on any electrical equipment the following precautions shall
be observed:
 All work on electrical equipment is subject to a work permit as outlined in the Health and
Safety Manual;
 Only certified test equipment shall be used in areas where flammable vapours are likely
to be present and the validity of the certification shall be verified before any testing is
undertaken;
 High voltage test equipment - “megger testers” - shall only be used on circuits for which it
is designed and shall never be used on intrinsically safe/low voltage circuits which may
be damaged by its use;
 If internal condensation is observed within some equipment, it shall be isolated and
dried;
 All cable penetrations shall be fitted with proper seals and all securing arrangements
shall be fitted correctly; and
 Design clearances of certified flameproof type enclosures shall be maintained at all
times.
Under no circumstances shall additional or modified electrical equipment be fitted in cargo

areas or areas where flammable vapours are likely to be present without the approval of the
Classification Society and the Company.
The Chief Engineer shall ensure that all cargo area electrical repairs and maintenance shall
only be undertaken by appropriately certified personnel.

014 GAS TIGHT SEALS

Gastight seals are fitted between, for example, the compressor room and the motor room
and as such a primary safety requirement exists in ensuring that the integrity of the seals are
maintained at all times.
Oil or grease filled seals shall be maintained at the correct level. Seal faces shall be
regularly inspected and renewed immediately if a defect is observed.
Maintenanceon gastight seals is subject to a work permit.
The positive pressure motor room and negatively ventilated compressor room is considered
a secondary safety feature in addition to the gastight seals.

015 MONITORING AND ALARM SYSTEMS

015.1 MONITORING AND ALARMS SYSTEMS, GENERAL
All monitoring and alarm systems shall be regularly inspected and tested. Any deficiencies
shall be rectified without delay. Deficiencies to the vessels cargo tank level alarms shall be
noted in the official logbook.
Deficiencies found on any critical equipment shall be reported immediately to the Company
Alarms shall be tested on a monthly basis. Full inspection, test and maintenance records
shall be maintained.
Air, hydraulic and other motive power systems shall be maintained in a clean, dry and
uncontaminated condition with any operating levels maintained correctly.
Filters shall be maintained clean and fluid systems shall only be replenished using approved
fluids compatible with cargo, gasket and sleeve materials as recommended by system
manufacturers.
015.2 MONITORING AND ALARMS SYSTEMS, INSTRUMENTATION
Instrumentation is generally regarded to be separate from but vital to the monitoring and
alarm systems and as such is deemed to be the provider of information to personnel, control
and alarm circuits. Process control is not possible without adequate, regularly calibrated and
accurate instrumentation.
All instrumentation shall be maintained in a good operating condition:
 Manufacturer’s instructions on maintenance and calibration and recommendations on

factory reconditioning shall be observed;
 Instruments shall only be used within their intended purpose and calibration;
 Equipment shall be calibrated each dry-docking period and only by using approved
equipment;
 Precision tools provided for the maintenance of instrumentation shall not be used for any
other purpose;
 Pneumatic, electronic and other equipment provided to assist in defect identification shall
only be used for its intended purpose;
 Regular checks shall be made to identify any fittings which may have become loose due
to ship vibration; and
 Sophisticated electronic equipment and instrumentation is susceptible to surges in the
power supply, electromagnetic interference etc. Procedures shall be available on board
for cutting and reintroducing electrical power to the cargo instrumentation, control and
alarm systems.
Systems susceptible to interference from outside sources, e.g. portable radios, computers,
etc. shall be identified and procedures implemented to eliminate any interference to the
systems.

016 EMERGENCY SHUT DOWN SYSTEM (ESD)

The instrumentation, control process and power actuators in the emergency shutdown and
tank high level systems are of paramount importance and are identified as critical
equipment. All critical equipment shall only be maintained and tested by competent
personnel.
The tank level alarm “set point” may be affected by the density of the cargo, dielectric
constants, Doppler effect etc. If necessary therefore, adjustments shall be made according
to the manufacturer’s instructions and relative to the cargo carried.
Automatic shut down systems are normally designed to shut the tank loading valves if the
liquid level rises above the pre-set point and there is a danger of the tank being overfilled.
Care shall be taken to ensure that the activation point is accurately set and if possible the
operation of the device is regularly tested. The system shall be tested following any in tank
maintenance.
The precise timing and rate of closure of the cargo valves shall be known, reliable and
reproducible in order that shore personnel may be advised of the closing times and in liaison
with the vessel’s Officers, agree an acceptable cargo transfer rates.
The system shall be able to close down within 30 seconds from activation reduce possible
pressure surge; the last 20% of valve closure shall take at least 6 seconds.
All tests and closure times shall be recorded.
Following any maintenance to the ESD system and prior to each cargo transfer operation,
the system shall be tested.
When a vessel is fitted with an ESD extension pennant, this shall be provided to the shore
during every cargo transfer operation.
On vessels where onboard and shore emergency shutdown system may be directly linked,
the system shall be in place and tested prior to commencement of any cargo transfer
operation.
Fusible elements are provided on board gas carriers which are connected to the vessels
ESD.

017 CARGO VENT AND PRESSURE RELIEF SYSTEM

017.1 CARGO VENT AND PRESSURE RELIEF SYSTEM, PRESSURE
RELIEF DEVICE
The following devices are fitted to allow the controlled escape of liquid and vapour:
• Spring loaded relief valves

 Directly loaded;
 Pilot operated.
Any planned maintenance to the vessels safety relieve valves shall be done ashore by a
qualified company.
All valves require different forms of maintenance and operation but the following general
precautions apply to all types:
• Inlet and outlet pipeline systems shall be kept free of any obstruction of liquid build
up which may affect the operation, or alter the effective set point of the valve.
Particular attention shall be paid to the accumulation of water in vent headers etc.,
which may freeze and cause blockage. Water can easily be attracted into headers,
long lead pipelines etc. and its accumulation can easily go undetected. Vacuum
conditions in pressure relief valve outlets shall not develop as any vapour released
will condense causing a significant pressure drop to the extent that water may be
drawn into the system from outside;
• Where multiple setting pressure relief valves are installed, changes in setting shall
only be made by a responsible officer under the supervision of the Master. Any
changes shall be logged with signs posted at the pressure relief valve and in the
Cargo Control Room, stating the set of pressure. Where pressure relief valves have
“in port” and “sea” settings the vessel shall not proceed to sea without the valves
being set to their “sea” setting;
• Some pressure relief valves are provided with a means of manual operation to open
and close the valve. Manual operation shall only be undertaken in the event of an
emergency. Routine manual operation is not permitted as a valve may seize in the
open position with no means of resealing. Under automatic operation the valve is
designed for full bore rapid depressurisation and any liquid within the two phase flow
will flash off well downstream of the valve components. In the case of manual
operation the flow may be such that flash off occurs at the valve resulting in
instantaneous freezing;
• Prior to any maintenance work on pressure relief valves tanks shall either be in a gas
free condition or the valve isolated from its relieving system when design permits.
The use of isolation or interlocking mechanisms shall be used on the written authority
of the Master after consultation with the Classification Society and Chief
Superintendent of the Company;

• Outlet piping shall not impose any stress on the pressure relief valve and shall not be
disconnected at any time the tank is in service. During reconnection new pipe joints
shall be used;
• All materials used as spare gear or for other purposes shall be fully compatible with
all cargoes the vessel is certified to carry;
• When overhauling a pressure relief valve the manufacturer’s instructions shall be
complied with and the work shall only be carried out by competent personnel. Only
manufacturer approved spares shall be used;
• Pressure relief valve operation shall be regularly checked for setting, blow down
characteristics and tightness; and
• All maintenance, inspections and tests shall be recorded.
017.1.1 Cargo vent and pressure relief system, pressure relief device, spring
loaded
In addition to the general precautions described above the following points shall be
observed:
 Care shall be taken in the overhauling of these precision valves. Only competent
personnel are to carry out this task.
 Small bore pipes, passages, orifices and sensing connections shall be regularly checked
for obstructions.
 All setting devices shall be securely locked in position to prevent alteration by vibration,
shock or tampering.

018 INERT GAS SYSTEM

018.1 INERT GAS SYSTEM, GENERAL
The IGS plant shall be maintained in good operating condition at all times. The Chief
Engineer is responsible for the maintenance of the plant, in cooperation with the Chief
Officer. The system shall be operated, maintained and tested in accordance with the
manufacturer’s instructions, and be included in the PMS. The PMS shall include an inventory
of the minimum required spare parts for the IGS plant.
018.2 INERT GAS SYSTEM, PRECAUTIONS
The following precautions shall also be observed:
• Under no circumstances shall the inert gas system be left permanently connected to
the cargo system and only when inerting is required shall spool pieces, spectacle
blanks etc. be positioned to permit inert gas into the cargo system;
• The system shall be in good working order prior to start up and all safety devices
positively checked for correct operation and all instrumentation shall be functional.
• Scrubber water supply shall be initiated prior to burner ignition;
• Discharge from the inert gas system shall be vented to atmosphere until such time
that the quality of the inert gas produced meets the requirements of the cargo
operation;
• The generator shall be adjusted to produce optimum inert gas supply with minimum
contaminant effluent;
• The inert gas quality shall be monitored continuously. All recording devices shall be
operational. Inert gas data records are to be maintained; and
• A regular check and test of the inert gas non-return valves shall be included in the
vessels maintenance system.
018.3 INERT GAS SYSTEM, PSA SYSTEMS
A PSA unit comprises of a compressor, air dryer, and absorption unit. The unit can produce
both a flow of dry air and Nitrogen with set oxygen content.
Prior to starting as a minimum the following shall be checked:
• All ventilation hatches are opened;

• All fire flaps are opened;
• The ventilation is running;
• Differential pressure alarm is working;
• Seawater pressure; and
• Discharge valve on deck is opened.
018.4 INERT GAS SYSTEM, FAILURE

The malfunction of an inert gas plant will limit the ships operational flexibility, there is no
safety risk involved. The gas plant is not used for fire extinguishing purposes (in
contradiction to oil tankers).
All rooms enabled with firefighting systems are supplied with CO2, provided from a separate
source (bottles). In general the following rooms are protected in case of fire with inert gas:

• Machinery space
• Switchboard room
• Cargo compressor room Electrical room
• Emergency generator room
When the inert gas plant is not working. Operations and chartering department are contacted
to ensure no cargo grade changes are planned or operations decide to contact a shore
terminal to supply purging service, the technical department (superintendent) will contact
ship and manufacturer to organize a repair of the inert gas plant system.

019 DECK EQUIPMENT

019.1 DECK EQUIPMENT, EXPANSION AND CONTRACTION
FITTINGS
The cargo systems of liquefied gas carriers are subject to thermal variations which will cause
cyclic expansion and contraction. All expansion and contraction fittings shall be properly
inspected and maintained.
All equipment, expansion bellows, pipeline loops, compressible couplings etc. must work
according to design in order to minimise the over-stressing of pipelines and the associated
equipment and thereby prevent damage to the system.
• Sliding feet shall be kept free;

• Insulation on fittings shall be well maintained to prevent freezing;
• Tie bars and constraints must be correctly fitted;
• Bellows pieces shall be regularly inspected for correct alignment, localised stressing
or failure and they must be compatible with all cargoes the vessel is certified to carry;
and
• Bellows pieces shall not be painted.
019.2 DECK EQUIPMENT, CARGO PIPING SUPPORT
The supporting equipment has the following functions:
• Support weight;
• Provide correct alignment;
• Constrain expansion and contraction within defined limits without imposing any
additional stress;
• Prevent, or at least direct, transverse movement; and
• Provide anchor points in way of the manifolds and any other points where surge
pressures or sudden change of flow direction are likely to occur.
The following shall always be observed:
• All components shall be regularly checked for corrosion and replaced as necessary
using only material suitable for the intended use;
• Supports and anchors shall be correctly maintained with securing devices locked off;
• Where relative movement has been designed into the system, all moving surfaces
shall be regularly cleaned and lubricated;
• If insulating load bearing chocks are fitted only the correct type of material shall be
used; and
• Chocks shall be regularly inspected.
Cargo and vapour piping shall be kept free to move inside its supporting collars.
Piping supports are not necessarily designed to withstand the hydraulic pressure testing of
cargo systems and in the event that this is necessary additional supporting structure or
components may be required.
019.3 DECK EQUIPMENT, CARGO PIPING
All individual piping systems shall be identified by colour coding. i.e. liquid, vapour,
condensate return, inert gas etc.
Pipeline inspection shall include the periodic removal of insulation to check for corrosion.
With the exception of stainless steel lines, all lines shall be checked for thickness on a
cyclical basis by ultrasonics.
Pipelines shall be included in the planned maintenance schedules. During maintenance work
on pipelines a “permit to work” system shall be used. Inspection and maintenance shall
include supporting chocks and structure. Inspections shall be made under both ambient and
refrigerated conditions.
During cargo operations precautions shall be taken, particularly at the manifolds to prevent
the ingress of moisture or contaminants or other particulate matter which may cause
damage to the pipework, valves or other associated equipment.
No screw in connections larger than 25 mm are allowed to be connected to the piping

system.
The piping system shall be marked with:
• Maximum allowable pressure;

• Minimum temperature; and
• Date of the latest pressure test is to be marked on the system.
019.4 DECK EQUIPMENT, CARGO HOSES
If the vessel is equipped with hoses for the transport of liquefied gas these have to be
inspected by the vessels staff every 6 months in which it shall be pressure tested to its
normal working pressure.
Every 4 (four) years and after every repair to the hose it shall be tested ashore, witnessed by
the Class. The test report shall be available onboard.
Information on the testing of cargo hoses can be obtained from the ISGOTT.
019.5 DECK EQUIPMENT, CARGO VALVES

The integrity of the cargo system is dependent upon the integrity and tightness of the cargo
valves which shall be treated as precision items of equipment. They shall be inspected and
regularly maintained in order to ensure safe, reliable and efficient operation.
Itemised records of all inspections and maintenance shall be maintained.
Excluding the operational aspects of valve setting etc. the following maintenance and safety
precautions shall be observed:
• Portable handles shall be provided and maintained for actuated cargo valves to be
opened and shut manually.
• Control valves shall be checked frequently for correct operation over their entire
range, particularly the closing and closed position. All valve indicators shall be
correctly set or calibrated and easily seen from the operating position;
• Any leakage from joints, flanges, glands etc. shall be rectified immediately;
• All valves shall be regularly maintained. Materials used in the maintenance shall be
compatible with all types of cargo and either equal or exceed original design
specification;

• Any pressure relief mechanisms provided for valves shall be maintained and set
correctly;
• Non-return valves shall be checked for correct fitting;
• All seals shall be maintained in good condition; damaged seals shall be replaced;
• If excess flow valves require to be replaced, the replacement valve must be of similar
flow specification; and
• All valve instrumentation and associated equipment shall be functioning correctly.
Cargo tank filling valves shall be tested at an interval not exceeding one week.

CARGO HANDLING, LNG

Cargo handling, LNG
01 INTRODUCTION
The manual contains the additional information and requirements for handling Liquefied
Natural Gas (LNG) in relation to the manual covering Liquefied Gases.
Reference: Cargo Handling Liquefied Gas Manual

Cargo handling, LNG
02 CARGO SPECIFICS
02.1 PHYSICAL AND CHEMICAL PROPERTIES
Liquefied natural gas (LNG) is a hydrocarbon mixture, mainly consisting of methane with
small quantities of ethane, propane, butane and nitrogen.
General Synonyms Methane, LNG, Carburetted

Hydrogen, Firedamp,
Hydrogencarbide, Marsh-
gas, Methyl-hybride and
MTH
Reactivity data Water (fresh or salt) No dangerous reactions, but

may freeze to form ice or
hydrates
Air No reaction
Other liquids and gases Dangerous reaction possible

with chlorine
Physical data Expansion coefficient 0.0026m³ per Cº at -165ºC
Enthalpy, liquid 29.3 KJ/Kg at -165ºC
285.5 KJ/Kg at -100ºC
Enthalpy, vapour 545.1 KJ/Kg at -165ºC
588.3KJ/Kg -100ºC
Fire and explosion data Flashpoint Approx. -175ºC
Explosion hazard Vapour can form a

flammable mixture with air
which, if ignited, may release
explosive force causing
structural damage

Cargo handling, LNG
02.2 PRESSURE EFFECTS

On LNG vessels cargo tank pressure is nearly always controlled by burning the boil-off in the
main propulsion system or in rare cases (e.g. emergency) by venting to the atmosphere. If
the pressure above a boiling liquid is increased, vaporisation from the surface is reduced,
and vice versa.
HIGH AND LOW Pressures above or below the design range can damage the system,
PRESSURE and vessel’s staff shall be fully aware of any pressure limitation for
EFFECTS each part of cargo system; pressures shall always be kept between
the specified maximum and minimum.
Pressure surge A pressure surge is generated in a pipeline system when there is any
change in the rate of flow of liquid in the line. This can occur during
cargo transfer as a result of the closure of an ESD valve. The surge
can be dangerous if the change of flow rate is too rapid. If the total
pressure generated in the pipeline exceeds the strength of any part of
the pipeline system upstream of the valve which is closed there may
be a rupture leading to an extensive spillage. Thus care shall be
exercised when opening and closing of valves and starting of pumps.
Cargo tank pressure Cargo tank pressure shall normally be maintained above atmospheric
pressure to prevent the ingress of air and the possible formation of
flammable mixtures. Positive pressure shall be maintained if the tank
contains any cargo vapour or inert gas.
Cargo operations such as cool down, warm-up, loading, and

discharging may affect the pressure in hold spaces. Pressure can
also be affected by climatic changes and the variation in temperature.
Pressure in cargo tanks and hold spaces shall be closely monitored,

especially during cargo operations. Pressure in cargo tanks may be
maintained above atmospheric pressure by:
− Equalising pressures between tanks which contain the same
cargo;
− Circulating cargo between tanks containing the same cargo;
− Circulating cargo within a tank by use of the cargo pump; and
− Producing gas by vapourizing the cargo liquid.

Cargo handling, LNG
02.3 PRESSURE RELIEF VALVES

Reference: Chapter No.021, “Cargo Vent and Pressure Relief System” in the Cargo
Handling Liquefied Gas Manual
02.4 VAPOUR EMISSIONS

When LNG is spilled it will produce very cold vapour, which in general will remain heavier
than air until it absorbs sufficient heat from surrounding surfaces and becomes lighter than
air, causing it to drift downwind. LNG vapour will typically appear as a visible white cloud
since its cold temperature causes humidity in the air to condense.
A vessel specific drawing is available onboard indicating the calculated gas-zone. If a gas-
cloud occurs all efforts shall be made to keep vapours away from the accommodation.
02.5 LUBRICATION AND VISCOSITY OF CARGO

Reference: Chapter No. 011.4, “Discharging, Lubrication and Viscosity” in the Cargo

Cargo handling, LNG
03 CARGO HANDLING PROCEDURES

03.1 CARGO HANDLING PROCEDURES, GASSING-UP
Before gassing-up the cargo tank, the tank shall be inerted by purging the tank with nitrogen.
LNG contains a large quantity of nitrogen compared to other products, and will not react with
it. Gassing-up is a necessary process to remove incondensibles (i.e. nitrogen) from the tank
when the cargo needs to be reliquefied.
Vessel specific procedures regarding gassing up, including equipment operating and
maintenance instructions shall be strictly complied with.
Once the cargo system and tanks are fully inerted, the following conditions shall be met
(specified in the voyage instructions):
• The oxygen content of the atmosphere shall be < 2% by volume; and

• The dew point shall be at or lower than -45°C.
To comply with these requirements, it will be necessary to displace the inert gas in the
system and to replace it with the vapours of the cargo to be loaded. It is a general
requirement in the liquefied gas trades for the chemical industry to reduce the oxygen level
in the cargo system to 0.2% -0.1% by volume. It will be therefore a matter of cost efficiency
to decide if the oxygen level will be reached during the nitrogen inerting operation or during
purging with cargo vapours.
Purging with cargo vapours can be carried out:
• Alongside the loading terminal, with displaced vapours returned ashore;

• At sea after loading sufficient liquefied gas in one tank to complete the purging of the
entire vessel; or
• At a purging/cleaning station ashore.
During purging operation the following shall be observed:

The relevant gas concentrations in the tanks and lines shall be monitored regularly;
• All precautions shall be taken to prevent any vapours entering the accommodation
and other spaces or from affecting persons on deck; and
• Deck areas shall be monitored for the presence of flammable or toxic gases.
When venting to atmosphere is permitted at sea, the operations shall be stopped if:
• Flammable or toxic vapours are detected on deck and/or around the accommodation;
and
• It becomes apparent that the vapours being emitted are adversely affecting other
persons and/or installations in the vicinity.
Venting to atmosphere shall not be initiated or carried out in still air conditions (relative wind
velocity < 5 m/s).

Cargo handling, LNG
03.2 CARGO HANDLING PROCEDURES, COOL DOWN

When LNG shall be loaded, the tank shall have approximately the same temperature as the
cargo to be loaded. This cool down is performed by spraying liquid LNG into the tank.
Cool down will bring the cargo tank to a temperature that will not cause excessive boil-off
(and thus pressures) during loading or unacceptable stresses in the support structures. It is
therefore of utmost importance that cool down is carried out with great care and that the
following aspects are kept in mind:
• Allowable cooling down gradient shall remain within the specific limits;
• The maximum temperature difference (vessel specific) between the top and bottom
of the tank shall be maintained;
• The rate of vapour generated shall be within the capacity of the shore return line;
• Deepwell pump shafts shall be turned by hand at least once per hour during cool
down;
• There may be a delay in time between the introduction of the liquid into the tank, and
the rapid rise in pressure, this delay may be between 5 and 10 minutes. If during that
period further cargo liquid has been introduced a condition of uncontrolled venting
through the tank safety valves may arise; and
• The tank pressure shall be monitored throughout the cool down process and not be
permitted to approach the maximum operating limit.
Cool down can be carried out in two ways:

• Cargo liquid from shore can be sprayed directly into the cargo tanks, the generated
vapour is returned to shore or burnt in the vessel’s auxiliary engines; or
• Cargo liquid can be loaded from the terminal into the deck tank. After leaving berth,
the liquid from the deck tank can be sprayed into the cargo tanks, where the
generated vapour can be burnt by the vessel’s machinery.
The cool down shall continue until liquid begins to form in the cargo tanks. Monitoring the
bottom temperature sensor will indicate liquid formation. When the tanks are at operating
temperature all associated pipe work, which is not yet cooled down, shall be cooled by
circulating initially cooled vapour and later liquid.
03.3 CARGO HANDLING PROCEDURES, TANK FILLING LIMITS

Cargo tanks shall be filled according to the requirements of the IGC Code as amended.
LNG is during transportation not cooled, and the cargo temperature will rise. This has to be
taken in account when the filling limit will be determined. Cargo tanks transporting LNG shall
be filled according par 15.1.1 and par 15.1.2 of the IGC Code.
Reference: Chapter No. 08.2, “Loading, Tank Filling Limits” in the Cargo Handling Liquefied
Gas Manual
03.4 CARGO HANDLING PROCEDURES, TANK PRESSURES

Reference: Chapter No. 08.4, “Loading, Tank Pressure” in the Cargo Handling Liquefied Gas
Manual

Cargo handling, LNG
03.5 CARGO HANDLING PROCEDURES, DISCHARGING WITH THE

BOOSTER PUMPS
Warning: Not all booster pumps are designed to transfer LNG.
Reference: Chapter No. 011.3, “Discharging, Using the Booster Pumps” in the Cargo
03.6 CARGO HANDLING PROCEDURES, COMPLETING

DISCHARGING
Reference: Chapter No. 011.6, “Discharging, Completion of” in the Cargo Handling Liquefied
Gas Manual
03.7 CARGO HANDLING PROCEDURES, HEEL

LNG vessels returning to load the same product usually retain a small quantity of the cargo
on board after discharge (the heel), in order to maintain the tanks at a reduced temperature
during the ballast voyage. The boil off gas (BOG) generated during the tank cooling can be
used as fuel in the vessel’s machinery. Maintaining the cold state allows the vessel to start
loading at the terminal on arrival thus reducing port rotation. The quantity remained on board
as heel depends on:
− Commercial agreements;
− The type and size of the vessel;
− The duration of the ballast voyage;
− The next loading terminal requirements; and
− The next cargo grade.
03.7.1 Heel ageing

Heel ageing is a process that can occur during extended ballast voyages. The methane
component boils off first, leaving the heavier fractions (e.g. propane, butane, ethane) behind
which may not be sufficient to cool down the tanks; in such cases additional cooling may be
necessary at the loading berth.
03.8 CARGO HANDLING PROCEDURES, SHIP TO SHIP TRANSFER

Reference: Chapter No. 012, “Ship to Ship Transfer” in the Cargo Handling Liquefied Gas
Manual
03.8.1 Ship to ship transfer, equipment and components
03.8.1.1 Ship to ship transfer, equipment and components, hose

At present there are two types of hoses capable of transferring LNG;
• Corrugated metal hoses, based on a reinforced corrugated metal hose construction;

and
• Composite hoses, consisting of multiple polymeric film- and fabric layers trapped
between to wire helices, one internal and the other external, which give the hose its
shape and strength.

Cargo handling, LNG
The composite hose is generally preferred because it’s light, flexible and has a very high
burst pressure. The weak spot of the hose is the transition area between the flexible hose
and the end fitting with the flange. During transfer the weak spot of the hose is located above
the drip tray of the manifold.
The hoses shall hang freely in a loop between the hulls, and allowing for large relative
motions due to draft change, rolling and pitching of the two vessels.
03.8.1.2 Ship to ship transfer, equipment and components, ‘Y’ spool piece
The connection of a standard LNG carrier manifold is 16”. When using multiple 8” hoses,
both vessels shall be equipped with an ‘Y’ spool piece with one 16” flange on one side, and
two 8” flanges on the other side.
03.8.1.3 Ship to ship transfer, equipment and components, saddles

Saddles are removable aluminum boxed structures to support the hoses. They have three
functions:
• To protect the handrail;

• To provide a supporting structure for the hoses with the adequate bending radius;
and
• To align the hoses with the connecting flange on the manifold, so that bending of the
hoses near the weak spot is avoided.
The saddles give better support than a sling attached to the deck crane, and are easier to
position when multiple hoses are used.
03.8.1.4 Ship to ship transfer, equipment and components, release system

The purpose of an emergency release coupler (ERC) is to quickly disconnect the hoses from
the manifold in case of an emergency situation. An ERC for each hose is required by when a
STS transfer shall take place.
03.8.1.5 Ship to ship transfer, equipment and components, mooring

The exact mooring pattern is decided on a case-by-case basis, but with as a minimum:
• 4 breast lines forward;

• 4 breast lines aft; and
• 4 spring lines.
03.8.1.6 Ship to ship transfer, equipment and components, weather condition

Standard membrane LNG carriers have limitations on partial filling levels in order to avoid
damages due to sloshing. When a STS transfer with a membrane tanker has to take place,
the environmental conditions have to be assessed before commencing the operation.
A study by Bureau Veritas showed that the significant wave height shall be lower than 2.5m,
with a wave period lower than 8 sec. The roll motion amplitude of the vessel shall be limited
to +/- 2°. A transfer operation shall only be started with a sufficient weather window with
wave conditions meeting the above limits.

Cargo handling, LNG
03.9 CARGO HANDLING PROCEDURES, TRUCK TO VESSEL

TRANSFER
Truck to vessel transfer shall be subject to risk assessment where the following additional
items shall be included:
• ESD system;
• Experience of the truck crew; and
• Bonding between truck and vessel.
If no specific operation manual for vessel to truck transfer is available, the relevant parts of
the STS transfer guide shall be used.
03.10 CARGO HANDLING PROCEDURES, UNMANNED TERMINALS

In this context unmanned terminals are considered LNG production or storage plants where
no shore crew is available for loading, discharging or mooring of the vessel.
Loading and discharging from the terminal
When arriving at the terminal, the vessel has to be moored by the crew. Loading hoses as
well as vapour return hoses shall be supplied by the vessel.
When the terminal has identified its own cargo handling procedure, this shall be followed.
In the absence of such a procedure, the general loading procedures described below may
be used:
• Connection of loading and return hoses to the shore terminal flanges;

• Purging of hoses with nitrogen to local discharge point on the quay;
• Close nitrogen, purging of hoses with LNG to the same discharge point, i.e. cool
down of the hoses with cold gas;
• Start filling of tanks via submerged pumps in storage tank onshore. Pumps are
operated from shore, radio connection shall be established between shore and
vessel. Pumps have variable flow and the capacity can be adjusted by the operator.
• Filling time depends on the pumps capacity and the amount to be loaded. Finishing
procedure shall add about 1 hour;
• Filling shall be stopped when tank filling limits have been reached. Automatic stop if
tank is overfilled (= 98 %.)
• The pumps are stopped;
• Valves on shore and on vessel are closed;
• Pressure increases in LNG hose to approximately 8 bar;
• Valves on the vessel are opened and the remaining LNG in the hoses is transferred
to the tank onboard; and
• Point 10 should be repeated for 4 times in order to empty the hoses completely; and
• Purging with nitrogen and disconnection of the hoses.

Cargo handling, LNG
Other points to be noted: Not all terminals have vapour return systems;
• Nitrogen shall be produced on board;

• The purging of the hoses can be combined with the pressure testing of the hoses
with nitrogen in order to check for leaks at the flanges and the hose itself;
• An ESD connection shall be established between vessel and shore, either by linked
ESD or a portable pushbutton; and
• The area under the manifold shall be irrigated with water as a safety precaution in
case of any leakage.
03.11 CARGO HANDLING PROCEDURES, PERSONAL PROTECTIVE

EQUIPMENT
Reference: Chapter No. 013, “Personal Protective Equipment” in the Cargo Handling
Liquefied Gas Manual
03.12 CARGO HANDLING PROCEDURES, ESD SYSTEM

03.12.1 Cargo handling procedures, ESD system, general
Reference: Chapter No. 021, “Emergency Shut Down System (ESD)” in the Cargo Handling
03.12.2 Cargo handling procedures, ESD system, LNG carriers
03.12.2.1 Cargo handling procedures, ESD system, LNG carriers, linked system
Linked ESD
The primary concept of a linked ESD system is that the party receiving liquefied gas, i.e. the
vessel in the loading port and the shore in the discharge port, can shut down the transfer
process in a safe and controlled manner. The LNG industry has already recognised the
benefits of this system, and SIGTTO recommends that any carrier of liquefied gas is
modified to link its ESD system to shore. Although the Ship-Shore Link (SSL) system is
primarily used for ESD, it also supports telecommunications and data transfer.
Currently there are a number of SSL systems in use, amongst them are:
• Fibre optic vessel shore link system;

• Pyle national electric system;
• Miyaki denki electric system;
• ITT cannon electric system; and
• Pneumatic system.
On board all systems are brought together in an integrated SSL system.
Terminals are usually equipped with one and in some cases two of the mentioned systems.
Usually, the terminal specifies the choice of system and the vessel is obliged to ensure it can
offer a compatible counterpart on board.

Cargo handling, LNG
Some terminals require that the vessel provides the umbilical cable, with 37-way Pyle
National plugs fitted at both ends, or in case of earth bonding cable, 4-way Pyle national
plugs need to be fitted.
When there is no SSL system available on shore, and the vessel is fitted with an ESD
extension pennant, this pennant shall be provided to the terminal during every cargo transfer
operation.
More information about linked systems can be found in the vessel’s specific SSL manual.
03.13 CARGO HANDLING PROCEDURES, GAS DETECTION

Reference: Chapter No. 017, “Gas Detection Equipment” in the Cargo Handling Liquefied
Gas Manual
03.14 CARGO HANDLING PROCEDURES, PORTABLE GAS

DETECTORS
Reference: Chapter No. 017, “Gas Detection Equipment” in the Cargo Handling Liquefied
Gas Manual

Cargo handling, LNG
04 FUEL GAS SYSTEM

04.1 FUEL GAS SYSTEM, GENERAL
Methane (LNG) is the only cargo whose vapour is permitted to be used as fuel onboard
vessels. Boil-off gas (BOG) is generated when relatively warm LNG rises to the surface due
to the movement of the vessel and the ingress of external heat through the tank insulation.
Fuel gas production from BOG is suitable for higher gas demand because cargo
compressors cannot be turned down to zero flow. Since the BOG rate is higher than the
minimum flow of the compressors, the tank pressure by BOG combustion can only be
reduced at higher power consumption. There are two ways in which the BOG can be used
as fuel.
04.1.1 Fuel gas system, BOG mode 1

BOG mode 1 with liquid injection may be used for start-up and in case of high fuel gas
demands. In this mode the suction gas is heated up by the suction gas heater. LNG in liquid
form is injected into the gas flow controlled by a temperature control valve. This has two
purposes:
• Cooling down the gas flow in order to avoid excessive compressor discharge
temperatures; and
• Adding more gas and thus fuel to the system when more fuel gas is required.
After the LNG injection, the gas is led through the suction separator where any remaining
liquid is separated from the gas before entering the cargo compressor. After leaving the
compressor, the gas is led through the cargo condensers thus cooling the fuel gas to the
required temperature. The gas flow to the compressors is controlled by the pressure in the
fuel gas buffer vessel.
04.1.2 Fuel gas system, BOG mode 2

BOG mode 2 may be used when only the BOG is to be used as fuel, and does not require
additional liquid injection. Note that this mode is not useful when high gas demands are
required, since the amount of BOG that is generated is less than the required amount of fuel
at high gas demands. Once hot gas on the discharge side of the compressors is available it
can be used for warming up the suction gas.
04.1.3 Fuel gas system, fuel gas production

The fuel gas production from LNG (vaporizing mode) is the standard operation mode
because it enables to cover the full range of fuel gas demand (0-100 %). This is also the
mode to be used when there is no more BOG available in the tank. The LNG is pumped to
the vapourizer, flows to the condenser and the buffer vessel on its way to the engine. The
excess flow from the pump is returned to the same tank. The condensers can be utilized for
either cooling or heating of the gas if required.
04.1.4 Fuel gas system, compressors

The primary function of the cargo compressors on board LNG carriers is to compress the
BOG so it can be used as fuel in the vessel’s machinery.

Cargo handling, LNG
Reference: Chapter No. 06.2, “Maintenance Cargo Equipment, Cargo Pumps, General” in
the Cargo Handling Liquefied Gas Manual
04.1.5 Fuel gas system, gas detection

The detection of fuel gas (LNG) in the water-glycol circuit will be permanently observed
according to the IGC code chapter 16.4.3. The vessel is equipped with a fix installed
detector near the outlet of de degassing vessel of the fuel gas system, located in the cargo
area.
Testing and calibration of the gas detection unit shall be carried as per manufacturer’s
instructions.
05 DECK EQUIPMENT
05.1 DECK EQUIPMENT, EXPANSION AND CONTRACTION
FITTINGS
Reference: Chapter No. 024.1, “Deck Equipment, Expansion and Contraction Fittings” in the
Cargo Handling Liquefied Gas Manual
05.2 DECK EQUIPMENT, CARGO PIPING SUPPORT

Reference: Chapter No. 024.2, “Deck Equipment, Cargo Piping Support” in the Cargo
05.3 DECK EQUIPMENT, CARGO PIPING

Reference: Chapter No. 024.3, “Deck Equipment, Cargo Piping” in the Cargo Handling
05.4 DECK EQUIPMENT, CARGO HOSES

Reference: Chapter No. 024.4, “Deck Equipment, Cargo Hoses” in the Cargo Handling
06 COMPRESSORS
Reference: Chapter No. 06.3, “Maintenance Cargo Equipment, Compressors” in the Cargo

BRIDGE MANUAL

Bridge manual
01 VISION
Vessels operated by the Company shall provide safe, reliable, and efficient marine
transportation to its customers. The safety of the crew, vessel, cargo and environment shall
never be compromised during any phases of navigation. All vessel personnel shall comply
with all applicable rules and regulations and Master shall, through random verification,
ensure that all Officers of the Watch (OOW’s) are in compliance.
The Master shall train the Bridge Team in effective Bridge Team Management and ensure
that:
• The bridge is adequately manned at all times and during all circumstances to avoid
stress and fatigue;
• Tasks are clearly assigned to avoid misunderstandings;
• Communications are clear and to the point;
• Duty personnel are able to adequately respond to changing circumstances and
contingencies; and
• Standing Orders, Night Orders and the Passage Plan are complied with in full.

Bridge manual
02 PUBLICATIONS
Reference: Chapter No. 01.4.4, “Company, management system, statutory and regulatory
requirements and 01.4.5 Company, management system, industry standards” in the Main
Quality Manual.

Bridge manual
03 NAVIGATIONAL RESPONSIBILITY, COMPANY

Reference: Main Quality Manual Chapter No.03.1.5 “Company Responsibilities and
Authority, navigational responsible person ashore (NRPA).

Bridge manual
04 STANDING ORDERS
04.1 STANDING ORDERS, COMPANY’S
The Company Standing Orders shall be known to all seafarers with navigational duties and
shall be strictly complied with at all times. The Standing Orders shall be kept at a
conspicuous place on the bridge.
04.2 STANDING ORDERS, MASTER’S

The Master shall issue Standing Orders to supplement the Company Standing Orders and
shall ensure that there is no conflict between the two. All OOW’s shall sign the Standing
Orders prior to standing the first watch onboard; signifying that the standing orders has been
read and understood. This requirement applies to all deck officers, regardless of their length
of duty or previous tours aboard.
The Standing Orders shall include additional requirements the Master feels necessary for
the safe navigation of the vessel.
The key elements of the Masters standing orders shall include but not be limited to:
• Reduced visibility requirements;

• Minimum CPA required;
• Checks to be performed during the watch.
• Free use of bridge equipment including engine telegraph and whistle to avoid any
dangerous situation; and
• Any requirements in regards to safe cargo operations for items monitored at the
bridge and whom to call in case of an alarm.
04.3 STANDING ORDERS, CALLING THE MASTER

Apart from the specific cases listed in the Calling Master Orders, the OOW shall feel free to
call the Master any time if in doubt about a particular situation.
04.4 BRIDGE ORDER BOOK

At daily intervals, the master should write in the bridge order book what is expected of the
OOW, the master’s orders should refer to the master’s standing orders as a minimum when
additional instructions are not deemed necessary. with particular reference to this
requirements during the hours of darkness. These instructions may include things as:
When necessary the master’s orders shall include at minimum:
• Particular reference to the master’s requirements during the hours of darkness;

• Reminders to change the course during the night;
• Minimum distances to be maintained during coastal navigation;
• When he wants to be called in connection with port arrivals;
• When to notify the Chief Engineer in connection with port arrivals; and
• Any other information deemed necessary to enable the OOW to maintain safe
navigation.

Bridge manual
• Any other information deemed necessary to enable the OOW to maintain safe cargo
operations.
Before relieving the watch, the OOW shall read and confirm by signature that the instructions
in the bridge order Book are understood.

Bridge manual
05 BRIDGE TEAM MANAGEMENT (WORK

INSTRUCTIONS), BTM
05.1 DEFINITION
Bridge Team Management is the interaction of Bridge Team (BT) members which allows the
Team to adapt to and fulfil team roles that have been clearly identified and assigned. Bridge
Team Management (BTM) is the use of all physical and personnel assets and the creation of
an environment to maximise their effectiveness.
05.2 OBJECTIVES
The primary goal of BTM is the elimination of “one person errors.” All members of the BT
shall keep themselves aware of all vessel operations. Pilots are considered part of the
Bridge Team and play a critical role supporting and advising the Team.
The vessel’s Bridge Team are expected to achieve these goals by the effective utilisation of:
• Appropriate bridge watch conditions and assignment of tasks to BT members;

• All Bridge equipment and personnel;
• Manoeuvring characteristics of the vessel;
• Management of stress and distractions;
• Creation of a team environment;
• Communications;
• BT / Pilot Information Exchange;
• Operational and emergency checklists; and
• Formulation, usage, and monitoring of Passage Plans.
05.3 THE MASTER

Clear instructions when to call the Master and Master’s Standing Orders to the OOW are
available on the bridge.
When the Master is present on the bridge, the Master has not taken over the watch from the
OOW until clearly stated to have done so. A note shall be made in the logbook when the
Master has taken over the con.
05.4 REST HOURS

All personnel involved in the safe operation of the vessel shall be physically fit to perform
their duties and their ability shall not be impaired by fatigue.
A seafarer’s working hours shall not exceed the periods as laid down in the Flag
Administration regulations and STCW, except in exceptional circumstances, such as
emergency situations or drills.
Under certain circumstances it may become necessary for the Master to take a rest period
from duties on the bridge. This may occur for example during extended periods of restricted
visibility or when navigating near or in ice. Whenever possible such rest period shall be pre
planned to ensure that the Master is present on the bridge for the most hazardous parts of
the passage or the vessel shall be anchored.

Bridge manual
When the Master is required to take a rest period, the Chief Officer shall take over the con.
Reference: Chapter No.04.10.8, “Compliance with Rest Periods” in the HR Fleet Manual
05.5 LANGUAGE
Communications within the BT need to be understood. Communication between multilingual
BT members and particular with ratings shall be either in a language which is common or in
English.
The Company language is English and shall be noted as such in the logbook.
When a Pilot is on board, the same applies. When the Pilot is communicating to external
parties, the Master shall request that the Pilot always communicates in English or a
language that can be understood on the bridge. Alternatively, the Pilot shall be requested to
explain the communications to the BT so that that everyone is aware of the Pilot’s intention
at all times.
05.6 CREATING A TEAM SPIRIT

It shall be the responsibility of all BT members to create an environment encouraging free
exchange of observations and information. The Master shall ensure that all BT members
participate in bridge operations and that input from all individual BT members are received
and that nobody shall be lead to believe that any input may be irrelevant, redundant, or
obvious.
05.7 CONDITIONS AND TASKS

Assigning BT members to specific tasks will create the most effective team, especially in
high stress situations. Most accidents occur because there is no system in place to detect
and prevent one person from making a mistake; the kind of mistake all human beings are
liable to make. A well trained and motivated BT may be able to detect and correct individual
errors.
05.8 WATCH COMPOSITION

The composition of a navigational watch shall comprise of one (or more) qualified officers
supported by appropriately qualified ratings. The actual number of officers and ratings on
watch at any particular time will depend on the prevailing circumstances and conditions.
At no time shall the bridge be left unmanned without a qualified OOW when the vessel is:
• Underway;
• Drifting,
• At anchor; or
• Moored at buoys.
Factors to be taken into account when composing the bridge watch shall include:
• Fatigue;
• Weather conditions and visibility;
• Experience and familiarity;

Bridge manual
• Traffic density;
• Navigating in or near traffic separation schemes;
• Proximity of navigational hazards which may make it necessary for the
• officer in charge of the watch to carry out additional navigational duties;
• Use and operational condition of navigational aids;
• Whether there are radio duties to be performed
• Unmanned machinery space (UMS) alarms, controls and indicators
• provided on the bridge, procedures for their use and limitations; and
• Any unusual demands on the navigational watch that may arise as a result
• of special operational circumstances.
A total of three bridge watch conditions have been defined dealing with the various situations
for which the following watch structures will apply.
Watch A Watch B Watch C
Normal conditions Restricted visibility, When required by

and in restricted Pilot embarking / the Master
waters with clear disembarking, under
visibility and little or pilotage, leaving and
no traffic entering ports
Daytime Nighttime
In Command OOW OOW Master Master
Assisting Master NA NA OOW OOW

+ Additional Officer
Helmsman On call On call Yes Yes
Look-out On call Yes Yes Yes

(Master’s decision)
In circumstances where an OOW is the sole look-out, is considered permissible, support

personnel shall be immediately available (on call) should assistance be required.
There shall be an established and continuously available means of communications for the
OOW to summon such assistance at all times.
Irrespective of watch type, at any time the bridge “Watch alarm” shall be switched on (If
fitted) from Commenced Sea Passage (CSP) to End of Sea Passage (ESP).
The watch conditions can be changed by the Master at any time.
Watch type in force to be recorded in the bridge logbook.

Bridge manual
05.9 OOW AS SOLE LOOK-OUT

The OOW may be the sole lookout in daylight conditions only.
Masters & Company Standing Orders and instructions on calling the Master as available in
the bridge order book, clearly state under which circumstances a sole look-out shall be
discontinued.
Prior to any Officer taking the role of sole look out, it must be ensured:
• The OOW has had sufficient rest prior to commencing the watch;
• In the judgment of the OOW, the anticipated workload is well within his capability to
maintain a proper lookout and remain in full control of the prevailing circumstances;
• Back-up assistance to the OOW has been clearly designated;
• The OOW knows who will provide the back-up assistance, in what circumstances
back-up shall be called and how to call it quickly;
• Designated back-up personnel are aware of response times, any limitations on their
movements, and are able to hear alarms or communication calls from the bridge;
• All essential equipment and alarms on the bridge are fully functional; and
• The bridge “Watch alarm” shall be switched on (If fitted) from Commenced Sea
Passage (CSP) to End of Sea Passage (ESP).
05.10 BRIDGE EQUIPMENT

All OOW’s shall be thoroughly familiar with the operation and utilization of all bridge and
navigation equipment, including equipment limitations. It is expected that all applicable
equipment shall be used during a sea passage, and when assessing the vessel’s position.
05.11 MANEUVERING CHARACTERISTICS

All OOW’s shall have working knowledge of what can be expected from the vessel’s
performance. This includes engine manoeuvrability and limitations, turning information,
stopping times, and distances.
All OOW’s shall further be completely familiar with the "Manoeuvring Characteristics" placard
on the bridge and shall endeavour to familiarise themselves with the handling characteristics
of the vessel for all conditions of operation.
A number of parameters will greatly affect the maneuvering characteristics of the vessels:
• Ballast or loaded condition;

• Draft;
• Trim;
• Water depth;
• Under keel Clearance, UKC;
• Squat; and
• Environmental conditions.

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05.12 STRESS AND DISTRACTIONS

Each BT member shall be conscious of the inherent stress, fatigue and distractions in bridge
situations. Stress and fatigue may affect each individual differently, and may influence the
effectiveness in performing tasks on the bridge. BT members need to be aware of how
stress and fatigue affects the other team members. Bridge tasks may have to be reassigned
or changed, if a BT member suffers from stress or fatigue.
Signs of stress and fatigue may include:
• Chills;
• Difficulty in thinking;
• Pale complexion;
• Dull or bloodshot eyes
• Slow reactions;
• Inattention;
• Procedural violations or skipping procedures; and
• Muscle aches.
The inability to deal with distractions and being able to prioritise is often an indication that
situational awareness is breaking down. Distractions can be caused by stress, excessive
work load, fatigue, emergency conditions, and all too often inattention to detail. Assigning
tasks correctly is one way of not allowing stress fatigue and distractions to disrupt the
effectiveness of the BT.
05.13 STANDARD COMMUNICATIONS

05.13.1 BTM, Standard communications, general
Clear and concise communications are essential to effective Bridge Team Management.
Every member of the BT shall pass information or orders in a loud and clear voice so that all
other Team members stay informed.
05.13.2 BTM, Standard orders to the helm

One of the barriers to good communication is the use of vague or unfamiliar phrases. For
this reason the Master and OOWs shall utilise the standard orders to the helm. The
helmsman is an important part of the BT. OOWs shall train and ensure that all helmsmen
clearly understand the standard orders given.
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).
05.14 BTM/PILOT EXCHANGE

The Pilot plays an important role in supporting and advising the Bridge Team. The Bridge
Team / Pilot exchange needs to take place in a timely manner and at an appropriate place.
The Bridge Team should remember that the Pilot requires pertinent information when first
boarding the vessel, and the entire transit does not need to be discussed immediately. In

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conjunction with the Master / Pilot Exchange Card, a copy of the Passage Plan shall be
made available to the Pilot and discussed at an appropriate time.

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06 PASSAGE PLAN
06.1 GENERAL
Passage Plans shall always be prepared berth-to-berth and shall be kept onboard for one
year. The Passage Plan shall be prepared by the Second Officer. It is encouraged to involve
junior officers or apprentices as much as possible in the planning. The Master shall verify
important parts of the plan and give final approval before the plan is implemented.
There are four distinct stages in the planning and execution of a sea passage:
• Appraisal;
• Planning;
• Execution; and
• Monitoring.
An appraisal of information available shall be made before detailed plans can be drawn up
and a plan shall be in existence before tactics for its execution can be decided upon. Once
the plan and the manner in which it shall be executed have been decided, monitoring shall
be carried out to ensure that the plan is followed.
The passage plan shall be in three sections:
• Berth to commencement of sea passage (Outward pilotage);

• Sea Passage; and
• End of passage to berth (Inward pilotage).

There is a certain amount of risk attached to every voyage and the Master shall assess
these and plan accordingly.
In certain cases there may be two distinct routes available; one may be shorter, but have a
higher level of risk or going through ice compared to taking a longer route around. The
Master shall review both routes and use his professional judgment to select the best route.
The Master may consider the risk too great for certain parts of the passage only and the
voyage may have to be adjusted to take account of this. In such cases the Master will have
to evaluate what additional mitigation measures that shall be activated during local parts of
the passage. Such measures could be:
• Wait for high water to pass certain shallow areas;

• Use extra bridge manning in areas of high density traffic; and
• Pass in daylight instead of at night.
06.3 APPRAISAL
This is the process of gathering together all information relevant to the contemplated
passage. It will of course be concerned with navigational information shown on charts and in
publications such as:

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• Sailing directions;
• Lists of lights;
• Current and tidal atlases and tide tables;
• Appropriate scale, accurate and up-to-date charts for the intended voyage;
• Tide tables;
• Notice to Mariners;
• Publications detailing traffic separation and other routing schemes; and
• Lists of radio aids to navigation.
Reference shall also be made to climatic data and other appropriate meteorological
information which may have a bearing upon the availability for use of navigational aids in the
area under consideration such as, for example, those areas subject to periods of reduced
visibility.
In addition to the obvious requirement for charts to cover the areas through which the vessel
will proceed, these shall be checked to secure that they are corrected up to date in respect
of both permanent and temporary Notice to Mariners and existing radio navigational
warnings.
The information necessary to make an appraisal of the intended passage will include details
of:
• Currents (direction and rate of set);

• Tides (times, heights and direction);
• Draught of vessel during the various stages of the intended passage;
• Advice and recommendations given in sailing directions;
• Navigational lights (characteristics, range and arc of visibility);
• Navigational marks (expected range at which objects will show on radar and/or will
be visible to eye);
• Traffic separation and routing schemes;
• Navigational warnings affecting the area;
• Climatologic, hydrographical and oceanographic data affecting the area;
• Data regarding pilots, pilotage embarking and disembarking arrangements;
• Available port information, including information pertaining to the availability of shore
based emergency response arrangements and equipment; and
• Vessel’s manoeuvring data.
06.4 PLANNING
Having made the fullest possible appraisal using all the available information on board
relating to the intended passage, the Second Officer shall prepare the detailed plan of the
passage. The passage plan consists of:
• Company form, “Passage Plan”

 List of way points;
 Books and publications;
 Log information.

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• UKC Calculation Form;

• Additional relevant information:
 Tidal situations;
 Pilotage;
 Etc.
The intended passage shall be plotted on the appropriate charts. The following shall be
clearly marked on the largest scale charts applicable:
• All areas of danger;

• The intended track taking into account the margin of allowable error;
• Radar conspicuous objects, remarks or racons which may be used in position fixing;
and
• Any transit mark, clearing bearings or clearing ranges which may be used to
advantage.
Where appropriate, due regard shall be paid to the need for advance warning to be given on
one chart of the existence of a navigational hazard on transfer to the next. The planned track
shall be plotted to clear hazards at a safe distance as circumstances allow. A longer
distance shall always be accepted in preference to a shorter more hazardous route. The
possibility of main engine or steering gear breakdown at a critical moment shall not be
overlooked.
It is essential that strict compliance is maintained with all routing instructions or

recommendations as laid down on the Charts, Sailing Directions, Local Authority,
Government Body or IMO.
The key elements of the Passage Plan shall include but not be limited to:
• Safe speed having due regard to the manoeuvring characteristic of the vessel and
due allowance for change of draught due to squat and heel effect when turning;
• Speed alterations necessary to achieve desired ETA’s en route, of where there may
be limitations on night passage, tidal restrictions;
• Course alteration points with wheel-over lines (WOL) taking into account the vessels
turning circle at the planned speed and any effect of tidal streams and currents. (if
available Rate of Turn information at the WOL shall be included);
• Minimum clearance required under the keel in critical areas (having allowed for
height of tide);
• Points where accuracy of position fixing is critical, and the primary and secondary
methods by which such positions must be obtained for maximum reliability;
• Contingency plans for alternative action to place the vessel in deep water or proceed
to an anchorage in the event of any emergency necessitating abandonment of the
plan; and
• Point of no return lines.

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As charts supplied to vessels are the same for everyone regardless if used on board a VLCC
at 25 metres draught or on a coaster sailing at 3 metres draught, it’s imperative that the chart
is made suitable for the specific condition of the vessel on which the chart is being used.
This shall be done by marking the ‘lining danger lines’ often referred to as marking out the no
go areas. These are valuable safety limits to any plan, be it for coastal or ocean passage.
Lines shall be drawn on the chart to highlight where the vessel cannot go.
Proper allowance shall be made for maximum draft and predicted tidal height and any other
limiting conditions.
The concept of marking no-go areas has the following benefits:
• It forces consideration of the factors affecting under keel clearance which is always
the high risk element;
• It forces a concentrated study of the chart, rather than a just glance; and
• It immediately highlights to anyone who looks at the chart, the often large areas that
shall be avoided.
Full details of the Plan shall be entered in the standard form supplied to all vessels and shall
be approved by the Master and fully understood by all deck officers. The form shall be
signed and dated.
It is unlikely that every detail of a passage will have been anticipated, particularly in pilotage
waters which may be unfamiliar to the Master or other Deck Officers. Much of what initially
have been planned may have to be changed after embarking the Pilot. This shall in no way
distract from the real value of the plan which is to;
• Mark out in advance where the vessel shall not navigate; and
• Serve as an early warning that the vessel may head for a potential dangerous area.
The plan must be flexible and may be amended by the Master at any time in the interest of
safety and efficiency. The Master and Officers must never remain committed to a pre-
planned course of action, if the prevailing circumstances render a departure from the plan
necessary for the safety of the vessel.
The following elements shall be considered in drafting the Port Passage Plan:
• Meteorological conditions and latest weather forecasts, tidal data;

• UKC;
• Obstacles to be passed such as bridges and overhead cables and clearance
available;
• VHF channels to be monitoring for pilots, tugs dock, vessel traffic system, etc.;
• Areas where parallel indexing can be used to continuously monitor the position of the
vessel relative to its intended track;
• Pilot boarding area for pre-planning intended manoeuvres;
• Establish contingency plan for emergencies and last minute changes of orders and at
points of no return. Potential anchorage area should be noted; and

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• Note where tugs are normally met. Also, check where tugs can be available in an
emergency.
06.4.1 Planning precautions
06.4.1.1 Squat
The squat effect is the hydrodynamic phenomenon by which a vessel moving quickly
through shallow water creates an area of lowered pressure under its bottom that causes the
vessel to "squat" lower in the water than would otherwise be expected. This is due to a
reduction in buoyancy caused by a downward hydrodynamic force created by flow-induced
pressures. It is caused by similar forces as lift on and aircraft wing, except that the low
pressure area is beneath the hull. Squat can lead to unexpected groundings and handling
difficulties.
In this context shallow water is defined as the under keel clearance to the sea bed being less
than 50 % of the vessel’s draft.
When proceeding through shallow water the speed shall be reduced to the minimum
required for good steering in order to minimize the effect of squat.
The general guidelines are:
• Squat is directly related with the vessel speed squared (Squat α (Vessel Speed)2);
• For any given speed, the squat increases with a decrease in depth under keel;
• The factors of speed and depth under keel have a greater effect on squat than the
size of the vessel; and
• In restricted channels where the flow of water around the vessel is restricted by the
proximity of banks the squat will be increased.
06.4.1.2 Under keel Clearance, (UKC)

The Master should ensure that no voyage is planned putting the vessel at risk of being
subject to a UKC of less then:
At open sea: 20 % of max draft
In shallow waters 15 % of max draft
In Channels and Port areas 10 % of max draft
Under normal circumstances the UKC shall not be less than 1 meter. Local environmental
and seasonal conditions may in certain ports have an influence on the UKC requirements.
Should it become obvious during the passage planning that the UKC limits in one or more
locations cannot be complied with, a risk assessment prepared by the vessel and approved
by the master to be send to the SHEQ department for their review.

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In case review of the risk assessment reveals that the identified risks are properly
addressed, the master will receive a confirmation in writing and the fleet director will be
promptly informed accordingly.
Although the master should never proceed without the written confirmation, the decision to
proceed is always at the discretion of the master.
If deciding to proceed, the Master shall inform the office the reasons for doing so.
Especially during navigation in shallow waters, rivers and canals, the vessel’s speed shall be
reduced taking into account the effect of squat. The vessel's speed shall be maintained so
that the effect of squat will not reduce the UKC below the minimum requirements mentioned
above.
Under keel clearance can be affected by several factors and allowances shall include, but
not necessarily be limited to;
• The predicted height of the tide;

• Changes in the predicted tidal height, which are caused by, for example, wind speed
and direction and high or low barometric pressure;
• Nature and stability of the bottom – i.e. sand waves, siltering etc.;
• Accuracy of hydro graphic data, a note as to the reliability of which is often included
on charts;
• Change of water density and the increase in draught due to fresh water allowance;
• The vessel’s size and handling characteristics and increase in draught due to heel;
• Wave response allowance, which is the vertical displacement of the hull due to
heave, roll and pitch motions;
• The reliability of draft observations and calculations, including estimates of hogging
and sagging; and
• Reduced depths over pipelines and other obstructions.
Once the available under keel clearance has been calculated taking into account all the
applicable factors, including those above, it can then be determined whether any speed
reduction will be required to counter the effects of squat.
Reference: Chapter No. 010.12.10, “Charts and publications, ECDIS, UKC calculations” in
this Manual
06.4.1.3 Track planning

In the Passage Plan, the track shall be planned in such a way to allow for the following:
• Provide maximum relevant clearance away from obstructions or hazards;

• Facilitate transit to the starboard side of a fairway for collision avoidance; and
• Provide sufficient margins for corrections with respect to the vessel’s maneuvering
characteristics bearing in mind weather conditions, the effects of tides, currents and
squat.

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The Closest Point of Approach (CPA) shall where possible be a minimum of 0.5 nautical
miles. This shall be included in the Master’s orders and may be increased at Master’s
discretion.
06.4.1.4 Worst possible conditions

When preparing the Passage Plan the worst possible conditions shall be evaluated:
• Restricted visibility;
• Effects disturbing the radar;
• Buoys which may have shifted; and
• Breakdown of major components and systems.
06.4.1.5 Bunkers
The vessel shall have the reserve quantity of fuel as given in Chapter No. 011.1.3 “Fuel oil,
reserve quantity” in the Engine Room Manual.
Reference: Chapter No. 010.1.3, “Fuel oil, reserve quantity” in the Engine Room Manual
06.4.1.6 Chart and publications

Before sailing, the Master shall ensure that all changes and corrections to the navigational
information from “Notices to Mariners” and other relevant information are properly entered on
charts and in publications required for the intended voyage.
Only the latest editions of charts and navigational publications, which are available on board,
shall be used. Appropriate correction records for chart and publication shall be maintained.
A separate system is established for filing and recording navigation warnings.
06.5 EXECUTION
Having finalized the Passage Plan, and as soon as the time of departure is known and the
estimated time of arrival can be determined with reasonable accuracy, the tactics to be used
in the execution of the plan shall be decided.
The factors to be taken into account shall include:
• The reliability and condition of the vessel’s navigational equipment;

• Estimated time of arrival at critical points for tide heights and flow;
• Meteorological conditions, particularly in areas known to be affected by frequent
periods of low visibility;
• Daytime versus nigh time passing of danger points, and any effect this may have
upon position fixing accuracy; and
• Traffic condition, especially at navigational focal points.
The Master shall consider whether any particular circumstances, such as the forecast of a
restricted visibility in an area where position fixing by visual means at a critical point is an
essential feature of the Passage Plan introduces an unacceptable hazard to the safe
conduct of the passage, and thus whether that section of the passage should be attempted
under the conditions prevailing, or are likely to prevail. The Master shall also consider at

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which specific points of the passage additional deck or engine room personnel will be
required.
06.6 MONITORING
The close and continuous monitoring of the vessel’s progress along the pre-planned track is
essential for the safe conduct of the passage. If the OWW is ever in any doubt as to the
position of the vessel or the manner in which the passage is proceeding, the Master shall
immediately be called and, if necessary, take whatever action necessary for the safety of the
vessel.
The performance of navigational equipment shall be checked prior to sailing, prior to

entering restricted or hazardous waters and at regular and frequent intervals throughout the
passage.
Advantage shall be taken of all the navigational equipment with which the vessel is fitted for
position monitoring, bearing in mind the following:
• Positions obtained by navigational aids shall be checked, if practicable, by visual

means. Position fixing and checking methods shall be pointed out on the proper chart
of the passage;
• Transit marks, clearing bearings and clearing ranges (radar) can be of great
assistance; and
• Echo-sounder is an important navigational aid.
On every occasion when the vessel’s position is fixed and marked on the chart in use, the
estimated position at a convenient interval of time in advance shall be projected and plotted.
Radar can be used to advantage in monitoring the position of the vessel by the use of
parallel indexing techniques.
06.6.1 Position fixing
06.6.1.1 Position fixing, general

Whenever the vessel’s position is fixed, by whatever means, possible errors in the methods
used for fixings shall be evaluated. All OOW’s shall therefore be familiar with the limitations
and possible errors of each piece of navigational (fixing) equipment.
06.6.1.2 Position fixing, symbols

The position fixed shall be charted and every OOW shall use the same symbols for charting
the different methods of position fixing in order to ensure that the symbols used are
understood by all OOW’s and to avoid confusion and / or misunderstanding.
Below showed symbols are to be used for plotting position fixes:

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Position fixing by: Clarification: Symbol to be used:
GPS
Radar
Sight Bearing
Celestial body
Sun

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Dead Reckoning
DR
DR
06.6.1.3 Position fixing
6.6.1.3.1 Position fixing, intervals

The position of the vessel shall be fixed at regular intervals during the voyage as decided in
the prepared passage plan. Whenever possible the position shall be fixed by at least two
different methods of fixing.
The last position plotted on a chart before changing to the next chart shall be transferred to
the new chart in order to double check if position fixing has been done correctly and that the
passage plan is implemented properly to the new chart.
The frequency of position fixing shall be such that the vessel cannot run into danger during
the interval between two position fixes. Therefore, below mentioned calculation shall be used
to determine the position fixing interval in the passage plan.
(Distance / vessel’s speed) / 2 = maximum position fixing interval
The above calculation shall be made for each danger which the vessel will pass during the
voyage. Dangers can be, but are not limited to, fixed objects such as drilling rigs, shallow
waters, sandbanks and coast lines.
Parallel indexing on fixed objects shall be used if the calculated maximum position fixing
interval is less than 10 minutes. Parallel indexing on a floating object, such as a buoy, may
only be done after the position of the floating object has been verified.
Example
A vessel is sailing with a speed of 14 knots and the shortest distance to the coast line is 7
nautical miles. The maximum position fixing interval in this case is 15 minutes:
(Distance / vessel’s speed) / 2
(7/14) / 2 = 0.25 hours which is equal to 15 minutes.
The change of the position fixing frequency shall be marked in the chart.

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PF=30
min.
7 NM.
PF=30 PF=15
min. min.
6.6.1.3.2 Position fixing, secondary fixing

At least two methods of position fixing should be charted, where possible. Visual and radar
position fixing and monitoring techniques should be used whenever possible. GPS derived
positions should always be verified by alternative methods. The frequency of position fixing
should be such that the vessel cannot run into danger during the interval between fixes.
On charts where the survey source data is very old, accuracy may be poor in certain areas:
under these circumstances in particular the OOW should not rely totally on position-fixing
using electronics systems and should, where possible, increase the use of visual and radar
navigational techniques to maintain safe distances off the land.
06.6.2 Deviations from the Passage Plan

If the passage plan is not followed due to deviations caused by normal circumstances such
as anchoring, change of pilot station, etc., the original Passage Plan has to be amended.
Such amendments (e.g. way points, courses) shall be done in writing and each amendment
shall be signed.
06.6.3 Parallel indexing

For parallel indexing, targets shall be:
• Safe and easy to identify;

• Fixed objects;
• Floating objects maybe used when no fixed objects are available and the position
has been verified and has been proven to be in the right position;
• Radar conspicuous;
• Located outside the radar clutter field; and
• Limited to a number sufficient for safe navigation.

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Parallel indexing is a simple and effective way of continuously monitoring the vessel’s
progress along its intended track.
The major advantage of parallel indexing is that it can be operated by day and night, in any
weather conditions including restricted visibility, providing a known radar conspicuous
navigation mark or feature is available. It can be applied to either a stabilized relative motion
display or a ground - stabilized true motion display.
The OOW shall make full use of parallel index techniques.
Parallel indexing is an aid to safe navigation and does not supersede the requirement for
position fixing on the chart at regular intervals using all methods available to the navigator.
Parallel index lines drawn on a reflection plotter are applicable to one range scale only. In
addition to all other precautions necessary for the safe use of the information presented by
radar, particular care shall therefore be taken when changing range scales. When using
equipment which may generate parallel index lines electronically care shall be taken to
establish if the index line setting retains its position on the screen when the range scale is
changed, or if the line retains its range setting regardless of the range in use.

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07 NAVIGATION
07.1 MONITORING NAVIGATIONAL ACTIVITIES
07.2 RESPONSIBILITIES
Only authorized personnel shall be present on the bridge, and no distractions of any kind
shall be permitted. Safe navigation of the vessels has the highest priority in the
management of the Company’s vessels.

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The Master and the OOW are responsible for the safe and prudent navigation of the vessel,
and shall ensure that all courses are well clear of headlands and obstructions to navigation.
Foresight and careful planning contribute to a successful voyage. As in all matters of bridge
management, the Master's and OOW’s understanding and application of priorities are critical
to the safe navigation of the vessel.
07.3 LAWS AND REGULATION

Nothing in this manual or any other Company instructions shall relieve the Masters, officers
or ratings of their responsibilities under the law.
All vessel personnel shall at all times comply with all applicable local, national and
international rules and regulations, in addition to the procedures referred to in the
Company’s management system.
The international and local Regulations for the Prevention of Collisions at Sea (IMO
COLREGS shall always be complied with, but Company policies and procedures shall take
precedence where they are exceeding the requirements of the above mentioned regulations.
07.4 FAMILIARITY
The Master shall ensure that all deck officers reporting aboard any of the Company’s vessels
are familiar with the Nautical Institute’s “Bridge Team Management Guide” and the ICS’s
“Bridge Procedures Guide”. In addition, all deck officers shall review this Bridge Manual and
any Company circulars or special instructions related to the safe navigation.
07.5 ASSESSMENT BY MASTER

Chapter No. 04.8.3.1.2, “Navigational assessment, Performance and skills” in the HR
Manual.
07.6 ANNUAL AUDITS BY SHORE PERSONNEL

The navigational activities shall be audited annually. The standard checklist shall be used.
Reference: Checklist, “Internal audit checklist” STAR IPS / Documents / Other documents /
Forms / Inspection Preparation / Internal audit.
07.7 TEMPORARY RELIEVING THE MASTER

In the Master's absence, the Chief Officer shall temporarily assume the command of the
vessel. In this temporary capacity the Chief Officer has full authority to issue any orders or
instructions that the Master would normally issue.
If the Master is suspected to be under influence of alcohol, see HR Manual Chapter

4.10.3.3.2.1“Abuse, Ship”.
Reference: Chapter No. 04.10.3.5 “Alcohol & Drugs procedures, Testing” in the HR manual.
07.8 MASTER PRESENT ON BRIDGE

As outlined below, the Master shall be on the bridge (unless relieved due to fatigue) during
the following circumstances:

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• During periods of restricted visibility;

• During navigation in high traffic areas;
• While underway in restricted waters;
• During heavy weather conditions;
• When entering or leaving port, docking, undocking, and shifting of the vessel;
• When embarking and disembarking a Pilot or Mooring Master;
• When anchoring or weighing anchor; and
• At any other time when the Master or OOW determines that the Master’s presence
on the bridge is required to maintain safe navigation.
07.9 DELEGATION OF RESPONSIBILITIES

Although the Master has the ultimate responsibility for the safe navigation of the vessel at all
times, the Master may delegate the watch keeping duty and authority to any of the Deck
Officers at any time.
The OOW shall know how to contact the Master at all times. If a direct contact fails, the PA
system shall be used.
It shall be clearly stated and logged whenever the Master relieves the OOW of the control,
and when he returns the control to the OOW.
07.10 TRAFFIC LANES AND EXCLUSIONS ZONES

Published traffic lanes, separation schemes and exclusion zones which are printed on a
nautical chart shall be considered mandatory.
Reference; ICS Bridge Procedures Guide, Section No. 2.7, “Passage Planning and Ships’
Routeing”
07.11 STEERING MODE

Under normal conditions, the vessel shall be operated in automatic steering mode during
open ocean passages and coastal navigation.
The steering mode shall be changed over from automatic to manual steering:
• In any emergency situation; and

• Whenever the Master consider hand steering to be prudent.
The OOW shall be familiar with the changing over from one steering mode to another. The
following shall be observed:
• The changeover procedures shall be posted close to the helm for easy reference;
• Change of steering mode or operation of the steering mode control shall only be
carried out by the OOW or the Master or when ordered by them;
• Whenever the vessel is operating in the automatic steering mode or when the
steering mode is being changed, the OOW shall always be alert to the possibility of
unexpected system failures; and
• Change of steering mode must be recorded in the logbook.

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07.12 COMPASS ERROR

Reference: Chapter No. 07.17.4, “Compass error book” in this Manual
07.13 RADIO NAVIGATIONAL WARNINGS

Radio navigation warnings, and weather reports, shall be printed out daily and maintained as
necessary. The OOW shall review this information in conjunction with conditions observed
on board in order to plot the approach of storms or other potential dangerous conditions.
NAVTEX shall be continuously monitored in covered areas.
Urgent warnings of dangers to navigation are issued as Radio Navigation Warnings; those of
permanent nature may eventually be the subject of a chart correction. This information shall
be obtained by the OOW and/or the Master, using the appropriate equipment on the bridge.
Details of the radio stations issuing these warnings are contained in Radio Navigation Aids,
Publication 117.
The weekly Notices to Mariners contains a summary of Radio Navigation Warnings,

however, due to the delay in these notices reaching the vessel, such summaries do not
preclude the requirement for printing out and posting the applicable daily broadcast
warnings.
07.14 USE OF RADARS

It is the responsibility of the Master to verify that all Deck Officers are capable of properly
utilize all available navigational aids, including radar plotting, both electronic and paper.
The primary method of plotting shall be the efficient use of the automatic radar plotting aids
("ARPA"). All radar information shall be independently verified. For vessels equipped with
two independent ARPA'S, data obtained from one shall be verified against the other. While
the vessel is underway, the radars shall never be switched off completely.
07.15 PILOT ONBOARD

07.15.1 Pilot onboard, general
The Master shall employ a Pilot or Mooring Master in accordance with local rules and
regulations. The Pilot or the Mooring Master is considered as an advisor, and the Master
continues to be in full command of the vessel at all times. The Master may override the
commands given by the Pilot or Mooring Master if in his judgment it is necessary in order to
maintain safe navigation of the vessel.
Reference: ICS Bridge Procedures Guide, Section No. 3.3.3, “Navigation with a Pilot
Onboard”
07.15.2 Embarkation and disembarkation of pilots

When the vessel’s ETA to the pilot station has been established, the OOW or the Master
shall contact the pilot station to arrange for Pilot boarding. The OOW shall communicate with
the pilot boat to determine on which side of the vessel the Pilot shall board, and agree to the
vessel's heading and speed at the time of boarding.

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The pilot ladder shall be rigged by an experienced sailor who also shall monitor the
embarkation or disembarkation of the Pilot.
During embarkation and disembarkation of the pilot an officer will be ready with means of
communication at the embarkation station and will guide the pilot to and from the bridge.
The pilot ladder shall at all times meet current IMO requirements.
Reference: ICS Bridge Procedures Guide, Section No. 3.3.3.2, “Pilot embarkation /
disembarkation”
07.15.3 Information exchange Master/pilot

When employing the services of a Pilot, the Masters shall use the pilot-master Agreement
and the Pilot card to facilitate the exchange of information between the Master and Pilot.
The pilot-master agreement should be signed by the master and pilot(s) and retained on
board for 1 year.
The Pilot Card shall be completed by the OOW and given to the Pilot upon boarding the
vessel.
After reviewing local navigational and weather conditions, the Master shall discuss the
vessels manoeuvring characteristics and loading condition with the Pilot or Mooring Master
immediately upon boarding. Manoeuvring Characteristic diagrams shall be conspicuously
posted in the wheelhouse for easy viewing by all vessel handlers.
The Master’s objective shall be to ensure that the plan is safe, and that the expertise of the
Pilot or Mooring Master is fully supported by the Bridge Team.
Reference: Checklist, “Pilot master agreement” STAR IPS / Documents / Other documents /
Forms / Navigation and bridge organisation / Bridge checklists.
07.15.4 Complying with navigational rules

The Master and OOW shall insist when proceeding in all waters that the Pilot or Mooring
Master comply with COLREGS and observe speed restrictions when navigating rivers and
narrow channels, with due regard for the conditions likely to be encountered en route to the
vessel’s destination.
07.15.5 Pilot’s capabilities

The Master and OOW shall 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, or cargo. The Master and OOW shall observe the helm and engine orders given 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 experience with the vessel's
handling characteristics.
Should the Pilot or Mooring Master fail to act on the Master's or OOW's directions when the
safety of the vessel is judged to be in jeopardy, the Master or OOW shall countermand the
Pilot's or Mooring Master's instructions, and take appropriate corrective action required to

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protect the safety of the vessel. Full details of any such actions shall be entered in the Deck
Logbook and the Company shall be advised promptly.
The Master shall take affirmative action to obtain a suitable replacement Pilot or Mooring
Master if any doubt exists regarding the competence of the existing Pilot or Mooring Master.
If it is not practicable to obtain a replacement, the Master shall not proceed with the passage
prior to authorisation from the Company.
07.15.6 Self-pilotage
07.15.6.1 Self-pilotage, general

Self pilotage is pilotage by the Master, without the assistance of a local pilot in areas where
normally a Pilot is available or compulsory for the vessel.
In case the Master gets a request for self pilotage via charterers, agents or owners, the
Company shall be informed
07.15.6.2 Self-pilotage, risk assessment

In areas where a Pilot is available but self pilotage is possible, a risk assessment shall be
made and reported to the Company before the Master may undertake self pilotage. Only self
pilotage assessed to be low risk due to proper mitigation of potential hazards may be
undertaken by the Master without written consent of the Company.
Any self pilotage request not assessed as low risk shall be refused. In such cases a local
pilot shall be requested. In exceptional cases where additional mitigation measures are
possible, self pilotage may be discussed with the Company.
The following area's are to be included in the risk assessment:
• The visibility;
• The vessel and its manoeuvring characteristics;
• The tidal and current conditions;
• Bridge Team availability and experience;
• Traffic density of the area;
• UKC along the track;
• Manoeuvring space; and
• Language used by the VTS & surrounding traffic.
Each risk assessment shall be filed onboard together with the voyage related documents for
a period of at least one year.
07.15.6.3 Self-pilotage, Bridge Team

In all cases of self pilotage, the Bridge Team shall consist of Master, OOW and lookout. A
helmsman shall be available on the bridge.
Reference: Chapter No. 05.8, “BTM, Watch Composition” in this Manual

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07.15.6.4 Self-pilotage, Chief Officer in command

When the self pilotage is extended beyond the work and rest hours allowed for the Master,
the Master may appoint the Chief Officer as his replacement. In doing so, the following items
relating to the Chief Officer shall be evaluated:
• Experience in rank;
• Knowledge of the vessel and equipment;
• Training in regards to bridge team management and ship handling; and
• Knowledge of the area.
Under all circumstances of self pilotage, appropriate watch levels shall be set and
maintained.
Masters are encouraged to train Chief Officers as their replacement by giving them the
opportunity to manoeuvre the vessel under pilotage bringing the vessel at anchor and
alongside under Master’s supervision.
07.15.6.5 Self-pilotage, payments

All funds received either directly or indirectly as pay for self pilotage via charterers, agents or
owners shall be reported to the Company and properly administrated in the vessels e-fund
and used for the general welfare of the entire crew.
Any misuse of such funds will lead to disciplinary action by the Company.
07.16 NAVIGATION, UNDER ABNORMAL CONDITIONS

07.16.1 Heavy weather
The Master shall reduce the speed in heavy weather in order to avoid the possibility of
damage to the vessel.
Prior to heavy weather, the Master shall ensure that all seafarers have been warned to
expect such conditions. In addition the following shall be carried out:
• Consideration to take additional ballast;

• Secure all loose objects and equipment;
• Adjust course and speed if necessary;
• Warn crew to avoid exposed deck areas; and
• Rigging of safety lines where necessary.
07.16.2 Navigation in ice

Reference: Winter Manual
07.16.3 Restricted visibility

The Master’s Standing Orders shall define what he considers reduced visibility. The OOW
shall follow the instructions in the Master’s Standing Orders, and in the Night Order Book.
At the moment the reduced visibility as defined by the Master has been has reached, the
OOW shall:

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• Call the Master immediately;

• Call any additional watch personnel as required;
• Record any changes in the composition of the Bridge Team in the Deck Logbook;
• Notify the duty engineer to be prepared for immediate manoeuvring (as applicable to
the type of vessel);
• Reduce speed as required;
• Instruct and post Helmsman and Lookouts as required;
• Change to manual steering;
• Activate both steering motors, as applicable;
• Follow the COLREGS for vessels in restricted visibility, including audible and visual
signals; and
• Record all actions and precautions carried out in the Deck Log Book.
Nothing in the preceding sections or any other section shall prohibit the Master from taking
any steps consistent with good seamanship.
07.16.4 Restricted waters

Due to the critical margins of safety while navigating in restricted waters, the application of
navigation techniques to a degree of precision and frequency above that utilized during deep
sea navigation is required. The limited time to take necessary corrective action shall be
considered. Meteorological, oceanographic and hydrostatic forces that may influence the
position of the vessel shall be addressed, such as: weather, sea condition, tidal currents,
channel effect and squat, as well as the magnitude of vessel traffic in the area.
07.17 NAVIGATION, RECORDING AND REPORTING

07.17.1 Deck log book
The Deck Logbook is the vessel's primary operating record, and shall be used both at sea
and in port. All entries shall be made in clear handwriting, correct, and as complete and
concise as possible. Pencil entries shall not be made. The Master shall review and sign the
log daily.
Deck Logbook entries shall be made in English, except if another language is required by
the Flag Administration. The working language shall be noted in the logbook:
• Deck Logbook entries shall include standard meteorological data which shall be
carefully assessed;
• All entries made in the Deck Logbook, Bridge Bell Book, or on the Course Recorder
shall be made in ink;
• If an error is made in a Deck Logbook, Bridge Bell Book or Course Recorder entry,
corrections shall always be made by drawing a single line through the error and
writing above or below the incorrect entry. The correction shall be initialized by the
officer making the correction; and
• No entries shall be erased from any of the above mentioned records.
The Deck Logbook, when completely filled out, shall remain on board indefinitely, stored in a
safe location.

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07.17.2 Bell book

Orders to the engine room shall be recorded in the Bridge Bell Book. All entries shall be
made in accordance with a standard format. On vessels with automatic engine order
recording systems, the orders "standby engines" and "finished with engines" shall also be
recorded in the Bridge Bell Book.
The officer keeping the Bridge Bell Book shall sign it at the end of each watch or bridge
assignment.
The Bridge Bell Book shall also be used to record any event associated with the vessel’s
movement from the time the pilot embarks, or the vessel is commencing its approach to the
berth or anchorage. The name of the Pilot or Mooring Master, as well as the name of the tug
boat(s) assisting during docking or anchoring shall also be recorded, in addition to the Pilot’s
or Mooring Master’s boarding and departure time, and the time when the tugboat(s) are
being made fast and let go. The same events shall be recorded from the time the Pilot or
Mooring Master embarks for departure, until he disembark, and the sea passage commence.
07.17.3 Radar operation log

The radar operation log is integrated in the deck log book and shall be maintained at all
times when the radar is in operation. It shall indicate the times the radars are switched off
and on; times when the radar watch is commenced or discontinued; details of performance
and other checks and details of total hours of operation.
Brief details of any maintenance work carried out shall also be entered with reference made
to the main Radar Maintenance File.
07.17.4 Compass error book

Conditions permitting, magnetic compass error shall be checked at least once per watch at
sea and at anchor, and every time the vessel changes course. These data shall be recorded
in the Compass Record Book and the Deck Logbook.
• During the watch, simultaneous checks between the gyro and magnetic compasses
shall be made at least hourly; records should indicate which gyro is used in case two
or more gyro’s are installed;
• Frequent checks shall be made between the master gyro and all gyro repeaters,
including the course recorder. Significant discrepancies shall be investigated and
corrected if possible, and recorded in the Deck Logbook; and
• A current deviation table shall be posted on the bridge.
07.17.4.1 Compass error, deviation curve

An updated deviation curve shall be prepared at least once per year or when significant
differences of more than three (3) degrees between observations and the curve are
observed.
A deviation curve may be prepared by vessel’s staff based on:
• Analysis of the compass error book; and

• A figure 8 manoeuvre.

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07.17.4.2 Compass error, adjustment

In case errors are observed of more than six (6) degrees, the magnetic compass shall be
adjusted by an authorized Company.

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08 BRIDGE RESPONSIBILITIES
08.1 GENERAL
The safety of the crew, the vessel, its cargo and the environment depend upon the Officer of
Watch (OOW).
The OOW is responsible to the Master for the safe navigation of the vessel and the OOW
shall consult the Master if there is any doubt as to the meaning:
• Orders;
• Procedures;
• Interpretation of traffic situations; and
• Communications with third parties.
Every OOW shall be assessed for navigational performance and skills at least once per
term.
The details and procedures of this can be found in the Company’s HR Fleet Manual
Reference: Chapter No 4.8.3.1.1 “Navigational Assessment”.
08.2 RELIEVING THE WATCH

It is the responsibility of the relieving OOW to report early enough to the bridge to ensure the
watch is relieved on time. The Officer shall also ensure that any ratings participating in the
watch are reporting timely for duty.
Relieving the watch shall only be carried out in accordance with the appropriate checklist
and shall be noted in the logbook.
08.3 HANDING OVER THE WATCH

The OOW shall not hand over the watch until it has been confirmed that the relieving Officer
is fit to take charge. Should this not be the case, the OOW shall not hand over the watch and
the Master shall be informed immediately.
The OOW shall ensure that all the required entries in the Deck Log Book and any other
record books have been made and signed as and where required before leaving the bridge.
The relieved OOW or a designated rating shall make a safety inspection of the vessel’s
accommodation areas after the night time watch changes and report back to the OOW.
08.4 CHANGING COURSE AND SPEED

The OOW may alter the course and speed laid down in the Passage Plan; and
• To ensure the safety of the vessel and personnel;

• To comply with the requirements of the “International Regulations for Preventing
Collisions at Sea”; and
• As specified by the Master,

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When an alteration of course or speed is made for any other abnormal reason, the Master
shall be informed.
Every encounter at sea shall be assessed by the OOW in terms of the “International
Regulations for Preventing Collisions at Sea” and action taken accordingly.
Due to the nature of the cargoes carried onboard, a high level of awareness will be required
to ensure that an adequate safety zone around the vessel is maintained at all times.
08.5 NOTIFYING THE ENGINE ROOM

The OOW must notify the Engineer on Watch (or the Engineer on call in the case of an
unmanned engine room) as follows:
• At least one hour before departure;

• As soon as it appears that engine manoeuvres may be required, with an hour’s
notice if possible;
• Whenever the vessels machinery operation may be affected by weather or other
condition changes, such as shallow water approach, concentrations of marine life or
seaweed, ice in the water, or change of trim or draft due to ballast shifting;
• At least one hour before the standby generator is required;
• As soon as an excessive smoke stack appears;
• Whenever the Inert Gas System shall be used; and
• Whenever extra electrical power is needed for deck or cargo equipment; and
• When adverse weather conditions are to be expected.
08.6 PREPARATION FOR SEA AND ARRIVAL PORT

Testing of all navigation equipment, steering gear and telephone systems shall be checked
daily and must be completed between 60 and 15 minutes prior to arrival or departure port or
anchorage. The standard checklists shall be used.
Any deficiencies found shall be reported to the Master. The results of the checks shall be
recorded in the Deck Log or the Bell Book. Serious deficiencies shall immediately be
reported to the Company, and further steps discussed.
References: Bridge Checklist No. 8, “Preparation for Sea” and No. 9, “Preparation for Arrival
Port”
08.7 WHILE AT SEA

While at sea, routine daily testing of various bridge equipment functions shall be carried out.
The checklist, “Daily Test and Checks”, shall be used and filed onboard. These tests and
checks are in addition to the routine checks that the OOW shall carry out on every watch.
recorded in the Deck Log or the Bell Book. Serious deficiencies shall immediately be
reported to the Company, and further steps discussed.
Reference: Bridge Checklist No. 2, “Daily Tests and Checks”

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08.8 ANCHOR
08.8.1 Anchor, General
During periods at anchor regular inspections of the forecastle shall be made including a
check on the application of the brake and position of the lockingbar.
The anchor lights and shape shall be displayed in accordance with the requirements of the
Collision Regulations.
A circle of the swinging area shall be drawn round the anchor position, taking into account
the amount of cable used and the vessel’s length. This swinging circle shall be well clear of
any obstructions or other potential hazards such as any other vessels. If not, the anchorage
position of the vessel shall be changed.
If restricted visibility occurs during the period at anchor, the appropriate sound signals shall
be made. When an automatic system is used for generating the sound signals a check shall
be made on the audible range of the signal both fore and aft. If there are any problems with
the audibility or timing of the automatic signals, the appropriate signals shall be made
manually. If necessary the OOW shall also make use of the additional sound signal by the
whistle to give warning of the vessel’s position to an approaching vessel.
Further, the following shall be observed:
• Whilst at anchor, an anchor watch shall be maintained on the bridge. The activity and
position of other vessels in the vicinity shall be closely monitored. The OOW shall
take immediate steps to warn other vessels if they are seen to approach the vessel’s
minimum safety zone;
• At the time of letting the anchor go, the vessel’s position shall be fixed and the
heading noted. The position of the anchor itself shall be fixed and plotted on the
chart;
• During the period at anchor, the vessel’s position must be frequently checked. The
maximum time between fixing the position shall not exceed 30 minutes;
• By changes in direction of tidal current, a careful watch shall be maintained from the
bridge, and if necessary on the forecastle, to detect any signs of dragging. The
interval of position checking shall in such cases be reduced;
• The Master shall leave clear instructions regarding the fixing of the vessel’s position.
Full use shall be made of the radar and any other aids which can assist in monitoring
the position on a continuous basis; and
• When the vessel swings to a change of tide, the time shall be entered in the Deck
Log Book.
The Master shall establish appropriate levels of engine readiness to ensure the safety of the
vessel according to the prevailing or expected weather conditions, type of anchorage etc.
The state of readiness shall be recorded in the Master’s order book and shall be
communicated in writing to the Chief Engineer.
In the event that the Master temporarily leaves the vessel during a period at anchor, clear
written instructions shall be given to the Chief Officer, dealing with the required response to

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unforeseen circumstances. The Master shall in such cases leave his GSM contact number
by the OOW.
Reference: Chapter No. 014, “Anchoring” in the Mooring and Anchoring Manual
08.8.2 Anchor, Deepsea anchoring

Typically, a windlass is required to heave in the weight of an anchor and chain from a depth
of between 82.5 and 100 metres, depending on individual Class requirements. The windlass
is not designed to break out the anchor from the seabed and may not be designed to lift
chain lengths in excess of class minimum requirements.
Mariners should be aware that windlasses are typically designed to lift a maximum weight of
an anchor and three free-hanging shackles of chain.
Waterdepth can require that an anchor must be walked-out by means of the windlass motor
The combined weight and the speed during free fall can lead to overloading of the chain and
windlass brake when suddenly stopped.
it is important that the vessel’s speed over the ground is less than the walking-out speed,
which is typically 9 metres/min, equivalent to less than 0.3knot. Higher speeds over the
ground may cause the motor to render.
08.9 ECDIS
When ECDIS is used as a supplement or as substitute to the paper charts, the system shall
be checked every watch while at sea and prior to departure and arrival. The bridge checklist
No. 12 shall be used as an aide memoire.
recorded in the Deck Logbook. Serious deficiencies shall immediately be reported to the
Company, and further steps discussed.
Reference: Bridge Checklist No. 12, “ECDIS Checks”
08.10 DANGEROUS SITUATIONS

08.10.1 Dangerous situations, general
Adverse weather conditions include wind induced waves or heavy swell. Some combinations
of wave length and wave height under certain operation conditions may lead to dangerous
situations and must therefore be kept under observation by the OOW.
The sensitivity of a vessel to a potential dangerous situation will depend upon a number of
factors such as:
• Hull geometry;
• Vessel size;
• Vessel loading condition; and
• Vessel speed.

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Calculations derived from onboard computer stability calculations shall be used as a

supporting tool in taking any precautionary actions.
Waves shall be observed regularly. In particular, the wave period TW shall be measured by
means of a stop watch as the time span between the generation of a foam patch by a
breaking wave and its reappearance after passing the wave trough. The wave length λ is
determined either by visual observation in comparison with the vessel length or by reading
the mean distance between successive wave crests on the radar images of waves.
The wave period and the wave length λ are related as follows:
The period of encounter TE could be either measured as the period of pitching by using
stopwatch or calculated by the formula:
where V = ship’s speed [knots]; and
α = angle between keel direction and wave direction (α = 0° means head sea)
The diagram in figure 1 may as well be used for the determination of the period of encounter.

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The height of significant waves shall also be estimated.

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08.10.2 Following and quartering seas

A vessel sailing in following or stern quartering seas encounters the waves with a longer
period than in beam, head or bow waves. The principal dangers exposed to a vessel in such
situation are as follows:
08.10.2.1 Surf-riding and broaching

When a vessel is situated on the steep forefront of a high wave in following or quartering sea
conditions, the vessel can be accelerated to ride on the wave. This is known as surf-riding.
In this situation the so-called broaching-to phenomenon may occur, which endangers the
vessel to capsizing as a result of a sudden change of the vessel’s heading and unexpected
large heeling.
08.10.2.2 Reduction of intact stability when riding a wave crest amidships

When a vessel is riding on the wave crest, the intact stability can be substantially decreased
according to changes of the submerged hull form. This stability reduction may become
critical for wave lengths within the range of 0.6 L up to 2.3 L, where L is the vessel’s length in
metres. Within this range the amount of stability reduction is nearly proportional to the wave
height. This situation is particularly dangerous in following and quartering seas, because the
duration of riding on the wave crest, which corresponds to the time interval of reduced
stability, becomes longer.
08.10.3 Synchronous rolling

Large rolling motions may be excited when the natural rolling period of a vessel coincides
with the encounter wave period. In case of navigation in following and quartering seas this
may happen when the transverse stability of the vessel is marginal and therefore the natural
roll period becomes longer.
08.10.4 Parametric roll

Parametric roll motions with large and dangerous roll amplitudes in waves are due to the
variation of stability between the position on the wave crest and the position in the wave
trough. Parametric rolling may occur in two different situations:
a)
The stability varies with an encounter period TE that is about equal to the roll period TR of the
vessel (encounter ratio 1:1). The stability attains a minimum once during each roll period.
This situation is characterized by asymmetric rolling, i.e. the amplitude with the wave crest
amidships is much greater than the amplitude to the other side. Due to the tendency of
retarded up-righting from the large amplitude, the roll period TR may adapt to the encounter
period to a certain extent, so that this kind of parametric rolling may occur with a wide
bandwidth of encounter periods. In quartering seas a transition to harmonic resonance may
become noticeable.
b)
The stability varies with an encounter period TE that is approximately equal to half the roll
period TR of the vessel (encounter ratio 1:0.5). The stability attains a minimum twice during

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each roll period. In following or quartering seas, where the encounter period becomes larger
than the wave period, this may only occur
Other than in following or quartering seas, where the variation of stability is solely effected by
the waves passing along the vessel, the frequently heavy heaving and/or pitching in head or
bow seas may contribute to the magnitude of the stability variation, in particular due to the
periodical immersion and emersion of the flared stern frames and bow flare of modern
vessels. This may lead to severe parametric roll motions even with small wave induced
stability variations.
The vessel’s pitching and heaving periods usually equals the encounter period with the
waves. How much the pitching motion contributes to the parametric roll motion depends on
the timing (coupling) between the pitching and rolling motion.
08.10.5 Combination of factors

The dynamic behaviour of a vessel in following and quartering seas is very complex. Vessel
motion is three-dimensional and various detrimental factors or dangerous phenomena like
additional heeling moments due to deck-edge submerging, water shipping and trapping on
deck or cargo shift due to large roll motions may occur in combination with the above
mentioned phenomena, simultaneously or consecutively. This may create extremely
dangerous combinations, which may cause the vessel to capsize.
08.10.6 Avoidance of dangerous situations
08.10.6.1 Surf-riding and broaching

Surf-riding and broaching may occur when the angle of encounter is in the range
135°<α<225° and the vessel speed is higher than (1.8√ L) cos(180 −α) (knots). To avoid surf
riding, and possible broaching, the vessel speed, the course or both should be taken outside
the dangerous region reported in Figure No.2.

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08.10.6.2 Successive high-wave attack

When the average wave length is larger than 0.8 L and the significant wave height is larger
than 0.04 L, and at the same time some indices of dangerous behaviour of the vessel can be
clearly seen, the Master shall not enter in the dangerous zone as indicated in Figure No.3.
When the vessel is situated in this dangerous zone, its speed shall be reduced or the
vessel’s course shall be changed to prevent successive attack of high waves, which could
induce the danger due to the reduction of intact stability, synchronous rolling motions,
parametric rolling motions or combination of various phenomena.
The dangerous zone indicated in Figure No.3 corresponds to such conditions for which the
encounter wave period (TE) is nearly equal to double (i.e., about 1.8-3.0 times) of the wave
period (TW) (according to Figure No.1).

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Synchronous rolling and parametric rolling motions
The Master shall prevent a synchronous rolling motion which will occur when the encounter
wave period TE is nearly equal to the natural rolling period of ship TR.
For avoiding parametric rolling in following, quartering, head, bow or beam seas the course
and speed of the vessel should be selected in a way to avoid conditions for which the
encounter period is close to the vessel roll period (TE ≈ TR) or the encounter period is close
to one half of the vessel roll period ( TE ≈ 0.5⋅TR ).
The period of encounter TE may be determined from Figure No.1 by entering with the
vessel’s speed in knots, the encounter angle α and the wave period TW
Used abbreviations and symbols:

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09 NAVIGATIONAL EQUIPMENT
09.1 GENERAL
All OOW’s shall be completely familiar with the correct operation of all navigation equipment
and in particular be aware of the limitations of such equipment. When in use, navigation
equipment shall be frequently checked by the OOW to ensure that it is operating correctly.
The Master shall ensure that regular maintenance of all navigation equipment is carried out
accordance to the manufacturer’s instructions. The maintenance of the navigational
equipment shall be the responsibility of the Navigational Officer. The operational status of
the equipment shall be recorded in connection with the change of Master or Navigation
Officer using the Navigation Equipment Status Handover form.
Reference: Form “Navigation Equipment Status Handover” STAR IPS / Documents / Other
documents / Forms / Navigation and bridge organisation / Bridge checklists.
09.2 CRITICAL EQUIPMENT

The Company has defined certain navigational equipment as critical. Any planned
maintenance of such equipment shall be planned and carried out according to the
procedures for Critical Equipment. The list of such equipment is vessel specific and is
marked as critical in the StarIPS.
Reference: Chapter No. 01.11.5, “Critical Equipment” in the Maintenance, Dry dock and
Repair Manual.
09.3 RADAR
The OOW shall use the radar at all times with special attention during restricted visibility and
while in congested water having due regard to its limitations. The OOW shall select an
appropriate range scale, observe the display carefully and plot effectively. The range scales
in use must be changed at sufficiently frequent intervals so that echoes are detected as early
as possible. It must be borne in mind that smaller poor echoes may escape detection.
The OOW shall ensure to check:
• If the radar is set on centre or off centre;

• The alignment of the heading marker;
• The picture quality in the case of Raster scan displays shall be checked against the
operating performance in the operating manual;
• The gyro error and accuracy of the heading marker and electronic bearing marker
and cursor;
• The accuracy of the fixed and variable range rings;
• When running in true motion, the display is correctly ground stabilized; and
• When the radar is being used for collision avoidance, it should not be ground
stabilized.
The radar controls shall always be adjusted to provide the optimum picture to ensure
whenever possible that echoes are not obscured by rain or sea clutter. Any blind or shadow

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sectors shall be noted on a blind/shadow sector diagram which shall be displayed near to
the radar set.
Radar shall always be used in clear weather to compliment visual observation to assist in the
assessment of collision risk and this allows early action to be taken to maintain the required
clearing distances.
The Master and OOW’s shall make full use of clear weather situations to practice radar
plotting and discuss interpretation of the radar picture. Such training shall be recorded in the
Deck Log Book.
In conditions of restricted visibility the radar shall be observed by a qualified officer on a

continuous basis and systematic plotting of targets shall be carried out.
09.3.1 Radar, performance monitoring

Effectiveness of the radar(s) as measured by the performance monitors shall be recorded by
the OOW each watch to ensure that optimal efficiency is being maintained. A numeric,
percentage, graphical or other measurement value shall be recorded.
Poor radar performance shall immediately be reported to the Company.
09.4 ARPA
In addition to the general advice given about the use of radar, users of ARPA equipment
should also ensure the following:
• Where test programs are installed, these shall be used to check the validity of ARPA
data;
• The performance of the radar associated with the ARPA is at its optimum; and
• The heading and speed inputs to the ARPA are correct.
Serious errors of output data can arise if the heading or speed input data to the ARPA is
incorrect. There are possible hazards associated with the use of speed input from a Doppler
log operating in a bottom track mode, or a speed input generated with the ARPA itself using
fixed point reference, particularly in areas where there are significant currents or tidal
streams. Therefore “speed through water” should be used for input to the radar. If the speed
through the water log is not operational, the speed input from the GPS to be taken.
The fact that ARPA equipment may be operating with an audible alarm to indicate when a
target enters a guard zone or is within certain parameters set by the operator does not
relieve the OOW from the requirement to keep a look-out by all available means. Such
warning devices, when the ARPA is operating in auto acquisition mode, shall be used with
particular caution, especially in the vicinity of small radar inconspicuous targets.
09.5 STEERING GEAR AND AUTO PILOT

The Master shall ensure that all OOW’s are thoroughly familiar with the operation of steering
controls including the emergency steering system and changing from one to the other prior
to standing their first navigation watch on the vessel.

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The steering systems shall be tested in accordance with the Company checklist.
Testing of the Emergency Steering must be carried out at intervals not exceeding three
months. In port, the steering gear shall be tested in within 12 hours before departure.
All tests of the steering systems shall be recorded in the Deck Log Book.
When the automatic steering has been in use for prolonged periods, the manual steering
system shall be tested as follows:
The manual steering over-ride alter course control incorporated in the auto-pilot console
should be operated every watch;
The wheel (or equivalent) steering should be engaged at least once every day and the ship
steered by hand;
A roster system should be employed for the testing of the wheel steering so that each rating
of the watch may take a turn at this task and that they steer for a sufficient period for them to
maintain their familiarity with the practice.
The manual steering shall be tested prior to the ship entering an area where navigation
requires special caution.
In areas where navigation requires special caution, the vessel shall operate with two steering
gear power units in operation. Except in emergency situations, manual steering will not be
carried out by the OOW or the Master.
When on automatic steering the OOW shall allow for the possibility of a failure in automatic
the system. To help warn of such failure the off course alarm on the steering control and the
“Magnetic off Course Alarm” (if fitted) shall always be in operation.
The procedure for changing to emergency steering shall be posted on the bridge in a
conspicuous place.
When operating by automatic pilot, the OOW shall ensure that the controls are set to
achieve the best course consistent with the prevailing conditions. Extended use of the rudder
will have an adverse effect on the vessel’s fuel consumption.
09.6 COMPASSES
09.6.1 Magnetic compass
Whenever an adjustment of the magnetic compass is required, it shall be carried out by an
authorized company. Should an authorized company not be available and the Master
considers the compass is in urgent need of adjustment, a person holding a Deck Officer
Class 1 Certificate or Flag Administration equivalent may make the adjustment. Thereafter
the services of an authorized company shall be requested as soon as practicable.
The magnetic compass shall be adjusted as follows:
• When the compass is first installed or changed;

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• Whenever the vessel undergoes structural repairs or alterations that are liable to
affect the vessel’s permanent or induced magnetism;
• When any addition or alteration, which may have an effect on compass performance,
is made to electrical or magnetic equipment in the vicinity of the compass;
• When the compass Error Book calculated deviations do not agree with the deviation
card curve;
• When the compass is found to be unreliable;
• When the vessel has been subjected to electrical charges, such as during a lightning
strike or electric welding has be performed onboard; and
• After the vessel has been laid up or has been idle. Considerable deviations may
result even after a relatively short period of idleness.
An update of the deviation card shall be made by vessels staff at least annually.
Examination of the deviation column of the compass Error Book may indicate the need for
retesting, adjustment or repair of the compass. When repairs are required, they should only
be carried out by the manufacturer or other competent person who can issue a required
certificate.
The Master shall ensure that persons who may work within the vicinity of the compass do
not carry articles or materials which may affect the compass. The use of radios and tape
recorders in the vicinity of the compass is prohibited.
09.6.2 Magnetic compass, transmitting

Where the compass is fitted with a transmitting element it shall be noted that the
Transmitting Magnetic Compass (TMC) may be overcompensated by the correctors for the
main compass. The induced error may amount to several degrees. A separate deviation
card shall be produced for the TMC. The deviation cards must be clearly marked to avoid
any possible confusion.
The procedure for changing the heading input to the steering autopilot and various
navigation aids, from the gyro compass to the transmitting magnetic compass, shall be
clearly displayed at the change-over switch.
The Master shall ensure that all OOW’s are familiar with the change-over procedure. The
changing of the input shall be tested at least once per week, in clear visibility and with no
conflicting traffic or other hazards in the vicinity.
09.6.3 Gyro compass

The gyro compass shall be run continuously under normal circumstances.
Where the compass is fitted with latitude and speed correction controls, these shall be
adjusted by the Navigation Officer. However, where significant changes of speed occur, the
OOW shall make the necessary adjustment to the speed control if not done automatically.
A check shall be made before departure and during the daily checks of the navigational
equipment ensuring that the master gyro and all repeaters are synchronized and that the
alarm is working. Frequent checks shall be made between the magnetic and gyro

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compasses. The error of the gyro compass shall be established at least once per watch and
following any major changes of course or speed. Details of the error should be entered in the
compass Observation Book.
In certain makes of gyro compass a latitude and speed correction facility may not be
available. In such cases a correction card is provided by the manufacturer. Where the vessel
is fitted with that particular type of compass, the correction card must be posted in a
prominent position on the bridge.
The procedure to be followed in the event of a loss of electrical power to the gyro compass
shall be posted on the bridge and also at the location of the master gyro controls.
The restart procedure for the gyro compass shall be available on the bridge. When restarting
the compass care shall be exercised to ensure that the compass has fully settled before it is
used for navigation purposes or as input to various navigation aids.
09.6.4 Off-course alarm

The magnetic off course alarm provides a monitoring device to detect any wandering error in
the gyro compass. The magnetic off course alarm shall be in operation at all times during
sailing periods
Care shall be taken to ensure that the system is corrected in order to remove any error .
Re-correction may be required following any large alteration in course. As with the standard
compass care shall be taken to ensure that the compass is not affected by any external
sources.
09.7 COURSE RECORDER

Course recording equipment shall be operated continuously. The trace of the course
recorder shall be monitored to ensure that the vessel is being steered effectively. When in
automatic pilot, appropriate adjustments should be made to the steering controls to ensure
that the best course is being maintained as indicated by the recorder. The Navigation Officer
will normally be responsible for the maintenance and correct operation of the course
recorder.
Print-outs shall be available onboard for one (1) year.
09.8 SPEED AND DISTANCE LOG

The speed and distance recorder shall be operated whenever it is practicable to do so. In the
case of Doppler type logs these shall be operated on a continuous basis. Attempts shall be
made to establish the accuracy of the equipment particularly when it may indicate ahead,
astern and transverse movement.
Caution shall be exercised in interpreting the readouts when they may be adversely affected
by the action of thrusters, or the wash from tugs. Where the output from a Doppler log may
be used as the speed input to a true motion or ARPA radar care shall be taken to establish
whether the Doppler is operating on bottom or water track.

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09.9 NAVIGATIONAL EQUIPMENT, ECHO SOUNDER

The Echo Sounder shall be used for making a landfall, in coastal waters and in particular in
areas where charted depths may be unreliable. When the vessel is fitted with a readout
which may be operated independently from any recording facility, this shall be operated and
properly adjusted on a continuous basis when the vessel is underway. Any alarm facility
which may be fitted shall be active.
The OOW shall ensure that the echo sounder is switched on in ample time before
approaching an area where soundings shall be done and that the zero mark is correctly set.
The sounder shall be operated on all ranges and scales regularly until a sounding is
obtained. Care shall be taken to avoid possible confusion between the units of measure
used on the chart and by the echo sounder.
Whenever the echo sounder recorder is in operation, a notation shall be made in the Bell
book to significant parts of the voyage such as altering course, passing prominent marks or
important depth contours. This shall be in addition to a timing line being applied at frequent
intervals. When a timing line is applied to the recorder the actual date and time shall be
noted alongside it together with the scale setting.
Print-outs shall be available on board for one (1) year.
09.10 NAVIGATIONAL EQUIPMENT, ELECTRONIC FIXING AIDS

Electronic position fixing aids shall be used in conjunction with other available aids to
navigation. The Master shall ensure that all OOW’s are familiar with their use and in
particular their limitations.
The operating manuals shall be available on the bridge.
Positions obtained from an electronic position fixing aid shall be checked and verified by a
position fix from a different and independent system whenever possible.
Although it is not normally possible for ship’s staff to carry out repairs on the equipment,
regular inspections shall be made of the aerial and lead in, together with connections at the
rear of the equipment. On equipment which has a battery back-up to maintain the memory in
the event of a power loss, the replacement of the batteries shall be included in the vessel’s
planned maintenance system.
Where routing and other data may be entered into the memory of some position fixing
equipment, a hard copy of the data should always be retained. This serves two purposes:
• Data information is at hand in the event that the data is lost from memory through
fault or operator error,
• Data entered can be checked for validity.

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09.11 GLOBAL POSITION SYSTEM

The magnitude of any possible errors in the system depends greatly on the type of receiver
installed and the operating manual shall be consulted. Care shall be taken to ensure that the
datum on which the GPS position is derived is the same as the datum used in the
construction of the navigation chart in use, or that the correction is known.
09.12 AUTOMATIC IDENTIFICATION SYSTEM (AIS)

09.12.1 Navigational equipment, AIS, general
AIS is designed to help identify vessels; assist in target tracking; simplify information
exchange (e.g. reduce verbal mandatory vessel reporting); and provide additional
information to assist situation awareness. AIS data, however, shall never be used for anti-
collision measures.
09.12.2 AIS, regulations

The AIS system shall be in operation at all times except where international agreements,
rules or standards provide for the protection of navigational information or in situations where
the Master uses his discretion to turn the AIS off for safety or security reasons.
09.12.3 AIS, in port, general

If the AIS is switched off as per 09.12.3.1 and 2 below, the system must be switched on
when leaving the berth.
Switching off AIS may also affect the security of the vessel and the terminal. If in any doubt
the Master shall contact the Port Authorities prior to switching off the system. This will be
most relevant at elevated security levels (2 and 3).
The times when the AIS is switched off and on shall be recorded and maintained in the
Security Records under port specific security measures.
09.12.3.1 AIS, where hydrocarbon gases may be present

When the vessel is alongside a terminal or in a particular port area where hydrocarbon
gases may be present, the following shall be done:
• The AIS system shall be switched off; or

• The aerial shall be isolated and the AIS shall be given a dummy load.
The Master has to ensure that the Port Authorities are informed if required.
09.12.3.2 AIS, where hydrocarbon gases are not likely to be present

When the vessel is alongside a terminal or in a particular port area where hydrocarbon
gases are not likely to be present, the following shall be done:
• The AIS shall be switched to low power; or

• If not possible be switched off or isolated.

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09.12.4 AIS, manual input of data

The OOW shall manually input the following data at the start of the voyage and whenever
changes occur:
• Draught;
• Hazardous cargo details;
• Crew onboard;
• Destination and ETA; and
• The correct navigational status.
09.12.5 AIS, standard data

The AIS is provided with the following static data:
• IMO number;
• Call sign and name;
• Length and beam;
• Type of vessel; and
• Location of position-fixing antenna on the vessel (aft of bow and port or starboard of
centreline).
09.12.6 AIS, automatic input of data

The AIS is connected to the following equipment:
• GPS;
• Compass; and
• Rate of turn indicator (if fitted).
09.12.7 AIS, checks

The OOW shall ensure that the vessel’s static information is correct and up-to-date. As a
minimum, this shall be done once per voyage or once per month, whichever is shorter.
The OOW shall also periodically check dynamic information including: positions given
according to WGS 84; speed over the ground; and sensor information (log, gyro, position
equipment etc).
09.13 LONG RANGE IDENTIFICATION AND TRACKING (LRIT)

LRIT is designed to help identify vessels by governmental authorities for Search and Rescue
operations and Security reasons. It is a one way transmitting system which is sending vessel
ID, position, date and time information at least 4 times a day to a land earth station. On
request of a governmental body the system can be requested by means of polling to send
information on a shorter time interval. LRIT information will be available only to the recipients
who are entitled to receive such information and safeguards concerning confidentiality of the
data that have been built into the regulatory provisions. Each governmental party can use
the information when a vessel is in range of a 1000 nautical miles.
The LRIT system shall be operable at all times. If the system for any reason will have to be
turned off, the Flag Administration shall be informed prior to such action.

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The LRIT system is approved by the Flag Administration. This approval remains valid until
the vessel changes;
• Flag;
• Owner; and/or
• Equipment utilized for transmission of LRIT data is replaced.
When the LRIT is switched off due to technical reasons it is the masters responsibility to
inform the flag state.
Dutch flagged ships have to report to the Dutch Coast Guard.

This can be done via Email: CCC@kustwacht.nl or Fax: +31 (0) 223658358
Fax is preferred due to the fact that a receipt confirmation can be printed.
Liberian flagged ships have to report to LRIT@Liscr.com that the system will be switched
off or not working correctly and have to request dispensation at Technical@Liscr.com.
Singapore flagged ships have to report to shipping@mpa.gov.sg and cc:

lrit_crpt@mpa.gov.sg that the system will be switched off or not working correctly.
The following information must be supplied:
• Name of the ship and IMO number

• Position of the vessel
• Nature of defect and or reason for switching off
• In case of repairs; next port and ETA; and
• If repairs cannot be done at first arrival port than second port and reason must be
reported.
When the system is up and running again this must be reported to the same addressees as
mentioned above.
The office must be informed by means of CC to SHEQ@anthonyveder.com as well in all

cases.

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010 CHARTS AND PUBLICATIONS

010.1 GENERAL
The Company has secured up dates of all required charts and publications by subscription.
This, however, does not relieve the Master of his responsibility to ensure that the vessel at
any time carries the required and updated versions of charts and publications as per the
Outfitting List onboard. The Outfitting List is issued by Datema twice per year and can also
be requested at the office.
The company does not maintain sleeping chart folio’s, all charts should be kept corrected to
date on board.
010.2 CHARTCORRECTIONS
Reference: BA Publication NP294
010.3 NOTICE TO MARINERS

The Master shall ensure that the vessel receives the weekly Notices to Mariners together
with the tracing packs which accompany them. A record of their receipt shall be kept. The
Record of Notices to Mariner shall show:
• The number of the weekly edition;

• The date and place received;
• The date when all corrections have been completed; and
• The name and signature of the Officer responsible for carrying out the corrections.
In the event that some weekly notices may be delayed in arriving onboard from the usual
supplier, then the Master shall make efforts to obtain the latest copies from a local agent.
Notices to Mariners weekly editions shall be retained onboard for a period of at least two
years for reference purposes.
The Navigating Officer shall bring to the attention of the Master any notice which
substantially alters the way in which the vessel shall be navigated or alters the advice given
in the Sailing Directions.
010.4 SAILING DIRECTIONS

The Sailing Directions are published at various but regular intervals. Between new editions,
corrections are made by the publication of supplements. These supplements are published
approximately every 18 months. In addition, some corrections are published in the weekly
Notices to Mariners. These corrections shall be noted in the Sailing Directions or if
published, the supplement.
The supplements themselves shall be kept intact and should be consulted when using the
Sailing Direction to which it refers.
When a new supplement is produced it will contain information from earlier supplements.
Only the most recent supplements shall be available onboard.

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Sailing Directions when supplied from a Chart Agent, are not annotated for either Notices to
Mariners or supplements, but when a supplement has been issued, a copy of it shall be
supplied with the book to which it refers.
A summary of the Notices affecting Sailing Directions only is published monthly in the
Notices to Mariners and also in the Annual Summary.
010.5 T AND P NOTICES

These are contained at the end of Section II in the weekly Notices to Mariners. Once a
month, usually in the last Weekly Edition of the month, all Temporary and Preliminary
Notices in force are listed in a notice near the beginning of Section II. A list of all those in
force on the 1st January each year is contained in the Annual Summary. On receipt of each
weekly edition, the charts affected by a Temporary or Preliminary Notice shall be notated
with the correction as described in Chapter No. 9.2 above. All the notices for the areas in
which the vessel trades shall be retained in a file kept especially for the purpose, with the
notices being filed in numerical order. This file and the Annual Summary shall be corrected
from the monthly T and P update list. On receipt of the Annual Summary of the Notices to
Mariners, the previous year’s file of T & P Notices may be destroyed and a new file
commenced.
All charts shall be fully up to date and all T&P notices shall be made in pencil on all charts to
be used for the current voyage. After correcting affected voyage charts for applicable T & P
corrections, the correction number shall be entered in pencil at the location of correction as
well as on the bottom of chart. Ships operating with ECDIS as primary means of navigation
won’t have to maintain T&P notices on their backup paper track charts.
Reference: NP 294 “How to keep your admiralty products up-to-date”
010.6 NAVIGATIONAL WARNINGS

010.6.1 Navigational warnings, long range
Section III of the weekly edition of the Notices to Mariners contains details of all long range
navigation warnings issued that week. The Navigation Warnings shall be filed in accordance
with their Navarea and relevance to the vessel’s trading pattern. Printed each week with the
new navigation warning is a list of all those in force.
The Navigation Warning file shall be corrected accordingly. These long range warnings are
also broadcast by Coast Radio Stations and on receipt shall be filed in conjunction with the
list of previous warnings published in the Notices to Mariners. When the reprint in the
Notices to Mariners of each warning is received, then the radio copy may be deleted and
reference made to the reprint copy.
All long range warnings in force on the 1st January each year are published in Notices to
Mariners Weekly Edition No. 1. On receipt of this notice, the file of notices for the previous
year may be destroyed with the summary list being used to commence a new file for the
current year.

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010.6.2 Navigational warnings, coastal

These warnings, broadcast by local radio stations or via the Navtex system shall be kept in a
file in numerical order and details noted on the charts and in the Passage Plan as
appropriate. Update lists are broadcast giving the numbers of all warnings in force. These
local warnings are not normally reprinted in the Notices to Mariners.
When any Navigation Warning is received which is relevant to the safe navigation of the
vessel, details shall be entered on the chart to be used, giving details of the hazard and also
the number reference of the warning and the date of receipt of the warning. This allows
reference to be made to the actual warning and also indicates the possible present accuracy
of the warning. In addition when any Navigation Warning is entered on a chart, the number
of the chart shall be noted next to the warning in the Navigation Warning File. When a
Navigation Warning is subsequently cancelled all details should be deleted from the charts.
When the OOW receives a Navtext message, the OOW shall:
• Sign and date the Navtext message for receipt;

• Verify it for application to the current or intended voyage; and
• Transfer the received data into the appropriate chart and administration in case the
message is applicable for the current or intended voyage; and
• Mark the Navtext message with NA if not applicable for the current or intended
voyage.
010.7 LIST OF LIGHTS

The List of Lights shall be kept up to date from the corrections contained in Section IV of
each weekly edition of Notices to Mariners. The corrections may be done by either cutting or
pasting the new correction into the light list or by making a notation in pen in the light list. A
pencil notation may be used where the correction is of a temporary nature. The correction
record in the front of the light list shall be completed.
Care shall be taken to ensure that only corrections for the edition held are pasted in. When a
new edition has been issued, then the corrections shall be retained and where applicable a
notation made in the edition held onboard. Editions of Light Lists, including new editions, are
not corrected by chart agents prior to delivery, hence the importance of retaining all
corrections pertaining to that edition, prior to it being received onboard.
If electronic the system shall be updated with the weekly ADP update CD.
010.8 LIST OF RADIO SIGNALS

The Lists of Radio Signals and the Notices in the Annual Summary of Notices to Mariners
relating to these volumes shall be kept up to date from the corrections contained in Section
VI of the weekly editions of Notices to Mariners. The corrections may be done by either
cutting or pasting the new correction into the Radio List or by making a notation in pen in the
Radio List. A pencil notation may be used where the correction is of a temporary nature. The
correction record in the front of the Radio List should be completed.

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Care shall be taken to ensure that only corrections for the edition held are pasted in. When a
new edition has been issued, then the corrections shall be retained and where applicable a
notation made in the edition held onboard. Editions of Lists of Radio Signals, including new
editions, are not corrected by chart agents prior to delivery, hence the importance of
retaining all corrections pertaining to that edition, prior to it being received onboard.
If Volume 6 is electronic the system shall be updated with the weekly ADP update CD.
010.9 NEW PUBLICATIONS

The weekly edition of Notices to Mariners Section I shall be consulted for any new
publications of charts or other nautical publications applicable to the vessel.
All charts and nautical publications listed in this section shall be corrected, added or
removed from the Chart Catalogue as well. The Chart Catalogue shall be kept up-to-date.
If the Chart Catalogue is electronic, no paper version is required.
Any new charts or publications required shall be entered into a book kept specifically for the
purpose and placed on order if the vessel does not hold an automatic update service from a
Chart Agent Company. When the new publication is received, the book shall be marked
accordingly.
The vessel’s chart and publication index shall also be kept up-to-date from the information
given in the weekly Notices to Mariners.
010.9.1 Chart and publications, checking validity

The British Admiralty publishes various updated lists of charts and nautical publications
throughout the year. The main listing is the Admiralty Chart and Publication Catalogue
published at the beginning of each year. This gives details of all the latest editions of
Admiralty Publications.
Every six months, normally in January and July a Cumulative List of Notices to Mariners is
published. This gives details of latest edition and the number of each correction affecting the
chart. This list shall be maintained as a chart correction log, and kept up-to-date from the
information in Sections I and II of the weekly Notices to Mariners if other forms of a chart
correction log are not maintained.
Every three months a list is published in the weekly edition of the Notices to Mariners giving
details of the latest editions of various Admiralty publications. Those normally included are
Sailing Directions, Light Lists, Lists of Radio Signals, Tide Tables and Tidal Stream Atlases.
Published monthly in the weekly editions of the Notices to Mariners are lists of the current
Temporary and Preliminary Notices in force together with details of corrections affecting the
Sailing Directions.
On receipt of these various lists the Navigation Officer shall ensure that all Charts,
Publications and other information held are of the latest edition and up to date. Where items
are found to be out of date, this shall be reported to the Master and steps taken to obtain the
new editions without delay.

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A formal review should be carried out by the Navigation Officer, on at least an annual basis,
of all Charts and Publications held. Details of this review should be entered in the Deck Log
Book.
010.10 PUBLICATIONS FROM OTHER ADMINISTRATIONS

When Charts and other nautical publications are carried issued by Administrations other
than the British Admiralty, then the Master shall ensure that the Notices to Mariners
concerning these publications are obtained on a regular basis. All relevant publications shall
be corrected up-to-date in accordance with advice given by the publishing authority. Proper
records shall be maintained of all publications held together with details of all corrections.
010.11 BOOKS
Reference: Inventory list from Datema onboard.
010.12 ECDIS
010.12.1 ECDIS
All charts and/or navigational publications which are out of date or have been superseded by
new editions or large corrections shall be permanently removed and destroyed following
receipt of new copy. The Master’s shall randomly verify that this is done and duly noted in
the Chart Correction Records.
010.12.2 ECDIS, class approved

Electronic chart display systems can be used on board as a supplement to the paper chart
or as a substitute.
Navigational officers shall only use type approved and properly updated electronic chart
system for reference of navigation.
When ECDIS is installed as a substitute of the paper chart, a complete voyage plan as
described in Chapter No. 05 above shall be made in the ECDIS system, printed and kept as
hardcopy on the bridge.
The class approved technical installation file must be kept available for inspection.
010.12.2.1 Class approved, changes

Vessels sailing with a class approved ECDIS are not allowed to add or change system
hardware. The system is approved in the configuration as placed on board.
010.12.3 ECDIS, digital charts

According IMO the ECDIS system may operate with three types of electronic charts.
• ENC: Electronic Navigational Chart
Are official vector charts that have been issued by or on behalf of a national hydrographic
authority and conform to strict International Hydrographic Organization (IHO) specifications.
• SENC: System Electronic Navigational Chart

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Are ENC’s in the manufacturer’s internal ECDIS format, resulting from the lossless
transformation of the entire ENC contents and its updates. It is this database that is
accessed by ECDIS for the display generation and other navigational functions, and is
equivalent to an up-to-date paper chart. The SENC may also contain information added by
the mariner and information from other sources
• ARCS: Admiralty Raster Chart System
A Raster Navigation Chart is a raster chart that conforms to IHO specifications and is
produced by digitally scanning a paper chart image. The resulting digital file may then be
displayed in an electronic navigation system where the vessel’s position, generally derived
from electronic position fixing systems, can be shown. Since the displayed data is merely a
digital copy of the original paper chart, the image has no intelligence and other than visually,
cannot be interrogated.
It depends on the Flag Administration regulations if the vessel may sail paperless with only
ENC/SENC coverage or with an ENC/SENC & ARCS coverage. When the vessel is allowed
by Flag Administration to sail paperless with ARCS coverage, priority shall be given to
ENC/SENC. ARCS may only be used when no ENC or SENC is available.
Any other digital chart is not allowed to be onboard.
010.12.4 ECDIS, training

The Master shall ensure that all navigational officers receive proper training and
familiarization prior to navigating with an electronic chart system. The ECDIS familiarization
checklist as available in STAR IPS shall be used.
010.12.5 ECDIS, chart updates

The ECDIS system can be updated by means of a weekly update CD provided by the chart
supplier or by means of downloaded updates from the internet.
010.12.5.1 NAVTEX
The vessels NAVTEX shall be connected to the ECDIS system in order to show all active
messages in the charts affected.
If NAVTEX messages do not appear in the charts, they shall be entered manually. In that
case the OOW’s shall maintain the filing system of NAVTEX as detailed in Chapter No.
010.6.2 “Charts and Publications, navigational warnings, coastal” in this Manual.
010.12.5.2 Temporary and Preliminary notices (T & P)

T & P notices are incorporated in the Admiralty Information Overlay (AIO) and are therefore
updated with the weekly updated CD’s.
If the T & P notices do not appear in the electronic charts, they shall be entered manually. In
that case, the officers must maintain the filling system of T & P notices as detailed in Chapter
No. 010.5, “Charts and publications, T and P notices” in this Manual.
It shall be verified at the beginning of each watch and before departure that both types of
messages, NAVTEX and T & P, are visible in both ECDIS systems.

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Master and OOW must be aware of the fact that T&P notices are up to date till the week the
last update CD is been available onboard. The time in between the issue date of last update
CD and today must be entered manually.
010.12.6 Charts and publications, ECDIS, New York Folio (WF)

The Company shall ensure to forward received BASE CD’s / DVD’s directly to the vessels to
keep the system up to date and avoid problems with new permits issued after the issue date
of the new BASE. As long as the new base CD’s / DVD’s are not arrived on board, the
vessel can order new permits including the new charts to make sure that the system is up
and running at all times.
010.12.7 Charts and publications, ECDIS, transferring data

According the IMO regulations the ECDIS may not be connected to the internet or any
computer network onboard unless a class approved fire wall is placed. When not directly
connected the transfer of new charts and permits shall be done via a CD, DVD or USB flash
drive.
Using CD’s, DVD’s and USB flash drives introduces a high risk of virus infection to the
ECDIS system. The vessel shall therefore only use CD’s and DVD’s provided by the chart
supplier or the Company supplied USB flash.
All personal USB flash drives are strictly prohibited to be used in connection with the ECDIS
system.
Reference: Company Communication Policy
010.12.8 Charts and publications, ECDIS, ordering chart permits

The procedures for ordering charts shall be placed in the vicinity of the ECDIS system which
is in use for voyage planning and the control of charts and chart permits.
010.12.9 Charts and publications, ECDIS, secondary position fixing

As per regulations, each vessel is required to double check their electronic navigation aid by
means of secondary position fixing. This can be done by means of radar, astronomical
navigation, parallel indexing, visual bearings and other means of positioning fixing.
The double check of the vessels position with a secondary means is of high importance,
especially when navigating with the electronic chart which obligate the OOW to prove that
verification took place.
The interval may not exceed 4 hours when at open sea, In case it is not possible to check
the performance this shall be reported in the logbook together with the reason.
Means of secondary fixing methods are to be reported per leg at the passage plan.
The performance of navigational equipment shall be checked as follows :
• Prior to sailing,
• Prior to entering restricted or hazardous waters; and
• At regular and frequent intervals throughout the passage
This double check needs to be recorded in the vessels ECDIS, official logbook or bell book

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010.12.10 Charts and publications, ECDIS, UKC calculations

The ECDIS system is able to calculate the UKC of the vessel by means of an integrated tide
table. This tide table is subjected to a weekly update by means of an update CD’s from
TRANSAS or British Admiralty. This UKC calculation program does not incorporate any
vessel movements in the six degrees of freedom.
Therefore the ECDIS system will not give an accurate UKC and the system shall not be used
for this purpose.
Reference: Company Communication Policy in Main Quality Manual.
Reference: Chapter No. 06.4.1.2., “Passage plan, planning, UKC”
010.12.11 Charts and publications, ECDIS, chart layers

(S)ENC’s are constructed out several layers. Each layer contains information which can be
important to safe navigation. The ECDIS user is able to choose which layer is visible but
when this is not properly checked and configured it can lead to serious incidents or
accidents.
The “BASE” and “STANDARD” layer mode may never be used during normal voyage.
Most of the information displayed insufficient for safe navigation. Both layers give too much
risk of grounding or other incidents.
Example:
“Base” layer “All” layer
Both pictures are taken on the same position.
The Safety contour is set at 10 meter and Safety depth is set at 8 meter. When sailing on
only the “Base” layer the 10 meter safety contour can be seen, but no other information is
available and one might assume that sailing with a draft of 6.5 meter over this patch is not a
problem. But after switching on “All” layers a shallow spot of 1.8 meters is shown which will
result in a grounding.
Taking into account the example given it is of the utmost importance to have the layers and
safety setting set correctly.

Bridge manual
The Master shall ensure that all OOW’s are aware of the above and adhere to the Company
procedures and minimum safety settings.
010.12.12 Charts and publications, ECDIS, safety and alarm settings

The correct safety and alarm settings of the ECDIS are important for safe navigation.
When these settings are set correctly the system will notify the OOW by means of an alarm
when any danger is approaching.
Alarms and pre-warnings will only work when sailing on ENC charts. When sailing on ARCS
charts all alarms and pre-warnings will not be operational including the route check.
The settings may only be changed under supervision of the Master and shall be checked at
the beginning of each watch by the OOW.
The Master shall fill in the setting list as available in STAR IPS at the beginning of his
contract. This setting list is the leading document which shall be available at the chart table
of nearby the ECDIS and shall be signed by all OOW’s.
Settings shall never be changed into increasing intervals, smaller distances, smaller scales,
smaller depths, outside the given settings and at least items mentioned shall be switched
on/bulleted.
010.12.12.1 Charts and publications, ECDIS, safety and alarm settings, different
Decimal outcomes must be round up to whole numbers:
Safety contour: 1,5x vessel’s maximum draft but never less than 10 meters.
Safety depth: 1,5x vessel’s maximum draft but never less than 10 meters.
Shallow contour: Vessel’s maximum draft + 1 meter as minimum UKC (can

be used as no go area marking of which the color can be
mentioned in the passage plan.)
Deep contour: 3x ships maximum draft, UKC effects can be neglected

when deeper / or coming in force when passing this line
and depth becoming less.
Safety height: 1,15x vessel’s maximum air draft
010.12.12.2 Charts and publications, ECDIS, safety and alarm settings, fixed
• GPS chart datum: WGS 84
• Chart priority: ENC
• Chart autoload: On
• Chart scale: On
• Points: Simplified
• Areas Symbolized
• End of Route (alarm): On
• Out of XTD (alarm): On

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• Plot interval: 10 sec.

• Anti grounding alarms to be switched on:
- Navigational dangers
- Land danger
- Aids to navigation
- Safety contour
• Area Alerts to be switched on:
- Caution area
- Prohibited area
- Precautionary area
- Inshore traffic zone
- Un-surveyed area
- Nature reserve area
• Off chart alarm: On
• Show correction: On
• Four shades: On
010.12.12.3 Charts and publications, ECDIS, safety and alarm settings, Master’s
requirements
The following settings can be decided by the Master:
• WPT Approach time: Shall be set between 5 and 15 minutes.

• Off leg course: Shall be set between 10 and 25º
• Safety frame ahead: Shall be set between 10 and 20 minutes. The Master shall
make sure that the appropriate value has been set,
considering operational parameters such as vessel’s speed,
stopping distance and general ability to manoeuvre.
• Safety frame a side: Shall be set between 0.2 and 1.0 nm on starboard and
portside of the vessel.
010.12.13 Charts and publications, ECDIS, docking mode

When de ECDIS is provided with a docking mode to suppress alarms, it is allowed to be
used provided the berth jetty is within a range of 0,5NM.
010.12.14 Charts and publications, ECDIS, preparation of passage plans

When the passage plan is prepared on the ECDIS, the plan shall contain exactly the same
information as required on a paper chart voyage planning as per Chapter No. 5 of this
manual. If the required information cannot be added to the ECDIS, a separate document
shall be prepared and signed by the Master and OOW’s.
010.12.15 Charts and publications, ECDIS, Category of Zone Of Confidence

The source diagrams on Admiralty charts and ARCS are scaled replicas of the chart,
showing the coverage, dates, scales and authority for the various types of source material
since these can give an indication of the quality of the survey(s) used to compile the chart,
and hence the reliability of the depicted sea floor. ENCs do not carry a source diagram but

Bridge manual
instead include data fields with information about the reliability of “objects”. The object
“Category of Zone of Confidence (CATZOC) in an ENC gives an estimate of the reliability of
the source data. CATZOC allows a hydrographic authority to encode data against five
categories (ZOC A1, A2, B, C, D). with a sixth category (U) for data which has not been
assessed. The categorisation of hydrographic data is based on three factors (position
accuracy, depth accuracy, and sea floor coverage), as shown in the table below:
The Zone of Confidence must be checked during the voyage planning to make sure that the
vessel will sail the safest possible route.

Bridge manual
010.12.16 Sensory input and failure

Navigation officers should be aware of which electronic systems are providing sensory
inputs into their on board ECDIS and the consequences of the inputs failing or
malfunctioning due to local electronic system failure. Failure of these sensors can force a
navigating officer to return to the traditional position fixing methods, for example Visual
bearings. Only by training, in-depth knowledge of the ECDIS and its integrated electronic
systems and a defined procedure for sensory failure, can the navigator expect to effectively
deal with input failures to ECDIS.
Reference: Emergency Procedure “EP 28 Sensory input failure to ECDIS”

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011 VOYAGE DATA RECORDER

Reference: Chapter No. 5, “Voyage Data Recorder” in the Emergency and Salvage Manual

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012 NAVIGATION LIGHTS AND SIGNALS

012.1 NAVIGATIONAL LIGHTS AND SIGNALS, LIGHTS
All lights, navigation, anchor and signal, shall be maintained in an operating condition at all
times. Regular function tests shall be carried out covering all lights, indicator panels and
alarms. The general deck lighting shall be included in the test. An adequate supply of spare
bulbs shall be maintained in a suitable and easily accessible location.
The lenses and glasses of all lights shall be maintained in a clean condition.
Lights shall be displayed as required by the International Regulations for Preventing

Collisions at Sea, or any other local regulations for areas in which the vessel may be
transiting.
Particular care shall be exercised to ensure that navigation and signal lights are not
obscured or their visible range reduced by the presence of other lighting onboard.

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012.2 NAVIGATIONAL LIGHTS AND SIGNALS, SIGNAL SHAPES

AND FLAGS
All shapes which may be required to be displayed under the International Regulations for
Preventing Collisions at Sea shall be maintained in good condition and stowed in suitable
and easily accessible positions. The following shall be observed:
• All halyards used for hoisting signal shapes or flags shall be maintained in good
condition. Particular attention shall be paid to the block fixing arrangement on the
yard-arm or mast;
• A responsible officer shall be appointed by the Master to look after all flags. The
vessel shall carry an adequate supply of ensigns, house flags, courtesy ensigns and
at least one complete set of code flags together with spares of the code flags in
regular use;
• All flags shall be maintained in good condition. Damaged flags shall be renewed; and
• The presentation of flags shall be in accordance with established flag etiquette:
When Flag Position
In port Ensign When underway: At the gaff or if not fitted, the

stern.
When moored: At the stern (if fitted)
Courtesy Ensign Foremast (if fitted) starboard yardarm or outer

hoist of starboard yardarm.
Charterers Flag Outer hoist of port yard arm
Company House Inner hoist of port yard arm

Flag
Code Flag Inner starboard followed by inner port hoists of

yard arms.
At sea insight of Ensign At gaff, of if not fitted, the stern

land or other
shipping
Code Flag Yard arms

Bridge manual
012.3 NAVIGATIONAL LIGHTS AND SIGNALS, ALDIS LAMP AND

OTHER SIGNALLING EQUIPMENT
The Aldis lamp shall be maintained in good working condition. It shall be stored on the
bridge and be readily available for use. An adequate supply of spare bulbs shall be
maintained and at least one stored together with the lamp.
The battery shall be properly maintained and shall be kept fully charged.
Where Morse signal lamps are fitted on the mast, these shall be tested at regular intervals.
Checks shall also be carried out on signal lamps which may be incorporated with the
operation of the vessel’s whistle.

ENGINE ROOM MANUAL

Engine room manual
01 INTRODUCTION
This manual shall be used together with the relevant manuals and in particular the
following:
Health and Safety Manual; and

Maintenance, Dry Docking and Repairs Manual.

Engine room manual
02 CHIEF ENGINEER’S ORDER BOOK

The “Chief Engineer’s Order Book” is available from the Company supplied forms and
consists of the following:
• Company Standing Orders;

• Chief engineer’s Standing Orders; and
• Chief Engineer’s Nights Orders.
The Standing orders shall be kept in the engine control room.
The Chief Engineer and all Engineering Officers shall be familiar with the layout and
operation of the engine room and its equipment and shall be thoroughly familiar with the
content and application of the Standing Orders.
Both Company and the Chief Engineer’s Standing Orders shall be signed by all
Engineering Officers prior to the first sea watch signifying that the orders have been read
and are understood.
02.1 COMPANY STANDING ORDERS

The Company Standing Orders and this manual form a basis for the safe and cost
effective operation of the machinery systems on the vessels.
02.2 C/E STANDING ORDERS

The Chief Engineer’s Standing Orders are supplementary to the Company Standing
Orders and shall cover vessel-specific items. The Chief Engineer shall ensure that there
is no conflict between the vessel’s Standing Orders and the Company Standing Orders.
02.3 C/E NIGHT ORDERS

The Chief Engineers night orders shall be used for incidental and short term matters. All
extraordinary situations, which need special attention, shall be specified. Entries in the
Night Order Book shall be made at the beginning of each sea-passage or, in case of a
long sea passage, with a maximum interval of 4 days.

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03 RESPONSIBILITIES
03.1 CHIEF ENGINEER
The Chief Engineer is head of the Engine Department, and is responsible for the
operation and maintenance of the main engine, cargo handling gas plant, auxiliary
engines and all other machinery, pumps and associated equipment onboard. The Chief
Engineer is also responsible for the maintenance of all compartments in the engine room,
for the administration of the Engine Department and shall be familiar with the entire SMS.
The Chief Engineer shall be a member of the:
• Shipboard Management Team.
The Chief Engineer shall ensure that all engineering watch officers (EWO) are capable of
conducting the engineering watch, and that their duties during the watch are clearly
defined. This shall include, but not be limited to:
• Proper engine room logbook entries;

• What and how to check during the engine room rounds;
• When to communicate with the bridge; and
• How to monitor the performance of the main engine and all auxiliary machinery
and equipment.
The Chief Engineer shall plan, monitor and evaluate engine room activities as efficiently
as possible by facilitating the following:
• Issuing proper instructions with respect to preparation of daily activities;

• Verifying whether instructions are understood;
• Monitoring the progress of activities; and
• Receiving feedback on the progress / completion of activities.
The Chief Engineer shall be aware of the serious effects of shipboard fires and pollution of
the marine environment originating in the engine room, and shall ensure that all
engineering personnel take all possible precautions to prevent such occurrences.
Reference: Chief Engineer’s job description in the Human Resources (HR) marine
“Appendix 1 Roles of ship personnel”
The Chief Engineer shall carry out an assessment of all major components and systems
in the engine department, and determine whether specific checklists and/or procedures
are required for the safe and efficient operation of such components and systems beyond
user manuals supplied by the manufacturers.
03.2 SECOND ENGINEER

The Second Engineer shall report to the Chief Engineer relating to the operation,
maintenance, repair and setup of vessel machinery and equipment. The Second Engineer
shall be familiar with the entire SMS, and take active part in the safety improvement
efforts and in particular:
• Comply with the Company safety regulations at all times (Health & Safety Manual);
• Comply with the Management of Change procedures (Main Quality Manual
Chapter No.14);

Engine room manual
• Report near misses and nonconformities; and

• Initiate improvement proposals.
The Second Engineer shall further:
• Coordinate all the daily maintenance and repair activities in the engine
department;
• Be responsible for the proper operation of safety monitoring and alarm systems;
and
• Carry out a full round of the engine room in the morning and before leaving the
engine room in the evening, alternatively designate the EWO to carry out the
round.
Reference: Second Engineer’s job description in the Human Resources (HR) marine
03.3 THIRD ENGINEER

The Third Engineer shall report to the Second Engineer, who shall assign the daily duties.
The Third Engineer shall be familiar with the relevant parts of the SMS, and take active
part in the safety improvement efforts and in particular:
• Comply with the Company safety regulations at all times;

Reference: Third Engineer’s job description in the Human Resources (HR) marine
03.4 ELECTRICAL ENGINEER

The Electrical Engineer shall report to the Chief Engineer, and shall be responsible for the
electrical and electronic components and systems onboard. The Electrical Engineer shall
be familiar with the relevant parts of the SMS, and take active part in the safety
improvement efforts and in particular:
• Comply with the Company safety regulations at all times

The Electrical Engineer shall be involved in the inspection, preventive maintenance and
the testing of the electrical systems and shall be in charge of de-energizing such systems
in connection with maintenance and repair.
Reference: Electrical Engineer’s job description in the Human Resources (HR) marine
03.5 GAS ENGINEER
The Gas Engineer will liaise with the Chief Officer as required by the Chief Engineer with
regard to the operational and routine maintenance requirements of the cargo system,
compressors, heat exchangers and other re-liquefaction plant instrumentation and
equipment.

Engine room manual
The Chief Engineer is end responsible for all repair and maintenance activities onboard
and the Gas Engineer shall immediate report any defects or shortcomings to the Chief
Engineer.
The Gas Engineer shall conduct the assigned duties in a manner that ensures the safety
of the vessel, its personnel, cargo and machinery. The Gas Engineer shall be familiar with
the relevant parts of the SMS, and take active part in the safety improvement efforts and
in particular:

Reference: Engineering rating’s job description in the Human Resources (HR) marine
03.6 ENGINE ROOM RATINGS

The engineering ratings shall assist in operation, maintenance, repair and setup of the
vessel machinery and equipment as directed by the Engineering Officers. The
engineering ratings shall conduct their duties in a manner that ensures the safety of the
vessel, its personnel, cargo and machinery. They shall be familiar with the relevant parts
of the SMS, and take active part in the safety improvement efforts and in particular:

The engineering rating shall assist in watch keeping duties when required, and shall follow
written or verbal orders issued by the EWO during such duties.
Reference: Engineering rating’s job description in the Human Resources (HR) marine

Engine room manual
04 WATCHKEEPING PROCEDURES
04.1 INTRODUCTION
The Chief Engineer shall in consultation with the Master ensure that watch-keeping
arrangements are adequate to safeguard the vessel, its crew and the environment.
When deciding the composition of the watch the Chief Engineer shall consider the
following:
• Condition of the machinery and ongoing operational activities;

• Special modes of operation determined by conditions such as weather, ice,
confined or, shallow water, emergency conditions, damage containment or
pollution abatement;
• Qualifications and experience of the engineering personnel;
• Compliance with the Company requirements, international, national and local
regulations; and
• Maintaining the normal operations of the vessel.
04.2 WATCH REQUIREMENTS
The EWO shall ensure that the established watch keeping arrangements are maintained
and that all engine room ratings that are part of the engineering watch assist in the safe
and efficient operation of the main propulsion equipment, auxiliary machinery and
equipment.
The EWO shall continue to be responsible for machinery operations, despite the presence
of the Chief Engineer in the engine room, until specifically informed that the Chief
Engineer has assumed watch keeping responsibility. This must be mutually understood,
and recorded in the Engine Room Logbook.
All members of the engineering watch shall be familiar with their assigned watch keeping
duties, and particularly be familiar with:
• The use of appropriate internal communication systems;

• All access openings to the engine room;
• The escape routes from machinery spaces;
• The engine room alarm systems and be able to distinguish between the various
alarms, with special reference to the fire extinguishing media alarm; and
• The number, location and types of portable firefighting equipment and damage
control gear in the machinery spaces, including their appropriate use.
The EWO shall further:
• Report and record any machinery defects or malfunctions and/or other machinery
systems anomalies to the Chief Engineer;
• During periods of unmanned condition, be immediately available to attend the
machinery spaces;
• Promptly execute all maneuvering orders from the bridge. Changes in direction or
speed of the main propulsion engine shall be recorded;
• Pay attention to ongoing maintenance and support of all machinery, including, but
not limited to; mechanical, electrical, electronic, hydraulic and pneumatic systems,
their control and associated safety equipment, all accommodation service systems
equipment; and
• Record consumption of spare parts and other consumables.

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The Chief Engineer shall ensure that the EWO is informed about all preventive
maintenance, damage control, or repair operations to be carried out during the
engineering watch. For any activities requiring work permits, the Chief Engineer shall be
involved. The EWO shall further:
• During stand by condition of the main engine ensure that all auxiliary machinery
and equipment which may be used during maneuvering is available for immediate
use, and that sufficient electric and hydraulic power is available;
• Concentrate all efforts on the supervision of the main engine and auxiliary
machinery equipment needed for maneuvering of the vessel, and shall not
participate in any other activities during this period;
• Ensure that the required rounds of engine room spaces and steering gear flat are
carried out in order to;
 Ensure that all machinery and equipment is operating within normal
parameters;
 Make any required adjustments; and
 Check for any abnormal situations, failure or defects or any other situations
which requires immediate attention;
• The following items shall be checked during rounds of the steering gear flat:
 Level in the hydraulic oil expansion tank;
 Operating parameters including pressures, amperage, temperatures, etc.;
 Lubrication points;
 Oil leaks from rams, valves, joints, etc.; and
 Any other abnormal conditions.
• Direct any other member of the engineering watch to immediately inform the EWO
of any potentially hazardous conditions;
• Give clear instructions to avoid misunderstandings;
• Supervise all engineering watch personnel and notify the Chief Engineer if any
abnormalities are observed;
• Ensure that adequate air or steam is available for the operation of the vessel’s
sound signal equipment;
• Take immediate corrective action to contain and minimize the effects of damage
resulting from equipment breakdown, fire, flooding, rupture, collision, or other
potentially hazardous situations;
• Ensure that all activities related to the main propulsion engine and auxiliary
machinery which have occurred during his watch have been appropriately
recorded; and
• Test and return to service, any repaired machinery or equipment.
The EWO shall call the Chief Engineer immediately in the following circumstances:-
When engine damage or malfunctions occur that might endanger the safe
operation of the vessel;
When malfunctions occur which may cause damage to propulsion, and auxiliary
machinery or monitoring and governing systems;
In stand-by or emergency situations; and
The EWO shall not hesitate to take positive and immediate action to ensure the
safety of the vessel, machinery, crew and the environment.

Engine room manual
04.2.1 Special circumstances

Whenever the vessel is in close proximity to land, in heavy traffic, in narrow or pilotage
waters, or in weather conditions such fog as severe enough for the Master to request their
presence as desirable, either the chief engineer or the second engineer must be in
attendance in the Engine Room, in such circumstances it is up to the chief engineer define
the engine room arrangements.
04.3 TAKING OVER THE WATCH

The EWO shall not hand over the watch to the relieving engineer if there is reason to
believe that the latter is not capable of carrying out his duties effectively, in which case the
Chief Engineer shall be informed immediately.
The relieving EWO shall ensure that all engine room staff are capable of performing their
duties.
The relieving EWO shall not take over the watch until the engine room logbook has been
examined and confirmed in accordance with own observations.
Prior to taking over the watch, the relieving EWO shall be informed of the following:-
• Standing Orders and special instructions from the Chief Engineer regarding the
operation of the vessel’s systems and machinery;
• Nature and status of all work being performed on machinery and systems,
personnel involved and potential hazards;
• Level and where applicable, the condition of water or residues in bilges, ballast
tanks, slop tanks, reserve tanks, fresh water tanks, sewage tanks and special
requirements for use or disposal of their contents;
• Condition and level of fuel in the bunker, settling, daily service tanks and other fuel
storage facilities;
• Special requirements relating to sanitary system disposal;
• Condition and mode of operation of the various main and auxiliary systems;
• Condition of monitoring and control console equipment, and which equipment is
being operated manually;
• The condition and mode of operation of automatic boiler controls such as flame
safeguard, limit control, combustion control, fuel supply control systems, and other
equipment related to the operation of the boiler;
• Potentially adverse conditions resulting from bad weather, ice, contaminated or
shallow water;
• Special modes of operation dictated by equipment failure or adverse conditions;
• Reports of engine room ratings relating to their assigned duties;
• Availability of firefighting equipment and appliances.
• Closed valves which are normally open; and
• Status of alarms and if any alarm is bridged.
04.4 WATCH UNDERWAY

04.4.1 Routine jobs for manned machinery spaces
The EWO shall during day time make hourly rounds, inspecting accessible spaces in the
engine room and associated machinery spaces. During these rounds, the EWO shall:
• Examine boilers, noting boiler water level in gauge glasses and operation of the
burner;

Engine room manual
• Check main engine lube oil temperatures;

• Ensure that the scavenging box is drained once a watch;
• Check the pressure, temperature and lube oil levels of all operating and standby
machinery;
• Check lube oil flow and cooling water levels on main engine and auxiliary diesel
engines for electrical generation;
• Check that all temperature and pressure gauges are in good operating condition,
and report any damaged gauges to the Chief Engineer;
• Check that the supply of fuel oil from the oil separators/purifies is adequate to
maintain safe level in the fuel oil service tank;
• Any leakage of oil or water shall be investigated and immediately be reported to
the Chief Engineer;
• If the EWO detects abnormal temperatures, pressures or unusual consumption of
fuel or cooling water, investigate and try to determine the cause of the abnormal or
unusual situation. If the cause can be determined, the EWO shall take immediate
corrective action, if not the Chief Engineer shall be informed; and
• Make the required entries in the Engine Room Logbook and sign the log at the end
of the watch.
The EWO may carry out work during his watch, as long as it does not interfere with his
main watch standing duties.
The EWO shall not leave the engine spaces unless relieved by an appropriate licensed
engineer or switching to UMS operation.
The EWO shall be aware of potential hazards in engine and machinery spaces. The EWO
shall continue to be in charge of machinery operations despite the presence of the Chief
Engineer unless informed by the Chief Engineer that watch keeping responsibility has
been taken over. When he takes over, this shall be recorded in the log book.
04.4.2 Periodic Checks of Machinery

The engineer in charge of the watch is to periodically inspect the machinery in his charge.
Such inspection should verify that:
• Main and auxiliary machinery, control systems indicating panels and

communication systems are functioning satisfactorily
• Satisfactory functioning of steering system and all associated gear
• Water level is properly maintained in boiler and heat exchanger equipment
• Engine or boiler exhausts indicate good combustion characteristics
• Condition of bilges with respect to water level and contamination is satisfactory
• Condition of piping, including control and machinery systems piping are free from
leaks, functioning properly and are adequately maintained. Special attention is to
be given to pressurized oil piping
• Thermal oil system operating satisfactorily
04.4.3 Engine Room Log Book

Before going off duty, the EWO shall ensure that all events relating to the main and
auxiliary machinery that have occurred during the watch have been suitably recorded.
Before leaving the engine room unmanned, the EWO shall ensure that the vessel’s
“unmanned engine room check list” is complied with, and that the required notations are
made in the engine room logbook.

Engine room manual
04.4.4 Bridge Notification

The EWO shall inform the bridge immediately about actions due to be taken in the engine
room that may cause:
• Changes or loss of speed;

• Loss of steering; and
• Loss of power.
04.4.5 Pollution Prevention Notification from Bridge

No overboard discharges shall be undertaken unless confirmed by the Bridge that the
vessel is navigating in waters where such discharges are permitted and permission is
granted by the Master or the Chief Engineer.
04.4.6 Stand-By Conditions and Procedures

The Master and Chief Engineer shall in close conjunction with the Bridge Team determine
stand-by arrangements in the engine room under the following conditions:
• Prior departing port or anchorage;

• Prior arriving port or anchorage;
• Navigation in congested waters or other potential hazardous areas;
• Navigation under restricted visibility; and
• At anchor in a hazardous or exposed area.
Under the above circumstances, the EWO shall ensure that:
• All machinery and systems are in a state of readiness;

• An adequate reserve power is available (i.e. two diesel generator running in
parallel and two steering gear motors in operation) for steering and maneuvering
requirements, including, electrical hydraulic, pneumatic and mechanical systems;
• Air or steam pressure used for fog signals and auxiliary machinery used for
maneuvering is readily available;
• The steering gear, whistle, telegraph and communication systems shall be tested
in cooperation with a Deck Officer and an entry made in the engine room log book.
• Any system not being in a state of readiness is reported to the bridge and the
Chief Engineer;
• That the stand by duty engineer is called; and
• That all engine movements are entered in the engine movement book or if fitted
check the movement recorder.
04.5 PERIODS OF UMS OPERATION
On board vessels certified for periodic unmanned operation (UMS), the Chief Engineer
shall, together with the Master, plan the periods of unmanned operation. Such planning
may depend upon:
• Area of navigation;
• Condition of main and auxiliary machinery;
• Condition of monitoring and alarm systems; and
• Ongoing activities on deck and/or in the engine room.
The Chief Engineer may be part of the Duty System.
At the beginning of each UMS period, the OOW shall be informed about:

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• The start time of UMS; and

• The duty engineer for the UMS period.
Commencement and completion of unmanned periods shall be recorded in the engine

room logbook.
04.6 ENTRY DURING UMS PERIODS
During UMS periods, visits to the engine room which are not related to an alarm situation
shall only be entered after the EWO has informed the bridge about:
• The purpose of the visit;

• Name of person; and
• Time of entry and intended stay.
The dead-man alarm system shall be activated and the attending person shall report to
the OOW when leaving the engine room.
04.7 UNMANNED ENGINE ROOM CHECKLIST

Before switching to unmanned engine room, the checklist, “Unmanned Engine Spaces
Checklist” shall be completed. Before attending the first watch, the EWO shall be familiar
with the use of the checklist.
The vessel shall only operate with unmanned engine room while all monitoring and alarms
systems are functioning and in good operating condition.
The EWO shall make a final inspection round of the machinery spaces before going off
duty, and verify that all temperatures and pressure readings are within the acceptable
range, and make a visual inspection of all associated machinery.
The EWO shall repeat this inspection round when returning to the Engine Room the next
morning.
Any abnormal situation and observed defects shall be reported to the Chief Engineer
immediately.
Reference: STAR IPS / Documents / Other Documents / Forms / Engine room
04.8 UNMANNED CONDITION
During periods of unmanned operations, the EWO remains in charge of the watch and
shall be immediately available to attend the machinery spaces, and be capable of taking
control of the main and auxiliary plant in response to bridge requirements. The EWO shall:
• Investigate any alarm;

• Call the Chief and stand-by engineers when required;
• Make periodic inspections of the machinery and steering gear spaces, and record
these inspections in the engine room logbook; and
• Inform with the bridge after leaving the space.
04.9 MANNED CONDITION

The engine room spaces shall normally be manned between the 0800 and 1700 hours for
the purpose of routine maintenance and repairs. The EWO shall be responsible for the
watch keeping duties while the Second Engineer coordinates all maintenance and repair
activities.

Engine room manual
04.10 END OF PASSAGE

Before the end of the sea passage, preparation shall be made to ensure that sufficient fuel
and compressed air are available for the forthcoming maneuvering period. The required
additional machinery shall be checked and brought into service.
After a sea passage the main engine shall be tested in ahead and astern mode in
unrestricted waters prior to maneuvering.
04.10.1 Engineering Watch in Port

The EWO in port shall be aware of the techniques methods and procedures necessary to
prevent violation of the pollution regulations of the local authorities and further:
• Be aware of the OOW’s needs relating to the cargo handling equipment and the
additional requirements of any ballast operation;
• Take all possible measures to prevent damage to the vessel, its cargo and
persons on board;
• Ensure that all events affecting the operation of the vessel’s machinery are
recorded; and
• Prepare the machinery systems for the stand by condition when instructed to do
so.
When the vessel is at anchor in an open anchorage or any other virtually “at sea”
condition, the Chief Engineer shall ensure that:
• A minimum of two (2) EWO’s shall be onboard when the vessel is at anchor or in
port, one of them shall either be the Chief or the Second Engineer;
• An efficient engineering watch shall be maintained;
• Periodic inspection is made of all operating and stand-by machinery;
• Main and auxiliary machinery is maintained in a state of readiness in accordance
with orders from the bridge;
• Applicable pollution prevention regulations are complied with; and
• All damage control and fire fighting systems are in a state of readiness.
04.10.2 Pre-arrival and Departure Tests

Before arrival at or departure from port, the following checks and tests routines shall be
carried out in collaboration with the bridge and logged in the engine room log book:
• Bridge - Engine room communication system;

• Main engine maneuvering at dead slow ahead and astern modes;
• Steering Gear (see Chapter No. 7 of this manual);
• Thruster(s);
• Controllable pitch propeller (see also Chapter No.08 of this Manual) also tested in
astern mode; and
• Stand-by Conditions and Procedures (Chapter No. 4.6.6. above) shall also be
implemented.

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05 SYSTEM AND EQUIPMENT DOCUMENTATION

05.1 MANUFACTURERS DOCUMENTATION
All equipment and systems shall be operated and maintained as required in the
manufacturers’ manuals. Technical Information on specific equipment failures, proposed
modifications, revoking of Equipment approvals received from Makers, Classification
Societies, Flag Administrations as applicable for individual vessels, class of vessels or the
entire fleet is to be shared with the vessels by means of the established Circular Letter
system. Information is to be further derived from Industry Publications, Internet and
Printed Circulars. Any service letter that is issued shall be filed in the Service Letter Binder
together with manuals and other relevant documentation for the equipment/system in
question.
05.2 VESSELS DRAWINGS AND OTHER DOCUMENTATION
All drawings of components, systems, engine room constructions shall be subject to the
Management of Change procedures.
05.3 PLANNED MAINTENANCE SYSTEM
05.3.1 Critical Equipment
Reference: Chapter No. 1.9.6, “Maintenance Machinery, Critical Equipment and Systems”
the Maintenance, Dry Docking and Repairs Manual

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06 MAIN PROPULSION PLANT

06.1 MAIN ENGINE OPERATION AND PROCEDURES
06.2 PERFORMANCE MONITORING
In order to obtain optimum output and efficiency of the main engine balancing of cylinder
output is essential. Observation and recording of cylinder exhaust temperatures,
monitoring of cylinder maximum pressures and analysis of indicator cards will allow
adjustments to be made to maintain power balance.
Main engine performance shall be monitored and reported to the Superintendent using the
appropriate forms. Monitoring the performance, temperatures and pressures gives
indication of the condition of fuel injection equipment, head valves and the scavenging
process.

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07 STEERING GEAR
07.1 INTRODUCTION
The stowage of spare gear and stores in the steering flat is prohibited unless provisions
are made for the safe securing and stowage of such items:
• Two steering gear pumps shall be in operation whilst on stand-by or in confined

waters. Returning to single pump operations require authorization from the Master;
and
• The steering gear shall be checked for leakages on a daily basis and the results
shall be recorded in the engine room logbook.
07.2 TESTING OF STEERING GEAR
07.2.1 General
Before testing steering and emergency steering equipment, the EWO responsible for
testing shall inspect the steering gear, check the hydraulic level in the expansion tank,
top-up fluid levels as needed and request permission to turn the rudder from the OOW.
When permission to turn the rudder is granted, the EWO shall observe each steering unit
from the local steering station prior to transferring control to the bridge.
The OOW responsible for testing the steering gear shall test each steering unit on hand
and non-follow up control. The rudder shall be turned from hard port to hard starboard
alternately until the OOW is satisfied with the steering gear operation.
The test shall be recorded in the logbook.
07.2.2 Before leaving Port or an Anchoring Position

The following tests shall be carried out within 12 hours of departure:
• 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; and
• Automatic isolating arrangements and other automatic equipment.
In addition the Company requires that also the following is checked:
• Steering flat to be inspected for unusual conditions such as leaks, fractures, and
loose connections;
• The steering gear hydraulic expansion tank and emergency storage tank are full;
and
• All internal vessel communications systems, including bridge to engine room and
steering gear compartment.

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07.2.3 Emergency Steering Drills

The emergency steering drills shall include:-
• Testing of direct control from within the steering gear compartment;

• Communications with the navigating bridge; and
• Operation of the alternative power supplies.
Details of these tests are to be recorded in the deck and engine log books.
All inspections of the steering gear system shall include the inspection of the hydraulic
system to ensure it is free of leakage.
A block diagram showing the change over procedures for remote steering control systems
shall be permanently displayed on the bridge and in the steering gear compartment.

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08 CONTROLLABLE PITCH PROPELLERS

08.1 BEFORE STARTING (CPP)
The Chief Engineer shall ensure that the propeller pumps are running and that the
controls are functional. No turning of the propeller shall be permitted until clearly
authorized by the Master to do so.
08.2 GENERAL PRECAUTIONS (CPP)
08.2.1 Checks
The CPP header oil tank level shall be checked daily, both at sea and in port. The system
shall also be regularly checked for the presence of water. Where hydraulic control is
provided, the hydraulic pressure in the system shall be checked prior to the
commencement of maneuvering.

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09 AUXILIARY DIESEL ENGINES

09.1 GENERAL
For Annex VI requirement for diesel engines >130 KW, reference is made to Chapter No.
01.11.2 in the Maintenance, Dry docking and Repair Manual.
09.2 USE OF AUXILIARY ENGINES

The Chief Engineer shall ensure to run the auxiliary engines as efficiently as possible:
• Minimum number of engines to be used at all times unless the vessel is in stand-
by mode or navigating in congested or confined waters; and
• Stand-by engines shall be regularly checked to ensure readiness to start.
09.2.1 Testing of Monitoring and Alarm Systems

The Chief Engineer shall ensure that the monitoring and alarms systems are tested as
required by the PMS and that the associated thermometers and pressure gauges are
calibrated.
Reference: Chapter No. 01. 12 and 01.13 in the Maintenance, Dry Docking and Repair
Manual
09.2.2 Lagging of Exhaust Manifolds

Whenever the lagging of the exhaust manifolds and system has been removed in
connection with repair and maintenance, the Chief Engineer shall ensure that, before
putting an engine back in operation, the lagging has been put back in such a way that the
system is fully protected against a splash of fuel oil.
09.2.3 High Pressure Fuel Oil System

High pressure fuel system shall on every watch be carefully checked for leakages.
(Leaking fuel pipes and lack of adequate lagging of exhaust manifolds are the causes for
most engine room fires).

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010 FUEL OIL

010.1 FUEL OIL, GENERAL
Fuel oil used in the main engine shall comply with the Company/engine manufacturers
fuel oil specifications. For safety precautions when working with fuel oil, see reference
below:
Reference: Chapter No. 09.10, “Health and Welfare, Fuel Oils” of the Health and Safety
Manual
010.1.1 Fuel Oil, Treatment

Efficient centrifuging and heating of fuel oil facilitates atomization. For the high viscosity
bunkers, this becomes increasingly more important. In order to maximize effectiveness of
the separators and clarifiers the throughput shall be the minimum to match the fuel oil
consumption.
The following shall be observed:
• The separator gravity discs shall be suitable for the specific gravity of the fuel at
separation temperature;
• Test periodically water content before and after the separator to check its water
removal effectiveness;
• Filter units shall be maintained in effective condition;
• Bunker tanks shall be regularly drained of water in particular after bunkering and
after bunker transfer on board; and
• Fuel oil daily service tank shall be checked for water content regularly.
Settling tanks should always be kept adequately drained of water.
010.1.2 Fuel Oil, Quantity

The Master’s shall ensure to have sufficient fuel for the intended voyage. In doing so, the
Master shall liaise with the Chief Engineer and take into account all contributing factors of
fuel consumption such as:
• Voyage duration;
• Expected weather conditions;
• Speed instructions;
• Current consumption rate;
• Requirements for reserve fuel; and
• Any operations in the Emission Controlled areas.
010.1.3 Fuel Oil, Reserve Quantity

No vessel shall set out on a voyage with a reserve of bunkers of less than 3 days
steaming at full speed. In addition, vessels consuming MDO a minimum of 3 days of
reserve MDO shall be onboard
Where short coastal passages are undertaken, the above minimum reserve may be
reduced at the Master’s discretion after consultation with the Company and/or Charterer.

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010.1.4 Fuel Oil, Consumption

The Chief Engineer shall monitor the fuel oil consumption for all engines and machinery.
Any sudden or unexplained increase in fuel consumption shall be investigated. The fuel
consumption shall be reported to Master on a daily basis who in turn will inform the
Operations Department.
The Chief Engineer shall work with the Master in an attempt to minimize the fuel
consumption during steaming and port operations, while carefully observing all clauses in
the charter party and specific voyage instructions.
010.1.5 Fuel Oil, ROB
Apart from before and after bunkering, the Chief Engineer shall verify the total amount of
fuel oil remaining on board ( ROB) at least in connection with:
• Change of Master;
• Change of Chief Engineer; and
• At least once per month.
Soundings shall preferably be taken when the vessel is on even keel and still in the water
and the results shall be forwarded to the Company’s Operation Department.
010.1.6 Fuel Oil, Transfer

The Chief Engineer shall ensure that all Engineers are fully conversant with the complete
F.O. transfer system including high/low level alarms and auto-stops.
No transfer of fuel oil shall be carried out unless specifically authorized by the Chief
Engineer to do so. The Chief Engineer shall be informed about:
• Transfer quantities;
• Tanks to and from;
• Soundings results from the receiving tank;
• Intended starting time;
• Completion time; and
• Results of soundings from involved tanks, upon completion of transfer
By internal transfer of fuel the same precautions as for bunkering shall be followed. In
addition the following shall be carried out:
• The OOW shall be informed prior to commencement of transfer;

• Discharge valve to main deck from the transfer pump shall be closed and secured;
and
010.1.7 Fuel Oil, Tank Temperatures

The temperature of fuel oil in bunker tanks shall not exceed 60°C and suitable notices to
this effect shall be displayed on the tanks.
Depending upon the viscosity and flash point of the fuel oil, tank temperature may be
raised above the 60°C to secure the proper working of the fuel oil plant. However, under
no circumstances shall the difference between the tank temperature and the flash point of
the oil in question be less than 14°C.

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010.1.8 Fuel Oil, Changing to Low Sulphur Fuel Oil

Prior to entering a Sulphur Emission Control Areas (SECA), the Chief Engineer shall
ensure that there is sufficient quantity of low sulfur fuel on board (maximum 1%) for the
intended transit of the area in close cooperation with the master.
Prior to entering the SECA area zone, the fuel oil system shall be switched over to low
sulfur fuel, a calculation is to be made in advance by the chief engineer to determine the
required changeover time to make sure that on entering the SECA area the vessel is
running on low sulfur fuel oil.
A change over calculation sheet is available from the company standard forms
In case it is required to drain any of the fuel tanks in order to change over to a different
grade tank heating is to be switched off.
Special consideration is to be given to the dangers of un-submerged electrical heaters

during this operation, a risk assessment is to be prepared and considered in case fuel
tanks are provided with electrical heaters.
A ship specific procedure for changing over to a different grade of fuel is to be prepared
by the chief engineer and posted in the engine control room
The following information shall be entered in both the Engine Oil Record Book or Engine
Room Logbook:
• Date, time and position of the vessel when the transfer to low sulfur fuel oil was
completed;
• Date, time and position of the vessel when the transfer to a higher sulfur fuel oil
was completed; and
• The quantity of bunkers onboard with low and higher sulfur content when entering
and departing the SECA.
010.1.9 Fuel Oil, Switching over from HFO to MGO-MDO
To protect the injection equipment against rapid temperature changes; the changeover
from residual to distillate must be carried out slowly in order to allow the temperature of
the fuel pumps to decrease from up to 150°C in residual fuel operation to a maximum
50°C (MGO) - 60°C (MDO) in distillate fuel operation. This is essential in order to avoid
pump seizure due to the low viscosity of the diesel fuel and thermal shock.
Engine manufactures indicate that the temperature should not change by more than
2°C/min resulting in a change over time of about 50 minutes. This needs to be factored
into voyage planning to ensure that the engine department is not rushed to meet a
change-over requirement before entering regulated waters.
There is risk that with prolonged operation on distillate fuel oil the maximum admissible
fuel temperature may by exceeded due to the system heating the fuel and the hot fuel
being re-circulated into the mixing tank. An elevated distillate/residual mix may result in
the distillate vaporizing and "gassing-up" the booster pumps causing the engine to stop. In
this instance the shut-off valves in the return pipe may have to be switched so that the
distillate fuel oil is returned to the service tank instead of the mixing tank. To avoid
possible incompatibility issues, returning distillate to the residual fuel service tank shall be
kept to a minimum.

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011 LUBRICATING OIL

Lubricating oils used onboard shall comply with the engine or component manufacturer’s
specifications.
The Chief Engineer shall keep the consumption of lubricating oil under close observation.
For the main and auxiliary engines, the consumption shall be plotted to discover abnormal
increasing trends at an early stage.
011.1.1 Lubricating Oil, Treatment

Main engine crankcase oil shall be kept free of water since it leads to emulsification,
breakdown of lubricating properties and the formation of dilute acids. The following shall
be observed:
• Any ingress of water shall be immediately investigated, the source identified and
remedial action taken;
• Continuous purification of the crankcase oil in circulation shall be carried out;
• Overheating of the lubricating oil shall be avoided;
• Temperature for efficient purification shall not be less than 90°C;
• Lubricating oil filters shall be kept clean and operational;
• On slow speed engines crankcase and cylinder lubricants shall not to be mixed
and be stored in separate tanks;
• Crankcase oil samples shall be drawn from the circulation oil on a regular basis
and be landed for testing and analyzing;
• Separators shall be maintained and used in a clean and efficient condition;
• The choice of gravity discs or screws in centrifugal separators shall be made to
suit the specific gravity of the oil to be centrifuged. Wrong selection will result in
either incomplete cleaning or loss of oil;
• When re-assembling disc stacks after cleaning it must be ensured that the discs
are in the correct order;
• The lubricating oil shall be checked for water content before and after the
separator as a measure of the machine’s effectiveness; and
Instructions for the treatment of lubricating oil will be forwarded to the vessel based
on the recommendations of the analysis of the samples submitted by the ship.
011.1.2 Lubricating Oil, Sampling

The Chief Engineer will take oil samples and send samples to supplier for analysis
according to the following schedule:
Component 3 6 Yearly
monthl Monthly
y
Thermal oil system X
Stern-tube oil X
System oil Controllable Pitch X
Propeller
Gear box X
Steering Gear X
Main Engine sump oil Auxiliary X
engines
Cargo equipment X

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All samples should be drawn when the oil is in circulation so as to be representative of the
bulk of the oil in the system.
If no reply has been received within one (1) month (interval may be shortened in cases of
deteriorating samples), the Superintendent shall be contacted.
Oil samples from the bow thruster shall be drawn after consultation with the
Superintendent.
011.1.3 Lubricating Oil, Bunkering

In order to maintain the qualities and characteristics of oils it is essential that two different
grades shall never be mixed unless clearly authorised by the Superintendent to do so.
When taking new bulk supplies of lubricating oils, the Chief Engineer ensure that different
grades are loaded into different tanks.
011.1.4 Lubricating Oil, Water

Water in lubricating oils has several effects:
• It can lead to emulsification and to deficiencies in the oil’s lubricating properties;
• Oil/water emulsion can also lead to the hardening of white metal bearings,
indicated by a darkening of the surface;
• Water may also lead to serious corrosion of polished surfaces due to the formation
of dilute acids; and
• The presence of water may also encourage bacterial infection.
If water is found in the oil, the source shall immediately be located and the defect rectified.
Extensive centrifuging shall be undertaken to remove the water and if necessary the
engine should be drained of the original oil, cleaned out, and a fresh charge of oil added.
011.1.5 Lubricating Oil, Transferring of

All bunkering, disposal of and internal transfer of lubricating oil between tanks shall be
recorded in the Oil Record Book.

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012 BUNKERING
012.1 PREPARATION BEFORE BUNKERING
When the total amount of fuel oil to be bunkered is known, the Chief Engineer shall
discuss with the Master the best possible bunkering plan in order to obtain the optimum
trim/stability.
The following maximum filling ratios shall never be exceeded:

• Vessels with overflow tank, 98%;
• Vessels without an overflow tank, 90%; and
• Tank to which the hose/bunker line is drained 75%.
The overflow tank shall be confirmed empty before commencement of bunkering.
In order to avoid disputes after bunkering operations, the Chief Engineer shall ensure that
all tanks on own vessel and on the bunker barge are sounded and recorded.
The Chief Engineer shall ensure that the means of communications between the bunker
station and fuel tank distribution valve position is fully operational with start/stop signals
fully understood.
The Chief Engineer shall, before commencement of the bunkering operation, personally
verify that fuel tanks’:
• Level alarms are operational (if possible;
• Air vent heads are in good order;
• Save-all plugs for the tanks are in place;
• Deck scuppers are securely in place; and
• SMPEP/SOPEP equipment is ready for immediate use.
It is the responsibility of the Chief Officer to ensure that deck scuppers are plugged before
bunkering commences.
012.2 SUPPLIERS DOCUMENTATION

When accepting bunkers by barge or ex-pipeline, the Chief Engineer shall always check
the supplier’s delivery note to ensure the intended delivery comply with the order.
Bunker fuel oil, which does not meet the regulatory requirements to sulfur content, shall
not be loaded, and the Company shall be informed, identifying the bunker fuel oil supply
company, with the date and port of the intended delivery. The Company shall in turn
inform the Flag Administration.
All bunker fuel oil delivery notes shall be filed onboard for a minimum period of 3 (three)
years.
012.3 HOSE SAFETY AND PUMPING RATE
Reference: Bunkering Checklist and Chapter No. 015, ˝Environment˝ in the Main Quality
Manual

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012.4 BUNKER SAMPLES

If possible, the Chief Engineer shall check that bunkers to be loaded do not contain any
unacceptable amount of water. The maximum allowable water content shall be:
• 0.05% for gas oil;

• 0.25% for MDO; and
• 1% for IFO 180 and above.
The Chief Engineer shall extract proper volume of samples representing the qualities of
the fuel oil delivered. The sampling method shall be continuous drip sampling on the
receiving vessel’s inlet manifold.
For bunkering of low sulfur product, the supplier shall only take the Marpol VI sample at
the receiving vessel' manifold. Each sample bottle shall have the sample label completed
and signed by the Chief Engineer and the supplier’s representative. The samples shall be
sealed and contain at least 1000ml sample.
The sample label shall contain the following information:
• Name of the bunkering barge/Terminal;

• Vessel’s name;
• Date and time of bunkering;
• Grade and quantity received;
• Signature of the Chief Engineer and a representative from the bunkering
barge/terminal; and
• Sample distribution and seal number.
If the fuel oil supplier refuses to sign the samples extracted, the Chief Engineer shall
inform the Operation Department immediately.
Three (3), and for low sulfur products four (4) bottles of sample shall be extracted from the
bunkering line collected by the above mentioned continuous dripping, and distributed as
follows:
• One bottle shall be delivered to the supplier;

• One bottle shall be sent for analysis to Viswalab;
• One bottle shall be kept on board; and
• For low sulfur products, one bottle shall be kept onboard and marked as Marpol VI
sample. This sample may only be handed over to duly authorized authorities
requesting to analyze the sulfur content.
The fuel samples shall be stored as stated in Chapter 017.4.15 in this Manual.
From the day of bunkering, the sample shall be retained onboard until all fuel is consumed
with a minimum period of 12 months.
012.5 BUNKER DELIVERY NOTE (BDN)

The vessel shall ensure that the BDN contains the following information:
Vessel name and IMO number;
• Port of bunkering;
• Date of commencement of bunkering;

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• Details of the bunker supplier;

• Product details:
• Name;
• Quantity;
• Density at 15°C; and
• Sulfur percentage
• Declaration that the bunker complies with Marpol VI regulations 14 and 18
A BDN shall be delivered for every barge delivery and for every grade and be kept
onboard for a minimum period of 3 years.
012.6 SAMPLE RECORDS TO BE MADE
In addition to the records specified in Chapter No 010.1.8 in connection with transit though
SECA’s, the following records shall also be made:
• Tracking of the Marpol VI fuel oil sample;

• Drawing samples details;
• Transfer of custody to an authorised entity;
• Disposal of the sample (storing for minimum 12 months)
• Receipt of low sulphur fuel oil.
The records shall be made in the Oil Record Book.

012.7 QUANTITY DISPUTES
If there is a disagreement between the supply and vessel, Masters shall ensure that all
relevant tank calibrations, meter readings, soundings, ullages etc., are recorded. The
following clause shall be entered in supplier’s delivery note:-
“Quantity disputed. Vessel states quantity to be ........ MT. Signed for receipt only.”
The Company’s Operation Department shall be informed immediately and will decide
further action.
The Master shall record fuel (ROB) before and after the bunkering and inform the
Company’s Operation Department.
012.8 SEGREGATION
Fuel oil shall not be mixed for the following reasons:
• Potential non-compatibility of different oils ; and

• Potential off-spec of the new fuel oil.
In for any reason the bunker situation onboard does not allow segregation of the new
bunker, the Superintendent and the Operational Department shall be informed.
Reference: Chapter 015, ˝Environment˝ in the Main Quality Manual

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013 ELECTRICAL INSTALLATION

013.1 GENERAL
No un-authorized changes shall be made to any electrical component and system
onboard. Authorized changes shall be subject to the Company’s Management of Change
procedures and the original drawings and other documentation shall be updated
accordingly.
All work on electrical systems and component requires a Work Permit.
Reference: Chapter No. 05.3, “Work Permit System” of the Health and Safety Manual
013.2 SWITCHBOARDS
Main and emergency switchboards shall be kept free from obstruction ensuring easy
access without danger to the staff. Spare components and other consumables shall not
be stored behind the switchboards. The non-conducting mats or gratings in front of and
behind the switchboards shall be maintained in a safe condition.
When switchboards are tagged and locked, ONLY the person mentioned on the tags has
permission to remove them.
013.3 ELECTRIC WELDING EQUIPMENT

Reference: Chapter No. 10 of the Health and Safety Manual.

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014 TESTING OF IMPORTANT EQUIPMENT/SYSTEMS

Testing of important equipment is scheduled in the PMS system on board.

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015 DECK EQUIPMENT

Reference: “Maintenance, Dry Docking and Repairs Manual”

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016 ACCOMODATION SERVICES

016.1 AIR CONDITIONING HEATING SYSTEM
All seafarers shall ensure to keep outside doors closed both in warm and cold climates.
016.2 REFRIGERATION PLANT, PROVISION

Reference: Chapter No. 09.4, “Freeze and Cool Cells” in the Health and Safety Manual.
016.3 POTABLE WATER INSTALLASTION

Reference: Chapter 020, “Handling Potable Water“ in this Manual
016.4 SEWAGE TREATMENT PLANT

Sewage shall only be discharge in strict compliance with Marpol Annex IV as amended.
In connection with repair and maintenance on the sewage plant, reference is made to
Chapter No. 09.10,”Hydrogen Sulfide” in the Health and Safety Manual

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017 MACHINERY ROOM SAFETY

017.1 HEALTH AND HYGIENE
Reference: Chapter No.09, “Health and Welfare” of the Health and Safety Manual
017.2 SAFETY ORGANIZATION ONBOARD

Reference: Chapter Nos. 02 and 03. of the Health and Safety Manual
017.3 PERSONAL PROTECTIVE EQUIPMENT (PPE)

Reference: Chapter No. 05.5.3, “” of the Health and Safety Manual
017.4 SAFETY PROCEDURES IN THE ENGINE ROOM

017.4.1 General
The general appearance of the engine room often reflects the condition of engine room
machinery, as viewed by regulatory bodies, Port State Control (PSC) inspectors,
charterer’s vetting inspectors and other inspectors and auditors.
The Chief Engineer shall ensure that:

• A high standard of cleanliness is established and maintained within the engine
room and other machinery spaces;
• A maintenance program is developed and implemented in an effort to control
deterioration of paint and structural members throughout the engine room space;
• Painting of engine room decks, bulkheads and machinery is consistent with the
established paint schedule;
• Floor plates and ladders is free from oil and grease, and are properly fixed in place
to avoid tripping; and
• Leaks in piping systems shall be contained immediately and repaired at first
opportunity.
Proper housekeeping and removal and safe containment and disposal of oil contaminated
rags and other flammable material will greatly improve the first impression and enhance
the fire prevention efforts in the engine room.
017.4.2 Fire Fighting Equipment

The Chief Engineer shall, through on-the-job training including drills, ensure that all engine
room staff is well acquainted with all portable and fixed firefighting equipment. The Chief
Engineer shall randomly verify that the monthly maintenance of the firefighting equipment
is carried out in a professional manner.
017.4.3 Oil Contaminated Materials

All oil contaminated rags and other material shall be placed in closed steel containers and
disposed of at the first opportunity.
017.4.4 Bilges
Accumulation of water and other liquids in the bilges shall be minimized, and leaks from
pipes and pumps shall be repaired as soon as practically possible. The Chief Engineer
shall ensure that all engineering personnel strive to limit the amount of bilge water that is
in need of separation and eventually be discharged overboard or pumped to shore
facilities.

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017.4.5 Engine Room Workshop

The engine room workshop shall be kept tidy to allow hot work when required. No storage
of flammable material is allowed outside the dedicated solvent/chemical locker. PPE shall
be available and used for all activities as needed. Before any hot work is commenced in
the engine room workshop, hazard identification shall be carried out to ensure that hot
work can be carried out without risk of fire.
017.4.6 Special Items for Attention

Special attention shall be paid to the following in the engine room:
• Exhaust manifolds on engines shall be properly insulated and protected by metal

sheeting ((unless protected by other means);
• Exhaust manifolds and ducts through the entire casing shall be free from leaks;
• Steam pipes and other hot surfaces shall be properly protected;
• Insulation contaminated by oil or other flammable products shall be renewed as
soon as practically possible;
• No flammable material shall be left in buckets or open containers;
• Automatic closing arrangements on sounding pipes shall never be left in a forced
open condition;
• Bunker fuel oil tank high level alarm shall be tested before each bunkering
operation and at least monthly;
• Essential gauges shall be tested and calibrated on a sequential basis allowing
each to be tested annually (refer also to Section No. 10);
• Emergency exits are kept free and well illuminated (emergency lighting system);
• The bilges and areas around fuel, lube oil heating and separating systems shall be
kept free from any accumulation of oil;
• Engine room and other machinery spaces shall be well illuminated and damaged
light fixtures shall be repaired as soon as possible;
• The operation of the bilge water separator shall be supervised by the Chief
Engineer, or in his absence the Second Engineer;
• If any part of the fire detection system is temporarily disengaged due to any repair
e.g. hot work in the area, this shall be clearly identified on the hot work permit;
• All rotating parts shall be protected;
• Precautions shall be taken to prevent any oil that may escape under pressure from
any pump, filter or heater from coming into contact with heated surfaces; and
017.4.7 Monthly Safety Inspections

The Chief Engineer shall carry out formal safety inspections in the engine room and other
machinery spaces at least monthly. Special attention shall be paid to potential hazardous
equipment, unsafe routines and situations. It shall be confirmed that all engineering staff is
using the PPE as required.
017.4.8 Electrical Cabling

Insulation of electrical cables shall not to be covered with paint, as this will cause the
insulation material to become brittle and less effective. Cables shall be properly fixed, and
temporary loose connections shall not be permitted.
017.4.9 Damaged Equipment or Items for Repair

Any equipment which has been determined to be unfit for use or unfit for further service,
shall be clearly marked and be stored away from the spare parts storage area, until it can
be repaired onboard, or sent ashore for repair.

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017.4.10 Heavy Equipment and Spare Parts

Heavy equipment and spare parts shall be secured before onset of heavy weather.
017.4.11 Pumping Engine Room Bilges

Engine room bilges shall be inspected during each watch round. The EWO shall take
immediate and effective correction to control any leakages that are discovered. Further
the following shall be observed:
• Bilges shall be maintained clean and dry to prevent risk of fire. In port, bilges shall
be pumped to a bilge holding tank, an approved slop tank or to a shore reception
facility if available;
• At sea, the method of bilge disposal shall be either pumping to a bilge holding
tank, an approved slop tank or by using of the 15 ppm Oily Water Separator
(OWS) to discharge overboard;
• The OWS is identified as environmental critical equipment, and shall only be
operated by the Chief Engineer or in his absence the 2nd. Engineer;
• The OWS shall be used in strict accordance with the MARPOL Annex I
Regulations and shall be maintained in good operating condition at all times;
• Prior to operating the OWS the EWO, if authorized, shall confirm with the OOW
pumping bilges overboard is permissible in accordance with local, national and
international regulations;
• When the monitoring, control and separating system is inoperative or when
directed by the Chief Engineer, bilge water shall be discharged to an approved
slop tank or holding tank on board, or to a shore reception facility; and
• After each use, the overboard valve from the OWS shall be sealed in the closed
position and the seal number recorded in the Engine Room Logbook.
017.4.12 Colour Coding of Piping Systems

A first important step to avoid incidents when maintaining or repairing piping systems is to
be aware of what type of substance it is containing. For this purpose, all engine room
piping systems shall be color coded in accordance with ISO 14726.. The Chief Engineer
shall ensure that the markings are maintained in good condition.
Reference: Chapter No. 05.3, “Work Permit System”
017.4.13 Storage and Use of Chemicals

Reference: Chapter No. 09.7, “Health and Welfare, Working with Chemicals” in the Health
and Safety Manual
017.4.14 Storage and Handling Gas Cylinders

Reference: Chapter No. 07, “Gas Cylinders” and in the Health and Safety Manual
017.4.15 Storage of Fuel and Lube Oil Samples

Fuel and lube oil samples shall never be stored in the engine control room, but in the
chemical locker, or if not available in the paint locker.
017.4.16 Storage and Handling CFC and HFCF Gases

Reference: Chapter No, 01.11.4 in the Maintenance, Dry Docking and Repairs Manual
017.4.17 Entering the Main Engine Crankcase

The main or auxiliary engine starting air supply shall be isolated, and all cylinder indicator
cocks opened prior to engaging the turning gear. The following shall be observed:

Engine room manual
• The crankcase shall never be entered unless the turning gear is engaged;
• Personnel entering the crank case shall wear appropriate PPE;
• No loose equipment shall be carried while inside the crank case; and
• Never enter the crankcase unless it has been secured with turning gear engaged for at
least ten (10) minutes.
As noted in Chapter 05.3.14.2, “Enclosed space, definition“ in the Health and Safety
Manual, the crankcase is considered an enclosed space and an Entry Permit is required.
017.5 HOT WORK

Reference: Chapter No. 05.3.4, “Work Permits, Hot Work” in the Health and Safety
Manual
017.6 PRECAUTIONS
Reference: Chapter No. 05, “Preventive Activities” in the Health and Safety Manual
017.7 ASBESTOS
Reference: Chapter No. 4.9, “Asbestos” in the Health and Safety Manual

Engine room manual
018 EMERGENCY PROCEDURES

Reference: Emergency and Salvage Manual

Engine room manual
019 SOOT BLOWING AND SPARK ARRESTORS

Soot blowing of exhaust gas boilers shall never be done in port. Exhaust gas boilers are
water-washed with an interval as described in the PMS as a precaution against funnel
fires.
Spark arrestors are integrated in the engines silencer and are declared to be maintenance
free.

Engine room manual
020 POTABLE WATER

020.1 POTABLE WATER, GENERAL
Water, if not correctly treated, can be a major source of infection causing various forms of
illnesses. Bacteria, algae and other micro- organisms can develop extremely quickly in
water and, just like food; water deteriorates with time.
The scope of this manual is to provide safe and healthy potable water to all personnel
onboard.
The management of Company is committed to ensure that the quality of the potable water
meets international standards required for use onboard.

Engine room manual
020.2 HANDLING POTABLE WATER, TOTAL PROCESS

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020.3 HANDLING POTABLE WATER, PRODUCTION AND

BUNKERING

Engine room manual
Should there be any doubt regarding the quality of the bunkered or produced water, the
bunkering or production of water shall be stopped until the problems are identified and
rectified.
020.4 HANDLING POTABLE WATER, QUALITY CONTROL

Engine room manual
020.5 HANDLING POTABLE WATER, INSTRUCTIONS

020.5.1 Handling potable water, instructions, general
The maintenance activities for the total potable water system are described in the Planned
Maintenance System (PMS). Some important activities are highlighted in the table below.
020.5.2 Handling potable water, instructions, frequency of important activities
Activity Frequency Comments

Internal survey of Potable Minimum every 3 years Carried out by crew:
Water tanks; Wearing clean boiler suit;
Using overshoes; and
Possible sludge and debris Washing hands before
to be removed entry.
Testing for Free Chlorine Every 4 (four) days Carried out by crew
Testing to determine Annually when < 1.000 By shore laboratory
Colony Forming Units Next sample within 6 (six) By shore laboratory
(CFU) months when 1.000 –
10.000 CFU
Next sample as soon as By shore laboratory
possible after the shock
treatment when > 10.000
CFU.
Next sample shall be drawn
in minimum 3 months
Shock treatment as per When required. Carried out by crew
instructions in Potable Hadex’s instructions to be
Water Management Plan followed
Binder, Section B
Adding disinfectant When required according to Carried out be crew
HADEX instructions
UV- Disinfecting units As per manufactures Clean unit and
information replace lamp as
required
Shower heads Monthly, (or less if history Check for limestone
shows too much limestone
in 4 weeks)
Hot water supply Weekly Return water
temperature
minimum 63º C
adjust calorifier as
required

Engine room manual
Activity Frequency Comments

Water tap points flushed Weekly For tap points not in weekly
for min. 10 minutes. use
Master to make an
Inventory list
Screen wash on bridge to Weekly Master shall ensure that
be flushed for min. 10 nobody is standing in the
minutes downwind direction from the
bridge.
Both bridge wing doors shall

be closed.
Emergency showers to be Weekly
flushed for min. 10 minutes
Potable Water Bunkering Weekly Also check couplings
hose
Bunker connections Weekly Check connection, cap and
gasket
High water pressure hoses After use Ensure to drain the hose
completely for water
Air condition plant, spray Inspected and flushed Clearly marked and only
bank and direct injection before use after standstill used for Potable Water.
Stored safely, not becoming
contaminated.
Air condition plant, spray Weekly when in use and
bank and direct injection before use after standstill
Potable Water for lifeboats Monthly When expiry date for
sachets are < 3 (three)
months away, new shall be
ordered via the normal
requisition procedure
Potable water tanks and Hadex’s instructions At least a shock treatment
piping systems after regarding flushing and with doses of 10gr/ton
repairs treatment to be followed. chlorine

Engine room manual
020.6 HANDLING POTABLE WAGTER, RECORDS

020.6.1 Handling potable water, MSDS disinfectant used
The MSDS for the disinfectant used onboard shall be filed in the “Potable Water
Management Plan” Binder and can also be found in StarIPS.
020.6.2 Handling potable water, potable water record book

The following items shall be entered in the “Potable Water Record Book”
• When bunkering; amount bunkered and disinfectant added;
• When producing water, amount produced and disinfectant added;
• When crew is sampling, percentage of free chlorine; and
• When shore laboratory is sampling.
020.6.3 Handling potable water, plan binder

The Master shall ensure that in the “Potable Water Management Plan” Binder, the
following vessel specific information shall be available:
• Description and list of all Potable Water tanks;

• Technical information summary of the evaporator;
• Technical information summary of the UV disinfection unit;
• Technical information summary of the calorifier;
• Description of any additional equipment in the Potable Water system;
• Technical drawings of the Potable Water system (hot and cold systems);
• List of all cabins and spaces numbered. All cold and hot water taps shall be
specified including washbasins, showers, toilets, etc.
• Multiple tap point pr cabin/space can be recorded under one index number;
• File of all analysis reports.

Engine room manual
021 CHANGES
The Chief Engineer shall ensure that all temporary and permanent changes are subject to
the Management of Change procedures. Such changes can be, but are not limited to:
• Installation of new or changes to existing equipment;

• Introduction of new or changes to existing procedures;
• Use of a different type of material;
• Changing equipment settings outside manufacturer’s limits; and
• Temporary arrangement, e.g. a hose connection.
Risk Assessment may also be required.

MOORING AND ANCHORING MANUAL

Mooring and Anchoring manual
01 VISION
The management of Anthony Veder Rederijzaken B.V. is committed to safe mooring
operations by ensuring that:
• Involved personnel are adequately trained;

• Risk assessments are used to identify all hazards and ensure that the risks involved
are As Low As Reasonable Practical;
• Mooring operations are properly planned and executed;
• All mooring operations are evaluated and any lesson learnt and best practices are
identified and reported.

02 PUBLICATIONS
Apart from this manual also the following publications shall be used during mooring
operations:
• Mooring Equipment Guidelines (OCIMF); and

• Effective Mooring (OCIMF).

03 MOORING PROCEDURE

04 FAMILIARIZATION
All personnel who are to be involved in any mooring operation shall receive suitable training
prior to attending their first mooring operation onboard.
The mooring equipment familiarisation shall as a minimum cover:
• The required safety equipment;

• The starting and safe operation of the mooring winches;
• Advice about heaving power and render values of the winches;
• Handling of wires and ropes with any known onboard problems highlighted;
• The general level of safety awareness required during any operation; and
• The results of the risk assessment and any particular safety measures.
People under the age of 21, inexperienced, non-familiarized or persons suffering from
fatigue shall never be allowed to operate mooring equipment unless carefully and personally
supervised by a well trained and experienced person.

05 PLANNING OF MOORING OPERATIONS

The Master shall ensure that all important factors affecting the safety of the vessel’s mooring
throughout the duration of the port stay are obtained, recorded and evaluated, Such
information can be, but not necessarily be limited to:
• Changing of the vessel’s draft during the stay;

• Tidal and river current ranges and velocity;
• Weather conditions, present and forecasted to the end of the port stay;
• Design and safety features of the loading arm to be used;
• Condition and position of the shore facility’s mooring bollards relative to the vessel
position; and
• Vessel traffic and permissible speed in proximity to the shore facility.
Any variation of the predicted conditions shall be recorded by the OOW and seafarers on
duty, and the mooring system used may have to be re-evaluated to maintain secure mooring
at all times.

06 MOORING PLANS
Each vessel shall maintain a file containing records of the mooring plans used at all berths
previously visited.
Such plans shall indicate the moorings to be used on board and the bollards etc. to be
utilised on the jetty or shore. The plan shall also indicate:
• Any leading marks which are suitable for positioning the vessel;
• The best position for the gangway; and
• Any difficulties experienced during mooring or unmooring.
These plans can be of considerable benefit when the vessel returns to a berth enabling
persons onboard who are unfamiliar with the berth to get an immediate insight to the
requirements and the best way of carrying out the operation.
The Master may delegate responsibility for drawing up the plans to a capable Officer.
Reference: Separate folder ‘Mooring Plan’ or An example of a mooring plan is available in

STAR IPS Documents / Other Documents / Forms / Mooring.

07 MOORING ARRANGEMENTS
Each vessel shall have available plans of the forward and aft mooring stations showing the
various lines which may be utilised for mooring. The arrangement shall show the primary
lead from any winch or drum end and any secondary leads for the vessel with both port and
starboard side to a berth.
A copy of the mooring arrangement shall be available on the bridge and also be posted in a
suitable location onboard enabling the mooring party to study the arrangement. A vessel’s
specific mooring arrangement shall be inserted in section A of the binder “Mooring and
Mooring Equipment”
Reference: Section A of the binder, “Mooring and Mooring Equipment”

08 DEPLOYMENT OF MOORINGS
The Master shall ensure that mooring operations (including interaction with tugboats) are
carried out in a safe and efficient manner, and that the following areas are addressed:
• Proper planning and supervision;

• Adequate and proper communication;
• Competency of personnel (adequate on-the-job training and familiarization);
• Adequate number of crew available at each mooring station;
• Risk assessments carried out when required; and
• Familiarity with any specific shore facility requirements relating to moorings, passing
traffic and tidal or river current conditions.
The manning at each mooring station will be at the Master’s discretion depending upon local
circumstances and environmental conditions.
Any incident occurred or near miss observed shall be discussed on board after the operation
by means of a safety meeting and reported to the Company.

09 RISK ASSESSMENTS
Risk assessments are available for all standard mooring operations. If the mooring operation
is taking place under severe environmental conditions, or a new mooring arrangement has to
be used, specific risk assessment covering the actual situation shall be carried out.
Mooring shall only be attempted when the results of the risk assessments show low risks. In
other situations the Company shall be contacted.

010 GENERAL SAFETY PRECAUTIONS

010.1 MOORING WINCHES
All mooring stations shall be kept tidy and no loose equipment or trash shall be left lying
around. This is especially important in the snap-back zones, see Chapter 10.2.1 below.
At no time when the winches are in operation shall the controls be left unattended, locked or
tied back in an operating position. The operation at each mooring station shall be
coordinated by the person in charge (PIC). The PIC shall be correctly positioned clear of any
danger areas while maintaining visual contact with the winch controller and over side
activities.
The winch brake is a static device intended for holding a mooring line taut and is not to be
used as a means for controlling a line being slacked down. When a line has to be slacked
down, the winch shall be put in gear, the brake released and the line walked back under
power.
When a rope is being worked on a drum end, in addition to the person tending the line, a
second person shall be available to clear away and stow the line as it is hove in, as well as
being available to apply a stopper prior turning up on the bitts. Lines shall not be left on a
drum end without being backed up on bitts or otherwise secured.
For operations in dark periods, the mooring stations shall be well illuminated.

010.2 MOORING OPERATIONS

• Do not surge synthetic fibre ropes on drum ends. This may damage the rope and
leave deposits on the drum end or bitts, causing the rope to jump with the risk of
injury to persons nearby;
• Do not stand too close to a winch drum or bitt when holding and tensioning a line. If it
surges you could be drawn into the drum or bitt before you can safely take another
hold or let go. Stand back and hold the line about one meter from the drum or bitt;
• Do not apply too many turns on a drum end. No more than 4 turns shall be made with
synthetic lines. If more turns are applied it is difficult to release in a controlled
manner;
• Do not bend ropes excessively;
• Do not stand in the bight of any rope;
• Be aware of the bight;
• Do not stand close to a rope under load. It may part without warning. Keep out of the
snapback zone;
• Do not leave loose objects in the line handling area. If a line breaks, it may throw
such objects around as it snaps back.
• Do not have more people than necessary in the vicinity of a line;
• Do not attempt to handle a wire or rope on a drum end, unless a second person is
available to remove or feed the slack rope to you;
• Do not leave winches running unattended;
• Do not stand on winches to get a better view;
• Do not use wire direct from a stowage reel that has not been designed to withstand
loads;
• Do not allow oil leaks from winches to make the deck hazardous. It could be you that
slips and falls;
• Do wear the correct safety clothing and equipment;
• Do wear gloves when handling wires;
• Do learn about the mooring system on the vessel;
• Do anticipate and prevent potentially dangerous situations arising; and
• Do take care.

010.2.1 Snap-back zones

All participants in the mooring party shall be aware of the snap-back zones of the ropes or
wires used and take the necessary precautions.
Below is an illustration of snap-back zones for a simple and a more complex mooring
system.
Point of failure Point of failure
Pedestal
Point of restraint Point of restraint Roller
SNAP-BACK ZONE
SNAP-BACK ZONE

011 MAINTENANCE
011.1 MARKING OF MOORING EQUIPMENT
Each mooring fitting, including bitts, bollards, chocks, pedestal rollers, closed chocks
universal roller leads and mooring winches shall be clearly marked with its SWL by weld
bead outline.
011.2 MOORING WINCHES

The mooring equipment is part of the Planned Maintenance System (PMS). Annual testing of
the mooring winches’ brake holding capacity using the vessels’ brake testing equipment is
included in these procedures. The testing of the mooring winch brake holding capacity shall
be carried out in compliance with OCIMF’s guidelines.
When the brake test is performed and the brake is, if necessary, adjusted, a winch brake test
report form shall be completed and sent to the Company. A copy of this report shall be kept
in section B of the binder “Mooring and Mooring equipment”.
The rope report can be found in the company standard forms and a winch brake test report
in Star IPS. The winch brake test shall be performed as follows:
• The support plate provided shall be mounted to the drum, taking the direction of
rotation into account. Attention shall be given to the fact that the support plate must
make an angle of 90° to the jack. This is necessary to ensure a correct reading of the
pressure gauge;
Line pull
• During the brake test, the clutch shall be disengaged;

• The brake shall be adjusted to 60% of the MBL of the rope or wire. This value may
never exceed the design brake holding capacity of the winch;
• The pressure readout, when the brake starts to slip, and all measurements required
shall be entered in the excel sheet; and
• The hand wheel shall be marked to ensure the correct setting of the winch brake
holding capacity.
The PMS shall include a description of the maintenance procedures for all parts of the
vessel’s mooring equipment. An inventory of the vessels spare parts for the anchor
windlasses and the mooring winches, as well as an inventory of all mooring wires, ropes and
shackles shall be maintained and monitored to ensure that the minimum level of spare parts
is maintained

012 ASSESSMENT OF MOORING ROPES AND WIRES

012.1 MOORING ROPES AND WIRES, GENERAL

Each steel mooring wire, synthetic mooring rope and tail, and each shackle shall be
numbered and marked. The numbering shall match the number on the certificate delivered
with the mooring equipment at the time it was received onboard.
This allows for easy identification for each element of the mooring equipment when cross
referenced with the inventory lists of this equipment.
The service life of the mooring equipment will vary based on the vessels’ trading area and
number of port calls and visual inspection of the equipment.
012.2 MOORING ROPES

Synthetic fibre mooring ropes shall be protected from sunlight when not in use. Spare ropes
shall be stored in a dry place. Fibre ropes shall be inspected on a monthly basis and the
following shall be checked:
• Surface abrasion beyond the normal woolly appearance that is caused by normal
wear and tear;
• Internal abrasion, which may give rise to powered fibre and a reduction in rope
strength;
• Damage caused by heat which will give a glazed appearance where the fibres have
melted together;
• Inconsistency in the rope diameter; increases and reductions;
• Local heavy decolourization;
• Local areas of stiffness along the rope, which may indicate shock loads; and
• Excessive dirt or grit embedded in the rope
For more information and criteria for removal of fibre mooring ropes from service onboard,
reference is made to OCIMF Mooring Equipment Guidelines, Appendix D, “Guidelines for
Inspection and Removal from Service of Fibre Ropes”
012.3 MOORING WIRES

Steel wire ropes shall be kept well greased and checked on a monthly basis for the
following:
• Fish hooks; broken yarns are not only very dangerous for the persons handling the
wire, but they also affect the strength of the wire;
• Wear between the strands. The opening up of the wire shall be done with extreme
caution, not to hitch or overstress the strands;
• When a splice is wrapped in plastic or fibres, always check underneath this wrapping
for rust formation. In addition, the ferrules shall be carefully inspected;
• External damage signs e.g. excessive wear; and
• Hitches or open strands.

For more information and criteria for removal of wire ropes from service onboard, reference
is made to OCIMF Mooring Equipment Guidelines, Appendix C, “Guidelines for Handling,
Inspection and Removal from Service of Wire Mooring Lines”
012.4 HIGH MODULUS SYNTHETIC FIBRE MOORING ROPES

High-modulus synthetic fibre mooring ropes (HMFM) can be used as a substitute for steel
wires.
Like steel wires HMFM are not very elastic, so pendants must be used to absorb shock
loads. This type of rope is very sensitive for damage due to chafing. Therefore, rollers and
fairleads must be as smooth as possible and the rollers must turn easily.
Chafe gear shall de employed as recommended by the mooring line manufacturer.
For more information about such ropes, reference is made to OCIMF Mooring Equipment
Guidelines, Section 6.4, “High Modulus Fibre Mooring lines”

013 REELING OF ROPES AND WIRES

Mooring winch brake drums are designed to work effectively in one direction only and it is
essential that lines are reeled on the drums in a manner that takes due account of the
brake’s properties.
For many years, advice on the correct reeling of lines on winch drums has been based on
the fixed end of the brake band being in tension. This guidance has been promulgated in
publications such as ‘Mooring Equipment Guidelines’ and ‘Effective Mooring’ and assumes a
brake band arrangement similar to that shown below.
In the above diagram, the line under tension pulls against the fixed end of the brake band,
thereby forcing the free end of the band toward the fixed end and causing the two halves of
the band to be clamped or closed together around the winch drum. This is the ‘standard’
arrangement upon which previous guidance has been based.
Recently, a number of winch manufacturers have designed winches that have brake band
arrangements that result in the fixed end on the band being under compression, rather than
tension, when operating with lines correctly reeled. These arrangements are often
associated with designs that incorporate hydraulically spring applied brakes, an example of
which is shown below:

In the above example, the force exerted by the mooring line when properly reeled results in
a reaction force being applied to the deck structure. This force is in an opposite direction to
that in the ‘standard’ brake arrangements referenced above. However, it is important to note
that in both cases the effect of the line tensioning is similar resulting that the two halves of
the band are being clamped or closed together. This is further illustrated in the following
arrangement:
In the above example, with the line correctly reeled, the resulting force acts to compress the
fixed end of the brake band against the deck plating. However, as in all the previous

arrangements, the two halves of the brake band are being clamped or closed together by the
line’s tension.
Because of design changes by winch manufacturers, previous guidance used to assess the
correct reeling direction of mooring lines on winch drums, namely that the fixed end of the
brake band being in tension, is not valid in all cases.
Each arrangement shall be assessed on a case-by-case basis. With lines correctly reeled,
tension on the line shall be in a direction that causes the free end of the band to be forced
towards the fixed end, thereby forcing the two halves of the band to close together.

014 ANCHORING
014.1 BRIEFING PRIOR TO ANCHORING
Prior to anchoring, the Master shall prepare an anchoring plan and inform the anchoring
party about the anchoring procedure including the following:
• The depth of water where the vessel expects to anchor;

• The anchor to be used;
• The amount of cable to be paid out;
• The method of paying out the cable;
• The strength and direction of the tide or current;
• The nature of the bottom; and
• The possible affect of any wind.
A more detailed briefing shall take place if for both the forward anchors or the stern anchor
shall be used.
General safety procedures shall also be discussed including the wearing of safety equipment
and the individual tasks of persons in the anchor party.
The primary and secondary means of communication between the forecastle and the bridge
shall be established.
014.2 ANCHORING OPERATION

Ideally the anchor party shall consist of at least a supervisor and two others. When a
complex anchor operation shall be carried out, additional personnel may be required. Each
member of the anchor party shall wear:
• Suitable clothing;
• Safety shoes;
• Gloves;
• Safety helm with goggles; and
• At night each member of the party shall also carry a suitable torch.
The anchor party shall prepare the forecastle area. The primary and secondary means of
communicating with the bridge shall be tested. Further the following shall be observed:
• During dark hours the forecastle deck shall be well illuminated;

• All instructions or reports given by radio between the bridge and the forecastle shall
include the vessel’s name as a prefix;
• After having checked that the brakes are fully applied, the anchor securing
arrangements shall be removed and the guillotine bar or bow stopper on the anchor
swung out of position;
• Power supply to the windlass shall be started and tested; and
• Anchoring signals shall be prepared.

The bridge shall be informed when the anchor is ready and a check has been made over the
side to ensure no conflicting traffic. Letting go of the anchor from its parking position shall
only be done in an emergency.
The anchor shall not be lowered into the water while the vessel is still making considerable
headway in order to avoid damage to the hull. When the amount of cable required by the
Master has been walked back, the brake shall be applied, the windlass taken out of gear and
the bridge informed. When anchoring in deep water the anchor shall be walked back under
power until at or nearly at the seabed.
All persons in the anchor party must wear goggles to protect their eyes from rust particles,
dried mud and small stones which may be thrown off the cable as it runs out. The windlass
brake operator shall protect himself as the cable runs. No person shall stand immediately
forward of the windlass.
On the “let go” order from the Master, the brake shall be released and the cable allowed to
run. It will be snubbed on the brake when an amount about twice the depth of water has run
out. The bridge shall be given regular reports on the amount of cable out and its relative
direction to the bow. The cable will be continued to be slacked down as the weight comes
on, until the required amount of cable is in the water.
In strict legal terms the anchoring signals shall only be applied when the vessel has
completed the anchoring operation. At night the deck lights shall also be switched on.
The movement of the vessel in relation to the anchor position and cable shall be carefully
observed to ensure that the anchor is not dragging.
When securing the anchor, the brake shall be fully applied and the guillotine or bow stopper
put into position properly located between links in order to reduce stress on the windlass.
Prior to the anchor party standing down, the application of the brake and position of the
stopper and / or guillotine shall be confirmed.

014.3 DRAGGING ANCHOR

If the vessel is found to be dragging, the OOW shall call the anchor party in addition to
advising the Master and the engine room. The engine room shall be manned until
confirmation has been received from the bridge that the anchoring position is stable,
If the Master decides to veer more anchor chain, this shall be done with utmost care;
preferably veering the chain under windlass power rather than controlling it on the brake.
The cable shall not be slacked back in large amounts as this may result in the excessive
weight coming on the cable with the possibility of damage.
If the Master decides that the second anchor shall be dropped, this operation shall be
carefully coordinated between the bridge and forecastle to ensure the anchor is dropped in
the correct position relative to the first anchor.
Personnel shall be advised of the added danger when handling anchors during periods of
heavy weather.
014.4 HEAVING ANCHOR

All personnel involved in heaving the anchor shall be fully briefed about the operation and
reminded of the safety precautions to be observed. All personnel shall wear the appropriate
PPE as listed in 13.2. The following shall be done:
• Primary and secondary communication means with the bridge and forecastle shall be
tested;
• Power supply to the windlass shall be started and checked; and
• The cable washers shall be switched on.
When ready to heave the anchor, the bridge shall be informed.
During the heaving operation, regular reports shall be made to the bridge regarding the
remaining amount of cable out, its relative direction to the bow and the weight on the cable.
If the weight becomes excessive, starting the engine may be required. On a windlass fitted
with a second gearing this shall only be used when the engine cannot be used effectively to
reduce the weight or when additional power is required for breaking the anchor out from the
seabed.
Should there be a problem of incorrect stowage in the locker, this can best be resolved by
slacking out the cable and then heaving it back in again. Personnel shall normally not
attempt to enter the chain locker to rearrange the cable, unless stowing by hand is
necessary due to the specific vessel arrangement. The following shall be carried out:
• During the heaving operation, the cable shall be inspected to ensure that the cable
markings, links and joining shackles are in good condition;
• The anchor signal shall be terminated when the anchor breaks out of the seabed;
• When approaching the surface, the anchor shall be checked for any foreign matters
e.g. power cables. In such cases, port authorities shall be informed prior to taking
any action; and
• When the anchor is fully home in the hawse pipe, the brake shall be applied.

If stowing the cable by hand is necessary, a watchman with radio communication with the
OOW shall be placed at the entrance hatch to the chain locker
014.5 SECURING THE ANCHOR FOR SEA

Prior to proceeding to sea, the anchors shall be properly secured. Lashing shall only be
done by means of chains, hooks and shackles and such equipment shall be inspected
before use. The OOW shall ensure that securing arrangement is satisfactory and make an
entrance in the log book. Further the following shall be observed:
• Anchors are fully home in the hawse pipes and hard against the hull;
• Windlass shall be left out of gear and its power isolated;
• All covers shall be fitted to the hawse and spurling pipes; and
• Cable locker doors/hatches shall be securely closed.
014.6 MARKING THE ANCHOR CHAIN CABLE

The cable shall be marked to indicate the number of each shackle length, counting from the
anchor towards the chain locker. In the absence of any other marking system, the following
method shall be used (only first 3 kenters shown):
Drawing is for illustration of the marking of the links and is not claiming to be correct
regarding chain details.
• Except for any shackle which may be installed close to the anchor, each joining
shackle in a cable’s length shall be painted red. The lugless joining shackle marking
the inboard end of the first shackle length shall have one link on either side painted
white. These links shall also be permanently marked by wire or a steel band around
the center stud;

• The marking will continue at the joining shackle marking the inboard end of the
second shackle length with the two links on either side of the joining shackle being
painted white. The second link on either side of the joining shackle shall be marked
with wire or steel band in the same manner as the first shackle was marked;
• This marking system shall continue with the number of links being painted white
increasing by one until all the shackle lengths have been painted and the relevant
links wired or banded;
• The last joining shackle before the bitter end all the links due to be painted shall be
marked in red to indicate to the windlass operator the last shackle is being paid out;
• In the case of a cable which has fitted a lugged type of joining shackle, then only the
studded links on either side of the end links shall be painted and wired. The open end
links on either side of the lugged shackle shall not be counted; and
• The links of cable joining onto the anchor shall also be painted white as this aids
sighting the anchor when still in the water. The cable will be painted as far as the first
link visible on top of the gypsy when viewed from the bridge. This painted link
provides a good indication if the cable starts to walk back when the vessel is at sea.
The anchor cable marking shall be maintained in good condition at all times.
Vessels fitted with shackle meters shall still have the anchor cable marked. The accuracy of
the shackle meters shall be checked during anchor operations.

014.7 BITTER END

The inboard or “bitter end” of the anchor cable shall be clearly marked and be capable of
being released in an emergency by a person from outside the chain locker. The bitter end
securing arrangement shall be inspected to ensure it can be released in an emergency.
014.8 CHAIN LOCKER

The chain locker shall be kept as free as possible of sediment by using of the cable washers.
When the cable has been heavily fouled, additional hoses shall be used to properly clean
the cable.
If a buildup of sediment is observed in the chain locker, attempts shall be made to clean the
locker before the draining system becomes blocked. Personnel shall not enter and clean the
locker with cable in the locker. Chain lockers shall always be cleaned during dry-dockings
when both anchor cables are ranged in the dock.
The arrangement for draining the chain locker shall be maintained in good working order and
be frequently tested.
The chain locker doors or hatches shall be maintained in a good and watertight condition.
The doors/hatches shall be fully secured while at sea.
014.9 DRYDOCK
During dry dock periods, the anchor chain cables will normally have to be ranged and
inspected to meet Classification Society requirements. The following shall be carried out:
• Both anchor cables and the stern anchor cable, if fitted, shall be fully ranged in the
dry dock with the bitter ends being disconnected;
• The chain cables shall be cleaned;
• All links shall be examined and tap tested to determine if any cracks are present;
• All joining shackles shall be carefully examined and if necessary the lead pellets
covering the spile pin replaced;
• Consideration shall be given to moving the first shackle length to the inboard end to
extend the life of the cable;
• The anchors shall be carefully examined for signs of damage or wear at the head
hinge pin and shank connection shackle and swivel; and
• The complete length of the cable shall be properly marked as described in Chapter
No. 013.7 above. The marking of the cable and the securing of the bitter end shall be
inspected by a Senior Officer before the cable is re-stowed onboard.

MAINTENANCE, DRY-DOCKING AND

REPAIRS MANUAL

Maintenance, Dry-docking and Repairs manual
01 MAINTENANCE
01.1 MAINTENANCE, GENERAL
The Company vessels shall be maintained in such a way that they at all times:
• Meet customer requirements;

• Comply with Company and Statutory requirements; and
• Provide safety for the seafarers and others who professionally come in contact
with the them.
01.2 MAINTENANCE, SAFETY REGULATIONS

All maintenance activities shall be carried out in full compliance with the Health and
Safety Manual and the Management of Change procedures. Special care shall be taken
before starting work to ensure that electrical systems are de-energized and pressurized
systems and systems containing inflammable media are empty and isolated from the
pressurizing source.
Reference: Chapter No. 5, “Preventive Activities: in the Health and Safety Manual
01.3 MAINTENANCE, SYSTEM

All planning and recordkeeping of maintenance is done in the Star IPS programme which
is a computerized Planned Maintenance System. The system also amongst many other
things also tracks:
• Defects and repairs;

• Docking items;
• Requisitions;
• Findings, nonconformities and corrective actions; and
• Certificates.
01.4 MAINTENANCE, RESPONSIBILITIES
01.4.1 Maintenance, in the Office
The Superintendent shall ensure that all scheduled maintenance onboard is carried out as
required by the planned maintenance system and that any defects or abnormalities are
reported immediately.
The Superintendent shall ensure that defects reported from the vessels are recorded and
dealt with as soon as possible.

01.4.2 Maintenance, onboard

The Chief Engineer is responsible for all maintenance onboard except:
• Navigational equipment;
• Life saving and fire fighting equipment falling under the deck department; and
• Deck equipment not requiring technical knowhow.
Maintenance of the deck and cargo handling equipment and systems that require
technical knowhow shall be coordinated with the Chief Officer.
The daily maintenance activities are coordinated by the Chief engineer, or when ships
size require by the second engineer for the engine room and, where carried, the Gas
Engineer for the cargo handling system.
The Second Engineer shall assist the Safety Officer where required with the maintenance
of the lifesaving and fire fighting equipment.
The Navigational Officer is responsible for the maintenance of the navigational equipment.
01.5 MAINTENANCE, VISITS TO VESSELS

01.5.1 Maintenance, visits to vessels, annual inspection plan
The technical superintendent shall prepare a vessel inspection plan. This plan shall
contain all vessels under his responsibility.
The scheduled dates in the inspection plan may be considered tentative, as changes to
trades and trading patterns may necessitate revisions on a continuous basis. The extent
of the inspections in connection with dry dockings and reclassification shall be more
comprehensive than the annual inspections.
01.5.2 Maintenance, visits to vessels, scheduled visits

All vessels shall be subject to two major inspections annually and a number of audits by
Company personnel as stated in Chapter No. Chapter No. 012.1.2.1, ˝Internal Audit
Program˝ of the Main Quality Manual.
References:
• Company Internal Audit Checklist
• Company Major Inspection Checklist
• Company Major Inspection Record

01.5.3 Maintenance, visits to vessels, unscheduled visits

In addition to the scheduled visits, all vessels are randomly visited by Company
personnel in connection with:
• Attendance in connection with vetting inspections;

• Attendance in connection with repairs and dry dockings;
• Courtesy visits by Company Managers; and
• Visits in connection with crew matters by Human Resources (Marine).
All visiting Company personnel shall prepare a visit report reflecting their impression of
Officers and the vessel.
01.5.4 Maintenance, visits to vessels, major inspection

The semi-annual major inspections shall cover all areas of the vessel and all of the
vessel’s operations.
The Superintendent shall be responsible for these inspections, but may delegate part of
the program to colleagues in the office.
Reference: Superintendent’s Major Inspection Checklist and Major Inspection Record
01.5.5 Maintenance, visits to vessels, verifications with requirements

During the visit the Superintendent shall evaluate to what extent the vessel complies with
the Company and regulatory requirements. If non compliances are observed, they shall
be noted as work order in the TD visit report. In connection with such visits the
Superintendent shall confirm that:
• Waste management and monitoring of potential pollutants are carried out as

prescribed;
• Inspections of tanks and void spaces are carried out as intended and the results
are satisfactory;
• The planned maintenance system (PMS) is up to date with no overdue critical
items;
• The defect and deficiency reporting systems are up-to-date;
• The dry docking list is up to date;
• The procedures for maintenance and testing of the critical equipment are adhered
to;
• All trading certificates and the service of major equipment and systems are up to
date, see also Chapter No 1.8 in this Manual;
• Any needs for additional group or individual training;
• Risk Assessment activities are initiated, handled and documented in accordance
with the Company’s procedures;
• Officers and ratings are competent to carry out their assigned tasks and are able
to communicate in the Company’s official language on board; and
01.5.6 Maintenance, visits to vessels, verifying tanks inspections
The Superintendent shall, if at all possible, inspect a number of randomly selected ballast
tanks to verify the inspections carried out by vessel personnel as described in the
inspection reports from the vessel.

01.5.7 Maintenance, visits to vessels, monitoring activities

The Superintendent shall monitor the compliance with Company and regulatory
requirements and industry guidelines during visits onboard vessels. During visits, the
Superintendent shall examine:
• Status of any outstanding Service, repairs and requisitions

01.5.8 Maintenance, visits to vessels, verification of safety efforts
The Superintendent shall ensure that all safety procedures and routines are being
adhered to. During the visits the Superintendent shall observe and assess:
• Safety and environmental awareness including understanding and knowledge of

the concept of safety and environmental excellence;
• Onboard training in management system activities;
• Formal and informal risk assessment awareness training;
• Management of Change awareness;
• Accident prevention activities;
• Fire prevention activities;
• Proper use of PPE;
• Identification of potential hazardous conditions; and
• Health and hygiene conditions.
01.5.9 Maintenance, visits to vessels, monitoring drills

The Superintendent shall try to witness the crew’s performance during a fire drill and, if
time and circumstances permit, an abandon ship drill, and prepare a written evaluation of
the effectiveness of the drills. The Superintendent shall ensure that the drills are carried
out in a professional and realistic manner, they are designed to train the crew, the
evaluation is meaningful, and the crew is capable of and interested in improving individual
and team performance.
01.5.10 Maintenance, visits to vessels, best practices

During the major inspections on the vessels, the Superintendent shall seek to identify
areas of operation that on one vessel is executed better than on the other vessels. Such
best practices shall be included in the final report and be tried introduced to the rest of the
vessel in the Superintendent’s group and, where relevant, to the rest of the fleet.
01.5.11 Maintenance, visits to vessels, identifying training needs

The Superintendent shall through participation in meetings and drills, through
observations of different activities during the stay onboard, through discussions with the
Shipboard Management Team and through the results of audits, inspections and KPI
reports decide if there are needs for additional training for selected individual seafarers or
groups of seafarers. Proposals for any training shall be included in the visit report
identifying type of training and crew involved.
The Superintendent shall also assess the effectiveness of any training carried out onboard
since the previous visit.

01.5.12 Maintenance, visits to vessels, visit report

The Superintendent shall complete the visit report within two (2) weeks after completion of
the inspection. All major inspections (minimum two per year) shall be reported in the PMS
via the TD inspection report form or as a general visit in the audit section. The visit report
shall also include any proposals for improvement to the Major Inspection Checklist and
Record.
01.6 MAINTENANCE, REPORTING

All defects found during maintenance and daily activities shall be reported to the
Superintendent and be repaired immediately provided the required materials/spare parts
are available onboard.
All defects shall immediately be recorded in the Defect Reporting System and where
repairs are postponed awaiting spares, an intended repair date shall be entered into the
system.
01.7 MAINTENANCE, TAKING SAMPLES

Reference: Chapter No. 11.1.2, “Lubricating oil Sampling” in the Engine Room Manual
01.8 MAINTENANCE, VESSEL’S CERTIFICATES

01.8.1 Maintenance vessel’s certificate, in the office
The Superintendent shall monitor at the end of each month the status of certificates for all
vessels in his group and coordinate renewals of inspections and certificates with the
Master. All certificates and servicing of major equipment shall be entered in the standard
list of certificates and inspections in StarIPS.
01.8.2 Maintenance vessel’s certificate, onboard

The Master is responsible for ensuring that the vessel’s certificates and servicing of
special equipment by specialised companies are maintained valid at all times.
This also includes the timely carrying out of:
• Nonconformities given following external audits;

• Conditions of Class (CoC) given following classification surveys (see 01.9 below);
• Findings given following Port State Control inspections; and
• Findings given following Statutory inspections.
The Master shall coordinate all renewal of certificates and servicing with the
Superintendent.
01.9 MAINTENANCE, CONDITIONS OF CLASS (COC)

Classification surveys shall be properly prepared by the Superintendent in cooperation
with the vessel in order to avoid Conditions of Class (CoC) where possible.
Any CoC when given shall be carried out as soon as possible provided the required
materials or spare parts are available onboard.

The Superintendent shall ensure that an CoC is not becoming overdue. Where delivery of
spares is enabling the vessel to meet the deadline, the Superintendent shall contact the
Classification Society and request a postponement.
01.10 MAINTENANCE, SHIP YARD REPAIR LIST

All repairs which cannot be carried out during normal operations shall be reported to the
Superintendent and entered in the forthcoming shipyard repair list.
This list shall be kept up-to-date by the Superintendent and entered in a standard
specification form with the normal standard shipyard services included. This will enable
the vessel to be docked on short notice with as many items as possible covered by
contracted prices.
01.11 MAINTENANCE, MACHINERY

01.11.1 Maintenance, machinery, general
All major scheduled maintenance shall be planned ahead ensuring that the required
spares are available.
• Overdue items are not acceptable except in extraordinary circumstances and only
after the Superintendent have confirmed to the vessel in writing;
• All maintenance shall be carried out in full compliance with the manufacturers’
manuals and associated documentation including service letters; and
• Changes to any equipment or system, temporary and permanent, including any
changes to the test or maintenance intervals shall be subject to the Company’s
Management of Change Procedures.
A record of overdue items and outstanding repairs can be prepared via the PMS, this
information shall be included in the KPI’s.
Reference: Main Quality Manual Chapter No. 014, “Management of Change” and Form,
“Overdue maintenance and TMSA reports”
01.11.2 Maintenance machinery, Marpol VI requirements

All internal combustion engines above 130 KW installed on a vessel on or after 1 January
2000, or engines having undergone a major conversion after the same date, are required
to comply with the MARPOL Annex VI regulations.
A major conversion under Annex VI is defined to be:

• If the main propulsion engine is replaced by a new engine built on or after 1
January 2000; or
• If the main propulsion engine is substantially modified in any way that may
increase NOx emissions; or
• The maximum continuous rating of the engine is increased by more than 10%.
Maintenance shall be carried out in accordance with the instructions in the Main Engine’s
Technical File.

01.11.2.1 Maintenance machinery, Marpol VI requirements, engine Technical

File
Each applicable engine above 130 KW shall have a technical file. The Technical File
contains information on maintenance of the following machinery, systems and equipment:
• Components, settings and operating values of the main engine which influence
NOx emissions;
• Identification marking of NOx influencing components;
• Full range of allowable adjustments or alternatives for the components of the
engine; and
• Spare part component specification, to ensure continued compliance with the NOX
emission limits when these components are replaced.
The Chief Engineer shall pay due regard to these regulations and ensure that the
inventory for spare parts is maintained at the required level ensuring that spare parts are
available at the time of scheduled maintenance.
The Record Book of Engine Parameters (RBEP) shall be accurately maintained and in
accordance with the Technical File. This document shall record all changes, including like-
for-like replacements and adjustments within the approved ranges made relative to an
engine’s components and settings.
Also normal maintenance of parts with influence on the NOx emissions, i.e. those parts
listed in the Technical File shall be recorded in the RBEP.
01.11.3 Maintenance machinery, equipment containing ozone depleting
substances
All equipment and piping systems containing CFK.’s and HCFK’s shall be maintained
according to the manufacturer’s specifications. A leak test shall be carried out annual for
systems of 3 till 30kg, bi-annual for systems of 30 till 300kg and 4 times a year for
systems above 300kg and recorded in the Planned Maintenance System and “Ozone
depleting substances record book”. In addition, all maintenance of such equipment or
systems shall be carried out in such a way to prevent, or if not possible, limit the release
of vapours to the atmosphere. Further the following shall be noted:
• All movements of CFK’s and HCFK’s to and from the vessel shall be recorded as
shall all maintenance and repair work involving Freon;
• CFK’s and HCFK’s shall only be disposed to an authorized company ashore; and
• New installation of equipment containing HFCK’s is still permitted until 2020, while
new installations containing CFK’s are prohibited.
01.11.4 Maintenance Machinery, continuous machinery
01.11.4.1 Maintenance Machinery, continuous machinery, general

At the Owner’s request the Classification Society may agree to carry out the survey of the
machinery plant on a continuous basis (Continuous Machinery Survey, CMS) over the 5
(five) year period instead of doing everything at the Renewal Survey.

01.11.4.2 Maintenance Machinery, continuous machinery, certification

A special class certificate is not required, the Certificate of Competence is sufficient.
The Chief Engineer shall ensure that the Classification Society’s rules for such CMS
surveys are strictly adhered to. If in doubt, the Superintendent shall be contacted.
01.11.5 Maintenance Machinery, Critical Equipment and Systems
01.11.5.1 Maintenance machinery, critical equipment and systems, general

All scheduled testing and maintenance work on the critical items marked as critical in
StarIPS have to be carefully planned. Therefore, an overview of maintenance jobs on
critical equipment shall be printed out every first day of the week.
All jobs that will be overdue within the upcoming week shall be carried out before they
become overdue. The purpose of the procedure detailed below is to ensure that an
effective control process is in place to deal with the increased risk to personnel,
environment and ship which may result from the failure, disarming, or deactivation of,
critical alarm, critical control and shutdown systems.
01.11.5.2 Maintenance machinery, critical equipment and systems,

Responsibilities
No critical systems, alarms, control or shut down may be bypassed, inhibited or taken out
of service without the authority of the Master. Only those personnel authorized by the
Chief Engineer are to work on any such critical systems. The Chief Engineer must
approve any changes to critical alarm, control or shut down set points. The Chief Engineer
is responsible for communicating any deactivation of a critical alarm or system to the duty
personnel ashore.
01.11.5.3 Maintenance machinery, critical equipment and systems, Equipment

Critical Equipment is defined based on below flowchart.

The following systems resulted in a High Risk ranking and are defined as Critical.
1.11.5.3.1 Critical Systems

1. Main fire pumps
2. Emergency fire pump
3. Emergency generator
4. Crankcase mist detectors
5. ER Quick closing valves and emergency stop
6. Flexible low pressure fuel oil piping
7. Steering gear and control systems
8. Remote controlled watertight doors
9. OWS & Monitor
10. Fire detection systems
11. Fixed fire extinguishing systems
12. Water spray system
13. Fixed gas detection systems

14. Radars, ARPA, Gyro compass and echo sounders

15. GMDSS equipment
16. ESD (Emergency shut-down) systems
17. Cargo tank safety valves
18. Cargo tank level monitoring equipment
19. Lifeboat and life-raft systems
Critical Alarms
1. Fire alarms
2. Fixed gas detection systems alarms
3. Steering gear alarms
4. Inert gas system alarms
5. Main engine shutdown alarms
6. Cargo pump protection alarms
7. Engineers alarm
8. Diesel engines over speed alarm
9. Cargo tank pressure and level alarms
10. UMS alarms
11. BWA alarm
01.11.5.4 Maintenance machinery, critical equipment and systems, Record

keeping and reporting
All records pertaining to critical systems, alarms, control and shutdown systems, including
temporary disarming or de-activation shall be maintained as follows:
01.11.5.5 Control of critical safety systems

All maintenance and breakdown to be recorded within STAR IPS, Procedures 1 and 2 (As
detailed below), are to be communicated to the superintendent by email. All
communications (Deck and Engine) are to be retained by the Chief Engineer in an
electronic folder within the on board email system, entitled “Critical Systems”. These
communications are to be retained for a period of at least twelve months. Procedures in
the event of failure, disarming or deactivation of a critical system, alarm, control or
shutdown, Procedures 1 or 2 must be completed as appropriate.
Procedure 1 – For events of less than 24 hours duration

1. Notify the Master.
2. Prepare a Risk Assessment.
3. Agree on temporary measures to reduce risk.
4. Agree an action plan to correct problems.
5. Copy steps 2 -4 to the Superintendent.
6. Advise the Superintendent when normal operations resumed.
7. If any down time is involved, the Superintendent must advise the Manager Repair
and Maintenance.
Procedure 2 – For events of more than 24 hours duration.

1. Within 24 hours, the Master must inform Superintendent.
2. Prepare a Risk Assessment.
3. Agree on temporary measures to correct risk.
4. Agree on an action plan to correct problem.
5. Assess the time frame to return to normal operation.
6. Copy steps 2 – 5 to the Superintendent.
7. Request authority from the Superintendent, to operate in temporary mode.

8. Advise the Superintendent when normal operations resumed.

9. If any down time is involved, the Superintendent must advise the Manager Repair
and Maintenance.
10. Every 24 hours the process will be reviewed and revalidated.
01.11.5.6 Maintenance machinery, critical equipment and systems, STAR IPS

All critical equipment is defined in STAR IPS, Critical equipment can be found in the
following way:
1. Select vessels main technical account on the left side of the screen
2. select <critical> in the criticality column on the right side of the screen followed by
an <enter>
3. press button <look in subfolders> in order to see all items onboard which are
defined as critical equipment.
1 3 2
The overview of maintenance jobs on critical equipment referred to in Chapter NO.1.9.6.1

above can be found by opening the starboard and filter on criticality.

01.11.5.7 Maintenance Machinery, critical equipment and systems,

maintenance of Risk assessment
Critical equipment out of service shall be subject to a Risk Assessment. This Risk
Assessment shall be documented and filed.
The risk assessment shall consider of the following:
• Participating personnel, who is supervising and tools to be used;

• Preparing for a possible worst case scenario (emergency preparedness);
• Commissioning and testing after the maintenance;
• Necessity of arranging for any back-up system;
• Any changing to other operations during the maintenance period; and
• Additional safety measures.
• If the initially approved shut down period is exceeded, a new risk assessment has
to be considered in particular connection with changes to: Crew fatigue;
• Environmental conditions; and
• Operational parameters.
01.11.5.8 Maintenance machinery, critical equipment and systems,

parameters/set points
Set Points Critical systems, alarms, control and shut down systems operating parameters
/ set points are listed in the ship’s alarm schedule / manufacturer’s recommendations. Any
significant deviations from a design set point found during routine testing / maintenance of
critical systems, alarms, control or shutdown system must be reported to the Chief
Engineer.
01.11.5.9 Maintenance machinery, critical equipment and systems, competency

standards change of parameters/set points
All maintenance, testing and adjusting of critical equipment or system parameters shall
only be carried out after approval of the Chief Engineer.
Change of settings on the critical equipment and systems shall be approved by the
Superintendent and shall be subject to the Company’s Management of Change
procedures.
01.11.5.10 Maintenance machinery, critical equipment and systems, damage to

The Master shall inform the Superintendent immediately in connection with any failure of
or damage to critical equipment. If the equipment has to be taken out of service, a Risk
Assessment covering the period the equipment will be out of use shall be carried out and
forwarded the Company for approval.
Repeated failure or damage to critical equipment and systems shall initiate a discussion
regarding required changes to
• Operational parameters;

• Maintenance intervals;
• Testing intervals and procedure; and
• Performance monitoring methods.
01.11.6 Maintenance machinery, spare parts
01.11.6.1 Maintenance machinery, spare parts, inventory

The inventory of spare parts shall be based on the following:
• Company’s experience with the equipment in question;

• Redundancy;
• Trading area;
• Spare part delivery time; and
• Critical equipment or not.
01.11.6.2 Maintenance machinery, spare parts, storage of

All spare parts shall as far as possible; properly marked with storage location and number
off in store and recorded in the Star IPS system. Each item shall be protected from
damage due to vessel movement and the environmental conditions.
01.12 MAINTENANCE, MONITORING AND ALARM SYSTEMS (SEE

ALSO CARGO HANDLING MANUAL 020)
Monitoring and alarm system for the following equipment shall be tested before use:
• Cargo tank high level alarm; and

• Inert gas system oxygen level.
The rest of monitoring and alarm system for the cargo system shall be tested monthly.
Monitoring and alarm system for the following critical equipment shall be tested quarterly:
• Main engine alarm and auto-stop functions; and

• Auxiliary engines alarm and auto-stop functions.
01.13 MAINTENANCE, CALIBRATION OF THERMOMETERS AND

PRESSURE GAUGES
Thermometers and pressure gauges for monitoring and alarm systems shall be calibrated
every 12 months.
It is the Company’s policy to have all automation and instrumentation (for cargo system,
main and auxiliary engines), relief valves, explosion meters, gas detectors and oxygen
analysers serviced, overhauled and calibrated at each docking. Portable equipment is
done annually.
Calibration records shall be kept in the certificate binder and / or dry-docking report
If a certified pressure or temperature verification tool is available on board this shall be

sent ashore annually for re-calibration.

01.14 MAINTENANCE LIFE SAVING AND FIREFIGHTING

EQUIPMENT
The lifesaving and fire fighting equipment shall be inspected on a monthly basis. This shall
include checking all signboards relating to this equipment.
The inspections shall be carried out by the Safety Officer and the specific checklist
”Monthly Inspection and Maintenance of the Lifesaving and Fire Fighting Equipment” shall
be used.
Any deficiencies shall be recorded in the deficiency reporting system and be reported to
the Master immediately.
Reference: Chapter No. 05, “Preventive Activities” in the Health and Safety Manual
01.15 MAINTENANCE, DECK INSTALLED EQUIPMENT

Both Chief officer and Chief engineer are responsible for maintenance and repair of the
deck installed equipment including the cargo handling equipment.
01.15.1 mooring and anchoring equipment

Routine lubrication and running of the deck machinery will normally be undertaken by the
deck department, however, the repair, overhaul and control of spare equipment for the
deck machinery, shall be the responsibility of engine department.
In connection with the monthly inspection of the deck area, equipment including piping
systems and their foundations shall be inspected for signs of corrosion. Any serious
corrosion attacks (attacks which are not simply repaired by chipping and re-painting) shall
be reported immediately to the Company and recorded in the defect reporting system.
All equipment shall be maintained as per the PMS and manufacturer’s instructions.
Regarding safety of anchoring and mooring operations and carrying out brake tests of the
winches, reference is made to the Mooring and Anchoring Manual.
At monthly intervals, the Engine Dept. shall, in conjunction with the Chief Officer, carry out
the following checks:
• Lubricating oil level in enclosed units;
• Lubrication and grease points are clear;
• Forward and reverse operation;
• Brake drum and lining are free of oil, grease and paint;
• Brake control linkage is free to operate within the wear limits; and
• Smooth operation of the clutch unit.
Reference: Mooring and Anchoring Manual

01.15.2 maintenance, lifting appliances
Maintenance of lifting appliance shall be carried out as per PMS and manufacturer’s
instructions. For safety of operations reference is made to the “Lifting and Lifting
Equipment” Manual.
The Chief Engineer in conjunction with the Chief Officer shall carry out an extended
annual survey and test all lifting equipment.

Lifting equipment shall be inspected and tested before use. The test shall include the
testing of the limit switch operation.
The survey and test shall be witnessed by the Class
Reference: Chapter No. 05, “Preventive Activities” in the Health and Safety Manual and
the Lifting and Lifting Equipment Manual
01.15.3 Maintenance, gangways and accommodation ladders

Gangways and accommodation ladders shall be examined on all sides. Careful attention
shall be paid to the following;
• The wires and sheaves;

• All moving parts;
• Stanchions, hand ropes and rigid handrails; and
• On aluminium ladders where other metals also are used, e.g. mild steel.
A maintenance record shall be maintained with at least the following information:
• Inspection date;
• Result of the inspection;
• Any repairs or renewals carried out;
• Person carrying out the inspection;
• Date of next inspection; and
• Date of next renewal of the wires.
The maintenance of the gangway and accommodation ladders shall be included in the
vessel’s PMS.
01.15.3.1 Maintenance, gangways

Every time before rigging the gangway, a competent person shall make a general
inspection of the gangway to ensure that there are no obvious damages that could
endanger users.
The following shall be thoroughly examined during the annual survey:
• Deck fittings associated with the gangway;

• Threads;
• Side stringers, cross members, decking , deck plates;
• All support items such as wheel and rollers;
• Stanchions, rigid handrails, hand ropes;
In addition to the visual examination, the gangway shall be subject to an load test using
the following load every 5 years;
• Design load; or
• The maximum operational load if this is less than the design load and marked on
the gangway; or

• The load nominated by the Company for older gangways where the above loads
are not known.
The survey and test shall be witnessed by the Class.
01.15.3.2 Maintenance, accommodation ladders

Every time before rigging the accommodation ladder, a capable person shall make a
general inspection of the ladder itself and its operating system including the falls to ensure
that there are no obvious damages that could endanger users.
The following shall be thoroughly examined during the annual survey:
Accommodation ladder
• Deck fittings;
• Steps;
• Platforms;
• Supporting points such as pivots and rollers;
• Stanchions, rigid handrails, hand ropes and turntables; and
• Davit structure, wire and sheaves.
Accommodation ladder winch
• Brake mechanism including the brake pads and hand brake (if fitted);
• Remote control system; and
• Power supply source (motor).
In addition to the visual examination, the gangway shall be subject to a load test using the
maximum operational load every 5 years.
After the examination required above, the winch shall be operationally tested with the
maximum operational load of the accommodation ladder.
The survey and test shall be witnessed by the Class.
The wires and sheaves shall be inspected monthly and the result recorded in the deck log
book.
The wires shall be renewed when required and with maximum frequency of 5 years,
For removal of wires from service, reference is made to the Mooring and Anchoring
Manual
Reference: Chapter No. 011.3, “Assessment, Mooring Wires” in the Mooring and
Anchoring Manual
01.15.4 maintenance, cargo handling equipment

Maintenance shall be carried out according to the PMS and manufacturer’s instructions.

Chapters Nos. 022, “Inert Gas System” and 023, “Deck Equipment” in the Cargo Handling
01.16 MAINTENANCE, NAVIGATIONAL EQUIPMENT

Maintenance shall be carried out according to the PMS and manufacturer’s instructions.
The Master shall ensure that the testing and maintenance are carried out as required.
Chapter No. 09, “Navigational Equipment” in the Bridge Manual
01.17 MAINTENANCE, TANKS AND VOID SPACES

01.17.1 Maintenance, tanks, general
All inspections of tanks and void spaces shall be done in accordance with Chapter
No.05.3 14, “Entry into Enclosed Spaces” in the Health and Safety Manual.
The report shall indicate if parts of a tank could not be inspected due to presence of water
or mud. In larger tanks where no staging is used, thus not allowing for close-up inspection,
in case not within hands reach, a statement like; ‘the inspection was carried from the
bottom of the tank’ (cargo tanks) or ‘from the horizontal stringers’ (side ballast tanks) shall
be included in the report.
Any defects found shall be indicated on the drawings and photos taken if possible.
Cameras may only be used after authorization by the Master and after a Work Permit has
been issued.
Reference: Chapter No. 05.3.10, “Work Permit, use of Camera” in the Safety and Health
Manual
01.17.2 Defects to be looking for

01.17.3 Defects to be looking for, general
All defects found during the tank inspections shall be entered on the “Ballast Tank
Inspection Summary Sheet”. As guidance for determining the % damage to coated
surfaces, the Form, “Assessment Scale for Breakdown”, can be used. Refer to the
documents on the following pages.
01.17.3.1 Defects to be looking for, blocking of ventilation pipes

In connection with the tank inspection, also the air ventilation system shall be inspected to
ensure free flow of air. This is particularly important where there is a wire mesh in the vent
head. Make sure that the mesh is not blocked by rust, paint or other debris. Blockage can
lead to serious damage in connection with overpressure or vacuum.

01.17.3.2 Defects to be looking for, pitting corrosion
Identify where found and describe the amount as % of entire structural element. Also state
the maximum depth and give the original plate thickness. Pitting corrosion may typically
be found on stainless steel and coated tanks with local breakdown of the coating system.
Photos shall be taken where possible and defects indicated on drawings.
01.17.3.3 Defects to be looking for, corrosion

Corrosion will take place on steel with insufficiently protected surfaces. When the: paint or
coating systems breaks down rust will form. This process will greatly be accelerated by
any or a combination of the following:
• Humidity;
• Seawater;
• Absence of sacrificial anodes;
• Presence of oxygen; and
• Heat (e.g. inside or neighbouring a fuel tank)

01.17.3.4 Defects to be looking for, coating damage;

Identify where found and describe the amount as % of the structural element. State also
the type of coating and possibly when applied.
01.17.3.5 Defects to be looking for, cracks

Give exact location and length and state if they shallow, deep or penetrating cracks (going
through the plate). Check for weaknesses in the area, e.g. reduced thicknesses,
misalignment of structural elements, check of direction of one or more of the elements,
and if at a toe of a bracket, the height of the toe. In aft peak tanks vibration may result in
fatigue cracks and is normally due to too large unstiffened plate fields.
Photos shall be taken where possible.
01.17.3.6 Defects to be looking for, bacterial corrosion;

This is not so well known to most people and is very often mistaken for normal corrosion.
Look for small lumps (mostly on horizontal surfaces) with a crust of scale over it.
Underneath the crust there are rust products and water. The bacteria are forming a very
strong acidic corrosion and have entered the tank with the ballast water. The steel surface
in the pit is very often smooth and shiny white. Very thorough cleaning of the tanks is
required to get rid of the bacteria.
01.17.3.7 Defects to be looking for, indents and buckling;

Buckling of elements is a sign of overloading. This may be caused by reduced
thicknesses under normal conditions, or be a result of contact damage in side and double
bottom tanks. Indents are mainly contact damages. If no obvious reason for such
damages can be seen, the tank may have been exposed to overpressure or vacuum. See
also Chapter No. 01.21.3.1 above.

01.17.4 Maintenance, tanks and void spaces, inspection intervals

Tank type Inspection Interval Comments
Cargo tanks, LNG 5 years, renewal survey In connection with

dockings, including P/V
valves and crack testing
as indicated by Class
Cargo tanks, Liquefied gas 5 years, renewal survey In connection with

dockings, including P/V
valves and crack testing
as indicated by Class
Ballast tanks Annually
Ballast tanks, coating 6 months

condition less than “Good”
Ballast tanks with repeated 6 months

problems, e.g. cracks
Void spaces not fully 6 months

coated
Fuel and other oil tanks First after 10 years Thereafter every 5 years
Potable water tanks Every scheduled docking (3

years)
Hold spaces Monthly
01.17.5 Maintenance, tanks, coating condition
01.17.5.1 Maintenance, tanks, coating condition, classification

Good Tank elements with only minor rusty (brown) spots with no breakdown
Fair Local breakdown at edges of stiffeners and weld connections; or
Light rusting over 20% of each area on the “Tank Inspection Summary
Form”
Poor General breakdown of coating over 20% or more of areas;
or hard scale of 10% or more of each area on the “Tank Inspection

Summary Form”



01.17.6 Maintenance, cargo tanks

Cargo tanks shall under normal conditions only be inspected when totally gas free and
during each special survey. Gas-free certificate is required.
01.17.7 Maintenance, ballast tanks

The scheduled inspection of ballast tanks shall be carried out when the bottom and other
horizontal surfaces of the tanks are sufficiently free from mud and water to carry out a
meaningful inspection. Special care shall be exercised in the following areas:
• Flush covers, re-enforcement ring under the deck;

• Cracks and corrosion in way of openings in frames, longitudinal girders, transverse
floors, etc;
• Cracks and corrosion in frames in way of openings for all longitudinals; and
• Local corrosion of bulkheads and stiffeners in way of neighbouring heated fuel oil
tanks.
01.17.8 Maintenance, peak tanks

The scheduled inspection of peak tanks shall be carried out when the bottom and
horizontal surfaces of the tanks sufficiently free from mud and water to carry out a
meaningful inspection. Care shall be taken when the forepeak is neighbouring a fuel oil
tank.
01.17.9 Maintenance, fuel oil and other oil tanks

The structural inspection follows the instructions for other tanks. For safety warning
regarding fuel oil tanks, refer to the Health and Safety Manual.
Reference: Chapter Nos. 09.8, “ Fuel Oils” and 09.10, “Hydrogen Sulfide” in the Health &
Safety Manual
01.17.10 Maintenance, potable water tanks

The structural survey of potable water tanks is identical to survey of ballast tanks. Rust
and other contaminants shall be removed and areas with coating damage repaired.
Hygienic precautions shall be taken when inspecting such tanks as outlined in the
reference below
Reference: Chapter 020, “Potable Water” in the Engine Room Manual.
01.17.11 Maintenance, sewage tanks

Sewage tanks are small compact tanks and any significant structural problems are not
expected. However bacterial corrosion can affect the tank structure. Regarding safety
precautions, refer to Health and Safety Manual.
Reference: Chapter No. 09.10, “Hydrogen Sulfide”
01.17.12 Maintenance, void/ hold spaces

The hold spaces shall be inspected on a monthly basis. The inspection shall include, but
not be limited, to the following:

• Cargo tank supports;

• Anti-floating brackets;
• Condition of coating system;
• Tank top plating and especially in way of the cargo tank supports;
• Any presence of water on tank top; and
• Ballast tank bulkhead.
01.18 MAINTENANCE, HULL AND STRUCTURES

01.18.1 Maintenance, hull
Port and starboard side of the outside hull shall be inspected when possible and all
damage or defects shall be recorded and reported to the Superintendent. Indents in the
shell plating shall be recorded by the following:
• Port or starboard side;

• Frame numbers;
• Plate strake;
• Height, length and maximum depth;
• Sharp or soft.
The Superintendent shall evaluate if the damage or defects require immediate inspection
by the Class or if it can safely be postponed until the next scheduled visit be the Class
onboard.
The vessel shall also report the following:
• Major damage or breakdown of the paint system;

• Any marine fouling on the visible underwater parts of the vessel;
• Load line and foot marks are legible;
• Name and homeport are legible.
If possible and permitted by the terminal, photos shall be made.
A list of hull damages shall be part of the Master’s Hand-over Record.
Reference: Master’s Hand-over Record
01.18.2 Maintenance, structures

01.18.3 The following shall be inspected on a monthly basis:
• Outside accommodation on all levels including the Monkey island;
• Deck and deck houses in the cargo and forecastle areas;
• Standing rigging;
• Manifold;
• Piping systems including their supports; and
• Railing and bulwarks.

The following shall be recorded:
• Damage to lighting system;

• Damage to steel structures (cracks, deformations, corrosion);
• Breakdown of paint system; and
• Legibility of marking (and missing marking, also on mooring equipment).
01.19 MAINTENANCE, MAIN COMPARTMENTS

01.19.1 Maintenance, main compartments
01.19.2 The main compartments include the following:
• Engine room;
• Steering gear room;
• Motor room;
• Compressor room; and
• Thruster room.
The inspection of these compartments shall be carried out annually and shall include:
• The main structural condition including doors;
• Electrical systems (general condition);
• Structural condition of ladders, walkways and platforms.
01.20 MAINTENANCE, PRESSURE TESTING

01.20.1 Maintenance, Pressure testing, Scope
Pressure testing is done to prove the integrity of the equipment or piping system . A
pressure test can be carried out at various pressures to be determined by class or other
design rule. All equipment delivered to Anthony Veder is pressure tested and will have a
certificate that proves the mechanical integrity of this piece of equipment.
Several methods can be distinguished for pressure test systems shall be divided into:
a) Systems, which require hydrostatic testing.

All systems except those mentioned under b., c. and d. require hydrostatic testing.
b) Systems, which require "full of liquid testing".
"Full of liquid testing" shall be limited to pressure less sewer systems and all other
systems under atmospheric pressure.
c) Systems, which require service testing.
Service testing shall be limited to piping systems as defined in the Class Rules.
Typical systems for service testing are piping system that have a very stringent
dew point requirement.
d) Systems, which require pneumatic testing.
Pneumatic testing always needs approval from customer and shall be limited to
piping systems which are in vapour service and which are not designed to carry
the weight of the water. Very large diameters.
All testing for piping and equipment subject to authority approval as identified in "test
packages" shall be in accordance with the selected design code and additional
requirements of this specification.

In case requirements of this specification are in contradiction with the requirements of the
selected design code, the requirements of the selected design code shall be governing.
For piping and equipment subject to final inspection by Class, the Classification Society
representative shall be invited through contractor’s or Anthony Veder to witness the
testing.
01.20.2 Maintenance, Pressure testing, General requirements
• Prior to testing, contractor must have inspected the piping system or / and
equipment for completeness and conformity to drawings and specifications.
• Test packages for systems are to be released by executing party (AV
crew/subcontractor) prior to start of pressure flushing and testing.
• All welds shall be free of insulation to enable visual inspection of all welds.
Painting of welds is acceptable as long as painting is applied according paint
specification.
• Welds of piping spools, which have been pressure tested separately and have
been painted afterwards, may remain painted during field pressure testing after
erection.
• For stainless-steel piping, the duration of the flushing, hydrotesting and draining
sequence shall be kept as short as possible, in order to reduce the possibility of
chloride attack.
• Testing against a closed valve is not permitted, unless specifically approved by
owner and under the condition that the test pressure is not higher than the
maximum allowable pressure at ambient temperature of subject valve as indicated
in the specification of the valve.
01.20.3 Maintenance, Pressure testing, Safety and environmental control
Before starting any pressure test operation, adequate measures for safety and
environmental control shall be established. All applicable Class Rules, local regulations
and recommendations from owner and contractor, shall be complied with.
01.20.3.1 Maintenance, Pressure testing, Safety and environmental control,

Safety
1.20.3.1.1 General
• Pressure testing shall be executed under supervision of an experienced crew
member / contractor and / or Class Surveyor.
• The testing area shall be marked with signs indicating risk boundaries.
• Test pressure shall not be applied until the piping system and / or equipment and
its contents are at approximately the same temperature. Pressure test shall not be
conducted when the metal temperature and/or test liquid is below 6°C.
• After completion of the pressure test, the pressure shall be released so as not to
endanger personnel or damage equipment.
• Actions, which may cause damage to piping or equipment under pressure, are
prohibited.
• Test pressure shall be released immediately if piping or equipment shows changes
in form or size, which are not considered normal.
1.20.3.1.2 Pneumatic Testing

• As pneumatic testing presents special risks, utmost care shall be taken during
pressurization and inspection of the systems to prevent any danger to personnel or
equipment.

• Following additional safety measures shall be taken:

a) Access to test area shall be limited to test personnel only.
b) Compressor and pressure gauge for checking the test pressure shall be
located in a sheltered area, where practical.
1.20.3.1.3 Hydrostatic Testing

• It is recommended to limit access to test area to test personnel only.
• Test systems subject to extended hydrostatic test periods shall be provided with a
protective device to relieve excess pressure due to thermal expansion of the test
fluid.
• Care shall be taken that testing water shall not freeze, either in the storage tanks
or in the test systems. Subcontractor is to provide heating or insulation, in case a
freezing risk exists. Proposed measures shall be agreed upon with contractor
(antifreeze or steam heating).
• Test pressure shall be increased gradually in steps as shown below providing
sufficient time between each step to check for leaks or unacceptable deformation
and to allow the piping to equalize strains during testing.
Acceptable steps are:
a) Increase to half the intended test pressure with a maximum of twenty-five (25)
bars.
b) Increase with one (1) quarter of the intended test pressure with a maximum of
twenty-five (25) bars.
c) Repeat step "b" until the intended test pressure has been reached.
• Care shall be taken that as little water as possible is spilled over the area to
protect equipment, instrumentation or insulation.
01.20.3.2 Maintenance, Pressure testing, Safety and environmental control,

Environmental control
• The use of chemical additives, i.e. wetting agents, biocides, inhibitors, etc., shall
only be allowed when an environmentally acceptable disposal has been agreed
with contractor and local authorities.
• At large quantities of hydrotesting water a wastewater disposal plan, which will
specify the handling of the water used for pressure testing, shall be prepared and
agreed upon between owner, contractor and subcontractor.
• Owner / Subcontractor shall estimate the expected quantities, flow rate and
composition of the wastewater.
01.20.4 Maintenance, Pressure testing, Test
01.20.4.1 Maintenance, Pressure testing, Test, Test equipment

• All test pressure gauges shall be calibrated prior to testing. Calibration certificates
shall be available at the work site and all gauges shall be properly identified to
enable traceability to the calibration certificates.
• Calibration of gauges shall be repeated every 6 month or whenever requested by
the inspection team (representatives from the authorities, owner, customer,
contractor and subcontractor).
• Test blanks and test gaskets shall be supplied by owner or subcontractor. Owner
or subcontractor shall prove that supplied test blanks are suitable for the intended
test pressure.

01.20.4.2 Maintenance, Pressure testing, Test, Test Medium

• The test water for hydrostatic testing shall be clean (preferable clean potable
water)
• Where the test documentation indicates that a pneumatic test must be performed,
air shall be used for pressure testing.
• Service tests, required for Low Pressure Nitrogen, Instrument Air and Plant Air
systems shall be performed using dry, oil free air.
01.20.4.3 Maintenance, Pressure testing, Test, Test Procedure
1.20.4.3.1 Maintenance, Pressure testing, Test, Test Procedure, Preparations
• Blind flanges, blanks, caps or plugs with adequate pressure rating shall be
installed to isolate piping and systems and equipment as indicated on the test
diagrams.
• All temporarily installed items (blanks, gaskets, spools, strainers, etc.), shall be
adequately marked using paint or tags for easy traceability.
• Items not to be subjected to the pressure test shall be removed.
• Items to be removed or blanked off prior to testing shall include, but shall not be
limited to:
 Equipment not included in the test system.
 Relief valves and rupture discs.
 Orifice plates, flow nozzles or other similar restrictions.
 Venturi type flow meters (flanged).
 Internals of equipment (trays, demisters, level instrument floats, float cages,
etc.), if included in the test system.
 Flanged control valves (for welded-in type control valve internals shall be
removed).
 Flanged check valves unless internals are removed (for butt-weld check
valves internals shall be removed).
 All in-line instruments (unless otherwise approved by contractor).
 Any items not designed to withstand the test pressure (e.g. pressure
gauges).
 Internals of strainers and filters.
• Instrument piping shall be tested together with the piping system up to the piping
block valve nearest to the instrument.
• Piping designed for vapor or gas shall (when necessary) be provided with
additional temporary supports, as indicated on isometrics, to support the additional
weight of the test liquid.
• All open valves in the test system, which have a back seat (gate and globe valves)
shall be fully opened until the stem seat contacts the back seat and then the hand
wheel shall be turned twice in the direction of closing to assure that gland packing
is subjected to full line test pressure.
• For pneumatic testing or service testing with air, screwed and flanged joints shall
be prepared for soap testing by taping with masking tape and punching a 3 mm
diameter hole through the tape. When electronic leak testing will be applied, taping
with masking tape will not be required.
1.20.4.3.2 Maintenance, Pressure testing, Test, Test Procedure, Pressure testing
• After acceptance of the preparations for pressure testing by owner, client,

contractor, the piping system will be released for pressure testing.

• All systems shall be properly vented (at the high points) while filling.
• Test pressure shall be applied by means of a suitable test pump or other pressure
source. This pump shall be positively isolated from the system except when being
used to pressurize the system.
• At least two (2) pressure gauges per test system shall be installed. One (1) at the
test pump discharge and one (1) at or near the highest point of the test system.
For large systems, more pressure gauges shall be installed at suitable locations, in
coordination with contractor.
• The test pump shall be constantly attended during the test by an authorized
person.
 Before the pump is left unattended, it shall be positively disconnected from
the system, while the pressure gauge remains connected to the test
system.
• The test pressure shall be as indicated in the test index as provided by contractor.
• Retesting of a system (when required) shall be performed at the same pressure as
originally specified for the test.
• The outside surface of the test system shall be dry and free from grease and dirt
before and during testing. Testing during rain periods is therefore, in principle, not
allowed. However, owner will advise on individual tests.
• The test pressure shall be maintained for at least 10 minutes prior to start of
inspection and long enough to enable a visible inspection of the complete test
system by the inspection team.
• Atmospheric lines to be "full of liquid" tested shall be filled with water for at least
24 hours before visible inspection of the complete test system by the inspection
team.
 Water level in the test system shall be checked and marked at the start of
the test and rechecked after twenty-four (24) hours during visible inspection
of the system.
• In case hydro testing through equipment is required, owner or / and contractor will
provide special instructions (e.g. maximum differential pressures on shell and tube
side of heat exchangers) where applicable.
1.20.4.3.3 Maintenance, Pressure testing, Test, Test Procedure, Additional requirements

for service tests
• A service test shall be performed with the line/ equipment in service i.e. with the
service medium and at service pressure.
• A visual inspection, and/or (in case of air lines) soap leakage tests shall be carried
out.
1.20.4.3.4 Maintenance, Pressure testing, Test, Test Procedure, Additional requirements

for pneumatic testing
• For systems being pneumatically tested, a preliminary check of the test system
shall be made at a pressure not exceeding 1.7 barg (25 psig) or pressure
proposed by contractor after owner approval.
• A visual inspection, and soap leakage tests shall be carried out.
• Care shall be taken to avoid a temperature drop which could cause failure of metal
and thermoplastics due to embrittlement. The metal temperature during testing
shall not be below the minimum allowable temperature indicated in the "test
package".

1.20.4.3.5 Maintenance, Pressure testing, Test, Test Procedure, Draining
• Immediately after hydrotesting, the line(s) or/and equipment shall be completely

drained of water.
• Systems that will contain cargo must be dried to a dewpoint suitable for the first
cargo to be loaded after pressure testing.
01.20.5 Maintenance, Pressure testing, Inspection and reporting
• Owner or subcontractor shall prepare a final report, giving positive documented
evidence that subject systems are pressure tested in accordance with the
requirements.
• Documentation shall be maintained in accordance with the code and/or authority
requirements for piping systems. The report will have to include as a minimum:
 All information required by Class Rules.

 Reference to documents and specifications.
 Applicable:
o Hydrotest diagrams.
o P&ID's.
o Isometrics.
 Authority approvals (when applicable).
 All required certificates.
 A continuous log of operation, if applicable.
 Test results and duration.
 Signature of local authority (when applicable),Class Surveyor, customer,
contractor and subcontractor.

02 PURCHASING OF GOODS AND SERVICES

02.1 PURCHASING OF GOODS, PROCESS
02.2 WORK INSTRUCTION, PURCHASING OF GOODS

02.2.1 Work instruction, purchasing of goods, general
The Purchasing Department shall support the Superintendents and the vessels by
effective and efficient purchasing of all required supplies. The Department shall keep itself
up-dated of new developments in the market and shall search the national and
international supply market for continuous improvement in the price/quality relationship.
02.2.2 Work instruction, purchasing of goods, environmental friendly

The Purchasing Department shall in cooperation with the Superintendents, the vessels
and the suppliers explore the possibilities to reduce the Company’s environmental impacts
by:
• Using recyclable packing or containment systems;

• Buying in bulk to reduce total packing volumes and transportation needs;
• Replace cleaners and detergents with more environmental friendly alternatives;
• Using water based paints and coating systems where possible;
• Looking for low energy consumption when replacing electrical equipment onboard
and in the offices; and
• Including low fuel consumption as a requirement when acquiring company cars.
Reference: Chapter No. 015, “Environmental Management” in the Main Quality Manual
02.2.3 Work instruction, purchasing of goods, authorization

All purchases, without exceptions, require authorisation from the Superintendent, the Fleet
Director or the Managing Director when their respective authorization limits are exceeded.
02.2.4 Work instruction, purchasing of goods, job descriptions

Reference: Job Description Binder, Office
02.2.5 Work instruction, Purchasing of goods, list of accepted suppliers

It is the intention of Anthony Veder to buy spare parts for their vessels as much as
possible direct at the OEM. The pricing of the parts supplied directly from the OEM are
compared to marked prices. Spare parts not directly purchased at the OEM may only be
used when these parts are original from the OEM. When OEM parts are not available or if
parts supplied by the OEM pricing is not market-conform. Anthony Veder may decide to
use other than OEM parts. Non original parts may only be used after approval by the OEM
or when it can be proven that it meets the OEM requirements.
02.2.5.1 Work instruction, purchasing of goods, list of accepted suppliers, general

The list of accepted suppliers was prepared based on the experience with the suppliers at
that particular time. The list is reviewed annually using the following point:
• Complying with agreed delivery times;

• Number of nonconformities (delivery time, numbers, quality, packing, required
documentation, thus the capability of the supplier to deliver goods complying with
Company requirements.
• Number of nonconformities as a percentage of number of deliveries;
• Extent of cooperation in solving problems;
• Extent of cooperation in improving the total performance;

• Extent of cooperation in connection with audits , visits and investigations;
• Handling emergency deliveries;
• ISO 9001:2008 certification
• ISO 14000;2004 certification;
• If no ISO 14001:2004 certification, cooperation in improving total environmental
performance (environmental friendly products and packing material); and
• Price/quality relationship.
02.2.5.2 Work instruction, purchasing of goods, list of accepted suppliers, new

suppliers
New suppliers shall be added to a temporary list and shall be evaluated based on the first
three deliveries to the Company using the list of point as per 4.1 above. A scoring system
ranging from 1 to 5 shall be used (very bad, bad, satisfactory, good, and very good). An
average score of 3.5 over the three deliveries will qualify for the list of Accepted Suppliers
to the Company.
02.2.5.3 Work instruction, purchasing of goods, list of accepted suppliers, existing

suppliers
Existing suppliers shall be evaluated in the same way as new suppliers, but then over the
past year. A score of 2 and less shall qualify for removal from the List of Accepted
Suppliers. With a score of 2.5 or a score lower than the previous evaluation shall initiate a
meeting with the supplier to seek improvement in the performance. An audit at the
supplier shall also be considered.
02.2.5.4 Work instruction, purchasing of goods, list of accepted suppliers,

communication with suppliers
Nonconformities in supplies shall, after the registration, be communicated in writing to the
supplier. Repeated nonconformities shall initiate a visit to the supplier in order to identify
the problem areas and ensure that corrective action is carried out. An audit may be part of
the visit.
Suppliers that that risk to be removed from the List of Accepted Suppliers by the annual
evaluation shall be informed in writing.
The Company requirements to the supplies shall be communicated in writing to the

suppliers with emphasis on:
• Having environmental friendly alternatives

• Hazardous materials shall always be delivered with MSDS;
• Marking of all packages vessel name, department and order number; and
• By deliveries direct to vessels; supplier to collect pallets, metal straps and plastic
material from the delivery.
By a substantial increase in the trade with any supplier, the Purchasing Department shall
initiate discussion regarding (higher) discounts. Such discussions are documented.
02.2.6 Work instruction, purchasing of goods, purchase orders

Purchase orders are used for all purchases. All completed Purchase Orders are carefully
checked for completeness. Requirements to certificates, MSDS and other documentation
shall be clearly specified.
02.2.7 Work instruction, purchasing of goods, orders by telephone

Orders by telephone shall be limited to small emergency orders and shall, where possible,
be documented by a telephone note mentioning the date, the supplier, contact person,
material ordered, agreed price and delivery time. A purchase order has to be made.
All such orders shall be confirmed in writing by the supplier.
02.2.8 Work instruction, purchasing of goods, competitive purchasing

One objective of the Purchase Department is to obtain competitive prices bearing in mind
the required quality requirements. All deliveries of non-consumables with a total value > €
500 shall be done based on quotations from at least 3 suppliers (where possible).
For deliveries with a value <€ 500 and which are regularly purchased from the same
supplier, the Purchase Department shall quarterly and randomly compare prices from
other suppliers.
The Department shall quarterly and in addition to the above evaluate:
• Price developments from previous quarter;

• Nonconformities; and
• Complaints from the vessels.
02.2.9 Work instruction, purchasing of goods, receipt of purchased goods
02.2.9.1 Purchasing of goods, receipt of purchased goods, general

All goods shall be checked upon delivery and in the presence of the supplier. The
following shall be checked before the Delivery Note is signed:
• The goods have been ordered

• Delivery is on time;
• Delivery is correct with respect to:
 Maker;
 Model;
 Type;
 Colour;
 Numbers;
 Dimensions; and
 Documentation, etc.
Nonconforming, goods not ordered, or packages which cannot be identified shall, if at all
possible, be returned immediately. Goods without positive identification shall not be stored
onboard the vessels (ISPS Code).
02.2.9.2 Purchasing of goods, receipt of purchased goods, nonconforming

goods
Nonconforming goods which cannot be returned immediately shall be clearly marked and
stored in such a way that it cannot unintentionally be put into use.
All nonconformities in the supplies are reported to the technical superintendent at the end
of each month.
02.2.9.3 Purchasing of goods, receipt of purchased goods, hazardous materials

Hazardous goods without MSDS shall be returned with the delivery. The inventory list of
hazardous materials onboard the vessels shall be kept up-to-date at all times.
02.3 WORK INSTRUCTION, PURCHASING OF SERVICES

The Company shall be selective in the original choice of service companies and shall
prepare a list of Accepted Supplier of Services. For new suppliers, reference is made to
Chapter No. 02.2.5.2 above
02.3.1 Work instruction, purchasing of services, new suppliers

Reference: Chapter No. 02.2.5.2, in this Manual
02.3.2 Work instruction, purchasing of services, existing suppliers

Existing suppliers of services shall be evaluated annually based on their ability to:
• Meet agreed deadlines;

• Meet the agreed quality levels;
• Level of services provided;
• Ability to solve problems;
• Ability to avoid problems; and
• Availability when needed.
For evaluation criteria, refer to purchasing of goods.
Reference: Chapter No.02.2.5.3 in this Manual

03 REPAIRS IN SERVICE
03.1 REPAIRS IN SERVICE, PROCEDURE
03.2 WORK INSTRUCTIONS, REPAIRS IN SERVICE

03.2.1 Work instructions, repairs in service, general
All defects shall be reported to the Superintendent. The report should include the following:
• Repairs can or cannot be carried out by the vessel;

• There is/is not the required spare parts /materials onboard;
• There is/is not a significant safety deficiency;
• Equipment is/is not listed as critical; and
• Intended time for the repairs to be carried out.
03.2.2 Work instructions, repairs in service, by crew

All outstanding repairs to be carried out by the vessel shall be planned and coordinated by
the Ships command and, where required, in cooperation with the Superintendent. If spares
and other materials are not available onboard, a requisition shall be forwarded to the
Superintendent.
All repair work shall be carried out in compliance with the instructions in the Health and
Safety Manual.
Reference; Chapter No. 05, “Preventive Activities”
03.2.3 Work instructions, repairs in service, by contractor

Contractors called in to carry out work on the Company’s vessels shall be taken from the
Company List of Accepted Suppliers. Whenever possible, the Superintendent shall obtain
quotations from at least two contractors.
Whenever contractors are used onboard, the instructions in the HR Fleet Manual shall be
observed.
Reference; Chapter No.03.3.24, “Supernumeraries” in the HR Fleet Manual
03.2.4 Work instructions, repairs in service, repair methods

If possible, permanent repairs shall be affected immediately provided this can be done safely
with the required spare parts and materials during the specific trading condition of the
vessel.
The following temporary repairs shall always be authorized by the Superintendent (unless
there is an emergency onboard):
• Soft patches, cement boxes or doubling plates on piping systems; and

• Cement boxes or doubling plates on bulkheads, decks or shell plating.
03.2.5 Work instructions, repairs in service, responsibilities
The Superintendent shall plan and coordinate all repair work with the vessel and shall notify
the Classification Society and other Statutory entities when required for survey of damages
and the finished repairs
04 SURVEYS
04.1 SURVEYS, BY COMPANY
In addition to the surveys of machinery and structural items as outlined in Chapter No. 01 of
this Manual, reference is also made to Health and Safety Manual.
Reference: Chapter No. 05.7, “Safety Inspections” and 09.1.1, “Health and Welfare
Inspections” in the Health and Safety Manual
04.2 SURVEYS, BY THIRD PARTIES

04.2.1.1 Responsibilities, PSC and vetting inspections

The SHEQ Department coordinates Port State and Gas/Oil companies vetting inspections.
Follow up on technical deficiencies is the responsibility of the superintendent.
04.2.1.2 Responsibilities, classification and statutory surveys

The Superintendent coordinates all surveys by the Classification Society and the Flag
Administration (if different).
04.3 SURVEYS, CLASSIFICATION SOCIETY AND FLAG

ADMINISTRATION
04.3.1 ANNUAL SURVEYS

The Classification & Statutory Annual Surveys have a window starting 3 months before the
Certificate Anniversary Date and ending 3 months after the Certificate Anniversary Date.
This means that effectively, the surveys can be carried out within a timeframe of 6 months.
As various Safety & Fire-fighting Equipment is to be serviced and / or inspected as part of

the Annual Surveys, timely organization of such activities is required before the actual Class
& Statutory Surveys can be carried out. Therefore, the following Instruction is to be followed;
1. Upon opening of Survey Window: Servicing of all Safety & Fire-fighting Equipment as
required for the Annual Survey, a.o. Servicing of Survival Craft launching devices,
liferafts, fixed and portable fire-fighting equipment, etc. shall be organized and carried
out. The vessel is to be instructed to review their records of inspections.
2. One(1) month BEFORE Certificate Anniversary Date: A review shall be made in
order to ascertain that all required servicing / inspections are satisfactorily completed.
In case this is affirmative, Class shall be invited and surveys are to be scheduled just
before or around the Certificate Anniversary Date.
3. The Window of 3 months AFTER the Certificate Anniversary Date shall ONLY be
used in case the vessel is trading in an area with limited Class Surveyors availability
or completing any Conditions of Class.
4. In all cases: Class & Statutory Annual Surveys shall be fully completed within one(1)
month after the Certificate Anniversary Date.
04.3.2 INTERMEDIATE SURVEYS

The Classification Intermediate Surveys are to be carried out between the 2nd & 3rd
Certificate Anniversary Date, however a window of 3 months BEFORE the 2nd Certificate
Anniversary Date and 3 months AFTER the 3rd Certificate Anniversary Date is to be taken
into account. This means that the Intermediate Survey has a total window of 18 months.
The Intermediate Survey shall be commenced at the time of the 2nd Annual Surveys and
shall be ultimately completed upon completion of the Intermediate Bottom Survey.
04.3.3 BOTTOM (DRY-DOCKING) SURVEYS

A Bottom Survey is required two(2) times in a 5 year period, with an interval not exceeding 3
years between Bottom Surveys. A Bottom Survey is required as part of the Special Survey
for all vessels.
04.3.3.1 Intermediate Bottom Surveys:

1. The Intermediate Bottom Survey shall commence NOT LATER than 30 months after
the previous Bottom Survey (part of the Special Survey) or the date of completion of
the previous Special Survey. Any deviation from this Instruction shall have the explicit
written approval of the Fleet Director.
2. Preparations for dry-docking, including the preparation of a dry-docking Specification,
ordering of important parts, etc. shall commence NOT LATER than 3 months before
the scheduled Intermediate Bottom Survey.
3. Ultrasonic Thickness Measurements required for the Intermediate Survey shall be
carried out during the time of the 2nd Annual Surveys, as far as practical and
depending on vessel’s size, age and condition. In case Water Ballast tanks Coating
Condition is assessed as FAIR or POOR, all required Thickness Measurements shall
be carried out at the time of the 2nd Annual Surveys.
4. In all cases, a Risk Assessment shall be carried out for all Thickness Measurements
and Thickness Measurements within the Gas Zone shall only be carried out using an
intrinsically safe device. In General, the procedures for a camera permit shall be
followed.
04.3.3.2 Bottom Surveys as part of the Special Survey:

1. The Bottom Survey as part of the Special Survey shall be commenced NOT LATER
than one(1) month prior to the Classification Certificate Expiration Date (i.e. date of
completion of the previous Special Survey). Any deviation from this Instruction shall
have the explicit written approval of the Fleet Director.
2. Preparations for dry-docking, including the preparation of a dry-docking Specification,
ordering of important parts, etc. shall commence NOT LATER than 3 months before
the scheduled Bottom Survey.
3. As part of the preparation of this Bottom Survey, the previous Dry-docking Report
shall be specifically reviewed for any near off-spec. or off-limit measurements (e.g.
rudder pintle, anchor chain, etc.)
4. Ultrasonic Thickness Measurements required for the Special Survey shall be carried
out during the time of the 4th Annual Surveys, as far as practicle and depending on
vessel’s size, age and condition. In case Water Ballast tanks Coating Condition is
assessed as FAIR or POOR, all required Thickness Measurements shall be carried
out at the time of the 4th Annual Surveys.
5. In all cases, a Risk Assessment shall be carried out for all Thickness Measurements
and Thickness Measurements within the Gas Zone shall only be carried out using an
intrinsically safe device. In General, the procedures for a camera permit shall be
followed.
04.3.4 SPECIAL SURVEY
The Special Survey shall be completed within 5 years after the date of build or after the
crediting date of the previous Special Survey. If the Special Survey is completed within 3
months prior to the 5 year due date, then it will be credited to agree with the effective due
date. E.g.: The Special Survey is due in December 2012. The Special Survey is completed
in October 2012, then the next due date of the Special Survey will be December 2017. The
Special Survey may be commenced at the 4th Annual Surveys and to be continued with a
view of completion by the due date. This means that the Special Survey could actually be
commenced at the beginning of the window of the 4th Annual Surveys. This means
effectively that there is 15 months available to complete the Special Survey! However, if the
Special Survey is commenced prematurely (i.e. prior to the 4th Annual Surveys), then it is to
be completed within 12 months.
Ultrasonic Thickness Measurements required for the Special Survey shall be carried out
during the time of the 4th Annual Surveys, as per above. The Special Survey is to be
completed at the time of the completion of the Bottom Survey required for Special Survey, as
far as practical.
04.3.5 TAILSHAFT SURVEY

Tailshaft Surveys shall coincide with the Bottom Survey required for Special Survey. If such
is not the case, the Tailshaft Survey is to be completed at the time of the next Bottom Survey
as part of the Special Survey.
04.3.6 BOILER SURVEY

Waste Heat or oil Fired Boilers are to be surveyed every 2.5 years. This Survey is to
coincide with both Bottom Surveys. If such is not the case, same shall be aligned, taking into
account that an Extension of 6 months of the Boiler Survey may be granted, however this
requires a Class Surveyors attendance.
04.3.7 SURVEY EXTENSIONS

Any (request for) Extensions of Surveys or Certificates shall be avoided, but in case required
shall have the explicit written approval by the Fleet Director.
04.3.8 SUPERINTENDENT’S ATTENDANCE

The Technical Superintendent (TS) shall be present on board during all Annual,
Intermediate, Bottom & Special Surveys and shall actively assist the vessel’s command
during these Inspections. It shall be clear that the ultimate responsibility for the condition of
the vessel and the effective completion of all Surveys rests with the Master. In case
attendance during above Annual Surveys on board is not possible / practical, the Technical
Superintendent shall timely inform the Manager Repair & Maintenance of same. However, in
case the TS is not able to attend, at least twice daily the TS shall contact the Master & Chief
Engineer by phone on the proceedings. At all times the TS shall ensure that at the
completion of the Surveys and/or upon disembarking of the Class Surveyor, a (preliminary)
Survey Report shall be left on board and be immediately forwarded to the TS for his
immediate review.
04.3.9 DEALING WITH CONDITIONS OF CLASS

When a Condition of Class or Memorandum was issued during attendance of a Class
Surveyor, or Surveys could not be completed during the Class Surveyors attendance, the
wording of the CoC, Memoranda and/or items to complete Surveys shall immediately be
reviewed by the TS together with vessel’s command in order to ensure that its contents are
clear & correct . If this is not the case, clarification shall be demanded from the Class
Surveyor before his disembarkation. In addition, the time frame given for rectification shall be
reviewed for being practically possible.In case all clear, it shall be the responsibility of the TS
that the Condition of Class is being timely rectified and deleted from the Class records prior
to the Expiration date of same.
04.3.10 ARRANGING CLASS SURVEYOR’S ATTENDANCE

Attendance of a Class Surveyor shall be arranged with sufficient notice and shall be for
routine Surveys not less than 72 hours prior to the required time of attendance. The request
for attendance shall be made through the different Classification Societies websites. In case
no confirmation is received back within 8 hours after the request, a follow up telephone call
shall be made with the relevant Surveyors office. In case of an imminent need of Surveyors
attendance on board, same shall be requested by phone to the relevant surveyors office,
followed up by an email and / or on-line request. In all cases, it shall be ensured that the
attending Surveyor shall be in the possession of the TS contact details.
04.3.11 REPORTING DAMAGES

Classification Rules demand that all damages and significant changes to the vessel’s
condition that are affecting Classification of the vessel are to be reported by the Owners to
Class. In case of such Damage, the Owner shall submit the proposed repair and related
procedures to Class prior to commencing the repair.
This practically means that :
1. Damages affecting Class shall be reported to Class and Surveyors attendance

arranged
2. A Repair plan shall be submitted and discussed with Class prior to
commencement of the repair. At that time, materials subject to Classification tests
shall be verified by the Surveyor.
3. Upon completion of the repair, class shall be invited to attend the vessel, inspect
the repair, witness tests and delete the Condition of Class in case all found
acceptable
05 SCHEDULED REPORTING
05.1 TECHNICAL DEPARTMENT REQUIREMENTS
05.1.1 Administration Workbook
The Technical department administration consists of the following worksheets:
• Monthly Status of Statutory and class certificates;

• Summary list of running hour;
• Running hours of main engine component;
• Lubrication oil consumption;
• Paint consumption list;
• Cargo equipment report;
• Monthly list of outstanding repairs , refer to Chapter No. 4.1.2 below;
• Performance Report Main Engine; and
• Cooling Water test data log.
Reports shall be completed and sent to the Company on a monthly basis.
05.1.2 Outstanding repairs

In order to keep track of important repair work and to ensure effective follow-up, a record of
outstanding repairs is available from the PMS.
The main difference being that the listed items answer to the following criteria:
• Unscheduled job (e.g. leaking seal, broken hose provisionally repaired, etc);
• Scheduled, yet overdue job, but spares still on order (listing such items shall also
serve as extra reminder);
• Problem is recurrent and advice of shore organizations has been sought. This may
explain the lack of spares (damaged parts, stand-by equipment now in service);
• Any important problem for which the office has been contacted but for which an
immediate solution is not yet available (e.g. damage involving “hot” work but vessel
not gas free); and
• Repair and maintenance that could not be executed due to prolonged adverse
weather conditions or very busy sailing schedule (but in itself does not compromise
reliability and safety of components and systems). Such cases shall be proven by
Logbook entries.
Items that should not appear on this list are maintenance and (minor) repair jobs that are
done in conformance with the Periodical Maintenance System and are on schedule.
Should any comment from the Company be deemed necessary same is to be included on an
attachment with clear cross reference on both the form and attachment.
Every month the list shall be comprehensive i.e. all previously reported and not satisfactorily
addressed items shall be included. The list shall be computerized.
05.1.3 Oil samples

The Chief Engineer shall take oil samples and send these to the supplier for analysis as
stated in Chapter No. 011.1.1 of the Engine manual.
Reference: Chapter No. 011.1.2, ˝Lubrication oil, sampling˝ in the Engine Manual
05.1.4 Requisitions
Requisitions should be made in STAR IPS. For parts not registered in STAR IPS a manual
form must be used. This form can be found in: STAR IPS / Forms / Requisition form.
In case requisitions are postponed or cancelled by the Technical Department (TD), TD shall
return the requisition form to the vessel stating the reason for cancellation or postponement.
06 DRYDOCKINGS
06.1 DOCKINGS, GENERAL
06.1.1 Dockings, general, notifications

The Superintendent shall, as early as practical, before the scheduled docking is planned,
indicate to the Operations Department preferred docking period and area.
06.2 DOCKINGS, PLANNING AND PREPARATIONS

06.2.1 Dockings, planning and preparations, vessel
The vessel shall ensure to have the complete list of docking items forwarded to the
Superintendent well in advance of the intended docking period. For each listed items the
following information shall be provided:
• Work to be carried out;

• Exact dimensions and material;
• Exact location of the work;
• Situation sketch / diagram or drawing number
• Removals for access
• Staging required; and
• Extra light and ventilation required.
The Superintendent shall include in the specification revision of vessel’s drawing where
there are changes or modifications to systems and components.
06.2.2 Dockings, planning and preparations, company
The Superintendent shall ensure that the list of items from the vessel in all respects is
complete enabling the yards to make a firm quotation.
06.2.3 Dockings, quotations

The quotations shall be evaluated with the total deviations costs for each yard included.
06.2.4 Dockings, awarding the contract

The Fleet Director shall approve the final quotation with all costs included (for yard services
and items with no fixed prices the Superintendent shall make estimates).
06.3 DOCKINGS
06.3.1 Dockings, safety onboard
During the yard period the master remains responsible for all aspects of safety onboard.
Total project safety is the combined responsibility of the Master, Safety Officer and the yard
project manager or if relevant, the yard safety representative.
Seafarers shall report any unsafe acts and condition to the Master or the Safety Officer who
have the responsibility to stop any activity which in their professional judgment is not
considered to be safe. Such actions shall be reported to the yard immediately.
The Master shall provide support to the Superintendent keeping abreast of the inspections
and repairs carried out to the vessel.
06.3.2 Dockings, safety regulations
The Superintendent shall make sure that the yard’s safety regulations are received prior to
arriving at the yard and are made know to all seafarers. Where the Company safety
regulations are the stricter of the two, these regulations shall be enforced for all work carried
out by the Company and the sub contractors invited by the Company.
06.3.3 Dockings, safety regulations, hazard identifications and near miss

The Company’s hazard identification and near miss activities shall continue throughout the
docking process. All observations shall immediately be reported to the Safety Officer who
shall take further actions, also towards the yard if this is required.
06.3.4 Dockings, safety regulations, risk assessments

All standard risk assessments to be used while at the yard shall be reviewed to ensure that
the additional hazards that may be caused by the presence of dock workers and sub-
contractors are accounted for.
06.3.5 Dockings, safety regulations, emergency preparedness

The Safety Officer shall review any repair work that temporarily will have an influence on the
following:
• Emergency routes inside the vessel and to shore;

• Fire detection and alarm systems; and
• Fixed and portable fire fighting systems.
Risk assessments may be required to account for the changes to original systems and
situations.
06.3.6 Dockings, safety regulations, enclosed spaces and hot work

The company’s permit to work system has been designed to be used during “day to day
operations”. Circumstances during shipyard periods can deviate strongly. These
circumstances can include, but not be limited to the following:
• Vessel is gas free,

• Moored but not close to a terminal,
• No cargo operations taken place,
• Work is carried out by people not being vessels crew,
• The shipyard is equipped with its own rescue team,
• Shipyards own permit to work system is implemented; and
• Status of safety regulations implemented.
Provided that the safety measures of the shipyard are considered to suffice and complied
with, the use of the shipyard tank entry procedures may be followed and company permits
for tank entries may not be required.
Prior to the shipyard repairs, the shipyards permit system is to be reviewed by the
superintendent and a risk assessment is to be made in order to verify whether the yards
permit system suffices and / or any additional measures are required.
As a minimum the following safety measures should be in place :

• Enclosed space is gas free

• Certified by the shipyard as “Safe to enter”
• Mechanical ventilated when hot work is carried out.
• Proper lighting is provided in the enclosed space
• Enclosed space is clean and free of mud.
• Tank entries are not done alone
• Communication established and tested with the duty officer
• Duty officer notified when enclosed space is entered; and
• Enclosed space entry discussed during safety meeting and safety measures as
agreed during the safety meeting are verified to be in place.
Measures are to be agreed with both the ship’s staff, the superintendent and the shipyard.
06.3.7 Dockings, safety regulations, spaces protected by CO₂

The Master shall in coordination with the Superintendent ensure that CO₂ systems for
enclosed spaces where work shall be carried out are positively secured against an
unplanned release. A confirmation to this effect shall be entered in Deck Log Book.
06.3.8 Dockings, security precautions

It assumed that the yard has an effective control system for visitors to the yard premises and
that yard workers are free to enter the vessel during the operational shift hours. Outside the
shift hours, however, the vessel shall operate with a gangway guard.
06.3.9 Dockings, main engine crankshaft deflections

The main engine crankshaft deflections shall be taken by the Chief Engineer when the
vessel is floating freely in the dock before and after the docking period.
06.3.10 Dockings, daily meetings

The Superintendent shall ensure that there are daily safety and coordination meetings held
onboard on a daily basis. The following Company staff shall be present:
• Superintendent;
• Master;
• Safety Officer;
• Chief Engineer; and
• Second Engineer.
06.3.11 Dockings, changes to the contract
All additions to the contracted work shall be evaluated based on;
• The item price;

• Importance of the work; and
• The influence on the project completion.
The Superintendent shall not accept additions before the above items have been clarified by
the Yard.
In connections with potential contract additions, the authority as per the Superintendent’s job
description shall not be exceeded.
06.3.12 Dockings, use of outside contractors

The Superintendent shall ensure that the yard receives a list of the specialist companies
which are directly contracted by the Company to carry out their assignments during the stay
at the yard. If such subcontractors are not selected based on a quotation process, the
Superintendent shall ensure that the prices are negotiated and judged to be fair.
06.3.13 Dockings, changes

Planned changes to structural items, equipment and systems shall be evaluated by the
Management of Change procedures prior to sending out the specification.
Unplanned changes that are effected during the repair period shall. if at all possible, be
evaluated prior to commencement of the work.
Such changes may also be subject to approval by the Classification Society and/or the Flag
Administration.
06.3.14 Dockings, reporting to the company
06.3.14.1 Dockings, reporting to the company, general

The Superintendent shall report the progress of the repairs daily by telephone or email to the
Fleet Director and provide feed-back on the following;
• Changes to the original contract;

• New defects detected;
• Progress and potential delays;
• Safety incidents; and
• Others of interest.
06.3.14.2 Dockings, reporting to the company, final

The final report shall be completed no later than 2 months after having returned to the office.
The report shall contain, but not necessarily be limited to, the following:
• Copy of Management of Change activities carried out prior to and during the dry
docking period;
• Short summary of modifications carried out;
• All deviations from the contract, technically and financially;
• Performance of Company’s invited subcontractors;
• Performance of the Yard;
• Performance of Officers;
• Performance of ratings;
• Safety and security incidents;
• “Lesson Learnt”; and
• “Best Practices”.
06.3.15 Dockings, before filling the dock

Before filling the dock the Superintendent shall ensure that the following is carried out:
• A final inspection of the underwater area also to ensure that there is no foreign
material attached to any part of the vessel;
• Docking plugs in tanks are in place and secured;
• Sacrificial anodes are free from all paint and grease;
• Propellor free to move
• Rudder can move freely
• Grids for thrusters tunnels are firmly secured; and
• Grids are in place and secured on all sea chests.
06.3.16 Dockings, after filling the dock
The Master shall ensure that all tanks and compartments that have been opened are
inspected as soon as the water engulfs the vessel. Any leakage shall immediately be
reported to the Superintendent.
06.3.17 Dockings, acceptance of work

The Master shall use the vessel’s crew to assist and oversee the repair process as needed
to ensure a safe, quality job is received from the Yard and subcontractors including those
subcontractors hired by the Company.
The Superintendent shall ensure that all work carried out by the yard is inspected and tested
Where required, the Superintendent may delegate some inspection and testing work to a
Senior Officer.
The Superintendent shall further verify that all contracted work is carried out as required
including:
• Changes made to equipment and systems are accompanied by revised drawings,

updated manuals, and other relevant documentation;
• All areas where work has been performed are cleaned and free from debris;
• All components and systems are back in operational condition;
• All temporary fittings are removed and damage paint/coating is restored;
• Required test and measurements protocols are received; and
• Relevant certificates are received.
06.3.18 Dockings, before leaving the yard
Before leaving the yard, the Master shall, in addition to the normal departure routines,
ensure that the following is in order:
• All relevant trading certificates are renewed or endorsed as applicable;

• All tests and measurements protocols from the yard are onboard;
• Modifications are covered by revised drawings;
• Certificates for tests, services and calibrations are received;
• Sub-contractors reports/certificates are received;
• Vessel’s Survey, Test and Service Monitoring List is updated; and
• All main systems and components are tested.
06.3.19 Dockings, invoice

06.3.20 Dockings, invoice, preliminary
The Superintendent shall, if at all possible, discuss the preliminary invoice with the yard and
ensure that:
• Prices are in accordance with the contract also for additional items;
• Deleted items are not included in the invoice; and
• Possibilities for discounts are discussed;
06.3.21 Dockings, invoice, final

The Superintendent shall ensure that the final invoice is in compliance with the discussions
held in connection with the preliminary invoice and release the invoice for payment.
06.4 DOCKINGS, AFTER LEAVING THE YARD

06.4.1 Dockings, after leaving the yard
The Master shall ensure that the following is carried out:
• Public areas of the accommodation are cleaned as required; and

• All stores and provisions received onboard are checked as required (ISPS Code) and
put into safe storage including arranging for “first in- first out” for goods with date
limitations; and
• All defects/shortcomings concerning work carried out at the yard are immediately
reported to the Superintendent.
LIFTING AND LIFTING EQUIPMENT

Lifting and lifting equipment
01 VISION
This manual is written to provide the Master and crew a guideline on how to:
• Safely use and maintain lifting equipment;

• Train the crew in the handling of lifting equipment; and
• Plan and control lifting operations; and assess lifting equipment.
The management of Anthony Veder Rederijzaken B.V. is committed to ensure safe

lifting operations by ensuring proper maintenance, planning, operation and evaluation.

02 LIFTING EQUIPMENT
02.1 LIFTING EQUIPMENT, DEFINITION
Lifting appliances include any mechanical device designed to lift a load, such as:
• Cargo hose handling cranes, derricks, hoists and gantries;
• Accommodation ladders and associated cranes and hoists;
• Store cranes and hoist;
• Chain blocks, hand winches and similar mechanical devices; and
• Passenger lifts and hoists.
Lifting accessories are equipment designed to be directly or indirectly used to connect a load
to a lifting appliance such as:
• Wire slings;
• Steel chains;
• Fibre slings;
• Hooks and fittings;
• Swivels;
• Shackles; and
• Eyebolts.
02.2 LIFTING EQUIPMENT, GENERAL

The Master shall ensure that all lifting equipment is maintained in accordance with the
manufacturers’ instructions and that there is sufficient technical information available,
including the following:
• Length, size and SWL of the main falls;

• SWL of all fittings;
• Any boom limitations; and
• Frequency for replacing the falls.
The Master shall further ensure:

• All equipment used to support loads such as pallets and any lifting attachments
involved shall be inspected before use and confirmed in good condition;
• The SWL of any lifting equipment shall never be exceeded;
• No seafarer shall operate any lifting equipment unless being properly trained,
competent and has been duly authorized by the responsible officer; and
• Lifts shall be vertical and loads shall not be dragged along the deck or quay.
Note: Some equipment is marked with the Work Load Limit (WLL) instead of SWL. This WLL
is equal to the SWL and was originated to replace the SWL. Fibre slings are often marked
with the WLL.
02.3 LIFTING EQUIPMENT, IDENTIFICATION

02.3.1 Lifting equipment, identification, general
The Master shall ensure that each item of lifting gear is clearly and legibly marked with its
Safe Working Load and a mean of identification, except where such marking is not

reasonably practicable. In such cases, however, the Safe Working Load shall be readily
ascertainable by the user.
02.3.2 Lifting equipment, identification, derrick and cranes

The Safe Working Load (SWL), identification number corresponding to the number in the
lifting equipment register and any limiting conditions of the equipment shall be plainly and
permanently marked wherever practical.
The marking shall be durable, for example by incision or stamping. Any marking attached to
the equipment by the maker should remain in place. Removal of labeling will result in a loss
of certification.
Runners of cranes or derricks are not labeled but shall be recorded in the Lifting Equipment
Register with clear description on their location.
02.3.3 Lifting equipment, identification, gangways and accommodation ladders
Gangways and accommodation ladders on vessel delivered on or after 1 January 2010 and
new gangways and accommodation ladders delivered after this date, shall be marked at
each end with a plate showing the restrictions in use, such as;
• Maximum and minimum design angles of inclination;

• Design load;
• Maximum load on bottom end plate; and
• Maximum operational load if less than the design load.
Reference: Chapter No. 8.2, “Maintenance, Gangways and Accommodation Ladders in this
Manual
02.3.4 Lifting equipment, identification, steel wires and synthetic slings

A tag shall be attached to the wire or sling in such a manner that the tag does not in any way
interfere with the lifting operation, preferably in the eye of the sling, and in such a way it is
highly unlikely the tag will be lost during normal operation. The data on the tag shall consist
of the SWL and an identification number corresponding with the number in the Lifting
Equipment Register.
02.3.5 Lifting equipment, identification, other lifting accessories

Any other lifting equipment not mentioned in above shall be marked wherever practical. The
labeling of such equipment shall, as far as practicable meet the same standards as in 02.3.1,
02.3.2 and 02.3.3 above.

03 PUBLICATIONS
Reference is made to the following publications which are available on board:
• International Safety Guide for Oil Tankers and Terminals (ISGOTT); and
• Personal Injury Prevention (a guide to good practice) (P & I Club North of England)

04 ENVIRONMENTAL CONDITIONS
The use of lifting appliances onboard vessels can be greatly influenced by environmental
conditions over which the vessel has little or no control.
All persons involved shall be aware of the conditions that negatively can influence a lifting
operation such as:
• Sudden movement of vessel due to surges of passing vessels;

• Sudden movement of vessel due to wave pattern; and
• Movement of vessel due to cargo or ballast operations;
• Slippery deck surfaces due to water, ice or contamination on deck; and
• Wind conditions.
Such and other potential hazards shall be identified in the Risk Assessment and the required
safety measures shall be implemented. Only when risks are assessed to be low shall the
lifting operation be executed.

05 TRAINING
05.1 TRAINING, GENERAL
Lifting appliances and cranes in particular, have caused numerous human injuries and
damage to property onboard vessels due to noncompliance with manufacturer’s instructions
with regard to operation and maintenance.
All personnel who shall be involved in any lifting operation shall receive suitable training prior
to attending their first lifting operation onboard. No seafarer shall attempt to operate any
lifting appliance without the required training and authorization. The training shall as a
minimum cover the following:
• The required PPE under various conditions;

• The starting and safe operation of the lifting equipment;
• Inspections and tests to be done prior to use;
• Handling of wires, ropes, slings and loads used during a lifting operation; and
• Safety precautions before, during and after the lift.
The training shall be documented using the ‘Crane Handling Training Records. in the Crane
Certificates Binder.
All seafarers shall be adequately trained to be able to assist with lifting operations while
being aware of the potential hazards involved.
05.2 TRAINING, CRANE HANDLING

Crane handling training shall be provided for the operators of the following cranes or hoists:
• Midship crane;
• Store crane (aft);
• Life raft crane;
• MOB crane;
• Lifeboat crane / Lifeboat davit;
• Engine Room gantry crane; and
• Accommodation ladder and appendages.
The training shall be crane specific for all cranes because every crane has its own
operations, characteristics and Safe Working Load.
Training shall be provided by Officer or another person who have experience in operating
the cranes.
05.3 TRAINING, CONTENT

The crane handling training shall, in addition to what is mentioned in Chapter No. 5.1 above,
at least include the following crane specific elements:
Operation of the crane

The operation of the crane shall be clearly explained to ensure that a seafarer can safely
operate the crane. The location of the emergency stop button shall be indicated and the use
of the emergency stop system shall be demonstrated.

Safe Working Load (SWL)
Overloading a crane creates dangerous situations and can cause damage to crane, vessel,
and equipment in addition to human injury. If in doubt about the total weight of a lift, the
Chief Officer or the Master shall be consulted.
Standard hand signals

It is common use that other seafarers give assistance during crane operations and hand
signals will be often used to indicate which actions a crane operator shall take. Training shall
be provided in using and understanding the standard hand signals.
An overview of the standard hand signals can be found in the vessel’s Lifting Equipment
Certificate Binder and poster at the main corridor.
Reference: Lifting and Lifting Equipment Certificates Binder Chapter No. 02

06 MAINTENANCE
06.1 MAINTENANCE, GENERAL
All lifting appliances and accessories shall be included in the Planned Maintenance System
(PMS). The PMS shall strictly follow the manufacturer’s instructions. Maintenance shall only
be carried out by a competent person with knowledge about the equipment, its operation and
potential defects.
All lifting appliances and accessories shall be visually examined before use.
06.2 MAINTENANCE, GANGWAYS AND ACCOMMODATION LADDER

INSPECTION
Gangways and accommodation ladders shall be inspected for weaknesses every time they
are rigged and in addition be subject to periodical inspections as follows:
• Monthly:
• Annual; and
• 5 yearly.
The maximum inclination from the horizontal shall not exceed the figures below unless the
gangway or accommodation is designed and marked with a greater angle of inclination:
• Gangways, 30º; and
• Accommodation ladders, 55º.
The following shall also be observed:

• Where a person can fall to the sea from the gangway or accommodation ladder or fall
between the vessel and the quay, a safety net shall be rigged;
• The gangway shall not be secured to the vessel’s guardrails unless designed for
this purpose; and
• If positioned through the bulwark or railings any remaining openings shall be
protected.
For actual inspection and maintenance, refer to the Maintenance, Dry docking and Repairs
Manual
Reference: Chapter No.01.17, “Maintenance, Gangways and Accommodation Ladders” in

the Maintenance, Dry docking and Repairs Manual
06.3 MAINTENANCE, MASTER’S RESPONSIBILITY

The Master shall ensure that all appliances and their accessories used for lifting, lowering
and handling loads on the vessel are inspected and tested in compliance with the
requirements of the vessel’s Flag Administration, Classification Society and the Company as
outlined in this Manual.
06.4 MAINTENANCE, OPERATOR’S RESPONSIBILITY

The operator shall ensure that the scheduled maintenance, inspections and tests of the
equipment has been carried out before attempting a lifting operation. Noncompliance with
these requirements renders the equipment inoperable.

06.5 MAINTENANCE, SLING AND WIRE EVALUATION

06.6 MAINTENANCE, ANNUAL SURVEY

The annual inspection shall cover the inspection and function testing of all the lifting
appliances and accessories onboard. A careful inspection shall uncover:
• Any structural deformations or cracks;

• Corrosion; and
• Abnormal wear and tear of moving parts.
The wires on all cranes and hoists (included of the accommodation ladder) and loose wire
ropes and slings shall be carefully checked for defects.
The annual inspection and function testing may be carried out by the Chief Officer or the
Chief Engineer provided they have experience with the equipment and are capable of
evaluating the conditions of all parts.
Reference: Chapter No 011, “Assessment of Mooring Ropes and Wires” in the Mooring and
Anchoring Manual
06.7 MAINTENANCE, 5 YEARLY SURVEY

The 5-yearly inspection and testing shall be carried out by a certified company.
06.8 MAINTENANCE, RECORDS

Records shall be maintained of all inspections and maintenance carried out on lifting
equipment.
Also included in the records shall be any repairs or modifications carried out.
Reference: Lifting Equipment Certificate Binder, Chapter No. 03

07 LIFTING OPERATIONS
07.1 LIFTING OPERATIONS, LIFTING PERSONNEL
Lifting of personnel using the vessel crane(s) shall only be considered in an emergency
situation.
07.2 LIFTING OPERATIONS, PREPARATIONS, GENERAL

07.2.1 Lifting operations, preparations, identifying the participants
All lifting operations shall have:
• An operator;
• A supervisor;
• A signalling man where there is no direct and undisturbed eye contact with the
operator; and
• A number of helpers (no more than necessary for a safe execution).
07.2.2 Lifting operations, preparations, visual examination

The Master shall ensure that prior to use lifting appliances shall be inspected by the
supervisor and another competent person. The inspection of the equipment shall include a
check that all fittings are in good order and correctly rigged. All accessories to be used shall
also be carefully inspected.
07.3 LIFTING OPERATIONS, PREPARATIONS, HEAVY LOADS

07.3.1 Lifting operations, preparations, heavy loads, work permit
Any lift of loads above 500 kgs requires a risk assessment to be prepared. The risk
assessment shall be completed by the Supervisor and shall be approved by the Master.
Then following shall be at least included/evaluated in the risk assessment:
• Lifting appliance(s) to be used;

• Exact location of the lift; from where to where;
• What shall be lifted;
• Estimated weight;
• How shall it be lifted;
• Experience of involved crew;
• Condition and testing of the used lifting appliances;
• Arrangements for communication
• Time for commencement and expected duration; and
• Any restrictions or conditions such as wind and vessel’s movement.

07.3.2 Lifting operations, preparations, heavy loads, test

Prior to any heavy lifts, the lifting appliance shall be tested including all controls, stops,
brakes and safety devices and the result recorded in the Lifting Equipment Certificates
Binder Chapter No. 3.
07.3.3 Lifting operations, preparations, heavy loads, preparing the operational area
Prior to the lift the pickup and landing area shall be inspected to ensure that:
• There are no obstacles that can interfere with the lift;
• There is no equipment in the vicinity that can be damaged by e.g. a swinging load;
• There are no hazardous liquids in the vicinity of the lift;
• There are no snow, ice or slippery surfaces;
• Only the required personnel are present; and
• The lift and landing area are marked to keep unauthorized persons away from a
potential hazardous area.
07.3.4 Lifting operations, preparations, heavy loads, toolbox meeting

Work with lifting appliances involving heavy loads shall not be commenced until a toolbox
meeting with all participants has been held. The Supervisor shall call the meeting after the
work permit has been approved. During this meeting, the Supervisor shall present the lifting
plan where at least the following has been evaluated:
• How to attach the load and what type of equipment shall be used for this purpose;
• Are steering lines required and if yes, how many and held by who;
• The type of communication to be used;
• If a signaling man shall be used only this person shall communicate with the
operator;
• Hand signals to be used are agreed and known by both parties (see Lifting
Equipment Certificates Binder Chapter 2);
• The results from the risk assessment including any environmental restrictions and the
PPE to be used; and
• Experiences from a similar lift in the past.
Reference: Lifting Equipment Certificate Binder Chapter No. 02
07.4 LIFTING OPERATIONS, EXECUTION

07.4.1 Lifting operations, execution, operational precautions
• At no time when a lifting appliance is in operation shall the controls be left
unattended, locked or tied back in an operating position;
• The operator shall operate the equipment in a controlled and steady manner;
• Controls on all lifting appliances shall be clearly marked with their function. A simple
set of arrow directions may be suitable;
• Safety devices fitted to a lifting appliance shall be in its operating position throughout
the lifting operation;
• When work with any powered lifting appliance is complete or temporarily suspended
and the operator leaves the scene, the main power supply to the equipment shall be
isolated; and
• When not in use, the lifting appliance shall be safely stored or secured.

07.4.2 Lifting operations, execution, safety precautions

The following shall be strictly observed:
• No person shall under any circumstances stand, sit or walk under a hanging load;
• No unauthorized persons shall be allowed in the lifting area;
• All authorized persons shall stand well clear of the load and in such a way that they
cannot be caught between a swinging load and a fixed object;
• Never attempt to push or hold back a heavy load with excessive strength;
• Wearing required PPE, such as:
 Helmet;
 Safety shoes;
 Gloves; and
 Safety goggles when dust or small particles may be released.
• Ensure the load is properly secured before commencing the lift;
• Lift the load only a short distance from the pickup place and check if securely
balanced; and
• Ensure that the hoisting line is not wrapped around the load.
07.4.3 Lifting operations, execution, signalling man

One person shall be appointed as signaling man giving directions to operator of the lifting
equipment. In an emergency situation all participants shall be able to stop the operation. The
following shall be observed:
• Under no circumstances shall the signalman be involved in any other activity during
the lifting operations;
• The signalman shall position himself in such a way as to have clear eye contact with
the operator and the lifting area (unless portable radios are used for communication);
• The signalman or operator shall abort the lift if other persons are interfering with the
signaling to the operator; and
• The signalman shall ensure to stand clear of the lifting zone.
07.4.4 Lifting operations, execution, evaluation

All heavy lifts shall be evaluated and a short report shall be filed in Lifting Equipment
Certificates Binder, Appendix3 together with a copy of the lifting plan.

08 MANUAL LIFTING
Reference; Chapter No. 04.3, “Lifting and Carrying” in the Health and Safety Manual

09 APPENDICES
The following appendixes can be found in the Lifting Equipment Certificate Binder:
• Appendix 1 Lifting arrangements(s)
• Appendix 2 Standard hand signals
• Appendix 3 Records and certificates
• Appendix 4 Records of crane handling training

INVESTIGATION AND ANALYSIS MANUAL

Investigation and analysis manual
01 VISION
The accident, incident and near miss investigation system is designed to:
• Establish exactly what happened, when, where and with what consequences;
• Evaluate the direct, surface and root causes; and
• Identify any risk reducing measures required to avoid recurrence.
A systematic search for causes, an effective corrective action process and active
participation by the Senior Management are steps initiated to achieve the Company’s main
objective in the safety, health, environment and quality activities:
• No accidents;
• No damage to property;
• No spills; and
• No inconvenience to customers.

02 DEFINITIONS
02.1 INCIDENT
Any uncontrolled or unplanned event and therefore an umbrella term covering accidents and
near misses.
02.2 ACCIDENT
An uncontrolled or unplanned event, that resulted in an injury, damage, financial loss or

loss of reputation
02.3 NEAR MISS

An uncontrolled or unplanned event that did not result in an injury, damage, financial loss
or loss of reputation, but which under slightly different conditions could have done so.
02.4 NON CONFORMITY

Anything that does not comply with company, client and/or state policies and/or regulations
but did not result in an uncontrolled or unplanned event.

03 NOTIFICATIONS/REPORTING REQUIREMENTS
Reference: Chapter No.2.3, “Emergency Preparedness, Reporting Requirements” ” in the
Emergency and Salvage Manual”
04 IMMEDIATE CORRECTIVE ACTION

Once an accident has taken place, the vessel shall take all possible actions to mitigate the
situation and stop or limit a further escalation.
Certain relatively simple examples how to stop or limit certain leakages have been included
in the Emergency and Salvage Manual.
Reference: Chapter No. 020, “Containing Hull Leakages” in the Emergency and Salvage
Manual
05 INVESTIGATIONS
05.1 GENERAL
Persons that have been directly involved in the event shall not be part of the investigation
team. Investigations shall be unbiased and directed towards identifying the root causes in
order to be able to take effective corrective action(s). The objectives of every investigation
shall be to determine:
• What happened?
• Why did it happen? and
• What can be done to avoid recurrence?
05.2 PROCESS
The investigation process is described by the flowchart on the following page.


05.3 INVESTIGATIONS, REQUIREMENTS

05.3.1 General
All accidents, incidents if deemed necessary and defined in Chapter No. 02 shall be
investigated as shown in Chapters Nos. 5.3.3 and 5.3.4 below.
05.3.2 Impact levels

Incidents can be defined by three levels of impact. The level of impact will be the guide to
compose an investigation team.
LOW: First aid, onboard contained oil spills, hull scratches, dents not affected by class
conditions and no conflict of interest by the master.
MEDIUM: Oil spills overboard less than 0,2m³, Collision, any incident alongside a
terminal and Work related Medical evacuations or hospital treatments.
HIGH: Fatalities, Fire, Collision with external investigation parties involved, Oil spills
overboard more than 0,2m³.
Above are only guidelines, the fleet director can decide to deviate from above and classify
an incident to another impact level 5.3.3 and 5.3.4.
05.3.3 Investigations onboard, investigation team

Impact level Low Medium High
Investigation team leader Master SHEQ Officer SHEQ Manager
Investigation team members Senior Officer Master/Chief SHEQ Officer

Engineer
Master/Chief
Engineer
05.3.4 Investigations in the Office, investigation team

Impact level Low Medium High
Investigation team leader Head Head MT Member

Department Department
Investigation team members Department Department Department

member member member
SHEQ Manager SHEQ Manager
Head
Department

The above is a guideline and the minimum composition of the investigation team. Depending
upon the actual event, the team leader has the authority to add members to the team.
Any person being directly involved in an event shall not be part of the investigation team.
For all high risk events, the Managing Director shall appoint the investigation team.
05.3.5 Analysis
All accident, incident and major near misses shall be sent to the Company’s SHEQ
Department for a formal analysis and update of the statistics. The following shall be
evaluated;
• Report consistency with Company requirement;

• Thoroughness of the investigation;
• The identified causes;
• Possible breaches of Company or legislative requirements are included where
relevant;
• Immediate corrective action taken;
• Preventive action(s) suggested;
• Lesson learned; and
• Best practices identified.
05.4 INVESTIGATION LEVELS

05.4.1 Immediate
Following an accident an immediate initial investigation shall be carried out on location. If
this happens on a vessel at sea, the Master shall carry out an investigation even if it is clear
that there will be another investigation at a later stage. This shall be done to secure evidence
and hear witnesses while their memory is still fresh.
Information that may be helpful during an investigation is given in Chapter No. 07.
05.4.2 Formal
The formal investigation carried out by the investigation team may use the documentation
obtained by the initial investigations, but shall not be biased by its conclusion and shall
ensure to explore other likely scenarios and chain of events.
05.4.3 Exceptional
By very severe accidents involving multiple fatalities and or major damage to property and/or
the environment, an external investigation may be initiated by a Contracting Government
either where the vessel is located or whose flag the vessel is flying. Regardless of such
investigations, the Company will carry out its own investigation whenever possible.

05.5 INVESTIGATION PHASES

05.5.1 General
Any accident investigation consists of the following phases;
• Gather information;
 Secure the scene;
 Collect the facts
• Analyse the facts;
 Develop the sequence of the event;
 Identify the causes;
• Implement solutions
 Give recommendations;
 Prepare the accident investigation report.
Useful investigation information is collected in the Chapter No. 07.
05.5.2 Information gathering

The first priority in any accident shall be preventing further development of the event and
give medical treatment to injured persons. If the vessel is in port, the Coastal State may
have requirements for investigations in which the scene shall be secured and left
undisturbed. In all other cases, the following shall be undertaken:
• Determine the situation on the scene immediately prior after to the event;
 Harmful sources of energy at or in the vicinity of the scene;
 Who was present and their exact location;
 What were they supposed to do;
 What did they actually do;
 Other activities near the accident scene;
 What portable equipment was involved;
 What fixed equipment was involved;
 Local condition; light, ventilation;
 Weather conditions and sea state;
• Describe the situation on the scene after the event and in particular what had
changed;
 What harmful energy was involved in the event;
 Who was injured;
 Their exact location;
 What was damaged;
 Extent of damage;
 What equipment had shifted position;
• Hear any witnesses;
• Take photos (if possible) and/or make sketches;

• Collect documentation connected to the event;

 Entry/Work permits issued;
 Risk assessments done;
 Toolbox meeting held;
 Last scheduled maintenance of equipment/machinery;
 Survey/test of portable equipment used; and
 Any recent near misses or nonconformities in the same location and/or in
connection with the same or a similar activity; and
 S-VDR/ECDIS/ER Printer and echo sounder data.
05.5.3 Analysing the facts
05.5.3.1 General
Based on all the information collected including the witness interviews, determine the exact
sequence of how the event developed. Most accident are not caused by a single cause but a
chain of interrelated casual factors. Thus identify;
• Direct causes;
• Contributing cause(s); and
• Root causes.
05.5.3.2 Direct cause

The direct cause of an accident is in most cases an unplanned and harmful transfer of
energy or an environmental condition which the receiving object or person is not able to
absorb safely. In the Health and Safety Manual this is discussed in more detail.
Reference: Chapter No. 05.1.2, “Sources of Potential Harmful Energy”
05.5.3.3 Contributing causes

The contributing causes are unsafe behavior or acts and unsafe conditions or a combination
of them. The contributing causes are triggering the direct causes. Some examples are
shown below.
Investigators shall maintain objectivity throughout the investigation and never jump to
conclusions. A seemingly obvious cause that is determined early on may not be so
obvious when all circumstances have been evaluated. The purpose of the investigation
shall be to discover any minor and major factors which may have led to or contributed to
the accident, and not to assign individual blame.
Unsafe behaviour and conditions, the contributing causes, are symptoms of “hidden” design
or implementation mistakes in the system. Refer to the matrix below.

05.5.3.4 Root causes

Root causes are the fundamental causes which, if corrected, will prevent recurrence
of this and similar events. Root causes are mostly not only tied to one particular
occurrence, but may have implications to a wider range of possible occurrences.
Root causes are usually not barrier or control problems but weaknesses or
deficiencies in the identification, provision, or maintenance of the barriers/controls or
the administrative functions; thus the Management System itself.
Root causes are divided in two categories:
Those associated with the design of the Those associated with the implementation of
system the system
Looking for root causes is asking why something happened and continue to ask why until
one arrives at the most fundamental element in the system that failed.
Effect What caused it Cause
Broken leg Why? Fell on deck
Fell on deck Why? Presence of water on deck
Presence of water on deck Why? Leaking valve nearby
Leaking valve nearby Why? Failure of the gland
Failure of the gland Why? Incorrect maintenance
Incorrect maintenance Why? Lack of maintenance

instructions
Lack of maintenance Why? ………. Etc.

instructions
The root causes are the most basic causes that allowed the surface causes to exist. The
root causes existed before the surface causes.
If root causes are not identified and the underlying problem solved, the risk for a recurrence
is high. Therefore the investigation process shall be systematic and be carefully reviewed by
the Management Review for thoroughness and consistency.
Using the Cause and Effect diagram shown above, asking “why” on each of the casual
factors identified until the most basic cause have been found that allowed the surface
cause(s) to exist.

05.5.4 Implementing solutions
05.5.4.1 General
When the root causes have been identified, the weaknesses in the system, whether these
concern its design or the implementation, can be corrected.
When writing the report, the investigators shall clearly identify what evidence is based on
facts, partial facts, eyewitness accounts, or the investigator’s own assumptions in the
investigation report.
Corrective actions or improvements shall always carry an ultimate date and the name of
the person being responsible for the implementation.
Lesson learned from investigations shall be distributed throughout the Company and
when appropriate, shared with customers.
05.5.4.2 Responsibilities
Corrective actions following minor accidents without fatalities or hospitalisation of personnel
or property damage may be approved and implemented by the activity responsible person.
All major accidents investigations shall be dealt with by the Company’s senior management.
05.6 INVESTIGATIONS TECHNIQUES

05.6.1 General
The direct and surface causes are normally relatively easy to identify, care shall, however,
be exercised to make sure that all surface causes are identified. The root causes can be
more complicated to identify and the use of documented effective and systematic techniques
may in some cases be required.
Reference: Annex I, Chapter 8.3, “Investigation Techniques” of this Manual
05.7 TRAINING
The Company shall train a team of investigators in the office using an accredited training
facility. This team may then be used to train at least two persons onboard every vessel in the
fleet. All such training shall be documented. Gaining practical experience by forming part of
an actual investigation team is promoted and should be documented in the seafarers
appraisal form.

06 ANALYSIS, OPERATIONAL MATTERS

06.1 ANALYSIS, OPERATIONAL MATTERS, GENERAL
Feedback from the total fleet operations can give valuable input to the improvement efforts
provided this feedback is systematically collected and analyzed. The SHEQ Department in
cooperation with the data analyst shall carry out this analysis and issue quarterly reports of
all Company KPI’s which shall be input to the Management Review meetings.
06.2 ANALYSIS, OPERATIONAL MATTERS, SOURCES

06.2.1 The feed-back obtained from the following activities shall form the basis for a
thorough analysis of the Company safety and environmental performance:
• External audits and inspections;
• Vetting inspections;
• Port State Control inspections;
• Internal audits;
• Navigational audits;
• Navigational assessment of Officers;
• Superintendent’s major inspections;
• Visit reports, office personnel;
• Accident and near miss reporting system; and
• Drills and exercises;
06.3 ANALYSIS, OPERATIONAL MATTERS, GROUPING

The results from the above inspections and audits and all near misses and non-conformities
shall be collected and analyzed.
The summaries of these KPI’s shall be reviewed by the senior management in the
management reviews:
• Number of cargo or bunker fuel incidents resulting in pollution of the marine

environment;
• Number of cargo or bunker fuel spills contained on deck without pollution of the
marine environment;
• Number of cargo damages;
• Number of non-conformities and findings;
• Number of near misses
• Number of best practices implemented;
• Absenteeism in the office;
• Number of incidents and accidents in connection with:
 Lost Time Injuries (LTIs)
 Restricted work cases;
 First aid cases;
 Medical treatment cases;
• Number and total time of unscheduled off-hires:
• Number of machinery and hull damages; and

In cases where one particular vessel or a group of vessels is/are performing substantially
better than others, the potential causes for the difference shall be investigated. In this
respect, the following may be of interest:
• Comments from the Superintendents comparing their individual vessels’

performances; and
• Comparing the results from one Superintendent’s group of vessels with that of the
other Superintendents.
In order to evaluate changes to the management procedures and routines, the following may
be of importance;
• Identify best practices that can be used within one group and/or fleet wide; and
• Comparing results from internal audits/inspections with those from external
audits/inspections.
In connection with the analysis the influence of the following factors shall also be tried to be
evaluated:
• Nationality of Officers;
• Officers’ sailing period;
• Aggregated experience;
• Vessel’s equipment;
• Vessel’s age;
• Vessel’s trading area;
• Number of crew onboard;
• Vessel’s Superintendent; and
• Number of visits onboard by SHEQ and Technical Departments.
KPIs are plotted as trends and statistically compared. Negative trends shall be evaluated
and discussed with all parties involved, and corrective actions shall be carried out.
Any negative trend detected in an office department or on a vessel shall be subject to
special attention during the first subsequent scheduled audit.
06.4 ANALYSIS, OPERATIONAL MATTERS, GENERAL

OBJECTIVES
06.4.1 The feed-back obtained from normal operations and internal and external
audits and inspections shall form the basis for thorough analysis in order to:
• Detect trends;
• Identify root causes; and
• Initiate action or improvement plans for individual vessels, groups and the total fleet.

06.5 ANALYSIS, OPERATIONAL MATTERS, SAFETY OBJECTIVES

The main objective of the safety preventive activities is to break the chain or Domino effect
that leads to an accident. Since all harmful energy onboard cannot be removed, emphasis
shall be concentrated to remove, and if not entirely possible, reduce the number of unsafe
acts and conditions.
The Company’s preventive activities as described in the Health and Safety Manual Chapter
No. 5 is designed to remove the unsafe acts and condition and maintaining the vessels in
the green area of the flowchart shown on the following page.


07 INVESTIGATIONS
07.1 INVESTIGATIONS, INTERVIEWING WITNESSES
The interviewing of witnesses shall, if at all possible, take place shortly after the near
miss, incident or accident has happened. If there is serious injury to personnel, pollution
of the environment or major damage to property, witnesses are likely to be mentally
affected by the situation. Great care shall be exercised when interviewing such
witnesses. As a general guidance, the following shall be observed,
DO NOT
• Blame;
• Interrupt;
• Intimidate;
• Ask leading questions;
• Argue with;
• Use a recorder without consent;
• Make lengthy notes while the witness is talking; or
• Show personal emotions.
BUT DO
• Calm the witness down, if necessary;
• Explain clearly that the reason for the questions are to determine the cause of the
incident/accident, and NOT TO PLACE BLAME;
• Listen to the witness;
• Make sure that they understand questions;
• Record their exact words; and
• Make short notes; and
• Ask the witness to confirm that your interpretation of the story you have heard is
correct.
The interviewer shall ask open-ended questions that cannot be answered by a simple
“Yes” or “No” response. The questions will naturally depend on the circumstances, but
the following are some examples of questions that always shall be asked;
• “Where were you when the incident/accident happened?”
• “How close to the scene were you at the time?”
• “What were you doing at the time?”
• “What did you see and hear?”
• “What were the environmental conditions like (weather, light, noise, etc.)?” and
• “What were the involved seafarers doing at the time of the incident/accident?”

07.2 INVESTIGATION, TECHNIQUES

07.2.1 Investigation techniques, general
There are a number of systematic investigation techniques or methods that can be used.
Some are rather comprehensive and designed to be used in connection with complicated
events, others are relatively simple and do not require a large amount of training.
The most important in any investigation is not to jump to conclusions that may be seen
obvious at any stage in the investigation. The investigator shall be systematic in identifying
the chronological chain of events that caused the accident based on available physical
evidence and witness statements.
The investigation will have to establish the four (4) main ingredients of an accident:
• Potential source of harmful energy or an environmental condition;

• Human, property or environmental targets which were harmed by the energy or
environmental condition;
• The lack or failure of barriers established to separate the energy or environmental
condition from the targets;
• Unsafe acts or conditions which triggered the flow of energy and causing the
accident.
The absence of any of the above would have avoid the accident.
In the following pages some of the simpler investigation techniques are presented.
Searching on Incident or Accident Investigation will produce a lot of useful information.
There are many articles and books available also on the internet. One very good book
available at internet for free downloading is written by Professor C.W Johnson in 2003:
Failure in Safety-Critical Systems: A Handbook of Incidents and Accident Reporting
US Department of Energy has also prepared some excellent publications which are available
on the net, see also Chapter No. 8.3.3 7.2.3 below.
07.2.2 Investigations, techniques, cause and effect diagram

Cause and Effect diagram (created by Kaoru Ishikawa), sometimes also referred to a
fishbone diagram due to the form of the finished diagram, is well suited to solve a wide range
of problems or events. Brainstorming with a group of people is a powerful tool in creating
such a diagram. Discuss contributing factors under the four main headings as shown below;
more headings may be used if convenient.
For each contributing factor, ask ‘why’ until the basic or root cause(s) have been identified.

07.2.2.1 Investigations, techniques, change analysis

This technique focuses on determining the planned and unplanned changes that
were involved in the event. An accident free scenario is compared with the event
scenario and the contribution of the differences to the event is evaluated.

Event as it was Accident free, ideal State the difference Evaluate the effect of
carried out situation the difference(s)
07.2.2.2 Investigations, techniques, barrier analysis

Barrier Analysis is a systematic process that can be used to identify physical, administrative,
and procedural barriers or controls that have been put in place to prevent a harmful transfer
of energy or an environmental condition reaching a target.
A target in this concept can be:
• A person;
• A cargo;
• A piece of equipment;
• Third party property; and
• The environment.
Barriers, which also can be designed into a piece of equipment or system, are designed to
avoid that a hazard is hitting a target.
A barrier analysis shall address the following:
• Barriers that were in place and how each of them performed during the event;
• Barriers that were in place, but was not used;
• Barriers that were not in place, but were required; and
• Additional or reinforced barriers that would prevent a similar event in the future.
Barriers are divided into physical barriers and management barriers.
The physical barriers are all the safety devices and arrangements (including built-in) and
personal protective equipment that are in use.
Management barriers in this concept will be found on three levels:
• Event or activity level (preparation and supervision);

• Onboard, approval and authorization of events ; and
• Company (management system).
Included in the management barriers are the following:
• Company management system;

 Work procedures;
 Checklists;

 Hazard identification program;

 Risk assessment program;
 Work permit system;
• Group and individual training;
• Knowledge and skills;
• Direct supervision;
• Line management.
List all barriers in How did the barrier Why did the barrier Evaluate the effect
place perform fail
07.2.3 Investigations, techniques, events and causal factor analysis

Events and Causal Factor Analysis identifies the time sequence of a series of tasks
and/or actions and the surrounding conditions leading to an occurrence.
Reference:
J.R.Buys and J.L. Clark 1995 “Events and Causal Factors Analysis” US Dept. of Energy Ref.
DOE 76-45/14 SSDC-14

07.2.4 Investigations, techniques, control change cause analysis (3CA)

The 3CA investigation technique is developed by the Noordwijk Risk Initiative Foundation
located in Delft, The Netherlands.
The 3CA methodology of accident investigation is described by the Foundation as being, “ a

root cause analysis method designed to assist the investigation of accidents of any type. The
first stage of the analysis selects episodes of particular significance from the sequence of
events under investigation.
For the purpose of 3CA, a significant episode is one that markedly increases the risk of
unwanted events that might follow. 3CA can be used to analyse these episodes and
structure inquiries into the reasons underlying them.
This method is very systematic and when done correctly gives a very good overview of an
accident or event. A schematic sequence of the analysis is shown below:
(1) (2) (3) (4) The difference between the observed

and expected behaviour is because….
Significant Safety Priority Difference
Barriers & for between (5a) (5b) (5c)
Events Work Analysis situation in
Controls event and “Original Systems Organisational
expectations Logic” & Cultural
in (2) Factors
The most resent manual is the 3CA Manual B from 1997. This and 3CA Manual A can be
downloaded from the website mentioned below.
The 3CA can be found at the Foundation’s website: www.nri.eu.com/NR13

07.3 REPORTING AND INVESTIGATION CHECKLIST

No. Activity Comments Done
1 Coastal State Notification Within time limits stipulated with follow-up

reports as required
2 Notify the Company As soon as situation permits with later

updates
3 Attend to any personal injuries and If in port: Call the agent and the local P &
minimize damage to property and I Club representative
environment
4 Secure the scene If in port or coastal waters; The Coastal

State may have investigation
requirement, hence DO NOT disturb the
scene until authorized to do so.
5 Get an overview of the event and Take overview and close-up photos.
start to collect evidence Where size is important include a ruler or
a standard sized object as reference.
6 Identify and interview witnesses Prepare written witness statements and

have them signed.
7 Collect documentation • Work permits issued;

• Risk Assessments;
• Toolbox meeting held;
• Last scheduled
maintenance of
equipment/machinery;
• Survey/test of portable
equipment used; and
• Any recent near misses or
nonconformities in the
same location and/or in
connection with the same
or a similar activity.
8 Determine the chain of event Chronological order of events
9 Identify direct, surface and root Do not jump to conclusion early on in the
causes investigation
10 Prepare an overview of all findings Ensure to identify those findings which

are based on assumptions, either own or
from others

11 Prepare suggestions for corrective Minor accidents: The activity

actions Responsible Person can approve
corrective actions and handle the
implementation.
Major accidents: The Company SHEQ

Committee shall approve and handle
12 Identify “Lesson Learnt” and If major findings are identified, a separate

spread Company wide bulletin to be made instead of waiting for
next scheduled issue of the Fleet Report
13 Evaluate the effectiveness of the This evaluation shall be done 3-6 months
corrective actions after the implementation.

HUMAN RESOURCES (HR) MARINE

Human Resources (HR) marine
01 VISION
The Company’s vessels shall be manned by competent seafarers that are in possession
of all the certificates and licenses required by the Flag Administration and who are familiar
with international maritime regulations, ISO 9001:2008, and TMSA Guidelines.
Appraisals and promotions shall be based on individual’s professional skills and not be
biased by personal relationships.
Apart from the required statutory training, the crew shall receive systematic training to
increase their management system knowledge and shall, in addition to the skills required
by their position, receive detailed knowledge about the following:
• Company policies, objectives and targets;

• Company preventive activities and in particular hazard identification, risk
assessments and work permit system; and
• Nonconformity and near miss reporting systems.
All seafarers are expected to:
• Take an active part in efforts to continuously improve the Company safety,

environmental and overall performance on our way to safety and environmental
excellence;
• Actively develop themselves to improve individual and team performance;
• Demonstrate responsibility for own safety and the safety of colleagues and shall
assist in protecting Company and 3rd. party property;
• Assist and encourage less experienced colleagues;
• Adhere to safety regulations at all times; and
• Participate in the conservation of energy onboard.

02 HR ORGANISATION
02.1 ORGANISATIONAL CHART

02.1.1 Task Responsibility between offices
02.2 COMMUNICATION
02.2.1 Communication between offices
All communication between the offices shall be in English. The Branch office shall copy
the Rotterdam office on all communication with:
• The vessels;
• The Company’s agents; and
• AV Travel.
02.2.2 Communication, inter Company

The Manager HR (Marine) shall in the last quarter of each year prepare the following
documents for approval by the Management Team:
• Crew composition per vessel; and

• Crewing budgets;
The Manager HR (Marine) shall supply the MT with the following regular reports:
• Age profiling report (annual);

• Crew retention figures (monthly);

• Crew structural underperformance analysis (quarterly);
• Overview of matrix deficiencies, which are nonconformities (monthly)
• All non-fulfilment of any requirements in this and other Company manuals shall be
collected by the Manager HR marine and reported as nonconformities; and
• The Manager HR (Marine) or a person assigned by him is participating in the daily
Company information meetings.
The Manager HR (Marine) is participating in the quarterly and annual management

reviews.
02.3 OFFICE HOURS

The office hours are Monday through Friday from 0900 to 1730 hrs. It must be noted that
different time zones apply as detailed below:
• Anthony Veder Rederijzaken B.V. ,time zone is UTC +1 (daylight saving time UTC
+2); and
• Brach Office Jakarta, time zone is UTC +7 (no daylight saving time).
Daylight saving time is in effect from the last Sunday in March and ending on the last
Sunday in October.
02.4 NATIONAL HOLIDAYS

Apart from the list of national holidays available in both offices, each office shall send a
reminder to the other office one week in advance of an upcoming national holiday specific
for that country.
02.5 DUTY SYSTEM

Both offices shall operate with a duty system with a crewing officer on duty outside office
hours and in connection with national holidays. The duty person (DP) shall comply with
the Company’s Drug & Alcohol policy and shall at all times be available on the telephone
number assigned to the DP. The DP shall further be able to reach the office within 60
minutes in case of an emergency. The DP shall at all times be in the possession of the
following documents:
• Company Response Communication Plan and Branch Office Emergency Plan;

• Worldwide list of Company Agents;
• Contact numbers for Company’s Crewing Agents (Rotterdam office only).
02.6 EMERGENCY PREPAREDNESS

Each office shall ensure that an updated crew list for each vessel under its responsibility is
available in a digital copy version in the office at the end of each working day.
02.7 AUDITS
Both offices shall as a minimum be audited at least annually.

Reference: Main Quality Manual Chapter No.01.7.5.2, “Company management,

verification activities, internal audits”
02.8 MANNING AGENTS
Although recruitment and selection of certain seafarers are outsourced to Manning
Agents, HR Marine is accountable for the quality of the delivered services and will have to
monitor the process closely. HR Marine shall:
• Manning agents used for recruitment and placement service located in a country
which has ratified MLC, operate in conformity with a standardized system of
licensing or certification issued by the competent authority in that country.
• In those cases where a manning agent is used in a country that has not ratified
MLC, Anthony Veder must verify compliance by means of an audit.
• Ensure that the Manning Agents have a list of Company requirements to
competence, experience and language skills;
• Check randomly that all these requirements are met;
• Carry out an annual review of the crew selection and recruitment as carried out by
the Manning Agent;
• Ensure that there is an effective procedure in place to verify the validity of
certificates and documents;
• Ensure that Master and Chief Engineer are invited to the office and approved by
senior Company management before first employment; and
• Carry out as a minimum a thorough annual audit.
All non-fulfilment of Company requirements shall be recorded as nonconformity and be

forwarded to the SHEQ Department with a copy to the Manning Agent.
The Annual Review of the crew selection and recruitment by the Manning Agent as
mentioned above shall be done with input from the following departments:
• SHEQ;
• Technical; and
• Operation.
The review shall be documented and signed by all Heads of Departments.
The HR marine shall in cooperation with the SHEQ Department ensure that corrective
action is initiated and implemented. In cases of major nonconformities, the effectiveness
of the corrective action shall be confirmed by a (partial) audit.
02.9 COMPANY CODE OF ETHICS

All Company’s offices and Manning Agents contracted by the Company shall operate in
strict compliance with the Company’s Code of Ethics and the following shall be especially
observed:
• Employment by the Company shall not be traded for money or any other personal
services; and
• Company black list of seafarers not welcomed back to the Company shall not be
shared with any 3rd. party.

02.10 RETENTION RATE OF OFFICERS

The Manager HR marine shall at the end of each year prepare an overview of the
retention of Officers and Masters and Chief Engineers for the last two years. If the rate
falls below 80%, an investigation to uncover the reasons shall be initiated.

03 SHIPBOARD ORGANISATION

03.1 SHIPBOARD ORGANISATION, PROCEDURE

03.2 SHIPBOARD ORGANISATIONAL CHART

Master
Chief Chief
Cook
Officer Engineer
Second Second
Bosun Fitter
Officer Engineer
Third Third
AB Oiler
Officer Engineer
Junior Junior
Apprentice OS Wiper
Officer Engineer
Gas
Apprentice Steward Electrician
Engineer
Apprentice
NOTE: This is a general set-up which may vary across the fleet

03.3 WORK INSTRUCTIONS, SHIPBOARD ORGANISATION

03.3.1 Language
The Official company Language is English and shall always be used when people with a
different mother tongue work together or during any formal communication between the
vessel and a 3rd party
03.3.2 Accountabilities and responsibilities

Accountable Responsible
Deck and cargo Master Chief Officer
Safety Master Chief Officer
Medical Master Chief Officer
Machinery and maintenance Master Chief Engineer
Environmental matters Master Chief Engineer
Navigation Master 2nd. Officer
Radio communication Master 2nd. Officer
Catering Master Cook
03.3.3 Accountabilities and responsibilities, verifications

The Master shall randomly and physically verify that the delegated tasks are carried
according to the requirement and as instructed by the Master.
Other Officers who are delegating tasks to other officers or ratings shall also verify that the
delegated tasks are carried out as required.
Such random verifications are assumed to be more frequent when tasks are delegated to
new personnel.
Such verifications shall also be used to identify the need for additional training of individual
seafarers or groups.
03.3.4 Master’s responsibility

The Master is responsible for the vessel’s safe and efficient operation including cargo
operations, navigation, maintenance and crew management. The Master shall ensure that
the vessel complies with all statutory, regulatory and Company requirements. All persons
onboard at any time, seafarers, supernumeraries, guests and pilots are all falling under the
Master’s authority.
Reference: Appendix 1

03.3.5 Master’s overriding authority

The Master shall not be constrained by the management of the Company, the charterer,
operator or any other person in taking any action that, in the Master’s professional judgment,
is necessary to maintain the safety and security of the vessel. This shall include authority to
deny access to persons (except those identified as duly authorized officers of a Contracting
Government) and their effects and to refuse to handle cargo.
If, in the professional judgment of the Master, a conflict between safety and security
requirements applicable to the vessel arises during operation, the Master shall effect those
requirements in a manner where safety concerns override security concerns.
03.3.6 Master’s orders

In case the Chief Officer or Chief Engineer is convinced that in own opinion the execution of
any order given by the Master may be hazardous to personnel, the vessel, its cargo or
environment, the Officer is entitled to advise the Master, stating the reasons verbally or in
writing. However, the disputed order may be executed at the Master’s discretion. The Master
shall never be obliged to follow the advice of the Chief Officer or Chief Engineer.
When the Chief Engineer or Chief Officer submits own opinion in writing, the Master shall be
provided with an original and one copy. The Master shall acknowledge the receipt of the
original by endorsing the copy, and return the copy to the Chief Officer or Chief Engineer.
In the case of such a dispute, the Master shall inform the Company accordingly.
03.3.7 Onboard scheduled communication

The following standard communication shall always take place:
Meeting Frequency Objectives Members Documented

Ship Weekly Monitoring compliance Master, Chief Officer, Minutes of
Management with requirements, Chief and 2nd. Engineer Meeting
Team (SMT) status of outstanding (alternative 1st. Engineer if
items and Company’s relevant)
safety improvement
plans (see 03.3.8 for
details)
Safety and Monthly Monitor and discuss Safety Officer, one Deck Minutes of
Committee safety, Officer, one Engine room Meeting
(SC) Officer, Chief cook,one
rating deck and one
engine room rating

Meeting Frequency Objectives Members Documented

Planning Daily Discuss daily work to Master, Chief Officer, No
(See Health avoid conflicting Chief and 2nd. Engineer
and Safety activities (Gas Engineer when
Manual carried) and Bosun
Chapter
05.4)
Toolbox Prior to Review upcoming All participants of the Entry on the
Work activity, discuss activity Work permit
Permit responsibilities and
activities individual tasks to
avoid incidents or
accidents
03.3.8 SMT meeting

The purpose of the SMT meeting is to assist in the promotion of teamwork and a strong
safety, health and hygiene culture on the vessel, topics to be discussed do depend from the
circumstances on board and may include the following:
• Outstanding items from last meeting;

• Vessels’ itineraries and scheduled operations
• Planned activities coming week including the cooperation between the different
departments
• Safety issues, including nonconformities, near misses and corrective actions and
possibilities for improvement
• Environmental issues and possibilities for improvement
• Security issues and possibilities for improvement
• Crewing issues
• Major issues as raised by Safety Committee (SC);
• Problems with critical equipment;
• Feedback /important information received from the office; and
• Assignment of responsibilities for new tasks/actions.
Record keeping:
• A list of action points shall be maintained by all personnel attending the meeting,
• A note shall be made in the logbook stating the time the SMT was held and the
persons attending
As minutes of the meetings are not forwarded to the office, the relevant department in the
office shall be contacted In case any action from the office is expected.
03.3.9 SQC Safety Committee meetings

Reference: Chapter No. 03.3, “Safety Committee Meetings” in the Health and Safety Manual

03.3.10 Crew changes
03.3.10.1 Crew changes, general

All crew changes shall, when completed, be reported HR (Marine) Department with a copy to
the Jakarta office for Indonesian seafarers and the applicable Manning Agent. The report
shall contain:
• Date and place of the change;

• Name and rank of on and off-signers; and
• Any irregularities in connection with the change, especially with the required
documents, contracts, etc..
03.3.10.2 Crew changes, checking of documents.

In addition to the check of documents required to be carried out prior to travelling by the
crewing officer, the Master shall ensure that all documents are available and valid as
required when joining the vessel.
The review of the documentation should include the following:
• Certificate of Competence;
• STCW training;
• Vaccinations;
• Passport;
• Visa;
• Seaman’s book; and
• Medical examination.
All costs involved in the application of a visa are for the account of Anthony Veder
In case the masters verification shows that the on signer does not hold the required
documents to formally take over the responsibilities of the off signer, the master is to
postpone sign off until he is satisfied that all documents of the on signer are in order.
Upon review of the documentation the Master shall advise the following:
• HR (Marine) Department;
Before joining a vessel the crewing officer shall verify the following:
• Passports are valid for a minimum period of 7 months plus contract durations upon
sign on; and
• All other personal documents shall be valid for the contract period plus 6 weeks.
03.3.10.3 Crew changes, Dutch flag vessels

The following Procedure applies for change of crew on “Dutch Flag Vessels”
• Seaman’s book of the seafarer shall be completed by the Master;

• Ship’s articles in the logbook shall be completed;
• The “IMO FAL Form 5 crew list” to be used as muster list;
• The Muster list shall be amended, signed and dated by the Master;

• A digital copy of the new Muster lists shall be sent to crewing department by e-mail
within 24 hours of the change; and
• the original, signed Muster list shall be numbered (XXXX/yyyy/no.; e.g.
CMIL/2012/01) and kept on board for at least 3 years, A signed copy to be send to
the office by mail.
03.3.10.4 Crew changes, Liberian flag vessels

Reference is made to the binder “Maritime Laws and Regulations” as published by the
“Liberian Register” which is available in the Star IPS system.
• A digital copy of the new Muster lists shall be send to crewing department by e-mail
the office by mail.
03.3.10.5 Crew changes, Singapore flag vessels

• The Shipping Division, Mercantile Marine Office, Singapore must immediately be
notified of all changes of Officers and Ratings on board of a Singapore Registered
ship on electronic Form ENG 2A (E-Form)/Marinet.
• Fill up the “AGREEMENT AND LIST OF THE CREW” on board (written Agreement).
Every on/off signing shall be signed and dated by the master in the Agreement.
• The “AGREEMENT AND LIST OF THE CREW” shall be send to MPA Singapore
after the expiry date of the Agreement.
• Ship’s Articles in the logbook shall be completed.
• A digital copy of the new Muster lists shall be sent to crewing department by e-mail
the office by mail.
03.3.11 Position hand-over
03.3.11.1 Minimum hand-over periods

The minimum handover periods mentioned below shall be observed to ensure a smooth
transition. In addition, a minimum period of 2 weeks shall be observed between the crew
change unless they are rescheduled back to back to the same vessel in which case a
minimum period of 5 days applies for:
• Master and Chief Officer;

• 2nd. and 3rd. Officer; and
• Chief Engineer and 2nd. Engineer.
3.3.11.1.1 Minimum hand-over periods, Company and rank familiar officer

• The minimal hand over period for Company, vessel and rank familiar Officers is 4
hrs; and
• The minimal hand over period for Company and rank familiar Officers is one full port
call.

3.3.11.1.2 Minimum hand-over periods, newly promoted or recruited senior officer

• Newly promoted or recruited Master and Chief Engineer shall join the office for a one
day familiarization; and
• The minimal hand over period for newly recruited or promoted Master and Chief
Engineer onboard is 3 days.
• The minimal hand over period for newly recruited Chief Officers and 2nd Engineers is
one sea voyage including loading and discharging operations.
• The minimal hand over period for newly promoted Chief Officers and 2nd Engineers is
one sea voyage including loading and discharging operations unless he is familiar on
the vessel in which case the minimum hand over period is one full port call.
3.3.11.1.3 Minimum hand-over periods, newly promoted or recruited junior officers

• The minimal hand over period for newly promoted or recruited Junior Officers is 8
hrs.
3.3.11.1.4 Minimum hand-over periods, deck officer on ECDIS vessels

• Each deck officer sailing an ECDIS vessel for the first time shall take at least 4 hrs
additional time for familiarization with the system prior to taking on any navigational
watch responsibility.
3.3.11.1.5 Minimum hand-over periods, Second Officer on ECDIS vessels

• Each 2nd. Officer sailing an ECDIS vessel for the first time shall have a minimum
handover period of at least 3 days.
03.3.12 Change of command
03.3.12.1 Change of command, general

The Master to be relieved shall ensure to inform the relieving Master about any
shortcomings or problems in connection with:
• Any equipment;
• Crew;
• Cargo;
• Communication with Company; and
• Charterers.
03.3.12.2 Change of command, Letter of Confirmation

A Letter of Confirmation shall be prepared and signed by both the relieving and the relieved
Master. The Letter of Confirmation shall be forwarded to SHEQ@anthonyveder.com with the
following attached:
• Copy of the signed “Master’s Hand-over Report”.
A template of the “Letter of Confirmation” is available from StarIPS / Documents / Other

Documents / Forms / Letter of Confirmation.

03.3.12.3 Change of command, notifications
3.3.12.3.1 Change of command, notifications, Liberian Vessels

As per “Liberian Maritime Regulation” the Master shall send an official notification to the
Commissioner or a Deputy Commissioner of Maritime Affairs within 48 hrs of a change of
command on Liberian flag vessels.
In addition, the recordings mentioned in Chapter No. 1.1.3.2 below shall be made.
3.3.12.3.2 Change of command, notifications, Non Liberian Vessels

An entry in the official Deck Log shall be made recording the appointment of the new Master
and the Company’s Head Office, HR (Marine), shall be informed in writing immediately.
03.3.13 Position hand-over

Apart from the Master, the vessels are required to use the standard hand-over reports for the
following positions:
• Chief Officer;
• Chief Engineer;
• 2nd. Engineer (or 1st Engineer where relevant).
The Hand-over Reports shall be distributed as follows:
• Copy in vessel’s file; and

• Copy in PDF format to be forwarded to SHEQ@anthonyveder.com
The handover form from the Chief Engineer shall be forwarded together with his “The letter
of Confirmation”.
An entry in the official deck log shall be made recording the appointment of the new Chief
Officer in accordance with Flag Administration’s Legislation.
The Officer to be relieved shall ensure that the relieving Officer in all respects is fully capable
of taking over the responsibility for the position.
03.3.14 Communications in port

The Master shall ensure that the communication requirements for the port and the port
facility (terminal) are made known to all Watch Keeping Officers. The Master shall also be
aware of the communication requirements in connection with a security incident:
• Contact with the Port Security Officer (PSO); and

• Contact with the Port Facility Security Officer (PFSO).
03.3.15 Manning
03.3.15.1 Manning levels in port

The Master shall in each port decide together with the Head of Departments if shore leave
for any seafarer is possible. This minimum manning level is assessed to be sufficient to deal
with emergencies if they occur. The minimum as set by the company is a percentage of the

number of qualified persons as mentioned on the Safe Manning Certificate and is detailed as
per below instructions:
A minimum of:
50% of the senior officers must be onboard at all times
50% of the remaining officers must be onboard at all times
50% of the ratings must be onboard at all times
The following combinations are not allowed to leave the vessel at the same time:
Master and Chief Officer

Chief Engineer and Second Engineer
The master has to discuss the situation with the Technical Department or the SHEQ
department in those cases in which the master wishes to maintain a minimum manning level
which is less than set by the company. This will be assessed in a case by case manner.
Master (Ship Security Officer) shall not leave the vessel unless there is a replacement SSO
onboard and only if operations in the port are not influenced by his absence.
03.3.15.2 Safe manning & certification, company responsibility

The HR (Marine) shall verify that the certification of all seafarers is in compliance with the
following:
• STCW 95 (as Amended) & Flag Administration Requirements; and

• Company Ship Specific Manning standards.
03.3.15.3 Safe manning & certification, master’s responsibility

When a new seafarer is joining a vessel, the Master shall verify the validity of the following:
• Certificate of competence;
• Contract of Employment;
• Passport & Seaman Book;
• Medical examination;
• Additional training certificates.
• Vaccinations;
o Yellow Fever
o Typhoid
o Hepatitis A and B
o Cholera (unless specifically trading North West Europe)
Due to the limited availability of Typhoid vaccinations, these will only be made available by
the medical authorities to those seafarers whom are scheduled to sail for over 14 days in an
area that is designated as a high risk area for typhoid fever.

In case the Master detects any deviations from the above requirements this shall be
recorded as nonconformity and be reported via e-mail to the SHEQ Department with a copy
to the Manager HR (Marine).
03.3.15.4 Safe manning & certification, individual responsibility

The seafarer shall be responsible for the maintaining the validity of the following:
• Certificate of Competence;
• Contract of Employment;
• Passport & Seaman’s Book;
• Medical examination & Vaccinations;
• Additional training certificates as applicable; and
• (Ship management, Radar navigator, ARPA, Basic Safety, Proficiency in survival
craft, Medical care, Gas Course, Tanker Familiarisation, BTM, Watch Keeper,
GMDSS, Ship Security Officer In house training etc.)
Upon joining the vessel the seafarer shall be in possession of the following:
• Valid documentation as described; and

• Safety shoes (other PPE are available on board)
Safety shoes must comply to NEN EN 20345 (S3):
• Hardened nose
• Anti static
• Energy absorbent
• Water resistant
• Anti skid profile
• Impenetrable inner sole
• Oil resistant
A certificate binder is available from HR (Marine) Department and the Manning Agency.

03.3.15.5 Pregnancy
When female seafarers are pregnant the ILO and the Flag state regulations come into force.
According the Dutch flag state, a female seafarer is not allowed to sail the first 13 weeks of
her pregnancy and as from her 28th week of pregnancy. The company however will not
allow pregnant female seafarers to sail on board of its fleet and will endeavour to arrange
alternative duties a shore. The female seafarer is encouraged to indicate pregnancy
immediately to enable the company to take appropriate actions. When a female seafarer has
not indicated she is pregnant while on board or is not aware of this, the company is
indemnified from any consequences.
03.3.16 Crew administrative matters
03.3.16.1 Wage administration
3.3.16.1.1 Wage administration, crew employed by the Company
3.3.16.1.1.1 Wage administration, crew employed by the Company, monthly

information
The Master should provide the Company by e-mail with the following information on every
first day of the calendar month for each seafarer:
• Total amount of advances in Euro / Dollar; and

• Total overtime hours (Indonesian crew).
The Master shall ensure that seafarers do not exceed the total of their credit as specified by
the Company.
3.3.16.1.1.2 Wage administration, crew employed by the Company, work sheets

Work Sheets shall be filled in as appropriate, i.e. daily specific details of the hours worked,
compensation leave days etc., which is self-explanatory.
The Work Sheets shall be distributed as follows
• Copy to the Company;

• Copy for the Master's file; and
• Copy for the seafarer concerned
3.3.16.1.1.3 Wage administration, crew employed by the Company, wage balance

sheet
Wages balance sheets are issued monthly and are distributed by e-mail as follows:
• Copy to wages administration;

• Copy to HR (Marine) Department; and
• Copy the seafarer.
The seafarer may decide to:
• Remit the debit balance automatically with the next monthly allowance;
• Remit the amount to a nominated person;
• Cash the amount of the debit balance on board; or
• Leave the amount in the Company's custody until further notice.

The wages sheet contains information such as basic wages, wages on leave, overtime
compensation, additional payments, cumulative particulars, subtractions for social security,
wage tax, retirement fund, advances and monthly allowance, total leave days, etc.
Final calculation of an employee's wages by signing off shall be executed by the Company.
3.3.16.1.2 Wage administration, non Dutch ratings

In compliance with Maritime Labor Convention (2006), the following procedure for payment
of wages entered into force as per 11th January 2011:
• Each seafarer will receive a monthly allotment of 65% of the wages including overtime
into the bank account with payment date on the first working day after the 20th of each
month;
• Each seafarer has to take into account payment may be received in the account up to a
week after the payment date depending on bank transfer times;
• Each seafarer will receive the home allotment pro rate to the days spent on board in the
month of sign on;
• Each seafarer will have the right to ask for an on board cash advance of no more than
25% of wages with a max of 500 US$ or Euro as applicable to the contract, pro rata for
month of sign off and sign on;
• Each seafarer will have the right to ask for payment of the balance;
• Each seafarer will, upon signing off, receive the balance of the wages over the period on
board, which will be transferred to the account with the next monthly allotment;
• Each seafarer will receive the leave payments at home in full amount minus any
negative balance if applicable. With payment date at the 20th of each month;
• At the end of the leave period the seafarer’s final balance will be calculated and
forwarded to the account of the seafarer;
• Each seafarer may appoint a maximum of 3 bank accounts for forwarding wages;
• Each seafarer will receive 30 US$ or Euro as applicable to the contract to cover bank
charges independent on the amount of bank accounts designated by the seafarer with
all bank charges on these account being for the account of the seafarer;
• Each month the seafarer will receive a wage slip via the personal Company e-mail
account; and
• Each seafarer must inform the Company on the bank details by means of the
appropriate banking details form. This form must be typed, not hand filled to avoid
reading errors and handed over to crewing department before signing on.
Example;
A seafarer receiving total monthly wages on board of $1000, signing on 15th of January,
signing off 15th of May will receive as per below:
January:
Allotment; 65% of pro rate wages = 65% x $1000 x 15/30 = $ 325 to bank account
Cash; 25 % of pro rate wages = $ 125 in hands
Balance; Pro rata wages – allotment– cash = $50
February:
Allotment; 65% of wages = $ 650 to bank account

Cash; 25 % of wages = $ 250 in hands

Balance; balance last month + wages – allotment – cash = $150
March:
April;
May:
Cash; 25 % of pro rata wages = $ 125 in hands
Balance; balance last month + pro rata wages – cash = $725
1000
800
600 Wages
Allotment
400
Cash
200 Balance
0
Sign on
Feb
March
April
Sign off
15 May
15 Jan
3.3.16.1.3 Wage administration, non-EU officers employed by the Company

The payment of wages will follow the same procedure as mentioned for non Dutch ratings
above apart from the additional payment of the leave pay.
An officer receiving total monthly wages on board of $1000 and $500 on leave for 50% of the
contract duration, signing on 15th of January, signing off 15th of May will receive as per
below:
As for the non Dutch ratings for the months January through May with the following extras:
May
Leave pay (16-31 May) = $250
June:
Leave pay = $500

July
Leave pay 1-15 July = $250
1000
800
600
Wages
400 Allotment
200 Leave
Cash
0 Balance
Sign on 15 Jan
Feb
March
April
Sign off 15 May
June
July
3.3.16.1.4 Wage administration, crew employed by a Manning Agent
3.3.16.1.4.1 Wage administration, crew employed by a Manning Agent, overtime and

overtime planning
Last day of the month the Master shall provide by e-mail the HR (Marine) Department with
overtime made by all seafarers.
The maximum allowed overtime per individual of 140 hours per month shall not be exceeded
without the written approval of the Manager HR (Marine).
For observation of the Rest Periods required by ILO, reference is made to Chapter No.
04.10.8, “Compliance with Rest Periods” in this manual.
03.3.17 Declarations
03.3.17.1 Declarations, general

All declarations shall be submitted by using the Company’s “Declaration Form”.
• The Declaration form is available from HR (Marine) and the Manning Agency; and
• All declarations shall be supported by original vouchers and shall be in accordance
with valid rules and regulations and collective labour agreements.

03.3.17.2 Declarations, travelling expenses

Travelling expenses shall be declared directly with the Company. The Master is not allowed
to pay such expenses from the vessel’s cash.
In case a seafarer signing off would require cash advance to pay for his travelling expenses,
the Master shall include the advance in the “Deductions of Wages” list.
03.3.17.3 Declarations, visit to the Company

In case any seafarer is instructed to visit the Company or another organization during the
leave period, a written notice shall be sent to HR (Marine) Department.
03.3.17.4 Declarations, travelling days

Travelling days to and from vessels in connection with signing on or off shall be entered in
the Work Sheet. See 03.3.25 below.
03.3.18 Financial support

The Company is prepared under certain conditions to help seafarers with a loan to the
maximum amount of 1.000 USD. The loan may be granted by the Crewing Officer after
authorization by the Manager HR (Marine). Any loan beyond this limit shall be authorized by
the Company’s Management Team.
In order to apply for a loan the seafarer shall comply with the following circumstances;
• The seafarer must have a positive endorsement via the regular appraisal system for
re-employment; and
• The seafarer must be scheduled for a Company vessel.
The loan may only be used for the following purposes:
• To assist the seafarer to board the vessel (in which case the loan shall be deducted
from first wages after joining;
• To assist the seafarer in a study; and
• To assist the seafarer in a medical or family emergency.
Any loan shall be transferred to the seafarer via the wage department to ensure proper
payback. The loan shall only be paid out if the right bank form is attached to the loan
request.
Upon death, disability or sickness the funds on loan to the seafarer will be claimed with the
seafarer or his next of kin as applicable.
03.3.19 Study arrangements

The Company supports the training and education of its seafarers and is therefore willing to
provide financial support.
Study contracts shall only be given on an individual basis after authorization by the
Company’s Management Team.

If authorized by the Company’s Management Team, the Company is prepared to pay for the
studies and offer the seafarer a study contract which gives the seafarer the obligation to sail
with the Company for a period of 3 years after termination of the studies.
Study contracts may only be given under the following circumstances:
• The seafarer must have a positive endorsement via the regular appraisal system for re-
employment; and
• The seafarer must be scheduled for a Company vessel in direct continuation of his
study.
First time joiners, therefore, shall not be considered for a study agreement.
The study agreement may comprise of the following:
• Cost of the study up to max $2000 to be paid directly to the school by the Company;
• Cost for daily expenses up to a maximum of $250 per month to be made available to the
seafarer for the duration of the study up to a maximum period of 6 months; and
• Miscellaneous school expenses to a maximum amount $250 to be made available to the
seafarer.
In case of death or permanent disability, the Company will not claim funds made available to
the seafarer under a study agreement with the seafarer or their next of kin.
03.3.20 Medical
03.3.20.1 Medical examinations

All seafarers shall pass medical examination before the first assignment onboard and
thereafter annually. The medical examination shall be carried out in compliance with the
following:
• STCW 95;
• Flag Administration Requirements; and
• National “Occupational Health and Safety Requirements.
Details of the National “Occupational Health and Safety Requirements” can be obtained from
the Manning Agent or HR (Marine).
03.3.20.2 Sickness and injuries onboard

All cases of sickness and injuries causing inability of seafarers or supernumeraries to
perform scheduled work shall be reported by the Master to HR (Marine) immediately.
In order to respect the privacy of seafarer and supernumeraries a dedicated and protected e-
mail address shall be used by the Master for reporting sickness or injuries;
crewing@anthonyveder.com
Medical records are to be kept confidential in order to respect the privacy of the involved
seafarer or supernumeraries. Medical records shall either be kept in the master’s safe or in a
closed locker in the vessel’s hospital.

03.3.20.3 HIV and AIDS

HIV - the human immunodeficiency virus - is a virus that kills your body’s "CD4 cells." CD4
cells (also called T-helper cells) help your body fight off infection and disease. HIV can be
passed from person to person if someone with HIV infection has sex with or shares drug
injection needles with another person.
You can get HIV:
• By having unprotected sex- sex without a condom- with someone who has HIV. The
virus can be in an infected person’s blood, semen, or vaginal secretions and can
enter your body through tiny cuts or sores in your skin, or in the lining of your vagina,
penis, rectum, or mouth;
• By sharing a needle and syringe to inject drugs or sharing drug equipment used to
prepare drugs for injection with someone who has HIV; and
• From a blood transfusion or blood clotting factor that you got before 1985.
You cannot get HIV:
• By working with or being around someone who has HIV;

• From sweat, spit, tears, clothes, drinking fountains, phones, toilet seats, or through
everyday things like sharing a meal;
• From insect bites or stings; and
• From a closed-mouth kiss (but there is a very small chance of getting it from open-
mouthed or "French" kissing with an infected person because of possible blood
contact).
How can you protect you self?
• Don’t share needles and syringes used to inject drugs, steroids, vitamins, or for
tattooing or body piercing. Also, don’t share equipment ("works") used to prepare
drugs to be injected. Many people have been infected with HIV, hepatitis, and other
germs this way. Germs from an infected person can stay in a needle and then be
injected directly into the next person who uses the needle.
• For persons whose sexual behaviours place them at risk for STDs, correct and
consistent use of the male latex condom can reduce the risk of STD transmission.
However, no protective method is 100 present effective, and condom use cannot
guarantee absolute protection against any STD. The more sex partners you have,
the greater your chances are of getting HIV or other diseases passed through sex.
• Condoms used with a lubricant are less likely to break. However, condoms with the
spermicide nonoxynol-9 are not recommended for STD/HIV prevention. Condoms
must be used correctly and consistently to be effective and protective. Incorrect use
can lead to condom slippage or breakage, thus diminishing the protective effect.
Inconsistent use, e.g., failure to use condoms with every act of intercourse, can result
in STD transmission because transmission can occur with a single act of intercourse.
• Don’t share razors or toothbrushes because of they may have the blood of another
person on them.

03.3.20.4 Sickness and injuries onboard, reporting routines
Seafarer sick or
injured
Record the details

in the Medical Log
No Inform Company
Nature of sickness
Work related?
or injury and
personal details
Yes
Prepare an initial
accident report
and forward to the
Company
No
Time lost
No further action
(LTI)?
Yes
Inform Company
patient details and
possible duration
of inability to work
No
Doctor or
hospitalization
required?
Yes
Inform Company
about doctor/
hospital details
Carry out a full

investigation as
per Company
requirements
Inform Company
when returned to
work

03.3.21 Entertainment fund

The Company provides “Entertainment Fund” onboard vessels under full management. The
“Entertainment Fund” can be used for the following:
• Audio hardware;
• Computer game hardware;
• DVD, Video, CD, Audio Cassettes;
• Computer games;
• Books; and
• Body Health/Exercise equipment.
The “Entertainment Fund” shall be used for the benefit of the entire crew. The following
applies:
• The Manager HR (Marine) shall advise the vessels regarding the annual budget for
the Entertainment Fund;
• Every quarter the Master is authorized to withdraw a 25% of the annual
Entertainment Fund budget from the vessel’s cash-locker:
• The Master shall keep records of the expenses made;
• Beginning of every quarter (Jan 1st, April 1st, July 1st and October 1st) the Master
shall make a note on the cash statement;
• At the end of the quarter the Master shall report to the Company’s Financial
Administration the status of the Entertainment funds;
• At the end of the year the total record including original invoices shall be sent to the
Company’s Financial Administration; and
• The Entertainment Fund may in one or more quarters limit expenses thus allowing for
a bigger spending in the future. In such cases, the relieving Master shall discuss the
intentions with the new Master and the Company.
The entertainment fund is currently set at Euro 800 per year per vessel
03.3.22 Special allowances
03.3.22.1 Slop chest

The Master is NOT entitled to a slop-chest allowance.
03.3.22.2 Laundry allowance

Seafarers taking care of vessel’s laundry outside normal working hours will be paid an extra
allowance of 50 Euro.
03.3.22.3 Mentor Allowance

Each officer whom has acted as mentor for an Officer cadet is entitled to a mentor allowance
of;
• 40 Euro/50 US$ pro rate for the period in the month acted as mentor depending on
contract currency of the mentor.
The master is to inform AV wages at the end of the month on each officer which acted as
mentor for what period for AV Wages to arrange proper payout to the mentors account.

03.3.23 Visitors

03.3.23.1 Visitors in port

All visitors shall be checked according to the procedures in the Ship Security Plan (SSP). In
addition the following shall be communicated to all visitors at the gangway:
• Matches and lighters brought onboard by visitors shall not be carried outside the
accommodation;
• Mobile phones shall be switched off before proceeding over the deck; and
• Cameras shall only be used where and if authorized by the Master.
The Head of Department hosting visitors shall make sure that they are accompanied to the
muster station in case of an emergency.
Visitors/Contractors shall be accompanied when working/being present in Restricted Areas.
03.3.23.2 Familiarisation of visitors

Every visitor must be made aware of the basic safety familiarisation as stated on the visitors
identification card. In case a visitor/contractor will remain on board overnight, will do
unassisted tasks on board or will sail with the vessel, a familiarisation checklist for
visitors/contractors must be completed.
Reference: STAR IPS / Documents / Other documents / Forms / Familiarisation /

“Familiarisation Form sub-contractors & visitors 2012A”
03.3.23.3 Familiarisation of subcontractors

Subcontractors that are working onboard a Company vessel in port or during passage (see
also 03.3.24.1 below) shall receive a safety familiarisation before starting any work onboard.

“Familiarisation Form sub-contractors & visitors 2012A”
03.3.24 Supernumeraries
03.3.24.1 General
Supernumeraries are Company, Company related or contracted personnel not belonging to
the normal vessel complement having been authorized by the Company and/or Master to
sail with the vessel for a specified period of time. The following has to be observed:
All supernumeraries shall be in possession of a valid Seaman’s book and be added to the
crew list.
03.3.24.2 Familiarisation of supernumeraries

Supernumeraries shall receive familiarisation as for subcontractors in Chapter 03.3.23.3
above.
03.3.24.3 Seafarers’ relatives

Under certain conditions and after approval by the Company and the vessel’s Master, a
seafarer may be allowed to have a close relative onboard (wife, partner, or child, older than
16 years) for a limited period of time.

They will be staying onboard at their own risk and account and shall in no way interfere with
the seafarer’s normal duties, any operations or activities onboard.
Should unplanned circumstances requiring extra personnel to ride the vessel and thus
leading to a conflict with the permissible number of persons onboard, the partner/relative will
have to leave the vessel even if this is earlier and in a different port than originally planned.
The partner/relative shall, in addition to a valid Seaman's Book also be in possession of an

insurance policy covering the duration of stay on board.
The Master shall specify all expenses incurred on their behalf at the end of each calendar
month/period on the Canteen Statement/Provision List and deduct the total expenses from
the seafarer's wages. The total amount shall be entered in the Wage Deduction List.
03.3.24.4 Supernumeraries, safety regulations

Supernumeraries shall adhere to all Company safety and security regulations and shall,
before sailing, receive a safety and security familiarization.
They shall be assigned to a Muster station and take part in drills which may be carried out
during their stay onboard.
Supernumeraries shall adhere to the Company Drug & Alcohol policy.
03.3.24.5 Supernumeraries, letter of indemnity

The Master shall ensure that supernumeraries not employed by the Company are signing a
Letter of Indemnity (LI) before departure. The distribution shall be:
• Original to Master's file;

• Copy to person involved; and
• Copy to the Company.
The Company shall ensure that a LI is arranged by a contractor before attending a Company
vessel. The LI shall be issued using the contractor’s letterhead.
The Company shall also inform the contractor about the Company’s Drug & Alcohol policy
and that individuals may be liable to a search upon boarding the vessel.
An example of LI is available in Star IPS.
03.3.24.6 Supernumeraries, supervision

The Master shall, depending upon the work to be carried out, assign an Officer to supervise
the work done by the contractor. The Officer shall further ensure that:
• Company safety regulations are complied with at all times including the Risk
Assessment and Work Permit systems; and
• Procedures in the SSP regarding work in Restricted Areas are followed.
03.3.24.7 Supernumeraries, expenses

All expenses of contractor’s personnel while onboard the vessel shall be for the account of
the Company (except purchases from the slop chest and private telephone calls). The

Master shall issue a summary of the representation expenses at the end of the calendar
month/period stating all expenses incurred for food, drinks and other expenses and also
specify the consumption in the monthly administration.
03.3.25 Vessel’s worksheets

The Ship’s Administration Spreadsheet Workbook (BOORDADM.XLS) consists of the following
worksheets:
• General Information;
• Activities Agent;
• Canteen statement;
• Cash Statement;
• Crew Specification Cash Canteen;
• Representation Expenses;
• Deduction from Wages (Euros); and
• Deduction from Wages (US$).
The forms can be found at boordadm.xls and are believed to be self explanatory.
03.3.26 Radio traffic

The Company has signed a standard agreement for traffic accounting with Messrs. Radio-
Holland (RH) or Globe wireless. In short this implies that, unless prevented by circumstances
beyond their control, RH shall act as accounting authority for the administration and
settlement of charges related to radio and/or satellite communication involving the vessels.
If the charges are for account of third parties e.g. operators, charterers, seafarers etc. they
shall be recovered and collected by the Company from the parties involved.
03.3.27 Vessel’s mail

Vessel’s mail and administration sent to the Company’s Head office shall be numbered as
follows:
(vessel’s code)/(sequence number)/YY(= 2 digits year)
This number shall be shown clearly on the envelope and notification of dispatch sent to the
Company by e-mail. An acknowledgement of receipt of the mail shall be forwarded to the
vessel.
The numbering shall be reset to 100 at the beginning of each year. Masters shall continue
from the last number issued by their predecessor.
03.3.28 Master’s review

The Master shall carry out a review of the Management System at least once every 8
months according the PMS system and report any deficiencies or shortcomings to the
Company. The review shall be submitted to the DPA who shall evaluate the review with
respect to content, consistency and best practices. The DPA shall monitor compliance with
the time limits set for submitting the review. All Masters who have served onboard the
vessel for more than 6 weeks shall contribute to the review before handing over command.

The DPA shall respond to the Master’s Review within 4 weeks after receipt.
Reference: Master‘s Review Record

04 MANAGEMENT OF SEAGOING PERSONNEL

04.1 MANAGEMENT OF SEAGOING PERSONNEL, OVERVIEW
04.1.1 Management of seagoing personnel, the process

04.1.2 Management of seagoing personnel, general procedure

04.2 COMPETENCE AND BACKGROUND

Minimum competencies for recruitment of all seagoing personnel have been specified in
the respective job descriptions, see below.
04.3 JOB DESCRIPTIONS

All seagoing personnel has got a detailed job description covering their tasks,
responsibilities and where applicable, also authorities.
Reference: Appendix 1
04.4 CREW BUDGETS

Based on the chosen crew composition for all vessels in the fleet, the Manager HR
(Marine) shall prepare annual budgets for the crew including travelling. Changes to the
fleet composition and/or individual vessels’ crew composition that will affect the budgets
shall be reported to the MT.
This budget will include and be based upon a writer review on the following subjects:
• Compliance with rest hours

• Retention rate
• Manning levels
• Age profiling
• Recruitment requirements
• Training requirement
• Financial estimates

04.5 PLANNING
04.5.1 Planning process

04.5.2 Planning procedure

04.5.3 Work instructions, planning,
04.5.3.1 Manning requirements

For each vessel in the fleet, the specific manning requirement shall be defined. This is
done by Manager HR (Marine) in cooperation with the Technical and SHEQ departments
and may vary for summer and winter seasons. When setting the requirements, the
following shall be considered:
• Minimum safe manning requirements;

• Size and type of vessel;
• Technical status; and
• Commercial trade and specific trading area.
The specific manning requirements shall be verified and updated where required at least
annually or immediately in connection with:
• Significant change of commercial trade or trading area;

• Repeated complaints being traced to crew fatigue or shortage;
• On request of one of the Company’s departments; or
• On request of a Master/Chief Engineer.
04.5.3.2 Age restrictions
4.5.3.2.1 Minimum age

No seafarer below the minimum age of 16 shall be allowed to be employed on any of the
Company’s vessels.
Seafarers under the age of 18 shall not be allowed to carry out any work during the night*;
Seafarers between 16 and 17 years of age shall be limited to 8 working hours in any 24
hour period.
Further, seafarers between 16 and 17 years of age shall not manually lift or carry any
loads > 10 kgs.
*Night: a period of at least nine consecutive hours, including the interval from midnight to
0500hrs.
4.5.3.2.2 Maximum age

The Company maintains maximum age restrictions for deck ratings depending on the
number of ratings onboard:
• Two sailors: Both below 50;

• One bosun + 2 sailors Not more than one seafarer above 50 (incl. Bosun);
and
• One bosun + 3 sailors Not more than two seafarers above 50 (incl. Bosun).
The maximum age for ratings has been set at 60, however, the required capabilities of a
rating will be assessed from the age of 55 regardless of the medical examination. The

assessment will be done by the Manager HR (Marine) in close cooperation with the
Master, Chief Officer and Chief Engineer.
04.5.3.3 Experience level
4.5.3.3.1 Experience level, general

The STCW ’95 convention regulates that the Certificate of Competence is issued for a
specific rank and that the experience of the seafarer is taken into account in the
determination for which level the Certificate of Competence is issued.
The Liberian Flag Administration has specific rules, in addition to STCW ’95, for ratings
which can be found in StarIPS.
4.5.3.3.2 Experience level, newly hired officers

New recruits to officer positions in the Company shall comply with the following
requirements:
In rank experiences (actual sailing time):

• For Masters and Chief Engineers, minimum 12 months
• For Chief Officer and 2nd Engineer; 6 month
• For other officers: no in rank experience requirements
Tanker experience (actual sailing time);

• For Masters and Chief Engineers, 3 years, of which 1 in the last 5 years
• For Chief Officer and 2nd Engineer; 2 years, of which 1 in the last 5 years
• For Second Officer; 1 year in the last 5 years
• For other officers: no tanker experience requirements
Prior to taking up responsibility in rank the following gastanker experience (actual sailing
time) must be obtained;
• For Masters, Chief Engineers, Chief Officer and 2nd Engineer 3 months in the last
5 years
In addition, the officers in question shall fit into the customers’ matrix requirements.
Exemption from the above shall only be considered after a risk assessment has been
carried out and approved by the Manager HR (Marine) and the Fleet Director.
4.5.3.3.3 Experience level, aggregated experience

Minimum aggregated on board experience requirements for the two most senior deck and
engine officers on all Company’s vessels shall be:
• Two year with Company (calendar year);

• Three years in rank (sailing time);
• Six years on tankers (sailing time); and
• Three years on gas tankers (sailing time).
When a vessel is manned with both a Second and Third Navigation Officer, the
aggregated experience in rank as Officer of the Watch (OOW) shall be minimum two
years.

Aggregated experience may differ from charterer to charterer and shall be taken into
account when a vessel is scheduled and manned for a new charterer.
4.5.3.3.4 Experience level, aggregated experience, new vessel delivery

Years of Company experience may be reduced in case of a new vessel delivery or taking
over a second hand vessel, provided:
• Vessel’s most senior four (4) officers are familiarized in the Company’s office for at
least two days; and
• A Company SHEQ officer joins the vessel for an agreed period for familiarization
and start up of the management system.
The familiarisation shall be carried out using a checklist, which shall be signed by head of
each department visited.

4.5.3.3.5 Experience level, officers’ matrix, process

4.5.3.3.5.1 Experience level, officers’ matrix

In addition to the STCW’95 convention, oil majors have very specific requirements
regarding the experience of the officers onboard. This matrix shall be completed by the
crewing department after each crew change including one or more officers. The “Officers
Matrix” will be forward to the vessel at which the master will check for correctness.
This matrix contains, amongst others, information regarding the experience of the Master
or officer based on the following criteria:
• Years with operator (calendar years);

• Years in rank, for Master, C/O, C/E and 2/E (actual sea service time);
• Years as Officer of the Watch, for 2/O, 3/O and 3/E (actual sea service time);
• Years on the specific vessel (actual sea service time); and
• Years on all types of tankers (actual sea service time).
The oil majors are using the experience information in the officers’ matrix as part of their
risk assessment to determine the suitability of the vessel for the intended voyage.
Specifications of the oil major requirements can be found in StarIPS.
04.5.3.4 Scheduled relief

The scheduled relief planning shall include all seafarers and shall cover a minimum period
of six months, and if possible, the full year.
The Company aims to arrange scheduled relief in a cost effective manner for which the
following guidelines shall apply:
• Europe: preferred ports; Antwerp and ports in The Netherlands; and

• Asia: ports to be avoided; all ports in Japan.
Although the Company shall strive towards relief at the end on the contractual period, a
deviation of +/- two (2) weeks shall be considered as an accepted window for the relief.
04.5.3.5 Ad-hoc relief

When preparing the crew planning for the forthcoming period, the size of the available
pool of seafarers shall account for ad-hoc reliefs. The average number of officer and
rating reliefs over the last years with adjustments for possible fleet extensions shall serve
as a guideline.
Ad-hoc reliefs may be required in any of the following situations:
• In connection with serious illness or injuries;

• On seafarer’s request due to serious illness of next of kin;
• Initiated by the Company in connection with disciplinary matters; and
• Initiated by the Company due to unacceptable performance.

Both offices shall allow for the possibility of ad-hoc reliefs when evaluating the available
pool of seafarers.
04.5.3.6 Successions
The planning for future manning demands shall be based on:
• The projected growth of the Company;

• Future known changes to manning requirements;
• Retiring dates of employed Master and Chief Engineer;
• Potential for internally employed candidates for promotion; and
• Availability of external candidates in present and potential future manning markets.

04.5.3.7 Required diplomas and documents

In connection with any travel to vessels and recruitment of seafarers, the Rotterdam and
Jakarta office shall ensure that the requirements to training and documents as shown on
the following page are complied with.
Non-fulfilment of these requirements shall be recorded as nonconformity.

04.5.3.8 Medical certificates, general

Before attending any of the Company’s vessels, all seafarer shall ensure to have a valid
medical certificate with all vaccinations up-to-date. Further the following shall be
observed:
• In connection with the medical examination, a drug and alcohol test will be carried
out;
• During the annual medical examination, all seafarers from Asia shall undergo a
dental check;
• All seafarers shall follow the instructions from and the regulations governing the
medical examination;
• If a seafarer is declared unfit for duty, temporary or permanent, this shall be
reported to the Crewing Officer as soon as possible. A subsequent re-examination
shall be carried out by the doctor who declared the seafarer unfit for duty; and
• Only medical centres approved by the Flag Administration shall be used.
4.5.3.8.1 Medical certificates, validity
4.5.3.8.2 Dutch medical documents

The EU Medical Certificate and Dutch vaccinations have the following validities.
EU Seafarer Medical Certificate Two years <18 years of age: One year
Cholera vaccination Six months
Typhoid vaccination Three years
Yellow fever Ten years
Hepatitis A Ten years
Hepatitis B Fifteen years
In addition to Medical Certificates issued by any EU member state, also Medical

Certificates issued by Norway, Iceland, Lichtenstein and Switzerland are accepted for
Dutch flag vessels.
4.5.3.8.3 Indonesian documents

All Indonesian documents shall be verified at the following website:
http://www.pelaut.go.id
4.5.3.8.4 EU medical certificate

The EU Medical Certificate is valid for 2 (two) years.
The Crewing Officer shall ensure that the certificate is completed as required:
• Examination for tuberculosis has been done;

• The seafarer shall comply with all medical standards with all items answered with
‘yes’ (unless there is a valid dispensation);
• Final judgements medical fitness: ‘all items medical fit for seafaring’;
• Area of validation: ‘worldwide’; and

• Period of validation; two years.
If there are any irregularities, or differences with the Company’s requirements, the
Crewing Officer shall inform the Manager HR (Marine). No seafarer shall be employed on
any of the Company’s vessels with incomplete or incorrect certificates or any of the other
required documents.
04.5.3.9 Job retention

The annual job retention figures shall be prepared by the Manager HR Marine, one
overview shall cover all officers and another covering Master and Chief Engineer only. If
any of these figures fall below 80% investigation shall be initiated to establish the reasons
why. Lack of retention may also influence the pool of available seafarers.Management of
seagoing personnel, selection & recruitment
04.5.4 Selection and recruitment
04.5.4.1 Selection & recruitment, general

All recruitments shall be based on the Company’s specific requirements to the various
positions onboard:
• Qualifications;
• Past experience;
• Age restrictions;
• Requirements for aggravated experience;
• English language; and
• ISM and management system knowledge.
Seafarers’ qualifications and experience shall be cross-referenced to previous employers,

governmental bodies, educational institutions or other organisation to ensure authenticity.
The more senior the position is, the more emphasis shall be placed on leadership talent,
language skills and personal experience from operating with a management system linked
to the OCIMF “Tanker Management and Self Assessment” (TMSA) system.

04.5.4.2 Selection and recruitment, process

04.5.4.3 Selection and recruitment, procedure

04.5.5 Work instructions, selection and recruitment
04.5.5.1 Availability of seafarers

Each crewing entity shall ensure to have a pool of seafarers large and competent enough
with the right age and experience balance to allow for ad-hog reliefs in all positions
throughout the fleet.
Any extension of the Branch Office’s pool beyond the normal replacements shall be
approved by the Manager HR (Marine).
04.5.5.2 Screening interviews

All candidates applying for any position on the Company’s vessels via the Rotterdam and
Jakarta offices shall be called in for a personal interview. All interviews shall be fully
documented with copies of all qualifications, resume of experience and recommendations
for employment possibilities.
Apart from the job related qualifications, the selection process shall also consider/include
the following:
• Attitude in general;
• Background (verification of identity, any previous involvement with political or
criminal activities, any previous visa refusals to any countries);
• Common sense;
• Crew Evaluation System (CES) assessment;
• English skills (test);
• Judgement; and
• Leadership capabilities (bosun and officers).
The interview shall be performed in such a way that the candidate’s English skills are
tested. Question shall be formulated in such a way that simple no and yes answers are
not possible. The Company’s requirements to English skills for officers are increasing with
seniority.
04.5.5.3 Final approval
4.5.5.3.1 Final approval, officers

For candidates for the following positions, the Branch Office’s recommendation and all
screening documentation shall be forwarded to the Rotterdam office for final selection:
• Master;
• Chief Engineer;
• Chief Officer;
• Second Engineer; and
• Second officer.
4.5.5.3.2 Final approval, Master and Chief Engineer.

Candidates for Master and Chief Engineer positions shall be approved by senior
Company management following a personal appearance in the Company’s head office.

04.5.5.4 Employment Contracts

Each seafarer must be in the possession of an employment contract, signed by the
seafarer, the shipowner or his representative prior to commencing work on board. He
must receive the employment contract together with a copy of the applicable Collective
Bargaining Agreement
Seafarers shall be given an opportunity to examine and seek advice on the agreement,
including any collective bargaining agreement that forms part of it, before signing, as well
as other facilities as necessary to ensure that they have freely entered into an agreement
with sufficient understanding of their rights and responsibilities and must therefore receipt
a copy of both the employment contract and CBA, at least 2 days prior to traveling to the
vessel.
The contract must be made up in 3 fold and a signed original must be made available to;
• The seafarer
• The master
• The ships Manager
All CBA’s shall be made available on board in STAR IPS as available to each seafarer
4.5.5.4.1 Contracts, general

The following documents shall be attached to seafarers’ contracts;
• Company Drug & Alcohol Policy;

• Company Code of Ethics; and
• Our values.
Wages connected to individual contracts are the responsibility of the Manager HR

(Marine).
4.5.5.4.2 Contracts, Masters

Masters shall be employed under the appropriate Collective Bargaining Agreement (CBA)
Scale for Masters or per individual agreements decided in each separate case.
4.5.5.4.3 Contracts, officers

All officers shall be employed under the appropriate CBA. The duration of contract may
vary depending upon country of origin.
4.5.5.4.4 Contracts, ratings

All ratings shall be employed under the appropriate CBA. The normal duration of the
contract is 9 months (±1 month) although other periods are possible under a mutual
agreement.
No seafarer shall remain onboard under one contract for longer than one year.
Ratings are required to be member of a union. The fee for membership shall be
compensated by the Company.

4.5.5.4.5 Contracts, apprentices

The number of apprentices’ contracts shall be decided on an annual basis and will depend
upon the Company’s needs and available beds onboard the vessels.
4.5.5.4.6 Record of employment
Each on board employment will be recorded in the seafarers seaman’s book, without any
statement as to the quality of the seafarer’s work or his wages.
4.5.5.4.7 Early termination
In case the seafarer or ship owner needs to terminate the employment contract early, the
minimum notice as per applicable CBA must be followed, it should however never be
shorter than 7 calendar days.
In those cases where the seafarer terminates his contract without notice due to valid
compassionate or other urgent reasons, he may do so without penalty

04.5.5.5 Selection criteria
4.5.5.5.1 Selection criteria, ratings

Apart from complying with the requirements to certificates and documents as listed in
Chapter No.03.7 in this Manual, the selection of ratings shall be based on the following:
Position related Safety awareness Environmental Security awareness

awareness
Basic knowledge of Basic knowledge of: Basic knowledge of: Basic knowledge of:
gas tanker
operations • ISM Code; • Environmental • ISPS Code;
• NC and near miss protection; • Duties as
Ability to speak and reporting; • Garbage gangway guard;
understand English • Identification of management; • Restricted areas;
unsafe acts and • Individual • Reporting
Capability of
situations; responsibility; suspicious
understanding
• Responsibilities of • Saving energy; persons, boats
emergency and job
Safety Officer; • Avoiding spills; and goods;
related instructions
• Responsibilities of • Cleaning decks;
(e.g. as helmsman)
in English
DPA; • Separating
• Individual seafarer’s garbage,
Medically fit for the responsibility; including
position in question • Personal hygiene; personal;
• General safety
regulations.
• Fire prevention;
• Enclosed spaces;
• Work permits;
• Use of PPE;

4.5.5.5.2 Selection criteria, officers

Position related Safety awareness Environmental Security awareness
awareness
Familiar with gas Familiar with: Familiar with: Familiar with:

tanker operations
• ISM Code; • Environmental • ISPS Code;
Familiar with • NC and near miss protection; • Duties as
engine room reporting; • Garbage gangway guard;
operations and • Identification of management; • Restricted areas;
maintenance unsafe acts and • Individual • Reporting
situations; responsibility; suspicious
Familiar with
• Responsibilities of • Saving energy; persons, boats
international and
Safety Officer; • Avoiding spills; and goods;
national regulations
• Responsibilities of • Cleaning decks;
Capability of DPA; • Separating
communicating • Individual seafarer’s garbage,
effectively in responsibility; including
English with • Personal hygiene; personal;
superiors and • General safety
subordinates regulations.
Medically fit for the
• Enclosed spaces;
position in question
• Work permits;
Trained in energy • Use of PPE;
conservation (2nd.
Engineer)
Trained as Safety
Officer (SO) (Chief
Officer)

4.5.5.5.3 Selection criteria, Master and Chief Engineer

Position related Safety Environmental Security
Detailed knowledge Detailed knowledge of Detailed knowledge Detailed knowledge

of gas tanker ISM Code, TMSA about all Marpol about the ISPS
operations Guidelines and shipping conventions: Code:
Detailed knowledge industry safety
• Spill prevention; • Security Plans;
about international regulations:
maritime law • Garbage • Ship’s Security
(Masters) • Hazard identification; management; Alarm Systems;
• Risk assessments; • Waste reduction; • Organising
Detailed knowledge • Working permits;
• Energy security
about international
and national • Using drills to train conservation; searches;
regulations and not just record in • Reducing • Organising
log; ‘permitted security patrols;
Fluent in English • Organising SHEQ pollution’; • Handling
Detailed knowledge committee and SMT; • Motivating crew security
about Classification • Improve safety in environmental incidents;
surveys awareness; matters
• Monitoring use of
Can independently
prepare vessel for PPE;
rd
all 3 . party • Management of
inspection Change;
Manage vessel as
one unit (Masters)
Organise the
engine department
(Chief Engineers)
Detailed knowledge
about engine room
operations and
maintenance
Trained in energy
conservation (Chief
Engineer)
Trained in accident
investigations
Trained as Ship
Security Officer
(SSO) (Master)
04.5.5.6 Selection and recruitment, documentation

All recruitments in both offices shall be fully documented covering the entire process of:

• Attracting candidates;
• Screening candidates; and
• Final selection.
The final selection, which for certain officers includes an approval from the Manager HR
(Marine) and for Master and Chief Engineer, and final interview by senior Company
Management, shall be documented by the Recruitment Record for the position in question
and the Record Senior Officer’s Visit to Company Head Office respectively.
Reference: Recruitment Records and Record Senior Officer’s Visit to Company Head
Office
04.5.5.7 Selection and recruitment; English & competence (CES) testing

Prior to hiring a new Officer or crewmember he must be tested for English and
competence as per below table;
• English by means of TOEIC, Marlins, SETS test or a verbal assessment

• Professional competences by means of CES (Crew Evaluation System) by Seagull

Minimum level;
• An officer or crewmember may not be recruited, rehired or promoted if he does not

meet the minimum level as defined for the intended rank.
Caution level;
• An officer or crewmember whom is above the minimum level but is below the
caution level must repeat the test prior to his next assignment to assess progress.
• An Officer or crewmember whom is meeting the Caution level must repeat the test
at least annually
Expected;
• An officer whom meets the expected level does not need to do a new test until he
is promoted to a rank for which a higher result is expected.

04.6 MANAGEMENT OF SEAGOING PERSONNEL,

FAMILIARISATION
04.6.1 Company familiarisation/pre-boarding information
The Manager HR (Marine) is responsible for the Company familiarisation of Master and
Chief Engineer.
This familiarization shall be carried out in connection with promotion to or external

recruitment of Master and Chief Engineer. The familiarization shall be done according to
the checklist and be filed in the SEACREW system.
04.6.2 Onboard familiarisation
04.6.2.1 Company Management System

All new seafarers shall in addition to the training mentioned in Chapter No. 4.7.3.6.2,
“Training, Company’s Management System” below also receive a short familiarization
within the first week onboard about the Management System covering near misses,
nonconformities, policies and objectives.
This training shall be given by the Master during the first week onboard.
04.6.2.2 Safety and Security, general

Before being assigned to duties onboard, all newly joined persons sailing with the vessel,
shall receive basic safety and security familiarization training. This familiarization shall be
carried out by the Safety Officer before leaving the port.
The “Familiarization Checklist” shall be completed by all newly joined crewmembers within
one (1) week after joining the vessel.
04.6.2.3 Safety and Security, advanced

All newly joined seafarers shall receive additional familiarization in safety and security
matters. The Safety Officer is responsible for the training.
The “Familiarization Checklist for Newly Joined crewmembers” shall be completed by all
newly joined crewmembers within one (1) month after joining the vessel.
04.6.2.4 Job related familiarization, officers

New Watch Keeping Officers, deck and engine shall be familiarized to their duties using
the standard checklists.
Bridge familiarization checklist must be completed prior taking over the watch as
navigational officer.
04.6.2.5 Job related familiarization, ratings,

The Head of Departments shall ensure by random verifications that all new ratings receive
an adequate on-the-job familiarization to their tasks.

04.7 MANAGEMENT OF SEAGOING PERSONNEL, TRAINING

04.7.1 Training, process

04.7.2 Training, procedure

04.7.3 Work instructions, training
04.7.3.1 Training, general

The Master shall ensure that the entire crew is trained to carry out the following:
• Their specific task as described in individual Job Descriptions; and

• Special tasks assigned to them by a Senior Officer, Standing orders or other
specific instructions.
04.7.3.2 Training effectiveness

Individual training being given to office and seagoing personnel shall be reviewed for
effectiveness. Such a review shall be documented in the individual’s training records.
04.7.3.3 Assessment of training institutes

The training institutes used by the Company, shall by the end of February each year be
assessed using the following criteria:
• Quality;
• Quantity;
• Price; and
• Flexibility.
04.7.3.4 Training in excess of STCW Requirements

The Company encourages additional training and education of its seafarers and is
prepared to provide financial support to achieve this
Reference: Chapter No. 03.3.19,” Study arrangements
04.7.3.5 Identification of training needs

The requirements or needs for additional training shall be identified during:
• The recruitment process;

• In connection with the crew appraisal system;
• During the visits to the vessels by shore personnel;
• In connection with drill and exercises;
• In connection with Officers’ verification activities;
• During the internal audits;
• During normal operational activities.
• Resulting from newly installed equipment; and
• Resulting from newly implemented procedures.
Any request for external training shall be sent to the Manager HR (Marine).
Required training may include both onboard and shore based training, and consists of
both theoretical and practical training. Whenever specific training has been carried out
onboard, the Ship Management Team shall evaluate the effectiveness of the training
done, and include this in the team’s meeting record.

04.7.3.6 Onboard training
4.7.3.6.1 Watch-keeping skills

The Master shall, as part of the verification activities mentioned in Chapter No. 1.9 of this
manual, verify the watch keeping skills of the Watch Keeping Officers in order to ensure
that they are:
• Proficient in the use of all navigation and bridge equipment on the vessel;
• Proficient in radar operations and plotting;
• Proficient in sound working knowledge of the International Regulations for
Preventing Collisions at Sea 1972 (as amended);
• Thoroughly familiar with all steering systems fitted on the vessel;
• Thoroughly familiar with the duties to be performed according to the watch
conditions set forth in Bridge Manual; and
• Familiar with the Ship Security Alarm System, SSAS (see SSP).
Reference: Chapter No. 4.8.3.1.1, “Navigational Assessments”, in this Manual; and
4.7.3.6.2 Company’s Management System

All seafarers shall during the first months onboard gradually be introduced to the
Company’s Management system. This introduction shall be done according to the
seafarer’s position, responsibilities and order of importance of the matters. The standard
checklists shall be used.
This training is more comprehensive than the familiarization mentioned in Chapter No.
4.6.2, “Onboard Familiarization”.

“Familiarisation Form (General)”
4.7.3.6.3 Ship handling

The Master is encouraged to undertake maneuvering exercises that would be of training
value to the Officers and allow them to conn the vessel in relatively simple traffic
conditions while the Master is present on the bridge to monitor and advice on the activity.
The Master is further encouraged to delegate conning authority to the Chief Officer in
more complex sailing situations while the Master is present on the bridge to supervise the
handling of the vessel.
When possible, vessel handling exercises shall be conducted in open sea with all Watch
Keeping Officers present on the bridge and participating in the maneuvers. Such
exercises shall be at the discretion of the Master, but could for instance include the
“Williamson Turn”. Such exercises, when circumstances allow, could be expanded to
include approaches and stops on floating markers placed overboard at the beginning of
the exercise.
During such exercises the vessel’s turning circle and stopping distances shall be
compared with the diagram of maneuvering characteristics on the bridge. The data
shown on the diagram will be varied as necessary to reflect the vessel’s actual handling

characteristics, in light and loaded condition in deep and shallow water. The Master shall
ensure that any changes to the maneuvering data are made known to all Watch Keeping
Officers.
The Master is also encouraged to practice maneuvering from the engine room on a
regular basis.
All vessel handling & maneuvering exercises will be recorded in the Deck Logbook.
4.7.3.6.4 Operational safety awareness

The Master shall ensure that all seafarers are aware of the Company’s policies and
objectives and that all are trained according to their position and responsibilities onboard.
This training shall in particular include, but not be limited to, the activities as mentioned in
Chapter No. 4, “Preventive Activities” of the Health & Safety Manual, and with special
emphasis on:
• Hazard identification;
• Risk assessment;
• Work permits;
• Use of PPE;
• Forbidden items in gas dangerous areas;
• Near miss and nonconformity reporting.
In addition all Officers must be familiar with all standing orders covering their department
and position.
4.7.3.6.5 Environmental awareness

The Master shall ensure that all seafarers are aware of the Company’s environmental
protection policies, objectives and procedures and that all are trained according to their
position and responsibilities onboard.
All seafarers shall be familiar with the Energy Conservation Plan.
Reference:
4.7.3.6.6 Cargo handling and custody

The Master shall ensure that all officers are aware of all procedures concerning the
loading, discharging and general custody of the vessel’s cargo as described in the Cargo
Handling Manual.
The Master shall also ensure that that all seafarers involved with the cargo handling
operation are trained in these procedures and are aware of the hazards involved with the
particular cargos carried at any time.
An Officer being relieved shall allow time, before leaving the vessel, and as a minimum in
compliance with the procedures as mentioned in Chapter No.03.3.11, “Minimum

Handover Periods” in this manual, to inform his relieving officer of his duties,
responsibilities and in particular, any unusual aspects of the assignment.
The Master shall, as part of the activities mentioned in Chapter No. 03.3.3,
“Accountabilities and responsibilities, verifications” ensure that the Heads of Departments
undertake the required training of all seafarers in their departments.
4.7.3.6.7 Use of lifesaving and firefighting equipment

The Safety Officer (see also Health and Safety manual Chapter No. 2.3) shall ensure that
all vessel personnel receive appropriate and adequate training in the use of lifesaving and
firefighting equipment. Such training may be conducted during or after required drills and
exercises, or during scheduled demonstrations in the proper use of all safety equipment.
All safety training shall be documented.
The training shall as a minimum cover the following equipment:
• Portable firefighting equipment;

• Breathing apparatus (SCBA and respirators);
• Oxygen resuscitation equipment;
• Emergency Escape Breathing Devices EEBD;
• Use of and correct fitting of life vests, survival, thermal and gas/chemical
protection suits;
• Starting of the emergency fire pump and emergency generator; and
• Proper use of firemen’s outfit.
Reference: Checklist, ˝Training in the use of safety equipment˝
04.7.3.7 Officers Seminars

Officers seminars aim to enable direct communication and knowledge sharing between
Anthony Veder and its Officers. Each year a program is to be prepared between by the
manager HR Marine in close cooperation with the different departments for use during the
year.
Anthony Veder will organize an Officer seminar bi-annually in the following locations
• Rotterdam
• Jakarta
• Riga (or alternatively Odessa)
Each officer is obligated to attend 1 officers seminar per calendar year.

04.8 MANAGEMENT OF SEAGOING PERSONNEL, APPRAISAL

SYSTEM
04.8.1 Appraisal system procedure
* Chief Officer and Chief Engineer shall complete the appraisal in cooperation with the
Master.

04.8.2 Work instructions, appraisal system
04.8.2.1 Appraisal system, general

Appraisal reports shall be unbiased and shall professionally evaluate the seafarers total
job performance without being influenced by personal relationship.
All appraisal reports shall be reviewed by the Manager HR (Marine). Any inconsistencies
shall be discussed with the parties concerned.
04.8.2.2 Appraisal system, documents

In connection with the appraisals the following documents are in use:
• For Masters and Chief Engineers; Master’s and Chief Engineer’s Appraisal Record
• For all other seafarers: Appraisal Form; and
• Appraisal Form Guidelines.
04.8.3 Appraisal system, Masters and Chief Engineers

The feedback of appraisals for Masters and Chief Engineers shall be carried out annually
using information as derived from the different departments at the office, ship visits, dry
docking periods etc. The appraisal shall be set up by the senior crewing Officer and
feedback to the master and chief engineer will be given by the senior crewing officer
together with the ship management cluster manager or HR Marine Manager.
General
Each appraisal is done in writing, using the standard AV appraisal form. Discussing the
appraisal between shore staff and the officer is not compulsory, it is however encouraged
to discuss any feedback directly with the Officer involved. It must be noted on the
appraisal form weather feedback was given or not.
When
Shore staff is to create an appraisal report under the following circumstances;
During dry-dockings top 4 officers
During take over of vessels into our management top 2 officers
During ship riding inspections: top 4 Officers
Intermediate assessment;
Each shore staff member is entitled to make an intermediate assessment, both positive
and negative of any crewmember.
04.8.3.1 Appraisal system, navigational officers
4.8.3.1.1 Navigational assessment, general

It is Company policy to navigate all vessels in the safest possible manner. In order to
achieve this, the Company operates a system of Navigational assessment of Officers to
ensure the safe navigation of a vessel at all times and compliance with applicable
navigational regulations and Company procedures.

4.8.3.1.2 Navigational assessment, performance and skills

1 time per year a navigational assessment is to be done by the master on the request of
the crewing department. The crewing department will log date and results in SEACREW
and initiate an update when required.
When poor results are noted, an additional, mid year, assessment to monitor progress will
be initiated by the crewing department.
The master may initiate a navigational assessment at any time to assess competence as
the basis for a recommendation for promotion or intermediate appraisal
The Assessment shall be spread over time to ensure that all aspects of the navigational
activities are covered.
The Navigational Assessment shall be carried out by the Master who may use input from
other audits and inspections as part of the Assessment.
The Navigational Assessment shall contain at least, but not limited to the following items:
• Understanding of Standing Orders;

• Use of navigational equipment;
• Use of radio equipment;
• Watch keeping performance; and
• Use and understanding of navigational charts, books and voyage
• Planning.
The navigational assessment shall be conducted according to the following:
• The Navigational Assessment Checklist, which is available in STAR IPS, shall be

used to guide and record the results of the Assessment;
• The Master shall conduct the navigational assessment by for example, but not
limited to:
o Interviewing the Officer regarding this knowledge;
o Random checks of chart corrections;
o Random checks of logbooks;
o Random checks of adherence to the passage plans; and
o Random checks of conformance with bridge watch manning requirements.
• The overall performance of the Officer shall be discussed with the Officer after
completion of the assessment; and
• The Master shall advise the Officer about possible necessary improvements of
knowledge and skills.
The assessment report shall be signed by the Master and be countersigned by the Officer.
The report shall be distributed as follows:
• The original report to HR (Marine); and

• Copy to the Officer;
The navigational assessment forms an input to the appraisal report.

04.8.3.2 Appraisal system, seafarers
4.8.3.2.1 Appraisal system, seafarers, general

The Company has an appraisal system for all seafarers. The appraisal reports shall in
addition to ability, personal skills and performance also include:
• Individual seafarer’s safety and environmental awareness;

• Participation in detection of unsafe practices including reporting of nonconformities
and near misses; and
• Improvement efforts.
Appraisal reports shall also contain individual seafarer’s requests for additional training or
education.
Seafarers shall be permitted to review their appraisal reports and to make comments on
the content. The reports shall not be changed based on such comments unless there are
statements in the report that are clearly based on misunderstandings or misinterpretations
of specific situations or events. The seafarer’s comments shall be filed together with the
report.
Rather than immediately discussing a negative report onboard, it may be decided, on a

case-by-case basis, to forward negative appraisal reports to the Crewing Officer or
Manager HR (Marine) as applicable. The latter shall then arrange for a copy to be
forwarded to the subject seafarer for comments. This would be done to eliminate any
uncontrolled reprisals against individuals, the vessel or its equipment while the seafarer is
still onboard.
The appraisal shall be drawn up in duplicate, the original sent to HR (Marine) and a copy
be provided to the appraised who should always countersign the appraisal form,
regardless the outcome of the appraisal.
Should an individual seafarer receive two widely different appraisal reports, the Crewing
Officer or Manager HR (Marine) as applicable shall follow up with both appraisers to try to
clarify the reasons behind the differences.
All seafarers returning to the fleet shall be checked against the appraisal files by the
Crewing Officer or Manager HR (Marine) as applicable to ensure that a seafarer with a
documented negative report does not return to a different vessel in the Company.
4.8.3.2.2 Appraisal system, appraisal frequency

Performance appraisals shall be completed:
• By signing off;
• For new seafarers at the end of the trial period (3 months); and
• When positive or negative endorsement are to be given.

4.8.3.2.3 Appraisal system, crew not employed by the Company

For seafarers employed via a Manning Agency, the Company appraisal system as
explained in this chapter shall be used. A copy of all appraisal reports shall be forwarded
to HR (Marine).
4.8.3.2.4 Appraisal system, quarterly reviews

The objective of the quarterly review of the appraisal reports shall be to evaluate the
overall performance of the seafarers focusing on any structural underperformance in any
activities. Should such structural underperformance be detected, an investigation shall be
initiated to try to find the root cause(s). The Manager HR (Marine) shall prepare an action
plan with corrective measures.

04.9 MANAGEMENT OF SEAGOING PERSONNEL, PROMOTION

04.9.1 Promotion procedure

04.9.2 Work instructions, .promotion
04.9.2.1 Promotion, general

Before considering any seafarer for promotion, the seafarer shall have received two
consecutive positive recommendations from two different appraising officers.
Promotion from own ranks is preferred shall be explored first before any attempts are
made to recruit from outside the Company.
The Manager HR (Marine) may under certain circumstances deviate from the promotion
criteria mentioned in the following chapters, but only after:
• A risk assessment has determined that the risk in doing so is low; and
• Approval by the Fleet Director.
04.9.2.2 Promotion, bosun

For promotion to Bosun three years experience as Able Seaman (AB) is required of which
at least one year shall be on a gas tanker.
04.9.2.3 Promotion, officers
4.9.2.3.1 Promotion, officers, general

Fulfilling the criteria mentioned below is not a guarantee for promotion as individual skills
covering a wide range of activities will be decisive.
In addition to the positive recommendations and required individual skills, the officer
considered for promotion shall be in possession of all the required certificates for the new
rank.
A Crew Evaluation System assessment shall/may be part of the promotion process.
A newly promoted Chief Officer or 2nd Engineer shall only sail the first trip in the new rank
on a vessel where the Officer has previously served or on a sister vessel.
Promotions shall be carried out using the standard checklist and in combination with an
average score of the last two appraisals of 8 or higher.
4.9.2.3.2 Promotion, officers, preparation for promotion

When a Master or Chief engineer has identified a candidate whom has the potential to be
promoted to the next rank, he should indicate this on the appraisal form.
In addition, the candidate is to be encouraged to participate in on the job training for the
next rank. This training needs to be tailored by his senior officer, acting as mentor to
include when applicable;
• Leaderships skills
• Technical skills
• Administrative duties
• Cargo duties
• Engine room duties

• Maneuvering the vessel

• Leading the bridge team during Pilotage
This training is to be mentioned on the appraisal form as in progress or completed.
04.9.2.4 Promotion, officers, criteria

GENERAL GASTANKER REFRIGERATED CRYOGENIC
Promotion to Years in Years in lower Years in lower Years in lower

lower rank rank rank rank
Chief Officer 2 2 on gas tankers 1 on refrigerated 1 on Cryogenic

gas tankers tankers
Or 6 months if Or 6 months if
experienced Gas experienced
Engineer Gas Engineer
onboard onboard
04.9.3 Or 1 04.9.4 Or 1 04.9.5 Or 1

month training in month training in month training
lower rank lower rank in lower rank
Second 2
Officer
Third Officer
Second 2 2 on gas tankers 1 on refrigerated 1 on Cryogenic

Engineer gas tankers tankers
experienced Gas experienced
Engineer Gas Engineer
onboard onboard
04.9.6 Or 1 04.9.7 Or 1 04.9.8 Or 1

month training in month training in month training
lower rank lower rank in lower rank
Third
Engineer
A potential junior officer shall have completed the apprentice period with at least two
positive recommendations from different apprising officers.

04.9.8.1 Promotion, Master and Chief Engineer
4.9.8.1.1 Promotion, Master and Chief Engineer, general

Fulfilling the criteria mentioned below is not a guarantee for promotion as individual skills
covering a wide range of activities will be decisive.
A newly promoted Master or Chief Engineer shall only sail the first trip in the new rank on
a vessel where the Officer has previously served or on a sister vessel.
Promotions shall be carried out using the standard checklist and in combination with an
average score of the last two appraisals of 8 or higher.
All promotions to Master or Chief Engineer shall be confirmed by the Company’s senior
management and only after a personal visit to the Company’s head office.
Reference: Record of Senior Officer’s Confirmation Visit to the Office
4.9.8.1.2 Promotion, Master and Chief Engineer, criteria

GENERAL GASTANKER REFRIGERATED CRYOGENIC
Promotion to Years in Years in lower Years in lower Years in lower

lower rank rank rank rank
Master 2 2 on gas tankers 1 on refrigerated 1 on Cryogenic

gas tankers tankers
experienced Gas experienced Gas
Engineer Engineer
onboard onboard
04.9.9 Or 1 04.9.10 Or 04.9.11 Or

month training in 1 month training 1 month training
lower rank in lower rank in lower rank
Chief 2 2 on gas tankers 1 on refrigerated 1 on Cryogenic

Engineer gas tankers tankers
experienced Gas experienced Gas
Engineer Engineer
onboard onboard
Or 1 month Or 1 month Or 1 month

training in lower training in lower training in lower
rank rank rank

04.10 MANAGEMENT OF SEAGOING PERSONNEL, DRUGS &

ALCOHOL
04.10.1 Alcohol & drugs, general
Seafarers under influence of drugs and/or alcohol are a hazard to the safe operation of
the vessel, themselves and other seafarers. The Company is committed to ensure the
safe operation of its vessels and maintaining a safe working environment for all its
employees. Therefore the Company maintains a zero drugs and alcohol policy for all
employees, 3rd parties and visitors.
04.10.2 Drugs & Alcohol, Lexicon
04.10.2.1 On board
The period from crossing the gangway to board the vessel up to passing the gangway to
leave the ship
04.10.2.2 In the workplace

A workplace is the place where one works under the responsibility of Anthony Veder e.g.
office buildings, on board company vessels, at the ship yard, on or inside training
locations etc.
04.10.2.3 Under influence of alcohol

One is assessed being under influence of alcohol when the blood alcohol content is over 0
mg / 100 ml blood.
04.10.2.4 Abuse of alcohol

One is assessed abusing Alcohol when the blood alcohol content is over 40 milligram
alcohol per 100 milliliter blood whilst at an Anthony Veder workplace.
04.10.2.5 Under influence of drugs

One is assessed being under influence of drugs after consuming any kind of drugs as
described under “banned drugs” in the past 24 hours before joining a vessel or prior
working for Anthony Veder.
04.10.2.6 Ships complement

The master, officers, ratings and supernumeries as per the ship’s crew list.
04.10.2.7 3rd parties

Third parties exist of all individuals contracted by the Company to perform a job or task on
board e.g. maintenance staff; persons not directly contracted by the company but
performing tasks on board e.g. Oil Major inspectors or persons whom are visiting the
vessel e.g. family of crewmembers.
04.10.2.8 Employees
Persons under contract by the company. This can either be directly or indirectly via
manning agents.
04.10.2.9 Office staff

Persons under contract, directly or indirectly, to the shore organization of the company.
04.10.2.10 Prescribed drugs

Drugs which are prescribed to one by a physician or pharmacist.

04.10.2.11 Non prescribed drugs

Drugs which are not prescribed to one by a physician or pharmacist and which do not
cause intoxication.
04.10.2.12 Banned drugs

Illegal drugs or substances, other than prescribed drugs which do not cause intoxication
Banned drugs include, but are not limited to:
• Heroin;
• Cocaine;
• Marijuana;
• XTC;
• Amphetamines; and
• Any other derivatives of these or hallucinogenic substances.
The possession or consumption of banned drugs strictly prohibited whilst one is working
and / or 24 hours prior starting to work for Anthony Veder.
04.10.3 Alcohol & drugs procedures
04.10.3.1 Alcohol & drugs procedures, ship

The ships D&A procedures applies on board to the ships complement, 3rd parties and
visiting office staff.
• AV runs a dry fleet, alcohol will not be available on board;
• The possession of drugs (other than prescribed drugs or medicines) and alcohol
on board is strictly prohibited and under no circumstances exceptions will be
allowed;
• The use of drugs (other than prescribed drugs or medicines) and alcohol on board
is strictly prohibited;
• The maximum on board blood alcohol content is 40 mg alcohol per 100 ml blood
when boarding a vessel; and
• When on duty the maximum blood alcohol content of the ships complement, and
3rd parties will be zero (0) mg alcohol per 100 ml blood. The Company prohibits the
consumption of alcohol four (4) hours prior taking on duties in order ensure that
one’s blood alcohol content will comply with this requirement.
04.10.3.2 Alcohol & drugs procedures, Office

The Office D&A procedures applies to all Anthony Veder personnel at the workplace.
• AV runs a zero drugs and alcohol policy in the workplace, this also prohibits
alcohol consumption during lunches;
• When attending a vessel, the ship’s drugs and alcohol procedures must be
adhered to; and
• When called out to a ships emergency, one should be able to meet the ships
alcohol policy. In case one is in breach with the ship’s procedures, this should be
reported to the emergency response team leader and a substitute emergency
response team member must be appointed as laid down in the emergency
communication plan. Reporting of unavailability after office hours shall at no point
have a negative influence on the appraisal of the person involved and shall be kept
private and confidential.
04.10.3.3 Alcohol & drugs procedures, Reporting

Reporting the suspicion of drugs or alcohol addiction or abuse by a seafarer, third party
representative or office employee, shall at no point have a negative influence on the

appraisal of the crewmember or office employee reporting the abuse and shall be kept
private and confidential.
4.10.3.3.1 Reporting, Addiction

In case an employee wants to report personal issues in regards to drugs or alcohol or if
one feels the responsibility to support a colleague of which personal issues in regards to
drugs or alcohol are suspected he should turn to the company confidant.
• For ships personnel, the company confidant is the Manager HR Marine.
• For shore staff, the company confidant is the HR Advisor
4.10.3.3.2 Reporting, Abuse
4.10.3.3.2.1 Abuse, Ship

Should any seafarer, regardless of seniority, consider that another seafarer appears to be
under the influence of drugs and/or alcohol, the matter shall be reported to the Master or,
in case it concerns the Master, to the two highest crewmembers in rank whom are not
under influence of drugs or alcohol.
The Master must immediately inform the Manager HR Marine once alcohol abuse has
been confirmed by means of a breathalyzer test. The two highest crewmembers in rank
whom are not under influence of drugs or alcohol shall be responsible for reporting to the
Manager HR Marine once it has been confirmed that the Master is under influence of
alcohol.
Where it is suspected that a seafarer is under the influence of drugs, the seafarer is
required to hand over a urine sample to the Master. When it is suspected that the Master
is under influence of drugs, the Master is required to hand over a urine sample to the two
highest crewmembers in rank whom are not under influence of drugs or alcohol.
When the master is found to be under influence of drugs and alcohol; the Chief Officer
shall:
• Temporarily relieve the Master of all his duties;
• Temporarily take command of the vessel; and
• Enter the details of the incident in the Deck Logbook
4.10.3.3.2.2 Abuse, Office

Should any office employee consider that another employee appears to be under
influence of drugs and alcohol, the matter shall be reported to the HR Advisor. The HR
Advisor in its role as company confidant shall take further actions as deemed necessary.
04.10.3.4 Banned drugs and prescribed drugs
4.10.3.4.1 Drugs, banned drugs

Bringing onboard and possessing of illegal drugs or substances, other than prescribed
drugs which do not cause intoxication, is strictly prohibited.
4.10.3.4.2 Drugs, prescribed drugs

The use of prescribed drugs or medicines is to be reported to the Master and the ship’s
medical officer upon boarding a vessel.
4.10.3.4.3 Drugs, records of prescribed drugs

Records of prescribed drugs or medicines are to be kept strictly confidential. Only the
master and ships medical officer shall have access to this file.

04.10.3.5 Alcohol & drugs procedures, Testing

The following control measures are implemented to verify compliance with the Drugs and
Alcohol Policies on board:
Pre boarding or pre-contract drugs and alcohol testing;
• Random on board bi-annual drugs and alcohol tests by a shore based company
by means of a urine sampling;
• Monthly unannounced on board alcohol breathalyzer checks carried out by the
Master;
• Random cabin and baggage checks carried out by or on behalf of the master;
• Alcohol testing immediately to be carried out after an incident; and
• When in doubt, the master has to perform an alcohol test by means of the
breathalyzer.
4.10.3.5.1 Alcohol & drugs testing, Refusal of testing

In case participation in a drugs or alcohol test is refused, this must be reported to the
Company.
In case the person involved is a seafarer and is under suspicion of use of drugs or
alcohol, he will be released from his duties, repatriated and is subject to disciplinary
actions.
In case of a 3rd party whom is under suspicion of being under the influence of drugs or
alcohol refuses to participate in a drugs and alcohol test, he will be released from his
duties and asked to leave the ship. It is the responsibility of the Company to arrange
follow up with the contract partner.
4.10.3.5.2 Drugs and Alcohol testing, Pre-contract testing

Prior to signing a contract, a drugs and alcohol test may be required as indicated by the
company. Positive test results are to be reported to the Manager HR marine for follow up.
4.10.3.5.3 Alcohol & drugs testing, Bi-annual testing on board

Unannounced drugs and alcohol testing shall be carried out randomly by a certified
subcontractor bi-annually.
Test results shall be sent by the subcontractor to the Manager HR Marine and kept strictly
confidential. The test results will be kept in the seafarer’s personal file. It is the
responsibility of the Manager HR Marine to act on any positive outcome of external drugs
and alcohol test results.
4.10.3.5.4 Alcohol & drugs testing, Monthly random testing on board

The company will initiate a monthly random, unannounced alcohol test, to be carried out
by the master by means of the on board breathalyzer. This test shall be conducted within
2 hours after the company has informed the master unless during circumstances, which
are up to the discretion of the master, which do not allow for the testing. In case the
alcohol test must be done at earliest convenience.
4.10.3.5.5 Alcohol & drugs testing, Post incident testing

Alcohol testing shall be conducted on the Master and Chief Engineer and every individual
onboard whom was directly involved in a marine casualty.
• The testing shall be carried out within two (2) hours after the accident or as soon
as it is assessed that the on board situation allows time to safely carry out an
alcohol test;
• Individuals that have been directly or indirectly involved in the accident shall not
consume any alcohol for the following eight (8) hours; and

• Alcohol tests taken after a marine casualty shall be only taken by means of urine
sampling; the on board available test kit is to be used to collect the samples.
The following cases are defined by the US Coast Guard as being a Marine Casualty:
• Actual or constructive total loss of the vessel;

• Injuries that require medical attention (beyond first aid);
• Property damage in excess of 1.000.000 US $;
• Discharge of more than 10.000 (approximately 40 tons) gallons of any oil into the
environment; and
• Discharge of a reportable quantity of hazardous substances into the environment.
Anthony Veder may also require an alcohol test after incidents not meeting the US Coast
Guard requirements if deemed necessary.
4.10.3.5.6 Alcohol & drugs testing, Testing when in doubt of alcohol use
When use of alcohol is suspected, the master will initiate an alcohol test by means of the
ships breathalyzer.
4.10.3.5.7 Alcohol & drugs testing, Work instructions for on board testing
Below mentioned shall be observed during on board alcohol tests:
• Testing shall be carried out by the Master and the test shall be witnessed by at
least two crewmembers. The person to be tested may call own witnesses;
• The Master shall print a copy of the crew list and let all seafarers sign the list after
the test has been carried out;
• A copy of the signed crew list shall be forwarded the Company by e-mail, attention
Manager HR Marine;
• The copy of the crew list onboard shall be destroyed and the e-mail used to send it
shall be permanently deleted in the e-mail system in order to protect one’s privacy;
• The test date shall be recorded in the log-book;
• When the Master is required to be tested this shall be carried out by the Chief
Officer with the Chief Engineer as witness;
• When an alcohol test gives a positive result; a second test needs to be carried out
30 minutes after the initial test. The involved crewmember shall be kept under
supervision of two crewmembers during this period and he is not allowed to
consume any food or drinks;
• The Blood Alcohol Content (BAC) limits for a seafarer upon boarding a vessel shall
not exceed 40 mg per 100 ml blood; the BAC limit for a seafarer on duty shall not
exceed 0 mg per 100 ml blood;
• If the second test result is also in excess of the BAC, this shall constitute a
disciplinary offence and the seafarer shall remain suspended from duty.
• If the second test result is also in excess of the BAC, the involved crewmember is
required to handover a urine sample to the master (or in case it concerns the
master, to the Chief Officer and Chief Engineer) for analysis ashore.
• Urine samples shall be taken maximum two (2) hours after the second test and
shall be safely stored onboard until the next port as instructed in the D&A sample
kit.
• Any positive alcohol test with a result in access of the Company’s allowed blood
alcohol levels shall be reported to the Company immediately, attention Manager

HR Marine. The Master (if not the offender) and the Manager HR Marine shall
jointly decide the disciplinary action.
04.10.3.6 Alcohol & drugs procedures, Disciplinary actions

Violating the Company’s drugs and alcohol rules is an act of misconduct and may lead to
immediate dismissal, and where appropriate, prosecution by a Contracting Government.
Any cost or costs of damage associated with excessive consumption of drugs or alcohol,
including costs for signing off and replacement, not limited to loss of hire in case the
vessel rejected for a voyage, will be re-claimed from the seafarer concerned.
04.10.4 Desertion and runaways

The Master shall advise the local agent, as soon as possible, with the details of any
seafarer failing to join the vessel at an agreed time. If the seafarer after all joins before
sailing, the Master shall, depending upon the situation, consider adequate disciplinary
action.
The personal effects of seafarer failing to join prior to sailing shall be inventoried, packed,
tagged and temporarily held in the custody of the Chief Officer.
Unless proven that the seafarer unwillingly failed to join the vessel, an immediate
dismissal will follow.
04.10.5 Smuggling and private trading

Smuggling or private trading is strictly prohibited on the Company’s vessels. Violation may
subject the offender to immediate dismissal and, where appropriate, prosecution under
the law of a Contracting Government.
04.10.6 Compliance with rest hours

When the master anticipates that non compliance to rest hour regulations is to be
expected or is experienced, he is to verify if he can prevent fatigue by organizational
changes on board. If he is not able to prevent fatigue If significant non-conformance
persist with the vessels current complement he is to inform the HR Marine department
and suggest an alternative manning level for the vessel which is to be considered for
implementation by the management team.
Significant non-conformance is defined as;
• Non-conformance for which no compensatory rest has provided;

• Over 20 NCR’s per calendar month with less than 10 rest hours in any 24 hrs; and
• Any NCR of less than 77 hrs of rest in any 7 day period.
The rest periods of crewmembers shall be in accordance with the provisions of STCW
2010.
All seafarers, the Master included, of 18 years of age and older shall have at least 10
hours rest in any 24 hour period, to be calculated from the start of the rest period. The rest
period may be divided in not more than two periods of which one shall contain a continued
period of rest of at least 6 hours. In this case the 24 hour period shall be calculated from

the beginning of the longest rest period enjoyed. Hours made for meetings, drills and
rounds and attending to alarms are to be logged as working hours.
The time between two consecutive periods of rest shall never exceed 14 hours. A
minimum of 77 hours of rest shall be enjoyed in every 7 day period. Seafarers of 16 and
17 years (young seafarer) of age shall be limited to a working time of 8 hours in any 24
hour period.
The minimum hours of rest for these young seafarers shall be at least 12 hours in any 24
hour period of which at least 9 hours shall be consecutive and shall cover at least the
period between 00.00 hours and 05.00 hours. If the young seafarer due to watch keeping
arrangements is actually running watches during those hours, the working time may be
extended to a 12 hour period. If it is necessary for training purpose the young seafarer
may be allowed to work between 00.00 hours and 05.00 hours. The maximum hours of
working for young seafarer shall never exceed 40 hours in 7 days.
It is advised to record the hours of work and rest on a daily basis; however the last record
may never be older than seven calendar days.
Two watch schedules with 6 hours on and 6 hours off will, in most cases, lead to fatigue.
This is caused by the fact that the average sleep will not be more than 4.5 to 5 hours. This
will lead to insufficient uninterrupted sleep and poor quality of sleep due to the fact that the
rest will be taken during daylight hours.
In those cases where the crew is running on a two watch schedule during port stay or at
sea (due to absence of seafarers the Master is encouraged to let his crew work on a 7 on
7 off 5 on 5 off schedule which starts at 22:00hr.
The watch schedule shall be as follows:

22:00 – 05:00 (7 hours)
05:00 – 12:00 (7 hours)
12:00 – 17:00 (5 hours)
17:00 – 22:00 (5 hours)
Using this construction, the crew has the opportunity of having an average sleep of 5.5 till
6 hours and both seafarers are off duty in a part of the night of which makes the quality of
rest better. In the 5 hours off period the seafarer can take a short nap.
The Master shall take rest periods for participants into account when planning onboard
training and drills.
When resting personnel is disturbed during their rest period (e.g. UMS), see Master shall,
if possible, consider compensating for the time interrupted.
The watch schedules for sea and port services with the maximum working hours and
minimum rest periods included shall be posted at a conspicuous place in the
accommodation available to seafarers and officials.
The master has the right to suspend shipboard working schedules to perform any hours of
work necessary for the immediate safety of the ship, persons on board or cargo or for the
purpose of giving assistance to other ships or persons in distress at sea.

Records of rest hours are to be signed by the seafarer and ships master. Copies must be
kept on board for 12 months, with a copy to the Office and seafarer.

04.11 MANAGEMENT OF SEAGOING PERSONNEL, DISCIPLINE

04.11.1 Discipline procedure

04.11.2 Work instructions, discipline
04.11.2.1 Discipline, general

The Master is responsible for the maintenance of discipline on the vessel according to
Flag Administration regulations, Collecting Bargaining Agreements and Company
procedures. The Master shall inform the HR (Marine) without delay when any disciplinary
action is taken. In all cases involving discipline, it is essential that all actions are properly
documented and presented.
04.11.2.2 Discipline, support from the company

The Company and its representatives shall support the Master and Officers in all their
efforts to ensure the lawful execution of their duties and maintaining discipline onboard.
04.11.2.3 Discipline, complaints

Any complaint presented to the Master regarding discipline onboard shall be investigated
and immediate steps shall be taken to settle whatever problems that may have surfaced.
04.11.2.4 Discipline, crimes at sea

If a crime is committed onboard while at sea, the Master shall notify the Company’s Head
Office, Consulate of the Flag Administration, Port Authorities, and local agent prior to
arrival in port. No person charged with a crime shall be released until authorized to do so
by the proper authority. Appropriate entries shall be made in vessel’s Logbook.
04.11.2.5 Discipline, dishonest practices

Dishonest practice of any nature shall result in immediate dismissal and, wherever
appropriate, prosecution under the law of a Contracting Government. This includes, but is
not limited to:
• Accepting bribes or gratuities;

• Illegal use of property or funds of another person for own benefit; and
• Forging of personal certificates or diplomas.
04.11.2.6 Discipline, acts of misconduct

Acts of misconduct can be defined but are not limited to:
• Assault;
• Wilful damage to vessel or property on board;
• Theft, possession of stolen property, possession of offensive weapons, unlawful
possession, use or distribution of drugs;
• Failing to pass a alcohol test;
• Behaviour endangering the safety of the vessel, human life or the environment;
• Persistent or wilful failure to perform duty;
• Acts impeding the progress of the voyage;
• Intimidation;
• Behaviour which seriously influence the social well-being of any person on board,
• Causing or permitting unauthorized person to stay onboard the vessel; and
• Sexual harassment.
Serious acts of misconduct will, in most cases, lead to immediate dismissal.

04.11.2.7 Disciplinary action
4.11.2.7.1 Disciplinary actions, general

Due to both the legal and financial implications, all disciplinary actions shall be
documented in the Logbook and shall be supported by witness statements and other
documentary evidence that can be used to justify the actions taken.
The Company disciplinary system is based on:
• Flag Administration Legislation;

• Collective Bargaining Agreement; and
• Company requirements.
04.11.2.8 Types of disciplinary action

The following official reactions shall be considered in cases involving breach of discipline:
• Verbal warning;
• First written warning;
• Final written warning; and
• Dismissal following previous verbal- and written warning; and
• Immediate dismissal where appropriate.
04.11.2.9 Official warnings

Verbal warnings shall be given whenever a seafarer’s performance significantly falls short
of the Company’s requirements or fails to improve after a previous warning. All warnings
shall as minimum contain:
• A clear explanation of the reason for the warning;

• What and how to improve; and
• Timeframe for a review of the situation.
All warnings shall be entered in the Logbook and a copy of the relevant page of the
Logbook shall be sent to the Manager HR (Marine) with a copy to the Manning Agency if
applicable.
The Head of Department shall in addition to the written warnings keep records of what
happened, when it happened, under which circumstances and identify possible witnesses.
All written warnings shall be signed by the Head of Department, the offender and
countersigned by two Officers.
The final written warning shall include a statement that dismissal will follow if the situation
is not improved as explained in previous warnings.
04.11.2.10 Dismissal after warnings

Dismissal after warnings shall be used for minor offences where the verbal and
subsequent written warnings have failed to improve the situation.

04.11.2.11 Immediate dismissal

Immediate dismissal shall be used for dishonest practices and misconduct. The Master
shall ensure that the dismissal is in compliance with the Flag Administration regulations
and the Collective Bargaining Agreements.
Settlements of outstanding payments and holidays shall be done in compliance with the
Flag Administration regulations and the Collective Bargaining Agreements.

04.12 MANAGEMENT OF SEAGOING PERSONNEL, TRAVEL

04.12.1 Travel, process

04.12.2 Work instructions, travel
04.12.2.1 Travel, general

All air travel shall be arranged via AV Travel in the Rotterdam office. In connection with
crew changes the standard checklist shall be used to ensure that all formalities are
completed before departure.
Reference:
04.12.2.2 Travel expenses

The Company will arrange and pay for all means of travel in connection with signing on
and off from the Company’s vessels.
Travel expenses made in connection with a visit to the Company’s offices are
reimbursable on presentation of a detailed account.
Reference:
04.12.2.3 Travel, minimum hand-over periods

The crewing officer shall ensure by making the travelling arrangements that the required
hand-over periods can be complied with.
Reference: Chapter No. 03.9, “Shipboard organisation, position hand-over, minimum

hand-over periods” in this Manual
05 MLC
05.1 AVRZ DMLC PART II COMPLIANCE DOCUMENT
05.1.1 Minimum age (Regulation 1.1)’

No seafarer below the minimum age of 16 shall be allowed to be employed on any of the
vessels.
No seafarer below 18 years of age will be employed, or engaged or work as a ships Cook
Seafarers under the age of 18 shall not be allowed to carry out any work during the night
Except;
• When the seafarer is engaged in a training program established by the ship-owner

and approved by the Administration; or
• when the Administration has determined that the work performed due to its specific
nature or under a recognized training program is not detrimental to their health and
well-being.
Night is defined as a period of at least nine (9) hours starting no later than 0000 SMT
(midnight) and ending no earlier than 0500 (5:00 a.m.)
Seafarers under the age of 18 shall;
• Have a minimum of 12 hours rest in any 24 hour period

• Have a maximum of 40 hours of works during any 7 day period

• Have a uninterrupted period of rest of at least 36 hours in any 7 day period.
Further, seafarers below 18 years of age shall not do any other work that may jeopardize
their health such as;
• carry any loads >10kg

• the lifting, moving or carrying of heavy loads or objects;
• entry into boilers, tanks and cofferdams;
• exposure to harmful noise and vibration levels;
• operating hoisting and other power machinery and tools, or acting as
signallers to operators of such equipment;
• handling mooring or tow lines or anchoring equipment;
• rigging;
• work aloft or on deck in heavy weather;
• night watch duties;
• servicing of electrical equipment;
• exposure to potentially harmful materials, or harmful physical agents such as
dangerous or toxic substances and ionizing radiations;
• the cleaning of catering machinery;
• the handling or taking charge of ship’s boats;
• Noise levels at 85 dB or higher
05.1.2 Medical certification (Regulation 1.2)

All seafarers will always possess a "Fit for Duty" Physical Examination Form completed by
a (duly qualified) physician/ medical practitioner licensed/certificated in the place of
examination, and/or who is appointed by the Competent Authority at the place of
examination for the issuance of seafarer’s medical certification, and such standard
medical form is issued within the past two years of signing the shipping articles. However,
for seafarers under the age of 18, the maximum period of validity of the certificate is 1
year.
In addition, all seafarers forming part of the navigation watch shall hold a colour vision
certificate completed by a (duly qualified) physician/ medical practitioner
licensed/certificated in the place of examination, and/or who is appointed by the
Competent Authority at the place of examination for the issuance of seafarer’s medical
certification, and such standard medical form is issued within the past six years of signing
the shipping articles
In urgent cases a seafarer may be permitted to work without a valid medical certificate for
a period of not more than three (3) months until the next port
of call where the seafarer can obtain a medical certificate, provided that the seafarer
concerned is in possession of an expired medical certificate of recent date but not to
exceed ninety (90) days from the date of expiry of the said medical certificate that is in the
seafarer’s possession.
The medical certificate must be provided in the English Language in addition to any other
language versions.

The following costs are for owners account and will not be billed to the seafarer;
• Cost for medical fitness certificate

• Cost for colour vision certificate
• Cost for vaccinations
• Cost for medical care while on board
05.1.3 Qualifications of seafarers (Regulation 1.3)

Reference is made to HR 04.5.3.7
05.1.4 Seafarers’ employment agreements (Regulation 2.1)

Liberian Flag;
Before the Master shall sail from any port, there shall be in force Shipping Articles
(sometimes referred to as Articles) with every seaman on board his vessel, except with
persons who are apprenticed to, or servants of, himself or the vessel's owner, who are not
deemed to be seafarers.
The Shipping Articles shall be written or printed and shall be subscribed by every seaman
shipping on the vessel and shall state the period of engagement or voyage or voyages
and the term or terms for which each seaman shall be shipped, and the rate of pay for
each, and such other items as may be required by Regulation. The Master is also required
to sign the Articles of Agreement.
Singapore Flag;
Before the Master shall sail from any port, there shall be in force Shipping Articles
(sometimes referred to as Articles) with every seaman on board his vessel, except with
persons who are apprenticed to, or servants of, himself or the vessel's owner, who are not
deemed to be seafarers.
The Shipping Articles shall be written or printed and shall be subscribed by every seaman
shipping on the vessel and shall state the period of engagement or voyage or voyages
and the term or terms for which each seaman shall be shipped, and the rate of pay for
each, and such other items as may be required by Regulation. The Master is also required
to sign the Articles of Agreement.
Dutch Flag;
Before the Master shall sail from any port, he shall prepare a crew list, that lists all
seaman on board.
The master will log the seafarers sign on and off in the seafarers seaman’s book including
contract and voyage particulars.

The seafarers is given the opportunity to review and seek advice on the agreement,
including any collective bargaining agreement (CBA) that forms part of the employment
agreement, before signing, to ensure that they have freely entered into the agreement
with a sufficient understanding of their rights and responsibilities. The seafarer will receive
an English copy of the contract and CBA at least 2 days prior to departure from his home
country.
In case the seafarer or shipowner needs to terminate the employment contract early, this
must be done in writing and the minimum notice as per applicable CBA must be followed,
it should however never be shorter than 7 calendar days.
In those cases where the seafarer terminates his contract without notice due to valid
compassionate or other urgent reasons, this must be done in writing and he may do so
without penalty
Each person employed on board shall be in the possession of a seaman’s book in which
all services at sea shall be entered and certified by the Master without any statement as to
the quality of the seafarer’s work or his wages.
The contract must be made up in 3 fold and a signed original must be made available to;
• The seafarer
• The master
• The ships Manager
The maximum stay on board for any seafarer is 12 months
The following costs are for owners account;
• Cost for Visa

• Cost for joining and repatriation from the seafarers home to the ship and visa
versa.
05.1.5 Use of any licensed or certified or regulated private recruitment and

placement service (Regulation 1.4)
Manning agents used for recruitment and placement service located in a country which
has ratified MLC, operate in conformity with a standardized system of licensing or
certification issued by the competent authority in that country.
In those cases where a manning agent is used in a country that has not ratified MLC,
Anthony Veder will verify compliance by means of an audit.
All costs involved in the recruitment and placement are free of charge to the seafarer and
are for the account of the manager

05.1.6 Hours of work or rest (Regulation 2.3)

changes on board. If he is not able to prevent fatigue with the vessels current complement
he is to inform the HR Marine department and suggest an alternative manning level for the
vessel which is to be considered for implementation by the management team.
The rest periods of crewmembers shall be in accordance with the provisions of STCW
2010 as a minimum, in which managers will not allow the use of exceptions.
All seafarers, the Master included, of 18 years of age and older shall have at least 10
hours rest in any 24 hour period, to be calculated from the start of the rest period. The rest
period may be divided in not more than two periods of which one shall contain a continued
period of rest of at least 6 hours. In this case the 24 hour period shall be calculated from
the beginning of the longest rest period enjoyed. Hours made for meetings, drills and
rounds and attending to alarms are to be logged as working hours.
The time between two consecutive periods of rest shall never exceed 14 hours. A
minimum of 77 hours of rest shall be enjoyed in every 7 day period.
Seafarers of 16 and 17 years (young seafarer) of age shall be limited to a working time of
8 hours in any 24 hour period. The minimum hours of rest for these young seafarers shall
be at least 12 hours in any 24 hour period of which at least 9 hours shall be consecutive
and shall cover at least the period between 00.00 hours and 05.00 hours. If the young
seafarer due to watch keeping arrangements is actually running watches during those
hours, the working time may be extended to a 12 hour period. If it is necessary for training
purpose the young seafarer may be allowed to work between 00.00 hours and 05.00
hours. The maximum hours of working for young seafarer shall never exceed 40 hours in
7 days.
The Master shall take rest periods for participants into account when planning onboard
training and drills.
When resting personnel is disturbed during their rest period (e.g. UMS), see Master shall,
if possible, consider compensating for the time interrupted.
It is advised to record the hours of work and rest on a daily basis; however the last record
may never be older than seven calendar days. Rest hours compliance is monitored at the
Office.
Records of rest hours are to be signed by the seafarer and ships master. Copies must be
kept on board for 12 months, with a copy to the Office and seafarer.
The master has the right to suspend shipboard working schedules to perform any hours of
work necessary for the immediate safety of the ship, persons on board or cargo or for the
purpose of giving assistance to other ships or persons in distress at sea.

In case rest hours have been violated, the crewmembers must be granted sufficient time
to compensate and ensure they are sufficiently rested for their duties
Coffee brakes shall not count as rest hours but will be granted after a period of not more
than 6 working hours.
05.1.7 Manning levels for the ship (Regulation 2.7)

The vessel shall not sail unless it has in its service and on board such complement of
officers and crew as is necessary for safe navigation, and with due regards to security as
defined in the ships minimum safe manning certificate, properly familiarized as per
company requirements.
The specific manning requirement shall be defined for the vessel. This is done by
Manager HR (Marine) in cooperation with the ships Master, Technical and SHEQ
departments and may vary for summer and winter seasons. When setting the
requirements, the following shall be considered:
• Minimum safe manning requirements;

• Size and type of vessel;
• Technical status; and
• Commercial trade and specific trading area.
The specific manning requirements shall be verified and updated where required at least
annually or immediately in connection with:
• Significant change of commercial trade or trading area;

• Repeated complaints being traced to crew fatigue or shortage;
• On request of one of the Company’s departments; or
• On request of a Master/Chief Engineer.
changes on board. If he is not able to prevent fatigue with the vessels current complement
he is to inform the HR Marine department and suggest an alternative manning level for the
vessel which is to be considered for implementation by the management team.

05.1.8 Accommodation (Regulation 3.1)

The accommodation is certified according to;
05.1.8.1 Accommodation, New build (date of keel lay after August 20th 2013)
Design, construction and equipment as per DMLC I, 3.1 proven by means of
accommodation certificate based on MLC
05.1.8.2 Accommodation, Existing ships (date of keel lay before August 20th
2013)
Design, construction and equipment as per DMLC I, 3.1 proven by means of
accommodation certificate based on ILO 92/133 or the appropriate seaman degree.
Exemptions are defined by the flag authorities
05.1.9 On-board recreational facilities (Regulation 3.1)

The vessel is provided with a suitably equipped mess providing reading facilities and a
book case.
The following are available on board at no cost to the seafarer;
• Smoking room
• Sports facilities
• Internet
• TV & DVD
05.1.10 Food and catering (Regulation 3.2)

Food, coffee, thee, fruit juice and soft drinks and is provided to the seafarer free of charge.
It is the masters responsibility to ensure that the vessels carries sufficient food and
freshwater for the intended voyage, taking into account the number of seafarers on board
and their religious requirements and cultural practices.
Cooks must be in the possession of a ships cook certificate or hold a declaration of

experience to ensure they are capable of providing the crew with a varied diet and
nutritious meals.
Reference is made to the vessels planned maintenance system which defines masters
inspection frequency food, provisions, stores, potable water and cleanliness of the galley
and stores.
As owners operate a zero alcohol policy, no alcoholic beverages, wines or spirit are
available and allowed on board.
Potable water procedures are available in Engine Room manual chapter 020

05.1.11 Health and safety and accident prevention (Regulation 4.3)

An on board safety committee is established, reference is made to the companies Health
and safety manual 03.4
The vessel is provided with an Occupational health and safety risk inventory and
evaluation document, which will be assessed by an Occupational Health and Safety
Expert.
Crewmembers under the age of 18 years must be familiarized with the occupational
health and safety risks such as;
• carry any loads >10 years

• the lifting, moving or carrying of heavy loads or objects;
• entry into boilers, tanks and cofferdams;
• exposure to harmful noise and vibration levels;
• operating hoisting and other power machinery and tools, or acting as signallers to
operators of such equipment;
• handling mooring or tow lines or anchoring equipment;
• rigging;
• work aloft or on deck in heavy weather;
• night watch duties;
• servicing of electrical equipment;
• exposure to potentially harmful materials, or harmful physical agents such as
dangerous or toxic substances and ionizing radiations;
• the cleaning of catering machinery; and
• the handling or taking charge of ship’s boats.
Periodical review of occupational Health and Safety policy as per MQM 02.1.1, based on
masters input via masters review.
Reporting requirements of accidents at work and occupational deseases a per E&S

manual 02.3
A company Physician is appointed to monitor company quality health and safety records
and provide support and advise to the company.

05.1.12 On-board medical care (Regulation 4.1)

Medical reports and records as required by the authorities are available on board within
the ships electronic management system
Medicines, medical equipment and facilities are available on board for the number of
seafarers on board, properly kept up to date, clean and tidy. Any shortages must be
replenished at first opportunity. An annual inspection by the Master is scheduled within the
ships planned maintenance system.
Prompt medical treatment ashore at managers cost are available to each seafarer signed
on, including repatriation, dentist care and medical care.
Health education is provided and promoted on board as per health and welfare policy in
Main Quality Manual 02.1.5.
At least one crewmember will have a medical care certificate. The medical first aid guide
is available on board.
Radio medical advise is provided via the Dutch Coast Guard as per information available
on board.

05.1.13 On-board complaint procedures (Regulation 5.1.5)

Reference is made to the on board familiarization procedure which includes providing the
seafarer with the applicable complaints procedure and forms. An annual review of MLC
complaints will be part of the company’s management review.
05.1.13.1 Complaints procedure:

This complaint procedure aims to ensure fair, effective and expeditious handling of
seafarer complaints, alleged breaches of the requirements of the Maritime Labor
Convention, including seafarers’ rights.
The procedures seeks to resolve complaints at the lowest level possible. However, in all
cases, seafarers shall have the right to complain directly to the Master. If the complaint is
to the prejudice of the Master, then the seafarer may complain directly to the shipowner or
to the Flag Administration, or to appropriate external authorities.
Seafarers have the right to be accompanied or represented during the complaints

procedure if so specifically requested by the seafarer and will not be victimized for filing
complaints. No adverse action will be taken by any person with respect to a seafarer for
lodging a complaint which is not manifestly vexatious or maliciously made.
In addition to receiving a signed original of their seafarers’ employment agreement and a

copy of the applicable collective bargaining agreement, each seafarer shall also receive a
copy of the on-board complaint procedures applicable on the ship.
A copy of the complaint together with the action and decision taken on it will be provided
to the seafarer concerned.
05.1.13.2 Lodging a complaint

Each seafarer may lodge a complaint to his superior. When this does not solve the issue
at hand, the seafarer may lodge the complaint with the master, using the company & flag
specific complaint form as available on board. In case the master is not able to handle the
complaint sati factionary, only then, the complaint is to be transferred to the Manager HR
Marine.
Where a complaint cannot be resolved on board or with the shipowner, a seafarer may
lodge a complaint with a flag state Inspector or the authorized RO inspector, as
applicable. Complaints to the Administration may be lodged through a dedicated email
address, telephone number and a link on the Administration’s website.
05.1.13.3 Complaint timeline

Seafarers will have fourteen (14) days from the date of the alleged occurrence of the labor
grievance (complaint) to bring the matter to the seafarer’s superior officer; the head of the
department; the master, each of whom has a further seven (7) days to bring about a
solution to the grievance (complaint).

If the Master is unable to resolve the matter, the seafarer shall have ten (10) days to bring
it through the Master to the shipowner, or where appropriate, directly to the shipowner.
However, if the complaint may be to the prejudice of the master, the seafarer may
complain directly to the shipowner.
The shipowner and the seafarer concerned shall have a period of twenty (20) days there
from to bring about a conciliation.
If after twenty (20) days, the matter has not been conciliated, then either party shall have
a further twenty (20) days to bring the matter for mediation to the responsible flag
appointed official.
If the complaint cannot be resolved through mediation or conciliation, then either party
shall have up to thirty (30) days to serve a notice of demand for arbitration in accordance
with flag specific requirements of which the results of which shall be duly reported to the
Administration.
05.1.14 Payment of wages (Regulation 2.2)

Reference is made to the wages procedure as available in the HR Manual and the
applicable CBA.
Wages are paid in the currency as specified in the seafarers contract and are transferred
directly into the seafarer’s account as per HR 3.3.16.1.2.

01 APPENDIX 1, ROLES OF SHIP PERSONNEL
FAMILIARIZATION
The Head of department is the responsible person for familiarization of new personnel
upon joining the ship with the vessel’s emergency procedures and muster stations. The
Head of department may delegate these tasks to members of the vessel’s Safety &
Quality Committee but will remain responsible for their implementation. Procedures for the
familiarization of crew can be found in section “Training and qualification of officers and
crew” of this manual.
01.1 ORGANISATION DECK

Each Deck Officer is responsible to the Master for carrying out the responsibilities and
specific duties assigned by law and Company regulations including the following:
 Familiarization, in accordance with SOLAS, ISM-code and STCW requirements, with

emergency stations, fire-fighting and lifesaving appliances, and with the arrangement,
layout and operation of the cargo and ballast systems.
 Execution of all lawful orders issued by the Master.
 Proper standing watch, as well as in port, at anchor and underway.
 Make himself acquainted with the relevant requirements of Company’s Manuals,
circular letters and other publications forwarded by the Company.
 Safely conduct the cargo handling and cargo related operations in accordance with the
relevant procedures from Company’s and Manufacturers Instruction Manuals, Tanker
Safety Guide (Liquefied Gas) and Codes of Practice of the Industry.
RESPONSIBILITIES AND AUTHORITY – DECK OFFICERS
Deck officers will place the safe navigation of the ship above all other priorities while on
watch and comply with the Company’s Safe Navigation Policy. They have the authority to
act in order to avoid immediate danger.
BRIDGE STANDING ORDERS
New deck officers upon joining the ship will read the Company and Masters Standing
Orders and seek clarification of any uncertainties prior to signing the Standing Orders.
NAVIGATION INFORMATION
Deck Officers will keep themselves posted on the latest navigation information as
published in the Notices to Mariners and similar, as well as the navigational and weather
warnings received.
VOYAGE PLAN AND NAVIGATION

By filling out the Voyage Plan and Navigation Checklist all Deck Officers will become fully
acquainted with their duties and responsibilities.
FREEDOM TO ACT
When on duty Deck Officers are allowed to make use of the bridge equipment and
facilities, including the use of engines, to ensure the safety of navigation.
STANDING ORDERS
New deck officers upon joining the ship will read the Company and Masters Standing
Orders on “Cargo Transfer operations” and seek clarification of any uncertainties prior to
signing the Standing Orders.
EMERGENCY AND SAFETY TRAFFIC
The master will appoint an officer as a “Responsible Person designated to handle

emergency and safety traffic” and will record name & rank in the official logbook.

01.1.1 C/O DUTIES AND RESPONSIBILITIES

The Chief Officer is next in command of the ship and in charge in the Master’s absence or
incapacity. He will prepare himself for complete command responsibility.
The Chief Officer is responsible to the Master for the following:
 Supervision of cargo handling, Ballast and cargo related operations.

 Efficient and economical operation of the Deck Department including:
 Preparation of the ship when bad weather is expected
 Preparation of the ship for departure, arrival, anchorage and mooring
 Deck Department stores, inventory & requisitions including record keeping and proper
storage)
 Maintaining the discipline of personnel in the Deck Department.
 Ordinary maintenance, Routine testing and upkeep of all deck and cargo facilities,
including fire fighting and lifesaving appliances equipment, assigned to the Deck
Department. (Although the Chief Officer may delegate the foregoing tasks to a junior
officer he will remain responsible for their implementation).
 Keeping records of maintenance in the vessel’s PM-system file as described in the
Maintenance, Dry-docking and Repair Manual as well as record books and logbooks.
 Daily inspection of the Deck Department, weather and other circumstances permitting,
MEDICAL OFFICER
The Chief Officer will act as the ship’s Medical Officer. As such he will be responsible to
the Master for:
 Inventory and requisitioning of all medical items necessary to keep the medical chest
supplied as specified by international, flag state and Company requirements.
 Keeping of the medical log book
 Training of the other officers in the use of the resuscitator.

01.1.2 2/O DUTIES AND RESPONSIBILITIES

As the Second Officer is next in authority to the Chief Officer, he will be expected to be
familiar with and able to perform the Chief Officer’s duties as may be required. Under the
Chief Officer’s supervision and training, the Second Officer will be expected to be able to
load and discharge cargo. He will be fully familiar with the operation of the ship’s cargo
systems & pumps.
 The 2/O is responsible for the following: cargo handling, ballasting and tank cleaning
duties performed under the direction of the Chief Officer.
 Navigating Officer duties as set forth in the Bridge Organization Manual.
 preparing the Voyage Plan for the next voyage as soon as possible after being
informed by the Master of the next destination.
 Updating all Nautical Charts and Publications and for keeping an up-to-date filing
system of all charts and publications amended and to be amended.
 Keeping records of the operations, recording faults and recording all maintenance and
repairs to all navigation equipment and instrumentation.
 Proper performance and conduct as a watch stander and navigator.
 Deck Maintenance on cargo handling and ballast system equipment.
 Inspection, maintenance and record keeping of Live-saving and Fire-fighting
equipment.
01.1.3 3/O DUTIES AND RESPONSIBILITIES

When joining a ship, the Third Officer will report to the Master and, with the departing
officer, inspect those items of equipment and publications for which he is responsible.
Any unsatisfactory conditions will be brought to the Master’s attention. As the Third Officer
is next in authority to the Second Officer, he will be expected to be familiar with and able
to perform the Second Officer’s duties as may be required. Under the Chief Officer’s
supervision and training, the Third Officer will be expected to be able to load, and
discharge cargo. He will be fully familiar with the operation of the ship’s cargo systems &
pumps. When duties involve deck maintenance or the handling of cargo or ballast, the
Third Officer is responsible to the Master through the Chief Officer.
The Third Officer is responsible for the following:
 Cargo handling, ballast operations and tank cleaning duties performed at the direction
of the Chief Officer.
 Proper performance and conduct as a watch-keeper.
 Any task from the second officer as delegated by the master
WHEN A THIRD OFFICER IS CARRIED

In case a Third Officer is carried the captain may delegate the following duties to the third
officer:
 Inspection, maintenance and record keeping of Live-saving equipment

 Corrections of all navigational publications except for the charts
WHEN NO THIRD OFFICER IS CARRIED

When no Third Officer is carried this duties will be assigned to the next most senior officer
carried.

01.1.4 DECK RATINGS

The deck ratings are Responsible through the chief officer and are to be fully conversant
with the following activities:
• Handling mooring ropes, accommodation ladders, pilot ladders and gangways;

• De-scaling with pneumatic / electric driven devices, priming and painting of
shipboard surfaces including procedures concerning special coatings
• Rigging, under supervision, hose handling / store crane or other lifting gear.
• Preparation of deck and tanks for cargo operations or sea service.
• Cleaning and housekeeping activities.
• Form part of navigational watch as assigned and as required by the STCW 95
convention
In case the vessel is not manned with a steward, his duties may be transferred to the deck
ratings by the master.
01.1.5 BOSUN
The Bosun will supervise the deck ratings in their maintenance work, preparations for
departure and arrival, preparations for cargo operations, anchoring etc.
On a daily basis the Chief Officer and Bosun will communicate on planning and progress
of the deck maintenance
Basic Tasks:
• Plans the daily work schedule and give task to the deck crew basis the
maintenance schedule as indicated by the Chief Officer.
• Ensure that safety procedures are being followed and permits are used where
required during work done by himself and the ratings.
• Promote safety and use of PPE among the ratings.
• Regular check up of the vessel and maintain areas of the ship; cleaning and
painting; that are not maintained by the engineering department.
01.1.6
01.1.7 CHIEF COOK
The Chief Cook is responsible for the following
 Preparation of all meals.

 Proper care, control and use of both dry and refrigerated stores.
 Maintenance of a high standard of cleanliness and hygiene throughout the galley and
related compartments and the prevention of infestation.
 Washing of galley and mess room related laundry.
 Cleaning of mess room(s).
 Setting the tables.
 Economical use of the ship’s provisions
 Provisioning of the ship (including administration and storage).
 Reporting any deficiencies to the master.

01.1.8 STEWARD
Any ship manned with a crew of 21 persons will be manned with a steward as 22nd
person. Temporary service engineers or passengers will not be taken into account.
The steward is responsible for the following;
• Assisting the Cook where required

• Setting the tables.
• Maintenance of a high standard of cleanliness and hygiene throughout the
accommodation.
• Washing of galley and mess room related laundry.
• Keeping track of the stock of cleaning products
• Reporting any deficiencies to the Chief Officer.
When a vessel is not carrying a steward these duties will be delegated to the deck ratings
by the master.

01.2 ENGINE ROOM ORGANISATION
LOGBOOKS
Several logbooks are to be maintained by E/R staff:
• E/R logbook
• Oil Record Book
• Potable water Record book
• Sewage Record book
These record / logbooks are the responsibility of the Chief Engineer, however, he may
delegate these tasks to other officers.
The Chief Engineer will always be the responsible person for above mentioned records.
01.2.1 C/E
The Chief Engineer is responsible to the Master and Owners for the safe, efficient and
cost effective operation of all mechanical and electrical equipment on board ship.
As the chief technical officer on board he is responsible for the following items.
 Maintenance and repairs to all machinery, mechanical and electrical equipment

(including cargo / inert gas-installation) of the ship, maintain the engine-room
administration and informing the Company through the master, immediately for any
mechanical defects which may affect the safety and or commercial operation of the
ship.
 Maintaining an efficient planning for outstanding repairs & maintenance.
 Adhering to company’s instructions with regard to reporting and record keeping.
 Ensuring that safe systems of work are established for all activities under the
responsibility of the Engine Department and ensuring that all environmental protection
procedures are fully implemented.
 Setting watches and post roster of staff duties with regard to watch-keeping, stand-by
and UMS duties, by issuing engine room standing orders and preparing an engine
room order book, and training of engine room trainees.
 Updating list or index of manufacturers operational manuals for all mechanical and
electrical plant on board, control and ordering of spare gear and consumables.
 Liaison with the Master in calculating the quantity of fuel and lubricating oils required
for each passage, including minimum reserve requirement and taking of bunkers and
lubricating oils, monitoring and recording consumption of fuel and lubricating oils and
providing the Owners with Voyage report covering bunker consumption
 Monitoring and control of repairs to the hull, engine room installation, cargo system
and deck machinery by crew and shipyard contractors.
C/E ORDERS BOOK

New engineering officers upon joining the ship will read the chief engineer’s orders book
and seek clarification of any uncertainties prior to signing the Standing Orders.

01.2.2 2/E
The Second Engineer is directly responsible to the Chief Engineer as his assistant in the
safe and efficient operation and maintenance of the cargo system, Engine Room and deck
machinery. The second engineer will carry out such watch keeping duties as are required
by the Chief Engineer. In the event of the incapacity or absence of the Chief Engineer, the
Second Engineer holding the required Certification, should be capable of assuming the
responsibilities of the Chief Engineer.
01.2.3 3/E
The third engineer will carry out such watch keeping duties as are required by the Chief
Engineer. In addition to these watch keeping duties he will carry out maintenance of the
ship’s machinery, equipment or structure, as directed by the Chief Engineer or Second
Engineer.
01.2.4 Electro Technical Officer

An Electro Technical Officer is responsible for the operation, maintenance and repairs of
electrical, electronic, computer systems and equipment including electrical propulsion.
The Electro Technical Officer is responsible to the Chief Engineer.
The Electro Technical Officer is together with the Chief Engineer responsible for educating
the Engineering Officers on board in the operation, maintenance and repairs of the
equipment under the responsibility of the Electro Technical Officer.
An Electro Technical Officer is placed on board when required by the ships minimum safe
manning certificate. In addition an Electro Technical Officer may be placed on board on
the suggestion of a ship’s Master, Chief Engineer and superintendent as approved by the
Fleet Director.
Certification
Every Electro Technical Officer serving on a seagoing ship of 750 kW or more shall hold
an appropriate certificate and an endorsement issued by flag state basis STCW approved
education, sea service and reaching the minimum age of 18.
01.2.5 Gas Engineer

A Gas Engineer is an engineer whom is specialised in refrigerant techniques.
The gas engineer resigns under the Chief Engineer to whom he is directly responsible.
However, maintenance to and malfunctions of cargo equipment is to be discussed with
both the Chief Engineer as the Chief Officer.
A Gas Engineer is responsible for the following items:
• Mechanical maintenance of all cargo related equipment

• Electrical maintenance of all cargo related equipment
• Testing and proper functionality of alarms of all cargo equipment related alarms
• Calibration of all cargo related monitoring and alarm systems
The following cargo related equipment is excluded form his responsibility:

• IG or Nitrogen generator and associated equipment

• Fixed and portable gas detection equipment
In addition, a gas engineer assists in the operation of the cargo equipment of a gas carrier
for which he is responsible to the Chief Officer.
The gas engineer, together with the Chief Officer and Chief Engineer are responsible for
educating the deck and engine officers on board in the operation, maintenance and
repairs of the equipment under the responsibility of the gas engineer.
A gas engineer is placed on board when required by the ships minimum safe manning
certificate. In addition a gas engineer may be placed on board on the suggestion of a
ships chief engineer, master and superintendent as approved by the fleet director.
Certification
Every gas engineer serving on a seagoing ship of 750kW or more shall hold an
appropriate certificate and when applicable an endorsement for refrigerant engineering
issued by flag state basis STCW approved education, sea service and reaching the
minimum age of 18.
01.2.6 E/r ratings

Engine room ratings (wipers, oilers, motormen, fitters etc..) will carry out maintenance of
the ship’s machinery, equipment or structure and other engine room operations as
directed by the Chief Engineer or any other engineering officer. In case the rating is
appointed to assist in the mooring operations he is to follow instructions as directed by the
Master or any other deck officer after proper familiarisation and training.
01.2.7 Fitter
A fitter will be placed on board for a predefined period of time basis a request of a ships
Master and Chief Engineer together with the ships superintendent. Authorization for
manning a vessel with a fitter is made by the fleet director taking into account vessels age,
state and special projects as initiated by the technical department.
A fitter will not be automatically replaced at the end of his contract, re-evaluation by the
fleet director is required.
A fitter is responsible for the following;
• All steel work; welding, cutting, grinding and turning as indicated by the Chief
Engineer
• Keeping welding, cutting, grinding and turning equipment used in proper condition
and reporting any mall function to the Chief Engineer

HACCP MANUAL
Issue date “14-05-2012” version 2
(Applicable on Coral Carbonic only)

HACCP Manual
01 VISION
A Hazard Analysis and Critical Control Points (HACCP) management system has been
developed for this Carbon Dioxide ship to ensure the right quality of liquid CO2 delivered
to terminals which are suppliers to the food and beverage industry. The purpose is to
secure the product quality related to food safety, by avoiding chemical, physical and
microbiological contamination of CO2 which shall be used as raw material or come in
direct contact with food or beverage products.
The purpose of the management system is to identify and establish corrective actions for
control of critical control points for the food safety hazards for loading, ships transport
maintenance of cargo equipment and unloading of CO2. The starting point of the
management system is set at the coupling for the ship on the jetty of the production unit.
The end point was set to the coupling for the ship on the jetty at the discharge terminal.
The HACCP manual does only apply to the cargo compartment and containment system
of the vessel which is indicated on the general arrangement in appendix 1.
The management of Anthony Veder Rederijzaken B.V. is committed to ensure that

the transportation of carbon dioxide is performed according all applicable rules and
regulations and the principles of the HACCP code.
02 PROCES
The assessment is based on information achieved at normal situation conditions in a
closed system. Abnormal situation and conditions at the ship should be considered as a
non-conformance and has to be taken care of according to this system.
• The procedures for loading the carbon dioxide can vary at different locations.
• Sampling is performed at the charterer’s discretion
• For transportation the normal gas tanker procedures are applicable.
• The procedures for discharging the carbon dioxide can vary at different locations.
HACCP Manual
03 PRODUCT
03.1 PRODUCT, DESCRIPTION
CO2 with normal chemical name carbon dioxide, C.A.S. No. 124-38-9, is a colourless gas
under normal conditions with a slight pungent odour. Commercial carbon dioxide is
shipped and handled as a liquid in pressurized cylinders or bulk storage systems
designed for its particular use. It is also compressed to solid blocks of "dry ice", in
specially designed insulated containers.
CO2 is listed as a food additive with number E-290 (INS No 290, EEC No E290).
It is also listed with an identification number UN 2187 for deep cooled liquid CO2
Reference is made to the safety data sheet of CO2 on board.
03.2 PRODUCT, SPECIFICATIONS

The product is sold to a high standard of purity and is released based on analysis of final
product against specification agreed with customers. Typical content of CO2 is 99,99%
v/v. Traces of other substances agreed upon with customers, are given a maximum value.
The specifications of the carbondioxide are not in our hands as the vessel is part of the
transport chain of the product and has no part in the production process. The actual
specifications of the product can be found on the analysis report of the carbon dioxide
which is received during, or shortly after, the loading operation.
03.3 PRODUCT, APPLICATION

Carbon dioxide has many different applications.
Major food industry uses are at the moment:
• Soft drinks - carbonation

• Brewing - carbonation, storing, moving and dispensing beer
• Food processing - chilling, freezing, modified atmosphere packing
• Transport refrigeration - in solid form for refrigeration like in in-flight catering
• Extraction processes - extraction of taste components, caffeine from
coffee beans
• pH adjustment of drinking
water - adjustment of drinking water to acceptable pH level
Other uses include among other pharmaceuticals, chemical manufacture, engineering,

solvent production, nuclear industry, fire fighting equipment.
HACCP Manual
04 PROCEDURES
Appendix 5 of the HACCP binder contains work instructions which are issued by
terminals. The chief officer is responsible to keep this appendix up-to-date. The
instructions in this part of the manual are only the instructions which are HACCP related.
The vessel is provided with a large toolbox which is properly marked as “HACCP only”
and to be used for storage of tools and equipment. Three (3) small blue coloured
toolboxes which are to be used for the transport of tools and equipment when
contamination of the carbon dioxide system is at risk. Examples for situations like this:
(dis)connecting the cargo hose and repairs on the cargo system which can come in direct
contact with the carbon dioxide.
For common use, the washbasin at the main deck corridor must be equipped with a paper
towel system, i.e. a tork-rol.
When the operation at hand involves possible contamination of the cargo system the
following instructions apply:
 Wearing a clean company coverall is mandatory

 Clean working gloves must be worn
 The use of the HACCP-tools is mandatory; and
 Hands must be washed prior to commencing
Tools used for connecting the hoses have to be HACCP dedicated. These tools have to
be marked as HACCP tools and if not in use, stored in the dedicated HACCP box.
HACCP dedicated tools and cleaning material may only be used for HACCP purpose.
The marking of tools consists out of blue painting with white letters “HACCP”
When entering the tank is necessary; the procedure for “tank inspection, chapter 06” of
this manual must be followed.
04.1 LOADING
Loading carbon dioxide is not different than other liquefied gas cargo’s at Anthony Veder
Rederijzaken B.V. Therefore only the HACCP related items and procedures are
mentioned in this manual. Procedures and work instructions in general can be found in the
manual “LPG Cargo Handling Cargo Handling manual, Liquefied Gas”.
HACCP Manual
Terminal specific loading procedures can be found in appendix 1 of the HACCP binder
when applicable. At all times, the “ship-shore safety checklist” is to be used. When not
provided by the shore or not conform the ISGOTT standard the crew must use the
company version.
• When connecting the hose all connections must be checked for contamination.
• The procedures for commencing loading may vary at different berths.
• Loading is done according the normal gas tanker procedures.
• The procedures to stop loading may vary at different berths.
• Samples are drawn for analysis. The decision whether to draw samples or not is at
the charterer’s discretion.
• After disconnecting the hose the blanks are to be placed on both the vessels and
the shore manifold. The blanks must be fully bolted. The hose must be stored in
the hose box.
Reference: Ship-shore safety checklist, STAR IPS / Other documents / Forms / Cargo
handling
04.1.1 Loading, Hoses

Handling procedures/routines are set up and must be followed. The operators are trained
on how to handle those hoses. Training records are kept in appendix 9 of the HACCP
binder. When hoses are removed from the storage box each open end must be covered
by means of a hair net. After use, the hoses have to be stored in the hose storage
containers. Operators have to be trained and re-trained in this. A training record is part of
this manual and has to be completed after a training session.
04.1.2 Loading, Connecting the hose

Prior to removing the blanks of both the vessels manifold as the shore manifold the
connections must be cleared of any contamination. When the hose is connected to the
vessels manifold the blind which is removed from this connection has to be placed on the
other end of this hose (only when making the connection is interrupted for a longer time
period otherwise the hairnet will be sufficient). Hoses, couplings and other equipment
should not be dragged on the ground letting contamination enter the hose. Hoses have to
be purged 3 times before filling can start.
Proper purging with CO2 is necessary to prevent contamination from hoses or pipelines.
Existing procedure for pressurising and discharging have to be followed to prevent
chemical, physical and biological contamination.
When one of the blanks, on the shore manifold, is not placed properly, the master must be
warned immediately. The master has to contact the vessels operator immediately.
04.1.3 Loading, Disconnecting

When loading is finished and the hose and couplings are depressurised according to the
“LPG Cargo Handling Cargo Handling manual, Liquefied Gas”procedures they can be
disconnected. Again care should be taken not to contaminate the hose and other
equipment. After disconnecting the hose, hair nets should be placed and hoses should be
stored in the hose box, The hose box should be closed at all times to avoid contamination.
HACCP Manual
04.2 SAMPLING
Drawing samples for analysis is the only way to determine whether the cargo is according
the specifications as they are described in the analysis report. The decision to declare the
cargo off-spec is made by the cargo owner or receiver, basis analysis of the cargo.
Sampling is performed only on request of the cargo owner / charterer and done only by
external companies.
• Before opening the sample point, it has to be checked for contamination and
cleaned if necessary.
• Prior to connecting the hose the sample point must be purged. This is to clear any
non-visible contaminants from the sample point.
• Work instructions for drawing the samples are made by the laboratory which
analyses the sample and are not under our supervision. The samples are drawn
by external companies and are done under supervision of crew of our vessel.
Proper personal protection equipment is to be used during sampling.
• After sampling the sample points must be blinded immediately.
04.3 TRANSPORT
Transport of the carbon dioxide is equal to the transportation of liquefied gas in general.
Therefore this will not be specified in this manual. Cargo handling in general is described
in the “LPG Cargo Handling Cargo Handling manual, Liquefied Gas”.
04.4 DISCHARGING
Discharging carbon dioxide is not different than other liquefied gas cargo’s at Anthony
Veder Rederijzaken B.V. Therefore only the HACCP related items and procedures are
mentioned in this manual. Procedures and work instructions in general can be found in the
“LPG Cargo Handling Cargo Handling manual, Liquefied Gas”.
The hose handling and (dis)connecting is equal to the instructions as mentioned in section
Chapter 4.1 Loading of this manual.
Terminal specific discharging procedures can be found in appendix 5 of the HACCP

binder when applicable. At all times, the “ship-shore safety checklist” is to be used. When
not provided by the shore the or not conform the ISGOTT standard the crew must use the
company version.
Reference: Ship-shore safety checklist, STAR IPS / Other documents / Forms / Cargo
handling
HACCP Manual
04.4.1 Deepwellpump
The cargo tank is equipped with a deepwellpump. This is a multiple-stage centrifugal
pump which is used to discharge the carbon dioxide. The pressure in the tank is, under
normal conditions, approximately 16 times the atmospheric pressure. In order to seal off
the pump shaft a pack-box is placed. This pack-box contains 2 mechanical seals and an
oil collecting chamber.
04.4.1.1 Deepwellpump, Leak of pack-box oil

The oil pressure in the pack-box is higher than the tank or discharge pressure. The
minimal quantity of oil which is allowed to pass the pack-box, as stated in the
manufacturer’s manual, is collected in a collecting-chamber. This chamber is to be
drained prior to every use of the deepwellpump and the level of this chamber is monitored
visually during the operation of this pump. The quantity of drained oil to be recorded in
appendix 10 of the HACCP binder
04.4.1.2 Deepwellpump, Oil tank level – follow up

A monitoring system for oil tank level is established and need to be followed up.
Reference is made to the vessels maintenance system.
HACCP Manual
05 RECALL
A recall procedure is not really applicable for this manual, due to the fact that the carbon
dioxide is the charterers property. The carbon dioxide is only transported by a vessel
managed by Anthony Veder Rederijzaken B.V. and therefore “recall” must be understood
as “reporting procedure”
The product is sold to a high standard of purity and is released based on analysis of final
product against specification agreed with customers. Typical content of CO2 is 99,99%
v/v. Traces of other substances, agreed upon with customers, are given a maximum
value. If these contents exceed the agreed maximum value’s a decision must be made by
the cargo owner on how to proceed.
All HACPP related abnormalities which occur during the operational time of the vessel are
to be reported. Abnormalities include i.e. the suspicion that oil or any other substance has
penetrated the cargo tank or the cargo system in general. Reporting should be done
according the following sequence:
• Inform the operations department

• Inform P&I club in close cooperation with the insurance department at Anthony
Veder Rederijzaken B.V.
• Inform the charterer after consultation with the Anthony Veder Operations
department, and
• The owner of the cargo will decide on how to proceed. The manager of the vessel
must be kept up-to-date on the decisions made by the cargo owner.
06 TANK INSPECTIONS
Prior to entering the tank for a visual inspection or maintenance, checks are to be
performed to ensure the safety of personnel. Procedures regarding this matter can be
found in the manual “LPG Cargo Handling Cargo Handling manual, Liquefied Gas” The
check-list regarding “entering enclosed spaces” must be completed.
Furthermore, requirements regarding HACCP must be followed.
This includes:
 A clean coverall must be worn

 Disposable overshoes must be worn
 Dedicated tools are to be used
 A hairnet must be worn
 Jewelleries are not allowed
A warning plate is provided which must be placed near the tank entrance which states
these requirements.
HACCP Manual
In order to comply with these rules a HACCP tank entry box is provided and contains a
minimum of
 Seven white paper coveralls

 Seven pair of overshoes
 Seven pair of work gloves
 Seven hairnets
 One dustpan and brush
 One broom
 HACCP tools
 HACCP sign
The HACCP tank entry box must be checked prior entry of the tank. At least every 6
month’s the box must be checked on the content and missing items must be ordered.
If one of these requirements cannot be met during a tank inspection a “statement for tank
cleanliness” must be issued prior to closing the tank.
07 MAINTENANCE
All maintenance is performed according the vessels Planned Maintenance System (PMS).
This system provides a maintenance interval for all items onboard.
The data which determines the interval can be i.e. running hours or time between
maintenance. The manufacturer determines on what criteria and interval maintenance
should be performed.
08 VISITORS
Every person which comes onboard has to report to the officer on duty. This person will
be accompanied by the watchman on his trip to the officer on duty. Reference is made to
the Ship Security Plan.
HACCP Manual
09 HAZARD ANALYSIS
The notion “hazard analysis” consists of two elements, namely the identification of
potential hazards and the execution of a “HACCP analysis”. During the “HACCP analysis”
the involved risk is assessed which may cause an adverse health effect when the food is
prepared and consumed according to its intended use.
09.1 HAZARD IDENTIFICATION

Element of risk Hazard Note
1. Fixed coupling on pier, 1. Danger of physical contamination 1. Depends of terminal.
blinded due to unplugged or wrong handling Sometimes responsibility
of blinding. of ship to connect to
2. Material of coupling. shore.
3. Danger of physical contamination 2. Coupling in low carbon
from gasket material due to wrong or stainless steel.
handling of gasket. 3. Gasket material PTFE
2. Hoses 1. Danger of contamination if hoses 1 and 2. Training of
on ship are not stored in containers. operators on ship.
2. Wrong handling of hoses 2. Containers need to be
3. Material of hoses. checked that sealing are
not broken and not
possible for contamination
to enter hoses.
3. All hoses with certificate
for pressure testing.
Inspected regularly.
Selected for use with liquid
CO2.
3. Vessels manifold 1. Danger of physical contamination 1. Depends of terminal.
due to unplugged or wrong handling Sometimes responsibility
of blinding. of ship to connect to
2. Material of coupling. shore.
3. Danger of physical contamination 2. Coupling in low carbon
from gasket material due to wrong or stainless steel.
handling of gasket 3. Gasket material PTFE
4. Start filling ship or Purging not good enough, too much Purge with CO2 before
terminal O2 left in pipeline or hoses. starting filling ship or
terminal, at least 3 times.
5. Pump on ship 1. Leak of pack-box oil into liquid CO2 1. This is virtually
2. Material from pack-box into liquid impossible due to the
CO2 construction of the pack-
3. Material of pump. box
4. Oil tank level - follow up. 2. PTFE used for pack-box
3. Centrifugal pumps.
Long time experience, no
problems.
4. This is incorporated in
the vessels P.M. system
HACCP Manual
6. Tank on ship 1. Material of tank. 1. Low carbon steel.

2. Rust in tank. 2. No problem during
3. Microbiological contamination. normal operation.
3. No findings of
microbiological
contamination on several
samples in supply chain.
7. Pipeline on ship Material of pipeline. Stainless steel.
8. Gasket material Parts of gaskets material coming into PTFE used.
CO2 and going to tank
9. Fixed coupling on pier Ref. element 1. Ref. element 1 -
at terminal. connecting.
Disconnecting. Some times ships
responsibility to
disconnect from pier.
10. Training of personnel 1. General job training. Personnel not 1. Special procedures and
following or knowing procedures. follow up of training.
2. HACCP specific training. 2. HACCP-training
program given by ships
managers.
11. Maintenance / 1. Danger of contamination when 1. Procedures for opening
modifications / technical opening tank and going into tank. tank for inspection.
engineering work (Inspection). 2. Log.
2. Danger of physical or Work permit system.
microbiological contamination like Cleaning procedures after
particles during technical this kind of work.
modifications 3. HACCP-experts
3. Modification not evaluating HACCP. contacted before
modifications.
12. Start up of new tank Contaminants in tanks or pipeline Flush with CO2 completely
in ship or start up after (physical or microbiological). before filling ship or
shut down. terminal.
Cleaning.
Control as per class
requirements.
13. Sampling of CO2 Contamination on thread for Cleaning the sample

connecting sampling cylinder e.g. oil, points is for the
water, dirt. responsibility of the
vessel.
14. Handling of non- Handling of non-conformance. Extend the use of ISM-
conformance system also to take care of
HACCP - non-
conformances.
15. Recall 1. Recall procedure not followed. 1. Recall procedure must
be followed if a recall
situation occurs.
HACCP Manual
09.2 HACCP ANALYSIS

In order to conduct a risk assessment a risk matrix was developed. This matrix is
incorporated in this section of this manual as shown below.
CONSEQUENCE LIKELIHOOD OF HAZARD

OF HAZARD High 4 Medium 3 Low 2 Negligible 1
Severe High High Medium Effectively
1 zero
Medium High Medium Medium/Low Effectively
2 zero
Low Medium/Low Low Low Effectively
3 zero
Negligible Effectively Effectively Effectively Effectively
4 zero zero zero zero
"hazard", in relation to a substance, means the intrinsic property of that substance

which has the potential to contaminate the carbon dioxide, and "hazardous" shall be
construed accordingly.
"risk", in relation to the exposure of the carbon dioxide to a substance hazardous to the
purit y, means the likelihood that the potential for contamination of the carbon dioxide
will be attained under the conditions of use and exposure and also the extent of that
contamination.
The term Critical Control Point will be used if an identified hazard has a “severe
consequence” AND a “high likelihood”.
In the table as shown on the next pages

HACCP Manual
Element of Hazard C L Risk Notes CCP

risk Assessment
1. Fixed 1. Danger of 3 2 Low The consequence can be severe. No
coupling on physical The shore connection is not
pier, blinded contamination due to controllable by our crew. If this
Filling: unplugged or wrong connection is found to be blinded
handling of blinding. incorrectly this will be reported as
described in the section “Recall”.
However, the piping which can be
contaminated is very short (less
than 1 mtr) and can be inspected
visually.
2. Hoses Hose handling is done solely by the
crew of the vessel. They are
properly instructed and trained in No
this matter.
1. Danger of 1 2 Effectively 1.Immediately after disconnecting
contamination if zero the hose it is stored in the hose- No
hoses on ship are box. This box is always closed
not stored in except the time needed to prepare
container. / store the hose.
2. Wrong handling of 1 1 Effectively 2.When bringing the hose towards
hoses. zero the shore manifold this end of the
hose is blinded to prevent
contamination.
3. Start Purging not good 1 1 Effectively According to the procedures the No
filling ship enough, too much zero hose is purged at least 3 times to
or terminal O2 left in pipeline or remove oxygen and, if any, small
hoses. contaminants. The crew is
instructed and well trained in this
matter.
4. Pump on 1. Leak of pack-box 2 1 Effectively 1.The leakage of oil into the cargo No
ship oil into liquid CO2 zero tank is virtually impossible
regarding the construction of the No
pack-box.
2. Pump not running 1 1 Effectively 2.Procedures on how to start,
or running the wrong zero check and stop the pump are
way. available at the pump. The crew is No
well trained in this matter. The
pump is incorporated in the vessels
P.M. system and checks are
performed on regular basis.
3. Oil tank level - 1 1 Effectively 3.The oil level is monitored
follow up. zero according the vessels P.M. system.
HACCP Manual
5. 1. Danger of 4 2 Medium 1. Special procedures are in force No

Maintenanc contamination when when opening and/or entering the
e/ opening tank and tank. See sections regarding “Tank
modification entering the tank. Inspections” No
s / technical 2. Danger of 3 3 Medium 2. When maintenance is done on
engineering contamination when the cargo system which includes
work maintenance is done possible contamination of the cargo
on the cargo system system, procedures and work
instructions as described in the
section “tank inspections” are
applicable.
6. Start up Contaminants in 4 2 Medium When starting up after shut-down No
of new tank tanks or pipeline (tank inspection) or when a new
in ship or (physical or tank is taken into service, the tank
start up microbiological). and cargo system must be certified
after shut regarding cleanliness as per
down. charterers requirements, fit to load
a cargo of CO2
7. Sampling Contamination on 2 2 Low Due to the fact that the tank No
of CO2 thread for pressure is approx. 16 times higher
connecting sampling than the atmospheric pressure it is
cylinder e.g. oil, impossible to contaminate the
water, dirt. carbon dioxide. Sampling is one-
way traffic
8. Handling Handling of non- 2 2 Low Any abnormalities observed are to No
of non- conformance. be reported as described in the
conformanc “Incident Investigation” manual.
e Prompt action will follow.
10. Recall 1. Recall procedure 1 1 Effectively Recall action is normally taken No
not followed zero from production units. If such call
comes, instructions must be
followed. Cargo operation is
stopped from the shore-side.
No Critical Control Points are found nor defined according to these analysis
HACCP Manual
010 PRE REQUISITE PROGRAM (PRP)

This PRP was made basis 4th Version, June 2006 of the HACCP code.
010.1 PRIMARY PRODUCTION

1.1 1.1.1 Primary food production shall not be carried out in areas
Environmen where the presence of potentially harmful substances will lead to
N/A tal hygiene an unacceptable level of such substances in food. Potential
sources of contamination from the environment shall be
considered.
1.2 1.2.1 The potential effects of primary production activities on the
Hygienic safety and suitability of food shall be considered at all times. In
N/A production particular, this includes identifying any specific points in such
of food activities where a high probability of contamination may exist and
sources taking specific measures to minimise that probability.
1.2.2 As far as practicable, measures shall be implemented to: -
control contamination from air, soil, water, feedstuffs, fertilisers
(including natural fertilisers), pesticides, veterinary drugs or any
N/A other agent used in primary production; -control plant and animal
health so that it does not pose a threat to human health through
food consumption, or adversely affect the suitability of the product;
-protect food sources from faecal and other contamination.
1.2.3 In particular, care shall be taken to manage waste and store
N/A
harmful substances appropriately.
1.2.4 On-farm programmes which achieve specific food safety
N/A goals are becoming an important part of primary production and
shall be encouraged.
1.3 1.3.1 Procedures shall be in place to: -sort food and food
Handling, ingredients to segregate material which is evidently unfit for human
storage and consumption; -dispose of any rejected material in a hygienic
N/A transport manner; -protect food and food ingredients from contamination by
pests, or by chemical, physical or microbiological contaminants or
other objectionable substances during handling, storage and
transport.
1.3.2 Care shall be taken, so far as is reasonably practicable, to
prevent deterioration and spoilage through appropriate measures
OK which may include controlling temperature, humidity, and/or other
controls.
1.4
Cleaning, 1.4.1 Appropriate facilities and procedures shall be in place to
maintenanc ensure
OK e that: -any necessary cleaning and maintenance is carried out
and effectively; -an appropriate degree of personal hygiene is
personal maintained.
hygiene
HACCP Manual
010.2 ESTABLISHMENT: DESIGN AND FACILITIES

2.1 Location
2.1.1 2.1.1.1 Establishments shall not be located anywhere where it is
N/A Establishme clear that there is a threat to food safety or suitability. In particular,
nts
establishments shall normally be located away from: -
environmentally polluted areas and industrial activities which pose
a serious threat to contamination of food; -areas subject to flooding
N/A
unless sufficient safeguards are provided; -areas prone to
infestations of pests; -areas from which waste, either solid or liquid,
cannot be removed effectively.
2.1.2 2.1.2.1 Equipment shall be located so that it: -permits adequate
Equipment maintenance and cleaning; -functions in accordance with its
N/A
intended use; -facilitates good hygiene practices, including
monitoring.
2.2 Premises and rooms
2.2.1 2.2.1.1 Where appropriate, the internal design and layout of food
N/A Design and establishments shall permit good food hygiene practices, including
layout protection against harmful cross-contamination.
2.2.2 2.2.2.1 Structures within food establishments shall be soundly built
N/A Internal of durable materials and be easy to maintain, clean and where
structures appropriate, disinfect.
N/A and fittings 2.2.2.2 The surfaces of walls, partitions and floors shall be made of
impervious materials with no toxic effect in intended use.
N/A 2.2.2.3 Walls and partitions shall have a smooth surface up to a
height appropriate to the operation.
N/A 2.2.2.4 Floors shall be constructed to allow adequate drainage and
cleaning.
2.2.2.5 Ceilings and overhead fixtures shall be constructed and
N/A
finished to minimize the build up of dirt and condensation and the
shedding of particles.
2.2.2.6 Windows shall be easy to clean, constructed to minimize
N/A build up of dirt and where necessary, fitted with removable and
cleanable insect-proof screens. Where necessary windows shall be
fixed.
N/A 2.2.2.7 Doors shall have smooth, non-absorbent surfaces and shall
be easy to clean and disinfect.
2.2.2.8 Working surfaces that come into direct contact with food
shall be of sound condition, durable and easy to clean, maintain
N/A
and disinfect. They shall be made of smooth, non-absorbent
materials and inert to food, detergents and disinfectants under
normal operating conditions.
2.2.3 2.2.3.1 Premises and structures shall be located, designed and
N/A
Temporary / constructed to avoid, as far as is reasonably practicable,
mobile contaminating food and harbouring pests.
premises; 2.2.3.2 Any food hygiene hazards associated with such facilities
N/A vending shall be adequately identified and controlled to ensure the safety
machines and suitability of food.
HACCP Manual
2.3 Equipment
2.3.1 2.3.1.1 Equipment and re-usable containers coming into contact
General with food shall be designed and constructed to ensure that, where
OK
necessary, they can be adequately cleaned, disinfected and
maintained to avoid the contamination of food.
2.3.1.2 Equipment and containers shall be made of materials with
OK
no toxic effect in intended use.
2.3.1.3 Where necessary, equipment is durable and movable or
capable of being disassembled to allow for maintenance, cleaning,
OK
disinfection, monitoring and, for example, to facilitate inspection for
pests.
2.3.2 Food 2.3.2.1 In addition to the general requirements in paragraph 2.3.1,
control and equipment used to cook, heat treat, cool, store or freeze food shall
N/A monitoring be designed to achieve the required food temperatures as rapidly
equipment as necessary in the interests of food safety and suitability, and to
be effectively maintained.
2.3.2.2 Such equipment shall also be designed to allow
temperatures to be monitored and controlled. Where necessary,
N/A such equipment shall have effective means of controlling and
monitoring humidity, air-flow and any other condition likely to have
a detrimental effect on the safety or suitability of food.
2.3.3 2.3.3.1 Containers for waste, by-products, and inedible or
N/A
Containers dangerous substances shall be identifiable, suitably constructed
for waste and where appropriate made of impervious material.
and inedible 2.3.3.2 Containers used to hold dangerous substances shall be
N/A substances identified and, where appropriate, shall be lockable to prevent
malicious or accidental contamination of food.
2.4 Facilities
2.4.1 Water 2.4.1.1 An adequate supply of potable water with appropriate
supply facilities for its storage, distribution and temperature control, shall
N/A be available whenever necessary. Potable water shall, as a
minimum, meet the specifications published in the WHO
Guidelines for Drinking Water Quality.
2.4.1.2 Separate non-potable water systems (e.g. fire control,
N/A steam production, refrigeration) shall be identified and shall not
connect with, or allow reflux into, potable water systems.
2.4.2 2.4.2.1 Drainage and waste disposal systems shall be available,
Drainage designed, constructed and maintained in such a way as to avoid
N/A
and waste contamination of food products and potable water supply.
disposal
2.4.3 2.4.3.1 Adequate facilities, suitable designated, are provided for
N/A Cleaning cleaning food utensils and equipment. If necessary these facilities
shall have an adequate supply of hot and cold potable water.
2.4.4 2.4.4.1 Adequate means of hygienically washing and drying hands,
OK Personnel including wash basins and a supply of cold and hot (suitable
hygiene temperature) water are provided.
OK facilities 2.4.4.2 Lavatories of appropriate hygienic design are provided.
OK and toilets 2.4.4.3 Adequate changing facilities for personnel are provided.
2.4.4.4 The afore-mentioned facilities are suitable located and
OK
designated.
HACCP Manual
2.4.5 2.4.5.1 Facilities for heating, cooling or freezing food products, or

N/A Temperatur storing refrigerated or frozen foods are suitable to meet the
e control specified conditions for ensuring food safety.
2.4.6 Air 2.4.6.1 Mechanical or natural ventilation ensures: -minimisation of
quality and air-borne contamination of food (e.g. from aerosols and
N/A
ventilation condensation droplets) -control of ambient temperatures -control of
humidity
2.4.6.2 Ventilation systems are designed and constructed so that
N/A air does not flow from contaminated areas to clean areas and they
can be adequately maintained and cleaned.
2.4.7 2.4.7.1 The intensity and colour of the lighting is sufficient to
N/A
Lighting ensure the production and handling of safe food products.
2.4.7.2 Where appropriate, lighting fixtures are protected to ensure
N/A
that food products are not contaminated by breakage.
2.4.8 2.4.8.1 Adequate facilities for storage of food ingredients and non-
N/A Storage food materials (e.g. cleaning materials, lubricants, fuels) are
provided.
2.4.8.2 Food storage facilities are designed and constructed to: -
permit adequate maintenance and cleaning ; -avoid pest access
N/A and harbourage; -enable food to be effectively protected from
contamination; -provide the necessary environment to prevent
spoilage.
2.4.8.3 Facilities for storage are designed, constructed and
N/A maintained to ensure that malicious or accidental contamination of
food products with harmful materials is prevented.
010.3 CONTROL OF OPERATION

3.1 Food Hazards
3.1 Control 3.1.1 Food business operators shall control food hazards through
of food the use of systems such as HACCP. These systems shall be
OK
hazards applied throughout the food chain to control food hygiene
throughout the shelf life of the product.
3.2 Key aspects of hygiene control systems
3.2.1 Time 3.2.1.1 Control systems for temperature and time during heating,
and cooling and storage are in place where necessary for the
N/A temperatur production and handling of safe food. Control systems include
e control critical limits, registration and testing of accuracy of measuring
equipment.
3.2.2 3.2.2.1 Other steps which contribute to food hygiene (and which
Specific must therefore be considered) may include chilling, thermal
N/A
process processing, irradiation, drying, chemical preservation, vacuum or
steps modified atmospheric packaging.
3.2.3 3.2.3.1 Where microbiological, chemical or physical specifications
Microbiolo are relevant for food safety, such specifications shall be based on
gical and sound scientific principles and state, where appropriate, monitoring
OK
other procedures, action limits and analytical methods.
specificatio
ns
HACCP Manual
3.2.4 3.2.4.1 Where appropriate, effective separation of raw,

N/A
Microbiolo unprocessed food from processed food applies.
gical 3.2.4.2 Where appropriate, access to processing areas are
N/A cross- restricted or controlled. Access and control procedures are defined
contaminat and documented.
ion 3.2.4.3 All surfaces, utensils, equipment, fixtures and fittings are
N/A cleaned and where necessary, disinfected after contact with raw
food, to prevent contamination.
3.2.5 3.2.5.1 Systems are in place to prevent contamination of food
N/A Physical products by foreign bodies (e.g. glass, metal, dust, harmful fumes)
and and hazardous chemicals.
chemical 3.2.5.2 Suitable and effective detection or screening devices are
N/A contaminat used where necessary.
ion
3.3 Incoming materials requirements
3.3.1 3.3.1.1 No raw material or ingredient shall be accepted by an
Specificati establishment if it is known to contain parasites, undesirable micro-
ons organisms, pesticides, veterinary drugs or toxic, decomposed or
N/A extraneous substances which would not be reduced to an
acceptable level by normal sorting and/or processing. Where
appropriate, specifications for raw materials shall be identified and
applied.
3.3.2 3.3.2.1 Raw materials or ingredients shall, where appropriate, be
Control at inspected and sorted before processing. Where necessary,
N/A
reception laboratory tests shall be carried out to establish fitness for use.
Only sound, suitable raw materials or ingredients shall be used.
3.3.3 Stock 3.3.3.1 Stocks of raw materials and ingredients shall be subject to
N/A
rotation effective stock rotation.
3.4 Packaging
3.4.1 3.4.1.1 Packaging design and materials shall provide adequate
OK Design and protection for products to minimise contamination, prevent damage
materials and accommodate proper labelling.
3.4.2 3.4.2.1 Packaging materials and gases shall be non-toxic and not
“Food- pose a threat to the safety and suitability of food under the
OK grade” specified conditions, storage and use.
materials
and gases
3.4.3 3.4.3.1 Re-usable packaging shall be suitably durable, easy to
OK Reusable clean and, where necessary, disinfect.
packaging
3.5 Water
3.5.1 3.5.1.1 Only potable water shall be used in food handling and
Water in processing, with the following exceptions: -for steam production,
contact fire control and similar purposes not connected with food -in certain
N/A
with food processes (e.g. chilling) and in food handling areas provided it
does not constitute a hazard to the safety of food (e.g. use of clean
sea-water).
HACCP Manual
3.5.2 3.5.2.1 Re-circulated water for re-use shall be treated and

Reuse of maintained in such a condition that no hazards for food safety
re- occur. The treatment process shall be effectively monitored.
N/A
circulated,
treated
water
3.5.3 3.5.3.1 Re-circulated water which has received no further
Reuse of treatment and water recovered from processing of food by
re- evaporation or drying may be used, provided its use does not
N/A circulated, constitute a risk to the safety and suitability of food.
non-
treated
water
3.5.4 As an
N/A 3.5.4.1 Potable water shall be used.
ingredient
3.5.5 Ice 3.5.5.1 Ice shall be made from water complying with section 2.4.1.
N/A and steam Ice and steam shall be produced, handled and stored to protect
them from contamination.
3.5.5.2 Steam used in direct contact with food or food contact
N/A surfaces shall not contain any agent which is hazardous for food
safety.
3.6 Management and supervision
3.6.1 Type 3.6.1.1 The type of control and supervision needed will depend on
of control the size of the business, the nature of its activities and the types of
OK and food involved.
supervisio
n
3.6.2 3.6.2.1 Managers and supervisors shall have enough knowledge of
Knowledge food hygiene principles and practices to be able to judge potential
OK
required risks, take appropriate preventive and corrective action, and ensure
that effective monitoring and supervision takes place.
3.7 Documentation and records
3.7.1 3.7.1.1 Where necessary, appropriate records of processing,
OK Retain production and distribution shall be kept and retained for a period
records that exceeds the shelf life of the product.
3.7.2 3.7.2.1 Documentation can enhance the credibility and
Effectivene effectiveness of the food safety control system.
N/A
ss and
credibility
3.8 Recall procedures
3.8.1 3.8.1.1 Managers shall ensure that effective procedures are in
Effective place to deal with any food safety hazard and to enable the
N/A
procedures complete, rapid recall of any implicated batch of finished food from
the market.
3.8.2 3.8.2.1 Where a product has been withdrawn because of an
Tracing & immediate health hazard, other products which are produced under
N/A tracking similar conditions, and which may present a similar hazard to
public health, shall be evaluated for safety and may need to be
withdrawn. The need for public warnings shall be considered.
HACCP Manual
3.8.3 3.8.3.1 Recalled products shall be held under supervision until they
Destroy or are destroyed, used for purposes other than human consumption,
N/A
reprocess determined to be safe for human consumption, or reprocessed in a
manner to ensure their safety.
010.4 ESTABLISHMENT: MAINTENANCE AND SANITATION

4.1 Maintenance and cleaning
4.1.1 4.1.1.1 Establishments and equipment shall be kept in an
General appropriate state of repair and condition to: -facilitate all sanitation
OK procedures; -function as intended, particularly at critical steps; -
prevent contamination of food, e.g. from metal shards, flaking
plaster, debris and chemicals.
4.1.1.2 Cleaning shall remove food residues and dirt that may be a
source of contamination. The necessary cleaning methods and
N/A
materials will depend on the nature of the food business. Disinfection
may be necessary after cleaning.
4.1.1.3 Cleaning chemicals shall be handled and used carefully and
N/A
in accordance with manufacturers’ instructions
4.1.1.4 Cleaning chemicals shall be stored, where necessary,
N/A separately from food, in clearly identified containers to avoid the risk
of (malicious or accidental) contamination of food.
4.1.2 4.1.2.1 The cleaning and disinfecting method(s) shall be specified
Cleaning and documented. The water used will comply with section 2.4.1.
N/A procedures Contamination of food with cleaning chemicals shall be prevented.
and
methods
4.2 Cleaning programs
4.2.1 4.2.1.1 Cleaning and disinfection programs shall ensure that all parts
Specificati of the establishment are appropriately clean, and shall include the
ons cleaning of cleaning equipment. Where documented cleaning
programs are used, they shall specify: -areas, items of equipment
N/A
and utensils to be cleaned; -responsibility for particular tasks; -
method and frequency of cleaning; -monitoring arrangements. Where
appropriate, programs shall be drawn up in consultation with relevant
expert advisors.
4.2.2 4.2.2.1Cleaning and disinfection programs shall be continually and
Monitoring effectively monitored for their suitability and effectiveness and where
N/A
and necessary, documented.
verification
4.3 Pest control
4.3.1 4.3.1.1 Good hygiene practices shall be employed to avoid creating
General an environment conducive to pests. Good sanitation, inspection of
N/A
incoming materials and effective monitoring can minimise the
likelihood of infestation and thereby limit the need for pesticides.
HACCP Manual
4.3.2 4.3.2.1 Buildings shall be kept in good repair and condition to

N/A
Preventing prevent pest access and to eliminate potential breeding sites.
access 4.3.2.2 Holes, drains and other places where pests are likely to gain
access shall be kept sealed. Where sealing is not possible (e.g. open
N/A
windows, doors and ventilators) measures like wire mesh screens
shall be in place to reduce the problem of pest entry.
4.3.2.3 Animals shall, wherever possible, be excluded from the
N/A
grounds of factories and food processing plants.
4.3.3 4.3.3.1 Potential food sources shall be stored in pest-proof
N/A
Harborage containers and/or stacked above the ground and away from walls.
and 4.3.3.2 Areas both inside and outside food premises shall be kept
N/A infestation clean. Where appropriate, refuse shall be stored in covered, pest-
proof containers.
4.3.4 4.3.4.1 Records of regular examination of establishments and
Monitoring surroundings shall be available.
N/A
and
detection
4.3.5 4.3.5.1 Pest infestations shall be dealt with immediately and shall
N/A Eradication be carried out without posing a threat to the safety or suitability of
food.
4.4 Waste management
4.4.1 Suitable provision must be made for the removal and storage of
Removal, waste. Waste must not be allowed to accumulate in food handling,
N/A storage food storage, and other working areas and the adjoining
environment except so far as is unavoidable for the proper
functioning of the business.
4.4.2
N/A Waste stores must be kept appropriately clean.
Cleaning
4.5 Sanitation systems
4.5.1
N/A 4.5.1.1 Sanitation systems shall be monitored for effectiveness
Monitoring
4.5.2 4.5.2.1.Sanitation systems shall be periodically verified by
Verification inspections or, where appropriate, by microbiological sampling of
N/A environment and food contact surfaces and regularly reviewed and
adapted to reflect
changed circumstances.
4.5.3 4.5.3.1 Sanitation systems shall be regularly reviewed and adapted
N/A
Review to reflect changed circumstances.
010.5 ESTABLISHMENT: PERSONAL HYGIENE

5.1 Health status
5.1.1 5.1.1.1 A system shall be in place to prevent access to any food
Access handling area by people known, or suspected to be suffering from, or
N/A
prevention to be a carrier of, a disease or illness likely to be transmitted through
food.
5.1.1.2 Any person so affected shall immediately report illness or
symptoms of illness to the management. Medical examination of a
N/A
food handler shall be carried out if clinically or epidemiologically
necessary.
HACCP Manual
5.2 Illness and injuries

5.2.1 5.2.1.1 Conditions which shall be reported to management in order to
Conditions assess the need for medical examination and/or possible exclusion
N/A to be from food handling, include: -jaundice -diarrhea -vomiting -fever -sore
reported throat with fever -visibly infected skin lesions (boils, cuts, etc.) -
discharges from the ear, eye or nose
5.3 Personal cleanliness
5.3.1 5.3.1.1 Food handlers shall maintain a high degree of personal
OK Protective cleanliness and, where appropriate, wear suitable protective clothing,
clothing head covering and footwear.
5.3.2 Cuts 5.3.2.1 When personnel with a minor injury are permitted to continue
N/A and working, cuts and wounds shall be covered by suitable waterproof
wounds dressings.
5.3.3 5.3.3.1 Personnel shall always wash their hands when personal
Washing cleanliness may affect food safety, for example: at the start of food
hands handling activities; immediately after using the toilet; after handling
OK
raw food or any contaminated material which could result in
contamination of other food items; they shall avoid handling ready-to-
eat food, where appropriate.
5.4 Personal behavior
5.4.1 5.4.1.1 People engaged in food handling activities shall refrain from
Smoking, behavior which could result in contamination of food, for example:
N/A
eating, smoking; spitting; chewing or eating; sneezing or coughing over
sneezing unprotected food.
5.4.2 5.4.2.1 Personal effects such as jewellery, watches, pins or other
N/A Jewelry items shall not be worn or brought into food handling areas if they
pose a threat to the safety and suitability of food.
5.5 Visitors
5.5.1 5.5.1.1Visitors to food manufacturing, processing or handling areas
Cleanlines shall, where appropriate, wear protective clothing and adhere to the
N/A s and other personal hygiene provisions in this section.
behavior
010.6 TRANSPORTATION
6.1 6.1.1 Food shall be adequately protected during transport to assure
OK
General food safety.
6.2 6.2.1 Where necessary, conveyances and bulk containers shall be
Requireme designed and constructed so that they: -do not contaminate foods or
nts packaging; -can be effectively cleaned and, where necessary,
disinfected; -permit effective separation of different foods or foods
from non-food items where necessary during transport; -provide
OK effective protection from contamination, including dust and fumes; -
can effectively maintain the temperature, humidity, atmosphere and
other conditions necessary to protect food from harmful or
undesirable microbial growth and deterioration likely to render it
unsuitable for consumption; -allow any necessary temperature,
humidity and other conditions to be checked.
HACCP Manual
6.3 Use 6.3.1 Conveyances and containers for transporting food shall be kept
OK
and in an appropriate state of cleanliness, repair and condition.
maintenan 6.3.2 Where the same conveyance or container is used for
N/A ce transporting different foods or non-foods, effective cleaning and,
where necessary, disinfection shall take place between loads.
6.3.3 Where appropriate, particularly in bulk transport, containers
OK and conveyances shall be designated and marked for food use only
and be used only for that purpose.
010.7 PRODUCT INFORMATION AND CONSUMER AWARENESS

7.1 Batch 7.1.1 Batch identification is essential in product recall and also helps
identificatio effective stock rotation (section 3.2.3). Each container of food shall
N/A n be permanently marked to identify the producer and the batch (see:
Codex General Standard for the Labeling of Pre-packaged Foods,
Codex STAN 1-1985).
7.2 7.2.1 All food products shall be accompanied by or bear adequate
N/A Product information to enable the next person in the food chain to handle,
information display, store, prepare and use the product safely and correctly.
7.3 7.3.1 Pre-packaged foods shall be labeled with clear instructions to
Labeling enable the next person in the food chain to handle, display, store and
N/A use the product safely (see: Codex General Standard for the
Labeling of Pre-packaged Foods, Codex STAN 1-1985).
7.4 7.4.1 Health education programs shall cover general food hygiene.
Consumer Such programs shall enable consumers to understand the
education importance of any product information, follow any instructions
N/A
accompanying products and make informed choices. In particular,
consumers shall be informed of the relationship between
time/temperature control and food-borne illness.
010.8 TRAINING
8.1 8.1.1 All personnel shall be aware of their role and responsibility in
N/A Awareness protecting food from contamination or deterioration.
and
8.1.2 Food handlers shall have the necessary knowledge and skills
responsibili
to enable them to handle food hygienically. Those who handle strong
N/A ties
cleaning chemicals or other potentially hazardous chemicals shall be
instructed in safe handling techniques.
8.2 8.2.1 Factors to take into account in assessing the level of training
Training required include: -the nature of the food, in particular its ability to
programs sustain growth of pathogenic or spoilage micro-organisms; -the
manner in which the food is handled and packed, including the
N/A
probability of contamination; -the extent and nature of processing or
further preparation before final consumption; -the conditions under
which the food will be stored; -the expected length of time before
consumption.
HACCP Manual
8.3 8.3.1 Periodic assessments of the effectiveness of training and

Instruction instruction programs shall be carried out, as well as routine
OK
and supervision and checks to ensure that procedures are being
supervision implemented effectively.
8.3.2 Managers and supervisors of food processes shall have the
necessary knowledge of food hygiene principles and practices to be
OK
able to judge potential risks and take the necessary action to remedy
non conformities (see section 3.5).
8.4 8.4.1 Training programs shall be routinely reviewed and updated
OK Refresher where necessary.
training 8.4.2 Systems shall be in place to ensure that food handlers remain
OK aware of all procedures necessary to maintain the safety and
suitability of food.
HACCP Manual
011 VERIFICATIONS
011.1 INTERNAL AUDITS
All vessel managed by Anthony Veder Rederijzaken B.V. are audited twice a year. One
audit takes place during a port-stay, the second audit will be performed during several
day’s including at least one loading operation (or part of it), a sea passage and a
discharging operation (or part of it).
Several topics regarding HACCP are incorporated in this audit system. As showed below,
HACCP Y N N/A
Manual onboard
Handling procedures / routines present
Is work carried out according these procedures
Training record
Is this record available and completed after each session
Is there a yearly interval
HACCP sign
Is this sign placed near tank entrance when entering a tank
Is a HACCP box onboard containing a minimum of
• Seven white paper coveralls
• Seven pair of overshoes
• Seven pair of work gloves
• Seven hairnets
• One dustpan and brush
• One broom
• HACCP tools
• HACCP sign
Is common use washbasin provided with disposable towels
Oil tank level monitoring system
Is there a monitoring system for the oil tank level (Pack-box)
and is this followed-up?
Sampling points
Are they blinded and clean
Client requirements
Are client requirements being followed and is this recorded in
the ships log.
Hoses
Are the hoses stored in a designated container while not in
use
Handling of non-conformance
Does the non-conformance system include a HACCP section
Is the master / ch.off familiar with the recall procedure
Is the master familiar with the management review
Are risks still minimized according the risk assessment
HACCP Manual
011.2 MANAGEMENT REVIEW

A management review is done quarterly and is incorporated in the office MT meeting.
During this meeting multiple items are discussed including HACCP matters if applicable.
This meeting is kept every 2 weeks and is attended by the
 managing director (CEO)

 Financial manager (CFO), and
 Fleet Director
 SHEQ Manager will attend when management review is presented.
Prior this MT meeting the management review is discussed with the managers of Anthony
Veder Rederijzaken B.V. and the Fleet Director.
A management review will contain at least the following items:
 Analyses of (near) recalls and off-spec cargoes.

 Review of specific or general control points.
 Check if General layout of cargo systems is actual.
 Check if Pre-Requisite-program is actual.
 Evaluation of complains
 Evaluation of examination
 Conformance with regulations
 Training requirements
 Actuality of documentation
Besides the management review, which is actually a company review, the master of the
vessel also makes a Masters Review. This review is made every 8 month’s. The masters
review will contain at least the following topics:
 Review of the HACCP system for suitability, adequacy and effectiveness.

 Need for changes for the HACCP system, including product safety, policy and
objectives
 Objectives
 Actions
HACCP Manual
011.3 TEAMS
011.3.1 HACCP team
The HACCP team is a group of people who develop, implement and maintain a HACCP
system and consists of the following people:
Job title Company Expertise

Captain CO2 vessel Anthony Veder HACCP knowledge
Ships handling
Procedures
ISM System
Technical Superintendent Anthony Veder HACCP knowledge
Rederijzaken Maintenance
Technical knowledge
Operator of the vessel Anthony Veder Operations HACCP knowledge
Operations
Cargo knowledge
Dedicated SHEQ Officer Anthony Veder HACCP knowledge
Rederijzaken HSE
Procedures
ISM System
011.3.2 Validation team

The validation team has to meet the following objectives: Obtaining evidence that the
specific and general control measures of the HACCP plan are effective.
The validation team exist of:
SHEQ Manager Anthony Veder Rederijzaken HACCP knowledge

Legislation
Procedures
ISM system
SHEQ Officer Anthony Veder Rederijzaken HACCP knowledge
Legislation
Procedures
ISM system
HACCP Manual
012 FAMILIARISATION AND TRAINING

Each new crewmember including the master should receive after signing on and prior
each first task onboard, the standard HACCP familiarisation which is available onboard
digital and hardcopy. After receipt of this familiarisation it must be recorded in Appendix 9
of the HACCP binder.
Throughout a contract of the seafarer he must receive proper training and instructions in
regards to the HACCP requirements. Personnel hygiene, cargo related matters and
cleanliness of the ship must have a high priority during this training sessions.
If a master visit the office prior boarding the vessel, he will receive the familiarisation
during his visit at the SHEQ department. This should also be recorded in the HACCP
binder Appendix 9. As the standard familiarisation contain all relevant information an
additional familiarisation is not required.
013 MATERIALS IN DIRECT CONTACT WITH CARGO

This chapter contains a summary of all items which are in direct contact with the cargo
and the materials of which they are made.
Item Item material

No°
1 Deepwell pump housing AISI 304

2 Deepwell pump impeller AISI 304
3 Deepwell pump shaft SS 2333
4 tankshell P460NL2-EM 10028-3
5 Tank Internal appendages A333-GR6
6 Tank External Cargo lines A333-GR6
7 Lubrication oil Deepwell pump Matrix Foodmax AW 46
8 Cargo hoses Stainless Steel (type 316L)

Hoses are owned by charterer
HACCP Manual
014 HACCP RECORD BINDER

The vessel is equipped with a separated binder with ships specific information and pages
to maintain records. The Chief officer is responsible to keep the binder up to date and
inform the office about changes done.
The following appendixes are available in this binder:
APPENDIX 1 GENERAL ARRANGEMENT

In this section a drawing can be found on which the general arrangement is shown. This
drawing shows which part of the vessel is HACCP area
APPENDIX 2 GENERAL ARANGEMENT CARGO TANK

In this section a drawing can be found which contains a general drawing and certain
details of the cargo tank.
APPENDIX 3 PROCESS AND INSTRUMENT DIAGRAMM

This section contains a drawing which states all relevant piping’s and valves regarding the
cargo system.
APPENDIX 4 ARRANGEMENT MEACHANICAL SEAL DEEPWELLPUMP

This section contains a drawing which shows detailed lay-out of the pack-box and a part
list regarding the pack-box.
APPENDIX 5 CLIENT REQUIREMENTS

This section will be completed and kept up-to-date by the vessel. The person who is
responsible for keeping this section up-to-date is the Chief officer.
APPENDIX 6 PRP
This section contains a hardcopy of the Pre-requisite Program
APPENDIX 7 MANAGEMENT REVIEWS

This section contains the management reviews and validation reports in chronological
order.
APPENDIX 8 EXTERNAL AUDIT REPORTS

External audit reports are to be filed in this section.
APPENDIX 9 TRAINING RECORDS

All relevant training, including HACCP specific familiarisation, is to be documented in this
section. This includes training which is given to crewmembers when they visited the office
and the familiarisations which are given onboard. In the section “brief description” the
receiver of the training also has to be mentioned. Groups can be described as, complete
crew, deck officers, deck ratings and so on.
APPENDIX 10 OIL CONSUMPTION LOG DEEPWELL PUMP

This section contains records of the oil added and drained from the pack-box seal
assembly.
WINTER MANUAL

Winter manual
01 VISION
Ice navigation calls for special knowledge and precautions even on ice-strengthened
vessels. Ice damage to vessels can lead to oil spills, human injuries and in the worst case
scenario; loss of vessel and cargo.
The scope of this manual is to ensure:
• Safe vessel operations in cold climates and ice covered waters; and
• Adequate information to the crew regarding working in cold climates.
The manual contains information regarding sea ice, winter preparations, ice accretion and
ice navigation.
It is the Policy of the Company to navigate its ships in the safest manner possible and to
give priority to safe navigation before speed and economic considerations.
The management of Anthony Veder Rederijzaken B.V. is committed to ensure a safe

navigation in cold climates and ice covered waters.

Winter manual
02 DEFINITION
With cold climates is meant an area with an atmosphere with sub-zero temperatures, the
possibility of icingand the possibility of navigation in ice covered waters.
The Baltic Sea consists of the following waters:
• Bothnian Bay;
• Bothnian Sea;
• Archipelago Sea;
• Åland Sea;
• Gulf of Finland;
• Northern Baltic Proper;
• Western Gotland Basin;
• Eastern Gotland Basin;
• Gulf of Riga;
• Gdansk Basin;
• Bornholm Basin;
• Arkona Basin;
• Kattegat;
• Belt Sea; and
• The Sound.
The Baltic States consists of Denmark, Estonia, Finland, Germany, Latvia, Lithuania,
Poland and Sweden.
When ice is present in ports located in southern Norway, the German continent and The
Netherlands, the same precautions as in the Baltic Sea shall be taken.
Used Ice terms are defined by the WMO, World Meteorological Organisation are listed in
Chapter No. 020.
Winter manual
03 ICE INFORMATION
03.1 FREEZING POINT OF SEAWATER
Seawater does not freeze in the same way as fresh water. This is due to the presence of
dissolved salts in seawater, also known as salinityThis affects the ice formation in two
ways:
• Decreasing the freezing point; and

• Increasing the density.
The freezing point of seawater depends on the salinityof the seawater, as shown in Figure
1.1 and Table 3.1 below. Water with a salinity of 0 ppt has a freezing point of 0°C, while
water with a salinity of 35 ppt freezes at -1,9°C.
The freezing point of the seawater in the northern Baltic is about -0,55°C and has a
maximum densityat 2°C. This means that the seawater in the northern Baltic is more
likely to freeze in winter than, for instance, the seawater along the coast of Norway.
Salinity 0 ppt 10 ppt 20 ppt 30 ppt 35 ppt
Freezing
0°C -0,55°C -1.09°C -1.64°C -1.91°C
point
Ocean
Fresh water
water
Table 3.1 - Freezing pointof seawater at different salinities.
03.2 DENSITY OF SEAWATER

The water in the Baltic Sea is almost fresh with an average salinity of 10 ppt. This is due
to the following;
• Large amount of fresh melting water entering the sea after each winter period will
decrease the overall salinity;
• In areas with higher ambient temperatures, the seawater will evaporate, leaving
the salt behind increasing the overall salinity. This is also happening in the Baltic
Sea, but on a much smaller scale. Thus, the overall salinity will stay low; and
• The Baltic Sea is a bay with a narrow connection to the ocean. Due to the limited
exchange of ocean water between the Baltic and the North Sea, the Baltic Sea
stays almost fresh.
In the northern Baltic the salinity is much less, about 4 ppt. The salinity increases towards
the straits of Oresund and Great Belt connecting the Baltic to the North Sea.
The influence of temperature is a bit more complicated. The main value is the temperature
of maximum density. Fresh water, with a salinity of 0 ppt, has its’ maximum density at 4°C.
Seawater, whilst with a salinity of 35 ppt, has its’ maximum density at -3,5°C.
Winter manual
Concluding, seawater gets denser when lowering the temperature, until the maximum
density is reached (see figure 1.1). It can be seen that in water with salinity less than 24,7
ppt the maximum density is reached before the freezing temperature and where the
salinity is greater than 24,7 ppt the freezing point is reached before the density attains it
theoretical maximum value.
03.2.1 Freezing of sea water

When the surface water cools down it becomes more dense and sinks, being replaced by
warmer, less dense water from below which in turn is cooled down, continuing the process
of overturning, also known as convection. This will continue until the temperature at
maximum density is reached. Water, which is cooled further, will become less dense and
will not sink. Once this stable condition has been reached, cooling of the surface water
leads to a rapid drop in temperature and ice begins to form when the temperature falls to
or below its’ freezing point.
With seawater, the temperature at which the maximum density occurs is lower. There will
be a longer time of convection, until the water column is cooled down enough. In seawater
with salinity lower than 24,7 ppt the convection continues until the seawater starts to
freeze. This is the reason why it takes a long time before the sea freezes. The whole
water column has to be cooled down to the freezing temperature, before ice can begin to
form.
The water depth has also a big influence on the freezing rate of sea water. Shallow waters
will freeze faster than deep waters. In shallow waters is less water, which has to be cooled
down by convection.
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Concluding, the freezing rate of seawater depends on the following:
• Air temperature
• Water temperature;
• Salinity; and
• Water depth.
03.3 FLOATING ICE

03.3.1 General
Ice terms set by the WMO are used to explain what kind of ice is present in an area, and
in what quantity. They explain the kind of development and melting, the forms in which ice
can occur and ice related terms. The ice terms used in the Baltic can be found in Chapter
No. 19
Reference: Chapter No. 20, VMO Ice Terms in this Manual
03.3.2 Forms of ice

After the concentration of ice, the sizes of the ice parts, named floes, are described. They
go from small to giant. The ice arrangement tells about the size and form of an ice field. It
also describes the type of ice edge. This is the line between open water and sea, lake or
river ice.
An ice edge can be compacted or diffused. At the

upwind side of and ice field, the ice edge will be
compacted. On the downwind side of an ice field,
there will be a diffuse ice edge. The wind spreads
the ice pieces, which makes the ice edge poorly
defined.
The ice edge at the upwind side of an ice field may also develop to a jammed brash
barrier. This is a strip or narrow belt of new, young or brash ice formed at the edge of
either drift or fast ice or at the shore. It is heavily compacted mostly due to wind action and
may extend 2 to 20 m below the surface but does not normally have appreciable
topography. Jammed brash barrier may disperse with changing winds but can consolidate
to form a strip of unusually thick ice in comparison with the surrounding drift ice.
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03.4 STAGES OF DEVELOPMENT OF SEA ICE

The first indication of ice is the appearance
of ice spicules or plates, with maximum
dimensions up to 2,5 centimetres formed in
large quantities, in top few centimetres of the
water. This is called frazil ice, and it gives the
sea an oily appearance. As cooling continues
the frazil ice crystals form grease ice which
has a matte appearance.
Under near freezing but ice-free conditions,

snow falling on the surface of the water can
form slush. This may induce the sea surface
to form a layer of ice. These forms may
break up by wind and waves to form shuga.
All these ice forms are classified as new ice.
With further cooling, sheets of ice rind and

nilas are formed, depending on the rate of
cooling. Ice rind is formed when water of low
salinity freeze slowly, resulting in a thin layer
of ice which is almost free of salt. When
water of high salinity freezes, especially if the
process is rapid, the ice contains pockets of
salt water giving it an elastic property which
is characteristic of nilas. Nilas can be divided
in dark and light nilas, depending on the
thickness.
By influence of wind and waves, the ice rind

or nilas may break up again and form
pancake ice which later freezer together into
grey ice and white grey ice, with a thickness
up to 30 cm. These forms of ice are referred
to as young ice. Rough weather may break
this ice up into ice cakes or floes.
The next stage of development is known as

first year ice. This is subdivided into thin,
medium and thick ice. Should this ice survive the summer melting season, it is designated
second year ice at the onset of the next winter. If the ice survives another melting period,
it is called multi year ice. After several years, the ice attains a maximum thickness. This
Winter manual
maximum thickness is attained when the accretion of ice in the winter balances the loss
due to melting in the summer.
In the Baltic Sea is only first year ice. All the ice, which is formed during the winter period,
melts during the summer.
03.5 FORMS OF FAST ICE

Fast ice is the kind of ice which forms and
remains fast along the coast. It may be
attached to the shore, to an ice wall, to an
ice front, between shoals or grounded
icebergs.
Fast ice includes also grounded ice:

floating ice, which is aground in shallow
water
03.6 PACK ICE

Pack ice is a term used in a wide sense to include any area or ice, other than fast ice, no
matter what form it takes or how it is disposed. When the concentration of ice is high, i.e.
7/10 or more, the term pack ice is used. When concentrations are 6/10 or less the term,
drift ice is used.
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03.6.1 Ice information, pack ice, concentration

The ice concentration is expressed in tenths, describing the area covered with ice as a
fraction of the whole area.
Consolidated ice means the water surface

is totally covered with ice and the floes are
frozen together.
When the floating ice cover is more than

9/10 but less than 10/10, one speaks of
very close pack.
Close pack is floating ice with a

concentration of 7/10 up to 8/10.
Ice cover with a concentration of 4/10 to

6/10 is called open drift.
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Very open drift is a concentration of

floating ice of 1/10 to 3/10.
Open water is a large area of freely

navigable water in which ice is present in
concentration less than 1/10.
And at last, ice free, no ice present.

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03.7 ICE INFORMATION, ICE MOTION PROCESSES

The ice floes or fields are in a constant
move. This part of the ice terms explains
what type of movement is present.
03.7.1 Deformation
Due to the movement of fields and floes,
and by influence of wind and waves, the
ice is also deforming. It may form, for
example hummocks. This is a pressure
process by which ice is forged into
hummocks.
03.7.2 Openings in the ice

There may be several openings in the ice.
Some are results of the deformation
processes, called fractures.
A fracture or passageway through the ice,

which is navigable by vessels, is called a
lead. A lead is made when the wind drifts
ice from the shore (shore lead) or fast ice
(flaw lead).
A non-linear shaped opening enclosed by

ice is called a polynya. This opening may
contain brash, new or young ice.
Another very important opening made by

vessels is called a track.
03.7.3 Ice surface features.

The surface of the ice can have many
different shapes and features. Ice
unaffected by deformation is called level
ice.
Deformed ice occurs in three different

types: rafted ice, ridge ice and
hummocked ice.
Other types of surface characteristics are

standing floe, ice ram, bare ice (ice without
snow cover) and snow covered ice.
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In snow covered ice there is snowdrift, an

accumulation of wind blown snow
deposited in the lee op obstruction, and
sastrugi, sharp irregular ridges formed on
a snow surface by wind erosion and
deposition
03.8 STAGES OF MELTING

In the summer season, the ice melts. Also
for this process, there are several terms to
explain what melting stage is present.
At first puddles with water will occur on the

ice, and when they melt through the ice it
will be thaw holes.
03.9 SKY AND AIR INDICATIONS
An iceblink is a whitish glare on low clouds

above an accumulation of distant ice
Frost smoke of sea frost smoke is fog-like

clouds formed by the contact of cold air
with relatively warm water. These can
appear over openings in the ice or leeward
of the ice edge and may persist while ice is
forming
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04 ICE BEHAVIOUR
04.1 MOVEMENT OF ICE
Drift ice moves under the influence of wind and current, fast ice stays immobile. The total
movement of drift ice is the resultant of the wind drift and current component.
04.2 WIND
The wind stress on drift ice causes the floes to move in an approximately downwind
direction. Coriolis force causes the floes to deviate to the right of the surface wind
directions in the northern hemisphere, so that their directions of movement due to wind
drift can be considered parallel to the isobars.
The rate of movement varies with the wind speed, the concentration of drift ice and the
extent of ridging. In very open ice there is much more freedom to move with the wind than
in close ice, where the free space is very limited.
In the occasion of land wind, drift ice will move away from the land and form a shore lead.
The wind drift can make an ice edge diffused or compact.
04.3 CURRENT
Since ice is immersed in the sea, it will move at the full current rate except in narrow
channels.
04.4 EXPANSION AND CONTRACTION OF ICE

As the temperature of the sea ice falls below
its freezing point, the ice expands rapidly at
first, and continuous to expand at a
decreasing rate until a certain temperature is
reached, after which it contracts slightly. The
greater the salinity of the ice, the greater the
expansion when cooled.
As a result of this thermal expansion,

pressure ridges will form. Later on, when the
temperatures are lower, the ice will contract
and form cracks. The cracks are narrow
because the contraction is much less that the
expansion. As the ice warms up, the ice
expands slightly closing any cracks and then
contracts again at an ever increasing rate as
it melting point is reached. Thus during a
short period with higher temperatures or at
the end of the ice season, wide cracks will be
found in ice.
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04.5 ICE DEFORMATION

Ice deforms when the temperature rises, by ice movement and by thermal expansion. All
of these factors have a different influence on the type of deformation.
04.5.1 Ice pressure

When an ice field is under pressure a
track may close behind the ice breaker
Pressure ridges occur mostly in new ice.
Since new ice is the most salty and

flexible of ice types, the pressure ridges
are relatively weak in strength when newly
formed. They are a navigational hazard
because of their thickness, rather than
their strength.
It has been found that pressure ridges

extend downward 4 to 5 times as far as
they extend upward.
Cracks, leads and polynyas may form as

pressure within the ice is released. When
these openings occur in the winter they
rapidly become covered with new and
young ice, which, given sufficient time, will
thicken into first year ice and cement the
old floes together.
Normally, however, the younger ice is

subjected to pressure as the older floes
move together resulting in deformation
features already described.
Before a lead freezes, motion generally

occurs between the floes. The floe shapes
change and, unless the ice pressure is
extreme, the floes no longer fit. Therefore,
numerous large patches of open water
remain, which are called polynyas.
When the wind blows on an ice edge, a

jammed brash barrier may be formed. Ice
pieces shall be impounded on the ice
edge, and a thick layer of ice will be
formed. Just like a ridge, the ice will extend 4 to 5 times as far downward as they extend
upward.
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04.6 ICE INFORMATION SERVICES

The ice extent at sea is of great importance to shipping and icebreaker assistance is often
required, particularly when vessels are designated to ports in the northern Baltic. During
wintertime, the ice conditions are monitored on a daily basis, usually during the period
from late November to late May.
The ice meteorologist receives detailed reports on ice type and ice thickness, partly from
observers along the coast (i.e. pilots), partly from the icebreakers in service which are
sailing around the clock in ice-infested waters. Aerial reconnaissance from icebreaker-
based helicopters is also carried out.
Satellite images, mainly from the US weather satellites are used when available to present
the large-scale ice conditions (up to 1000x1000 meters), provided clear skies.
More detailed ice information (up to 20x20 meters) can be obtained from a specific
satellite based instrument called Synthetic Aperture Radar (SAR). SAR-sensors are
available for instance on the European ENVISAT.
All this information is put together in various formats: ice reports, ice charts and the Baltic
Sea Ice Code.
Finally, the result of the daily ice mapping procedure forms a part of a data base, from
which climate statistics or other useful information on the sea ice surrounding.
Most ice information sources are available by weather fax, Navtex and VHF. The required
frequencies and transmission times can be found in the ALRS.
Another source where ice information can be found is on the Internet.
Reference: Chapter No.9.2, “Information Sources, Internet” in this Manual.

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05 ICE REPORT
An ice report informs the OOW about the current ice situation. It is a written report with
detailed information about ice types, ice thickness and ice movement.
An example of an ice report issued by the Swedish Meteorological and Hydrological

Institute (SMHI) can be found below in Figure 5.1
2008-03-24
The ice formation in continues yet another day.

SWEDISH ICE REPORT
BAY OF BOTHNIA:
In the northern archipelagos 25–60 cm fast ice. On the Swedish

side, west of longitude 2300E and southwards to Bjuroklubb
latitude, mostly very close 20-40 cm drift ice but also wide leads
covered by thin level ice or new ice. Else in northern and
eastern Bay of Bothnia 5-15 cm level ice.
In southern Bay of Bothnia an area of close ice, 20-30 cm thick,

drifting southwards to Holmoarna. Else partly rafted ice 3-10 cm
or new ice.
THE QUARK:
In the entrance to Holmsund mostly level ice 5–10 cm, in Vaasa

archipelago 10-30 cm fast ice. Northeast of Nordvalen frequent
20 – 30 cm thick floes, partly rafted. Else at sea close 3-10 cm
ice, partly rafted.
SEA OF BOTHNIA:
On northern Ångermanalven 10-30 cm fast ice. At sea north of

Norrskar latitude rafted thin ice.
New ice has formed in sheltered bays and harbours along the
Swedish coast southwards to Gävle.
GULF OF FINLAND:
From St Petersburg to Kotlin 15-25 cm compact ice, partly

rafted. Further westwards new ice formation, approximately to
the line Seskär – Motschnyi – Haapasaari. In this area also risk
for close 10-15 cm ice. To Vyborg 10-25 cm level ice.
SMHI Ice Service E-mail ice@prod.smhi.se Phone +46 (0) 11 495 85 33 Fax +46 (0) 11 495 80 53
Figure 5.1
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06 ICE CHARTS
The most common way to indicate the ice situation is by using an ice chart. The different
types of charts are ice charts with symbols and
coloured ice charts.
Figure 6.2 and Figure 6.3 show a part of both

ice charts, made by the SMHI of the northern
Baltic. Both the colours and the symbols
indicate the concentration of the ice, as can be
seen in the explanation of symbols and colours
in Figures 5.1and 6.1.
Other ice characteristics are indicated with

symbols in both types of charts. The numbers
in the white squares are the results of ice
thickness measurements in centimetre.
The coloured chart gives a clear overview

about the ice situations. For the colour coding
the traffic light principle is used. Red means
consolidated or very close ice, which is difficult
to navigate. Green represents very open ice,
which will be less difficult to navigate.
Figure 6.1 - Coloured ice chart legend
As an example, the ice charts on the following
pages, both issued by the SMHI on 2006-03-13, will be explained.
As can be seen in Figure 6.3, the new ice (pink) is easily spotted
On the charts in Figures 5.1 and 6.1 you can see several sites with ridged or hummocked
ice, which is hard to navigate and must be avoided. You can also see some spots with
rafted ice and several fractures.
Most of the ice is very close or consolidated ice, with a thickness, which varies between
10 and 45 cm.
Thicker ice can be found at the shore. This is mostly fast ice, with thicknesses up to 70
cm.
The traffic restrictions issued by various institutes are also displayed in the ice charts.
The icebreakers positions can also be found in the ice charts. They are indicated by their
names in the squares.
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Figure 6.2 – SMHI Ice chart issued on 13-03-2006

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Figure 6.3 - SMHI Coloured ice chart issued on 13-03-2006

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06.1 THE EGG CODE

The basic data about concentration, stages of development, and form of ice are contained
in a simple oval form this oval and the coding associated with it, is called the ‘Egg Code’.
This code is used in an ice chart. Figure 6.4 shows a summary diagram of the egg code.
This code conforms to international convention and is used in coding visual sea ice
observations.
Ct Total concentration
Ca Cb Cc Partial concentration
S0 Sa Sb Sc Sd Stage of
development
Fa Fb Fc Fd Form of ice
Second thickest/oldest
Third thickest/oldest
Additional groups
Thickest/oldest
thickest/oldest
Trace of
Figure 6.4 - The egg code
The symbols Ca Cb Cc and Fa Fb Fc correspond to Sa Sb Sc respectively.
The following paragraphs will describe the specific details of information within the egg. A
few examples of the egg code with explanation can be found at the end of this paragraph.
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06.1.1 Egg code, examples

Example 1
8
8/10 total ice concentration. 3/10 old ice in
small floes, 2/10 thick first-year ice in
3 2 1
medium floes, 1/10 thin first-year ice in
small floes and 2/10 grey white ice in
small floes. 7 4• 7 5
3 4 3 3
Example 2
8
8/10 total ice concentration. 5/10 grey- 5 3

white ice in medium floes, 3/10 nilas in
small ice cakes. 5 2
4 1
Example 3
6
6/10 of new ice with no floe form.
X
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Example 4
5
5/10 total ice concentration. 2/10 thick firs- 2 2 1

year ice, 2/10 medium firs-year ice and
1/10 thin first-year ice. All in small floes. 4 1• 7 5
7
Old ice and grey white ice with a
concentration of less than 1/10 are also
present. 3 3 3
06.2 CONCENTRATION
The total ice concentration (Ct) in the area is reported in tenths, describing the water
covered with ice as a fraction of the whole area.
The partial conditions of thickest (Ca), second thickest (Cb) and third thickest (Cc) ice are
also expressed in tenths. The sum of Ca, Cb and Cc equals Ct.
Less than 1/10 concentration will not be reported within the oval, except to describe open
water. If there is only one type of ice is present, the partial conditions will not be indicated.
See example 3.
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06.3 STAGE OF DEVELOPMENT

The stage of development of the partial conditions of thickest (S0), second thickest (Sa),
third thickest (Sb), fourth thickest (Sc) ice and the thinner ice type (Sd) are expressed with
by a code. This can be a number, a dotted number of a triangle.
If reported, S0 and Sd have concentration less than 1/10
See Table 6.1 for the explanation of the coding for stages of development.
Description Thickness Code
0 cm 0
New ice <10 cm 1
Nilas, Ice rind <10 cm 2
Young ice 10 to 30 cm 3
Grey ice 10 to 15 cm 4
Grey white ice 15 to 30 cm 5
First-year ice ≥30 cm 6
Thin first-year ice 30 to 70 cm 7
First stage thin first-year 30 to 50 cm 8
Second stage thin first-year 50 to 70 cm 9
Medium first-year ice 70 to 120 cm 1•
Thick first-year ice >120 cm 4•
Old ice 7•
Second-year ice 8•
Multi-year ice 9•
Ice of land origin ▲•
Undetermined of unknown X
Note: when an ice type has a dot every other value to the left of it is also considered
to have a dot
Table 6.5 - Coding for stages of development

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06.4 FORM OF ICE

The forms of ice of the partial conditions of thickest (Fa), second thickest (Fb), third
thickest (Fc) ice and the thinner ice type (Fd) are expressed with by a code number.
See Table 6.6 for the explanation of the coding for stages of development. The width
refers to the maximum horizontal extent.
Description Width Code
Pancake ice 0
Small ice cake, brash ice, agglomerated brash <2 m 1
Ice cake 2 to 20 m 2
Small floe 20 to 100 m 3
Medium floe 100 to 500 m 4
Big floe 500 to 2000 m 5
Vast floe 2 to 10 km 6
Giant floe >10 km 7
Fast ice 8
Iceberg 9
Undetermined, unknown or no form X
Table 6.6 - Coding for form of ice

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06.5 BALTIC SEA ICE CODE

The Baltic Sea ice code is used for describing the ice conditions in ports, fairways, coastal
areas and certain vessel routes as briefly as possible. The code is based on four digits,
each describes something about the ice situation.
1st digit (AB) = Amount and arrangement of sea ice.
This describes the ice concentration or if drift or fast ice is present.
nd
2 digit (SB) = Stage of ice development.
This describes the development and the thickness of the ice.
3rd digit (TB) = Topography or form of ice.
This describes the floe size, the surface structure and some deforming
stages
th
4 digit (KB) = Navigational conditions in ice.
This indicates if a topographical site is navigable, or if it is obstructed
or closed.
In the following four tables the coding of these four digits will be explained. An example of
the Baltic ice code report can be in Figure 6.6. This one is also issued by the SMHI.
A few examples of the Baltic Ice Code will be explained at the end of this chapter.
AB Amount and arrangement of sea ice
0 Ice free
1 Open water concentration less than 1/10
2 Very open pack ice concentration 1/10 to less than 4/10
3 Open pack ice concentration 4/10 to 6/10
4 Close pack ice concentration 7/10 to 8/10
5 Very close pack ice, concentration 9/10 to 9+/10 *)
6 Compact pack ice, including consolidated pack ice, concentration 10/10
7 Fast ice with pack ice outside
8 Fast ice
9 Lead in very close or compact pack ice or along the fast ice edge
/ Unable to report
*) 9+/10 means ice concentration 10/10 with minor leads
Table 6.7 - First digit of the Baltic Sea Ice Code

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SB Stage of ice development
0 New ice or dark nilas, less than 5 cm thick
1 Light nilas, 5 to 10 cm thick
2 Grey ice, 10 to 15 cm thick
3 Grey-white ice, 15 to 30 cm thick
4 White ice, first stage, 30 to 50 cm thick
5 White ice, second stage, 50 to 70 cm thick
6 Medium first year ice, 70 to 120 cm thick
7 Ice predominately thinner than 15 cm with some thicker ice
8 Ice predominately grey-white, 15 to 30 cm, with some ice thicker than 30 cm
9 Ice predominately thicker than 30 cm with some thinner ice
/ No information or unable to report
Table 6.8 - Second digit of the Baltic Sea Ice Code
TB Topography or form of ice
0 Pancake ice, ice cakes, brash ice less than 20 m across
1 Small ice floes, 20 to 100 m across
2 Medium ice floes, 100 to 500 m across
3 Big ice floes, 500 to 2000 m across
4 Vast or giant ice floes, more than 2000 m across or level ice
5 Rafted ice
6 Compacted slush, shuga or brash ice
7 Hummocked or ridged ice
8 Thaw holes or many puddles on ice
9 Rotten ice
/ No information or unable to report
Table 6.9 - Third digit of the Baltic Sea Ice Code

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KB Navigational conditions in ice
0 Navigation unobstructed
1 Navigation difficult or dangerous for wooden vessels without ice sheeting.
Navigation difficult for un-strengthened or low-powered vessels built of iron or steel.

2
Navigation for wooden vessels even with ice sheeting not advisable.
Navigation without icebreaker assistance possible only for high-powered vessels of

3
strong construction and suitable for navigation in ice
4 Navigation proceeds in lead or broken ice-channel without assistance of an icebreaker
Icebreaker assistance can only be given to vessels suitable for navigation in ice and of
5
special size
Icebreaker assistance can only be given to vessels of special ice class and of special
6
size
7 Icebreaker assistance can only be given to vessels after special permission
8 Navigation temporarily closed
9 Navigation has ceased
/ Unknown
Table 6.10 - Fourth digit of the Baltic Sea Ice Code

Winter manual
KARLSBORG Fairway west of Ulvoarna

Karlsborgsverken - St. Gubben 8446 Sea area off Ulvoarna
BALTIC SEA ICE CODE
St.Gubben-Maloren 5256 HARNOSAND

Sea area off Maloren 5246 Angermanalven north Sando bridge 5244
Sandvik-Vastersk.-St.Gubben 8446 Angermanalven south Sando bridge 4042
Borstskar-Seskar Furo-Maloren 7366 Storfjarden 4042
Torehamn-Lageno 8446 Harnosand-Harnoklubb 4042
Lageno-Storon 8446 Sea area off Harnon
Storon-Maloren 5356 SUNDSVALL
Farstugrunden 9146 Alnosundet, south of bridge 3000
LULEA Sundsvallsfjarden
Lulefjarden and Sandofjarden 8446 Tjuvholmen-Draghallan 2000
Sandoklubb-Bjornklack 8346 Draghallan-Gubben
Bjornklack-Farstugrunden 5876 Gubben-Astholmsudde
Germandofjarden 8346 Sea area off Astholmsudde
Sandgronn fairway 8346 Gubben-Bramon
Rodkallen-Norstromsgrund 9036 Sea area off Bramon
PITEA Alnosundet, north of bridge 4142
Haraholmen-Leskar 8346 Klingerfjarden 4142
Leskar-Nygran 5356 Fairway east of Alnon 3000
Sea area off Nygran 9036 Svartviksfjarden 4142
SKELLEFTEA HUDIKSVALL
Skelleftehamn-Gasoren 8346 Hudiksvallsfjarden 4000
Sea area off Gasoren 5856 Iggesund-Roxo 4000
Kage-Bergskaret lighthouse 8346 Roxo, Saltvik-Grason 2000
Sea off Bergskaret lighthouse 5856 Grason-Ago
BJUROKLUBB Off Ago and Hornslandet
NE of Bjuroklubb 5376 SODERHAMN
SE of Bjuroklubb 4126 Stugsund-Sandarne 2000
THE QUARK Sandarne-Otterhallan
Sea N of Bergudden lighthouse 5245 Otterhallan-Hallgrund
Western Quark, northern part 5245 Sea area off Hallgrund
Sea area NE of Nordvalen 4356 Ljusnefjarden (Ala,Orrsk.Vallv)
Sea area SE of Nordvalen 4156 Vallviks fyr-Storjungfrun
Western Quark, southern part 4156 Between Storgr. and Storjungfrun
UMEA GAVLE
Umea-Bredskar 4146 Fairway to Norrsundet
Bredskar-Vaktaren 4026 Sea area off Gasholma
Sea area SE of Vaktaren 4156 Gavle harbour 3000
Sea area off Jarnasudde 4021 Bonan-Graskalsbadan 1000
Nordmalingsfjarden 5242 Sea area S of Eggegrund
SYDOSTBROTTEN Sea area E of Eggegrund
NE and SE of Sydostbrotten 4152 Bonan-north of Lovgrund
SW and NW of Sydostbrotten 4152 Skutskar harbour 1000
ORNSKOLDSVIK HALLSTAVIK
Husum harbour-Askar 4152 Southern Oregrundsgrepen
Askar-Sjalbadan 4152 Oregrund-Vassarogrund 4142
Ornskoldsvik-Hornskaten 4142 Hallstavik, Hargshamn-Grisarna 4142
Hornskaten-Skagsudde 2000 Grisarna-Vassarogrund 3000
SW of Skagsudde (Skrubban) Vassarogrund-Svartklubben
NE and SE of Skagsudde Sea area off Svartklubben
SMHI IceService E-mail ice@prod.smhi.se Phone +46 (0) 11 495 85 33 Fax +46 (0) 11 495 80 53
Figure 6.11 - SMHI Baltic Sea Ice Code issued on 08-03-2008

Winter manual
06.5.1 Baltic sea code, examples

The following examples explain the ice situation of four topographical sites. The codes
can be found in the Baltic Ice Code report as shown on the previous page
Example 1
Sea area off Nygran: 9036
At this side, there is a lead in either very close or compact new ice or dark nilas, or along
the fast ice edge. The ice occurs in big ice floes, and is only navigable for vessels of a
certain ice class or size, with icebreaker assistance,
Example 2
Karlsborgsverken - St. Gubben: 8446
In this area, there is fast thin first-year ice of the first stage (30-50 cm thick). This occurs in
vast of giant floes or level ice, and is only navigable for vessels of a certain ice class or
size, with icebreaker assistance.
Example 3
Alnosundet, south of bridge: 3000
At this site an open pack ice concentration of new ice or dark nilas present. This occurs in
pancake, cake or brash size. The navigation is unobstructed.
Example 4
Angermanalven north Sando bridge: 5244
A very close grey ice pack concentration, in vast or giant floes or level ice. Navigation
proceeds in the lead or a broken ice channel without the assistance of an icebreaker.
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07 ICING
07.1 ICE ACCUMULATION
07.1.1 General
Serious ice build-up adversely affects several areas of a vessel’s operation and safety
such as: stability, strength, equipment, securing and closing arrangements.
Ice build-up will not only occur in the Baltic Sea, but in any area with similar environmental
conditions.
07.1.2 Effect on the vessel’s stability

Ice accumulation has serious effects on the vessel’s stability. Ice accumulation can cause
trim, list and heel. The extra weight of the accumulated ice will cause the vessel’s centre
of gravity to rise upwards and outboard to windward.
The rise in KG value will reduce the range of dynamic stability, whilst the transverse
movement of the centre of gravity to windward of the hull’s centreline, will produce a
windward heeling moment.
This latter effect will not necessarily be immediately apparent, as it will tend to be opposed
by the wind heeling moment that will almost certainly be present under serious icing
conditions. Nevertheless, when altering course, the wind heeling moment will change, and
the icing moment will give the vessel list. In addition, with the wind coming in from the
other side, it may even increase the icing list.
Reference: Chapter No. 07.5.2, “Icing precautions, stability" below
07.1.3 Effects on the vessels’ structure

Heavy ice loads can damage the vessel, because the plating used at the accommodation
and compressor room are not designed for these heavy loads. Therefore, the ice shall be
removed quickly.
07.1.4 Effects on the vessels’ equipment

Deck equipment, such as valves and winches, can get damaged or stuck by the
accumulated ice.
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07.2 ICING CONDITION

07.2.1 Causes of icing
The factors, which influence the
occurrence and the rate of icing, are:
• Ambient temperature;
• Amount of sea spray;
• Amount of green water;
• Presence of frozen fog or rain;
and
• Presence of snowfall.
07.2.1.1 Temperature Figure 7.1 - Sea spray icing

Icing is only present when the air
temperature is below the freezing
temperature of seawater. The lower the
air temperature, the more severe the
icing conditions can be.
07.2.1.2 Sea spray

Sea spray essentially consists of a large
amount of tiny water particles, each
particle strongly affected by the
surrounding atmosphere. This is shown
in Figure 7.1. At an air temperature below
freezing, the droplets are quickly cooled
down and descend as freezing drops on
the vessels structure, where they
immediately solidify. Sea spray icing is
the most serious type of icing and this Figure 7.2 - Green water
chapter will be focused on this type of
icing.
07.2.1.3 Green water

Green water, Figure 7.2, does not freeze.
Ice accretion, if any, may melt due to the
higher temperature of the seawater.
However, at extremely low temperatures

of the vessels structure, any accretion
formed may change into ice slurry, which
can block the scuppers.
It is important to keep the scuppers free Figure 7.3 - Snow on deck

from ice, in order to get rid of the green
water quickly.
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07.2.1.4 Frozen fog or rain

Frozen fog or rain will not significantly increase the rate of ice build-up, but it can affect the
operation of antennas, optical devices, meteorological instruments and other topside
equipment. Because it occurs high on the vessel, including masts, antennas and rigging, it
will affect the vessel’s stability by raising the centre of gravity.
07.2.1.5 Snow
Snowfall, Figure 7.3, will also not significantly contribute to ice build-up. Dry snow will
easily be blown away by the wind, and can be removed relatively quickly. If snowfall takes
place during sea spray icing, the rate of ice build-up will increase.
07.2.2 Sea spray icing

Sea spray icing occurs when cold, wave-generated spray meets exposed surfaces and
the air temperature is below freezing. The ice accretion takes place at the windward side
of the vessel. There are two general factors to be considered:
• Environmental Factors; and

• Vessel Characteristics.
07.2.2.1 Environmental factors

The environmental factors, which affect sea spray icing, are:
• Wind speed;
• Air temperature;
• Water temperature;
• Freezing temperature of water;
• Wind direction, relative to the vessel;
• Swell and wave characteristics:
• wave size;
• wave length; and
• Wave propagation direction.
The first three are the most important to consider when determining the potential for sea
spray icing. These three factors are used to indicate the rate of ice accretion in the
diagrams in Figure 7.4. Vessel icing can occur when the following environmental factors
are present:
• High wind speed, usually above 18 kts or 9 m/s but sometimes lower;
• Low air temperature, below the freezing (-1.7oC); and
• Low water temperature, usually below 7oC.
The freezing temperature of the seawater is nearly constant in one sea area. It depends
on the salinity of the seawater, as explained in chapter 3.2.. The North Sea is more saline
than the Gulf of Finland, which means that icing in the North Sea will occur at a lower air
temperature than in the Gulf of Finland.
The freezing point of seawater at different salinities can be found in Figure1.1

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07.2.2.2 Icing condition, sea spray icing, vessel characteristics

In addition to the environmental factors discussed above, the severity of sea-spray icing
depends on vessel characteristics. Some factors to consider are the vessel’s:
• Speed;
• Heading (with respect to wind, waves and swell);
• Length;
• Freeboard;
• Handling; and
• Cold soaking.
In general, for the same environmental conditions there will be more sea spray reaching
the vessel’s deck, superstructure etc. when the vessel is travelling faster, into the wind
and waves, and for smaller vessels and vessels with less freeboard. Experience shows
that the most ice accretion can be expected with incoming waves at an angle of 30° to 60°
with the vessel’s heading.
With the vessels cold soaking is meant the amount of cold that the vessel conducts. If, for
example, the forecastle is heated and has a room temperature above freezing, the ice,
which accumulates on the forecastle deck, will melt and flush away. The extent to which
this happens is the vessel’s cold soaking.
07.2.3 Icing condition, rate of icing

The rate at which ice builds up on a vessel is highly variable and depends upon factors
mentioned in the previous paragraph. However, by far the most dangerous situations are
when a vessel encounters heavy weather and rough sea, with heavy seas breaking over
the vessel, while the temperature is running low.
Figure 7.4 shows four diagrams for estimating the ice accretion on vessels with low speed
as a function of the wind force and air and water temperatures. The vessel characteristics,
except a low speed, are not included in this indication. The different grades of icing have
the icing rates as shown in Table 7.1.
Grade of icing Icing rate
None 0 cm/h
Low < 0,7 cm/h
Moderate 0,7 to 2 cm/h
Heavy 2 to 4 cm/h
Extreme > 4 cm/hour
Table 7.1 - Grade of icing

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Windforce 6-7 bft Windforce 8 bft

v = 10,8 - 17,1 m/s v = 17,2 - 20,7 m/s
0 0
None None
-2 -2
Low
-4 -4
Low
Air temperature [°C]

-6 -6
Moderate
-8 -8
Moderate
-10 -10
Heavy
-12 -12
Heavy
-14 -14 EXTREME
-16 -16
-2 0 2 4 6 8 -2 0 2 4 6 8
Water temperature [°C] Water temperature [°C]
Windforce 9-10 bft Windforce 11-12 bft

v = 20,8 - 28,4 m/s v > 28,5 m/s
0 0
None None
-2 -2
Low
Low
Moderate
-4 -4
Moderate
-6 -6 Heavy
-8 Heavy -8
-10 -10
-12 -12 EXTREME

EXTREME
-14 -14
-16 -16
-2 0 2 4 6 8 -2 0 2 4 6 8
Water temperature [°C] Water temperature [°C]
Figure 7.4 - Rate of ice accumulation at different wind speeds

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07.3 ICING, PREVENTION

07.3.1 Icing Prevention, avoid icing
The best way to reduce the icing rate is to seek shelter. In the Baltic area there are
several sheltered spots. The time lost in shelter may be less than the time it takes to
remove the accumulated ice.
07.3.2 Icing Prevention, aeduce icing

If a safe shelter is not available, the rate of ice accumulation shall be reduced by reducing
vessel’s speed and changing the heading. This shall be done before there is a large build-
up of ice.
When turning through the waves with a heading parallel to the waves, it can be very
dangerous for a vessel that has been destabilized by ice build-up.
07.4 ICING, REMOVAL

When accumulated ice is present, it shall be removed as soon as possible. This requires
advance planning. The crew shall remove ice whenever it is safe to be on deck, and
before the ice reaches dangerous amounts. The safety and health of the crew shall be
considered. Removing icing is a very hard and wet job, and the risks of hypothermia and
frostbite are present.
07.4.1 Icing removal, tools

The following tools can be used to remove accumulated ice. It is wise to keep these in
storage in the aft part of the vessel, in case the forecastle cannot be reached anymore
due to icing.
• Wooden sledgehammers;
• Steel-bladed ice scrapers;
• Straight bottom shovels;
• Spades;
• Picks;
• Brooms; and
• Snow shovels.
07.4.2 Icing removal, special attention
When removing the icing one must keep in mind this is to protect the vessel from damage.
If accumulated ice is removed in a very aggressive way, this in itself may lead to damage.
Special care shall be taken when removing accumulated ice on cargo equipment. The
quick removal the following equipment shall be prioritized:
• Air vents;
• Mooring winches; and
• PV valves.
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07.5 ICING, PRECAUTIONS

07.5.1 Icing precautions, general measures
When icing is expected there the following precautions shall be considered:
• All deck machinery shall be covered to the degree possible;

• Mooring lines shall be stored inside;
• Store some icing removing equipment on the aft, in case the forecastle cannot be
reached later; and
• Make sure that there is sufficient salt and sand on board to clear the ice covered
passage ways on deck.
07.5.2 Icing precautions, stability

According to the Dutch Flag Administration, the stability changes due to ice build-up shall
be taken into account. This means, if a vessel had suffered severe ice accretion, it shall
still meet with the stability rules as set forth by the Flag Administration.
This means that if, according to meteorological information, the chance of icing is present
an icing stability plan must be made prior to departure, in which is shown that even if the
vessel is covered by accumulated ice, it still meats the stability requirements.
With the help of the diagrams shown in Figure 7.4, a potential ice thickness can be
estimated. The ice build-up on the bow and windward side will probably be more than on
the trunk deck and leeward side.
In this chapter, two examples of icing stability cases are made. In these examples only the
vertical component of the accumulated ice is calculated. In the stability program used on
board the transverse and horizontal component can also be used, in order to predict trim
and heel.
In the first example, the diagrams in Figure 7.4 are used to predict the accumulated ice
thickness. The ice thickness will be the same all over the vessel. In the second example,
the ice thickness is estimated on different parts of the vessel. The bow will most probably
contain more ice than the accommodation.
In both examples the ice mass is calculated with the following formula:
Mass = A . t . ρ
In which A is the ice-covered surface in square meters, t is the ice thickness in meters and
ρ is the density of ice in kg/m3. The density of sea ice is around 0,8 to 0,9 mt/m3. In the
calculations 1.0 mt/m3 is used in order to build in a safety margin.
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Example
Wind force 8 bft

Air temperature -7°C
Water temperature 2°C
Sailing time 3 hours
Icing rate 2 cm/hour
Ice thickness 6 cm
VMOM
Item Mass [mt] VCG [m]
[m*mt]
Light ship 3848 8,016 30848
Deadweight 5250 5,541 29092
TOTAL SHIP 9098 6,588 59940
VMOM
Ice covered surface [m2] VCG [m] 3
[m ]
Horizontal surface:
Forecastle deck 216 12,000 2592,00
Main deck frames 144 - 90 594 12,000 7128,00
Main deck frames 90 - 34 594 12,000 7128,00
Quarterdeck 440 12,000 5280,00
Vertical surface:
Bow 240 10,675 2562,00
Hull 553 10,000 5530,00
Deckhouse aft 268 10,000 2680,00
Deckhouse fwd 85 10,000 850,00
TOTAL ICE 2990 11,288 33750,00
VMOM
Ice Thickness Mass [mt] VCG [m]
[m*mt]
0,06 179,4 11,288 2025,0
VMOM
Item Mass [mt] VCG [m]
[m*mt]
Light ship 3848 8,016 30848
Deadweight 5250 5,541 29092
Ice 179 11,288 2025
TOTAL SHIP 9278 6,679 61965
VCG difference 6,679 6,588 0,091

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Example 2
Item Mass VCG VMOM

Light ship 3848,34 8,016 30848,3
Deadweight 5250,38 5,541 29092,4
TOTAL SHIP 9098,72 6,588 59940,6
Ice
Thicknes
Ice covered surface [m2] s Mass VCG VMOM
HORIZONTAL
Forecastle deck 216 0,04 8,64 12,000 103,68
Main deck frames 144 - 90 594 0,03 17,82 12,000 213,84
Main deck frames 90 - 34 594 0,01 5,94 12,000 71,28
Quarterdeck 440 0,00 0,00 12,000 0,00
VERTICAL
Bow 240 0,03 7,2 10,675 76,86
Hull 553 0,02 11,06 10,000 110,60
Deckhouse aft 268 0,01 2,68 10,000 26,80
Deckhouse fwd 85 0,01 0,85 10,000 8,50
TOTAL ICE 2990 54,19 11,285 611,56
Item Mass VCG VMOM

Light ship 3848,34 8,016 30848,3
Deadweight 5250,38 5,541 29092,4
Total ice 54,19 11,285 611,6
TOTAL SHIP 9152,91 6,616 60552,2
VCG Difference 6,616 6,588 0,028

Winter manual
08 INDEPENDENT ICE NAVIGATION

08.1 GENERAL
The first principle of successful ice navigation is to avoid stopping or becoming stuck in
the ice. Once a vessel becomes trapped in the ice, or as it is called beset, it goes
wherever the ice goes.
The way around a potential difficult ice area, whose limits are known, is often the fastest
and safest way to the destination.
08.2 BEFORE ENTERING THE ICE

When the vessel approaches an ice field, or when ice is spotted, the Master and the Chief
Engineer should be informed immediately.
Before entering the ice, the Master must be sure that the vessel is ready for operation in
ice. A Master’s checklist for operation in ice is included in the work instructions. See
Chapter 08.15.1.
If there is an alternative route around the ice, even if it is longer, it is safer to take this way
rather than going through a large amount of ice. Any expected fuel savings by take a
shorter route will be offset by the high power requirement. In addition, there is also a
bigger risk of damages, which will eventually cost more than the fuel savings.
In an area with small ice coverage, there will probably be no icebreakers around.
Therefore, in such fields it is wiser to go around a big ice floe than through it.
Navigating in drift ice under pressure is

more difficult than in drift ice, which is not
under pressure. Generally, depending on
the circumstances, passage though ice
under pressure shall normally be avoided
as the chance of getting stuck is high. See
Figure 8.1.
In the absence of recent ice reports, sail

along the ice edge and look for leads or
areas where the ice conditions are better
and where an entry can be safely made.
Figure 8.1 - Beset with ice pressure
08.3 ICE NAVIGATION, ENTERING THE ICE

When, due to the extend ice cover, a passage through the ice becomes unavoidable one
must know the ice. In other words, before attempting a passage through the ice, it is
important that the ice type is identified; thickness, floe size, hardness and concentration.
The actual identification is not made by ice reports or radar, but visually by the vessel.
Thus, entering the Ice at daylight is preferred.
Other factors, which should be considered, are:

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• The state of the hull, machinery and equipment, and the quantity of bunkers and
stores left. A passage through the ice may take a longer time than expected;
• The draft and the amount of water above the propeller blade tips, rudder and bulb;
• The route recommended by the authorities or icebreakers;
• Post extra lookouts on the bridge depending on the visibility;
• There must be sufficient light to complete the transit of the ice field or the vessel
must be equipped with sufficient high powered and reliable searchlights;
• Reduce the vessels’ speed to a minimum in order to reduce the force of impact;
and
• The engine room must be informed about the situation and what may be required
from them and what can be expected: manoeuvring speed, peak loads on the
engine, cooling water problem and damages to propeller or rudder.
The ice must be entered at a right angle to the ice edge of pack ice to avoid glancing
blows. The point of entering the ice must be chosen carefully, preferably in an area of
lower ice concentration. The speed, at the moment of entering, should be as low as
possible, in order to reduce the force of impact.
The actual force of impact is difficult to calculate because there are too many variables. A
simple guideline is the following:
Fimpact =
∆ ship × v ship 2
In which Fimpact is the Force of impact [N], Δvessel is the vessel’s displacement [kg] and
vvessel is the vessel’s speed [m/s]. This means that the vessel’s speed is the defining
variable. The following table shows the speed versus force ratio.
 Force of impact
 Speed in knots  Speed in m/s
in N
0,3
 1  0,51
1,1
 2  1,03
2,4
 3  1,54
2,06 4,2
 4
2,57 6,6
 5
5,14 26,5
 10
7,72 59,5
 15
10,29 105,9
 20
Table 8.2 - Speed versus force ratio
As can be seen the force of impact will be much higher at high speeds. At a speed of 15
knots, the force of impact is almost 106 times as high as it was at a speed of 2 knots.
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The other variable, the vessels weight, will have the result that a large vessel moving at
high speed will cause more damage to the hull and inner structure when hitting hard ice
instead of a smaller vessel at the same speed.
08.4 AFTER ENTERING THE ICE

Once the vessel has entered the ice, the speed can be increased slowly. One should not
try to keep the vessel on a straight track, but he should find the easiest way in the ice.
The power output ahead when in the ice must never be more than the maximum power
output astern. For instance, when the maximum power output astern is 60% MCR, that
should be the engine setting when proceeding through the ice. If the vessel becomes
beset, going astern may free the vessel.
If the visibility decreases, the speed shall be reduced. If the visibility is so bad that the
safe continuation of the voyage cannot be guaranteed, the vessel shall be stopped. When
the vessel is stopped, the propeller shall be kept turning at low revolutions to prevent ice
from building up around the stern.
08.5 ICE FIELDS

08.5.1 General
Experience has shown that in ice, the following four vessel handling rules will provide for a
safe passage through ice:
• Keep moving, even very slowly;

• Work with the ice movement and not against it;
• Moderate the speed to avoid ice damage; and
• The vessel’s manoeuvring characteristics are known to OOW.
08.5.2 Speed
A safe speed will be a speed at which the vessel will not be damaged, taking into account
the ice thickness, hardness and concentration, and the vessels strength and the location
of the ice belt.
In addition, when proceeding in an ice field, the force of impact rule stated in Chapter No.
8.4 above is still applicable.
The exact location of the ice strengthened ice belt can be found in the Ice Passport which
is available on the Bridge.
08.5.3 Turning in Ice

Changes in course will be necessary when proceeding through ice. If possible, course
changes shall be made in an area of open water or in relatively light ice. This is because
turning in ice requires more power than turning in water.
If it is not possible to turn in an open water area, the Master shall decide what turning
maneuver to be used. If it concerns a small alteration in course, it will be better to maintain
progress in the ice with the helm over.
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When the vessel is making very little progress, the effect of the drag of the rudder being
turned will probably stop the vessel completely.
When a bigger course alteration must be made, or when the vessel’s progress is
marginal, the star maneuver must be made. This maneuver is similar to turning the vessel
short round, thus in ice by backing and filling with the engine and rudder. The rudder
should only be used when moving forward. When backing the rudder must be in
amidships position to avoid damage.
08.5.4 Backing in Ice

Backing in ice is a dangerous maneuver, as it exposes the most vulnerable parts of the
vessel to the ice. Backing in ice should only be attempted when absolutely necessary, and
in any case, the vessel should never ram astern.
When proceeding in ice covered waters the propeller and the rudder shall be below the
waterline if possible.
The vessel shall move at dead slow astern speed, and the rudder shall be amidships. In
the amidships position the rudder is protected by an ice horn or ice claw. In 8.3 a drawing
of this protection is shown.
If ice starts to build up under the stern, a small burst of power ahead shall be used to clear
away the ice. Using this technique of backing up to the ice can be very effective, by a
careful watch shall be kept on the distance between the stern and the ice edge. If a good
view on the stem is not possible from the bridge, a lookout with a radio shall be posted on
the stern.
Figure 8.3 - Ice horn or ice breaking claw

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08.6 SHORE LEAD

A shore lead is a navigable stretch of ice-free water between the shore and drift ice. An
offshore wind blows the drift ice away from the shore, as shown in Figure 8.3. The danger
with shore lead is that the vessel can be pushed to the shore by the drift ice if the wind
changes direction. Therefore, the OOW shall constantly monitor the wind direction and
possible changes.
Figure 8.4 - Shore lead
08.7 TRACKS
It is common and possible to follow a vessel in its track. Proceeding through ice will be
less difficult, because the ice is already crushed. This does not account for older tracks,
which are frozen again. When the brash ice freezes fast again, the ice will be thicker and
harder.
When following another vessel in its track, inform this vessel about the intentions.
08.8 STOPPED IN ICE

If, for any reason, the vessel is stopped in the ice, a check around the vessel shall be
maintained at all times. There shall not be any big ice floes with fine edges pushing
against the vessels hull.
When the vessel is stopped, the rudder shall be put amidships and the engine shall be
running dead slow ahead, to avoid ice build up at the stern.
Before starting to move in ice, the engine shall be used ahead in order to wash the
vessels stern clear of ice. After that, the rudder can be tested and used.
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08.9 BESET IN ICE

A vessel can become beset when trying
to pass some ice ridges or when in ice
under pressure. Getting the vessel free
again will be very difficult. Remember
when you use maximum ahead until the
vessel does not move anymore, the
reverse power output is normally about 60
to 80 % of the full ahead power. The
proper way is not to use maximum power
forward and reverse just before the vessel
is stopped in ice. The keel of ice ridge can
extend several meters below the water,
also in the Baltic area. Figure 8.5 - Beset in ice
The easiest way to avoid becoming beset

is to avoid areas of ice under pressure, and do not try to get pass heavy ridges.
08.10 ANCHORING IN ICE

Anchoring in ice is not recommended, because of the risk of hull damage and loosing the
anchor. A vessel shall never anchor in consolidated ice.
If anchoring in open ice is unavoidable, the vessel shall always be ready to heave up
anchor and shift to a safer location when the ice starts moving. Thus, the anchor chain
shall be kept as short as possible and the anchor watch shall be instructed to continuously
look for drift ice. If the ice is continuously moving, use the rudder and engine and maintain
position instead of anchoring.
08.11 ADHESION
When proceeding through young ice in cold climates, ice and snow may adhere to the
vessel’s hull, and will slow down or even stop the vessel. In order to avoid adhesion the
rudder can be put from side to side, to create a slalom movement. Another thing, which
can be done, is to stop the vessel and run the engine ahead and astern.
08.12 REDUCED VISIBILITY

Extreme caution shall be taken in reduced visibility and during night time:
• A vessel shall use radar and proceed with reduced speed in order to avoid strokes
against ice floes;
• The Master/ Chief Officer shall be careful when they use the radar. Smooth ice
could appear on the screen as open water and open water with small floes as an
ice field;
• Radar shows the ice situation at a distance of 2-3 miles around the vessel;
• The absence of echoes on the radar screen does not mean there is not any
dangerous ice close to the vessel;
• The accuracy of the radar for evaluation of ice concentrations is around 10 to 20%;
and
• During the night time good searchlights must be used.
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08.13 USE OF RADAR

Some reminders for the use of radar in ice covered waters:
• Smooth floes may appear as open water. Open water with brash ice may appear
as ice from undetermined type;
• An ice field or concentrated drift ice would normally be detected in all sea
conditions at a range of about 3 NM;
• A lead though ice will not show unless it is at least 0,25 NM wide;
• Prominent points of a coastline, such as headlands and inlets are regularly
employed in position fixing. One should be aware that headland might extend
further in the sea by drift ice, than is indicated in the chart;
• Areas of open water and smooth floes appear very similar, but in an ice field, the
edge of a smooth flow is prominent, while the edge of open water is not;
• Ridges show clearly, but the shadows behind ridges are liable to be mistaken for
leads or closed tracks;
• In general, the 3cm X- band radar will perform the best in ice-covered waters; and
• The performance of radars is not affected by cold climates. The real problem
concerns the interpretations of the radar screen for the purpose of position fixing
and ice detection.
08.14 USE OF ICE SEARCHLIGHT
The ice light is a very powerful xenon search light, equipped with xenon short arc lamp
and high quality glass parabolic mirror. The lamp together with these mirrors will produce
a highly focused long-range light beam, owing to their optical behaviour, and this beam
projected on the target generates a high level of luminance. For instance on ice and snow.
Water, which has a great level of light absorbance, will turn black when projected by the
beam. That is why it is such a useful tool in ice navigation.
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Figure 8.6 - Ice searchlight in use
Be aware when working on the ice light, that a xenon lamp is highly pressurised, even
when in a cold state. Before working with or in the proximity of the lamp, put on protective
clothing and face protection.
08.15 WORK INSTRUCTIONS

08.15.1 General
 During ice navigation Watch Type B conditions shall be established.
 The engine room should not be left unattended in restricted or ice-covered waters.
 The propeller and rudder must be maintained below the ice level at all times. If
necessary additional ballast should be taken.
 The vessel must be upright, without any list.
 All possible information about the ice situation and weather forecasts shall be collected
and reviewed.
 If it is possible ice passage during the night-time shall be avoided.
 Vessel shall enter the ice with slow speed or with a stopped engine and at right angles
to the ice edge.
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 When the bow touches the ice, the vessel can gradually increase speed.
 When in the ice, keep main engine power under the astern MCR percentage.
 Ice is an obstacle and excessive speed can lead to damage of the vessel.
 The force of impact depends upon the vessel’s displacement and speed.
 The vessel’s speed must be reduced at least to manoeuvre.
 The engine must be ready to go full astern and stop the vessel at any time.
 The engine may be required to give full power immediately in order to keep the vessel
moving.
 The main rule for transit in ice is: BE CAREFUL AND KEEP MOVING.
 In order to avoid damage a vessel must not proceed close to ice floes. There could be
underwater rams.
 Narrow passages between the ice floes must be passed by direct course and a vessel
can change her course just after vessel’s aft passes of narrow places.
 If an ice lead requires a turn, the vessel’s bow should be kept close to the inner side of
the ice lead.
 Large alterations should be avoided.
 The Master/Chief Officer should avoid any strokes against the ice by the vessel’s
stern.
 The vessel’s rudder must be used if a vessel is proceeding ahead.
 The use of the rudder in hard-over position can reduce the vessel’s speed and as a
result a vessel can be stopped.
 The vessel must not force ice between junctions of the ice fields. The vessel could get
nipped.
 The Master/Chief Officer has to check the ice drift ahead of the vessel, it should be
remembered some ice floes could be connected under the water.
 If a vessel is proceeding from one patch of ice-free water into another one and is
forced to force ice, the Master/Chief Officer should try to find an easy way even if the
route would be longer.
 The Master/Chief Officer should be careful when the vessel is proceeding by patches
of ice-free waters. The speed will rise because off less ice resistance.
 Since the course of the vessel changes constantly, the frequency of observations
should be increased even if the vessel proceeds under icebreaker assistance.
 Never force the ice.
 If in doubt, never proceed through the ice.

Winter manual
The actual track through the ice fields follows leads,

Intended track patches of open water and lighter ice conditions, avoiding
any hard ice or large floes. Note large course alterations
and deviations from the original track.
Figure E 4.1 - When passage through the ice becomes unavoidable

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Ballast Condition
Loaded Condition
Water above
over the
propeller
As can be seen above, in ballast condition the risk of damaging propeller and
rudder is bigger than in loaded condition
Figure E 4.2 - Ballast and loaded draft in ice

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Wind
Ice Floe
Pass to windward if possible
Figure E 4.3 - Passing ice floes

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Recommended track
Big Floe
Beset in hard ice,

damaged as well
Medium Floe
Intended track
Figure E 4.4 - Avoid large floes on passage through the ice.

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Recommended Safe Track
ICE
Direct track
Not recommended
Figure E 4.5 - Recommended safe track based on available ice charts

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09 ESCORTED ICE OPERATION

09.1 GENERAL
Icebreaker services are offered by various entities. Almost every county in the Baltic area
has its’ own ice breaking services, with different rules and practices.
Icebreaker assistance are offered in different forms:
• Individual icebreaker assistance behind an icebreaker;

• Ice breaker assistance in convoy; and
• Independent ice navigation following icebreaker recommendations and strictly
under her supervision.
The correct communication phrases used during breaker assistance can be found in the
SMCP.
The Master of the vessel is responsible for the safety of navigation and safety of the
vessel, also when the vessel proceeds under icebreaker assistance.
09.2 PRIORITIZATION
The different ice breaking services have their own opinion about prioritization.
Nevertheless, one thing they all have in common, vessels in distress are assisted first.
09.3 TOWING
09.3.1 General
In difficult ice-conditions, such as hard ice-
pressure or passage through heavy ice-
ridges, towing might be the only way to
ensure a safe and effective voyage with
icebreaker assistance. This is decided by
the Master of the icebreaker. The towed
vessel can be towed in different ways: in
the notch, at a small distance of the notch
or further away. This depends on the
vessel’s size, the form of the nose, the form
of the towing notch, the external situation
and the steering capability of the tow. Figure 8.1 - Double tow
Towing of fully operative vessels by icebreakers is not always free of charge; this differs
for each country which offers ice breaking assistance.
09.3.2 Notch towing

Normally, notch towing will take place by bringing in the vessel's bow into the towing notch
of the icebreaker, as shown in Figure 8.7. If the vessel is in ballast condition, sometimes
the icebreaker will tow the vessel towing with the bulbous bow in the notch.
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The icebreaker will hand over two or four

cables, which are to be fastened to the
towing bollards, shown in Figure 8.8. The
vessel shall be prepared to make fast or cast
off this towing cable at any time.
For vessels with a bulbous bow, the distance

between the topside of the bulb and the
icebreaker hull must be at least two meters,
as shown in Figure 8.9.
If the vessel is fitted with anchors on the Figure 8.2 - Notch

outside of the hull in such a way that they
may come in contact with the icebreaker’s towing notch, the anchors will have to be
hoisted up, i.e. moved astern or placed onto deck before towing operation can begin. This
is showed in Figure 8.9.
If the above two requirements cannot be reached, towing in the icebreaker's notch is not
safe, and therefore it will not be performed. The Master of the icebreaker may, in such a
situation, refuse towing of the vessel until assistance is possible without notch towing.
Figure 8.3 - Notch towing connection

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Figure 8.4 - Notch towing, distance between bulb and ice breaker
During towing operation, the towed vessel shall be steered manually, and the main engine
must be ready for maneuvering. When proceeding straight ahead the vessel shall be kept
in line with the icebreaker's masts, as can shown below.
Figure 8.5 - Notch towing in line
The hull of the towed vessel is always acting as an active rudder of the icebreaker, see
Figure 8.11 and the icebreaker may ask for assistance from the vessel’s rudder.
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Figure 8.6 - Notch towing when turning
The towed vessels propulsion machinery shall only be used according to instructions
given from the icebreaker. If the vessel cannot keep the engine output as high as required
or it is affected by rudder problems, the icebreakers shall be notified immediately.
09.4 FREEING A BESET VESSEL

When an escorted ship becomes beset, she should normally keep her engines moving
slowly ahead to keep the propellers free from ice. In thin ice, the icebreaker usually comes
astern along the channel and cuts out ice on the bow of the ship. The icebreaker then
goes astern close along the whole length of the lee side of the beset ship. Then she will
go ahead, and order the escorted ship to follow her.
In heavier ice, ships can usually be broken out by the icebreaker turning through 180°,
going back to the beset ship and passing close aboard her leeward side.
In heavier ice, the icebreaker will turn 180° and go back to the beset ship. There the
icebreaker will pass close the leeward side of the beset ship. At the stern, the icebreaker
will turn again 180°, and returns along either, her leeward side to thin out the ice or her
windward side to relieve pressure on that side, at the same time ordering the ship to follow
her.
09.5 WORK INSTRUCTIONS

09.5.1 Convoy
 The Master of the vessel is responsible for the safety of navigation and safety of the
vessel when the vessel proceeds under icebreaker assistance.
 During ice navigation Watch Type B conditions are to be established.

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 The speed of the convoy mostly depends upon the work of the icebreaker and the
vessel(s).
 In case that the Master has any doubts about safe speed and/or distance they must
inform the Master of the icebreaker and come to a common decision.
 If the vessel is beset and waiting for an icebreaker she should run her engine by dead
slow ahead.
 An icebreaker can refuse to assist a ship if any of her equipment, required for the ice
navigation is inoperable, or the strength of the hull and engine power is not sufficient
for safe passage through existing ice.
 Any damage to the vessel that may influence safe navigation must be reported to an
icebreaker immediately.
 All instructions from the icebreaker should be followed.
 Distance between vessels must be maintained at all times. If own speed decreases
the next vessel in convoy must be warned immediately.
 In the event a vessel becomes ice-bound and cannot move, she must advise the
convoy about it immediately.
 In the event of an icebreaker or the next vessel ahead becoming ice-bound, the
Master/Chief Officer should run the engine full astern and/or put the rudder hard-over
from side to side in order to avoid hitting the icebreaker or the vessel ahead. They
should ask the stopped icebreaker/vessel to run her engine full ahead. They must
advise the convoy about their action by VHF immediately.
 At all times a vessel must be ready to attach a towing hawser. The crew must be ready
to release it instantly.
09.5.2 Towage
 The engine of the towed vessel may only be used according to the icebreaker’s
orders.
 Sometimes an icebreaker tows a vessel on a short stay. In this case, the towed vessel
is hauled close-up into an indentation at the icebreakers stern.
 If a vessel is being towed on a short stay the helmsman should try to keep the
icebreaker masts in line
09.5.3 Freeing beset vessels

When an escorted vessel becomes beset, the engines shall be kept moving slowly ahead
to keep the propellers free from ice. In thin ice, the icebreaker usually comes astern along
the channel and cuts out ice on the bow of the vessel. The icebreaker then goes astern
close along the whole length of the lee side of the beset vessel. Then she will go ahead,
and order the escorted vessel to follow her.
In heavier ice, vessels can usually be broken out by the icebreaker turning through 180°,
going back to the beset vessel and passing close aboard her leeward side.
Winter manual
In heavier ice, the icebreaker will turn 180° and go back to the beset vessel.
There the icebreaker will pass close the leeward side of the beset vessel. At the stern, the
icebreaker will turn again 180°, and returns along either, her leeward side to thin out the
ice or her windward side to relieve pressure on that side, at the same time ordering the
vessel to follow her.
If an icebreaker is steering along a vessel from stern to bow in order to make a vessel free
the Master/Chief Officer of the assisted vessel should:
• As soon as an icebreaker is close to the vessel run the engine by slow ahead;
• When the icebreaker stern is opposite of amidships of the vessel run the engine
full ahead according to the order of the icebreaker;
• When the icebreaker stern would be close to the vessel’s stem the bow could
move towards the icebreakers stern and could lean-on an icebreaker. To avoid
such situations a vessel should put her rudder to the opposite side; and
• As soon as the icebreaker’s stern passes by the vessels bow, a vessel should put
her rudder to the icebreaker’s direction and follow her.
If the icebreaker is steering on an opposite course in order to make a vessel free, the
engine must be running full ahead.
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No pressure in the ice
The track stays open, and a good

distance between the icebreaker B
A
and the escorted vessel A can be
maintained
Figure E 4.1 - Ice breaker escort, no ice pressure

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A
2.
1.
Escorted Vessel A A
Unsafe positions 1 and 2; risk of

damage to hull or propeller due
to contact with ice near the
edges of the channel made by
the ice breaker B.
Correct safe
position in
mid-channel.
Figure E 4.2 - Following an icebreaker in ice with no pressure

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Ice under pressure
The track is closing rapidly, the escorted

vessel A must keep as close as possible
to the ice breaker B if progress is to be
made
Figure E 4.3 - Ice breaker escort, ice pressure

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Ice Breaker B
B B
3.
2.
2.
A
A
1.
1. Escorted
Vessel A
Light Ice Heavy Ice
In case of emergency, go hard to

port or hard to starboard and bury
the bow in the ice. Stop the engine In heavy ice this manoeuvre will not work,
and go Full Astern. as the bow will be deflected by the ice.
Therefore go Full Astern in time to avoid
collision
Figure E 4.4 - Emergency procedure when icebreaker stops.

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B Correct Track
Ice Breaker B
A
3.
2.
Procedure in curves 1
The bow of the escorted vessel A must

follow the track of the icebreaker's B
stern.
A
1.
Escorted Vessel A
Figure E 4.5 - Procedure in curves in icebreaker convoy 1

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B
Ice Breaker B
Beset
2.
A
NOT LIKE THIS

A
1.
Escorted Vessel A

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Ice Breaker B B
3.
A
Beset
2.
NOT LIKE THIS

A
1.
Escorted Vessel A

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010 ICE NAVIGATION, RESTRICTIONS

010.1 GENERAL
Traffic restrictions are imposed to improve the efficiency of vessel traffic. From then,
icebreaker assistance is only given to vessels who meet the requirements set out in the
traffic restrictions. These restrictions are based on the ice class and deadweight tonnage.
Vessels with ice class IA or IA Super are intended for year round operation in the Baltic
Sea area. This means that the administration do not set traffic restrictions for these ice
classes. However, size restrictions may apply for ice class IA.
In very severe winters, there is a change of restrictions based on the amount of

transported cargo.
In general, the following restrictions come in force. Traffic restrictions enter into force five
days after their date of issue, except for relaxations, which enter into force immediately.
010.2 BAY OF BOTHNIA

The first restrictions - ice class II, deadweight 2,000 dwt - for the harbours in the northern
part of the Bay of Bothnia and I are normally placed in December.
The maximum restriction has been IA 4,000 dwt. In difficult ice conditions the restrictions
have usually been supplemented by an additional restriction on cargo per port: Vessels
must have a load of at least 2,000 tonnes of cargo to be loaded or unloaded or both.
010.3 SEA OF BOTHNIA AND ARCHIPELAGO SEA

In the Sea of Bothnia the first restrictions - ice class I and II and deadweight 1,300 dwt -
are normally given in January-February. In average winters, the maximum restriction has
been IA-2,000 dwt.
In the Archipelago Sea, the first restrictions have been given somewhat later than in the
Sea of Bothnia although the restrictions are about the same. In normal winters, the
tightest restrictions have been IA, IB–2,000 dwt and IC, II-3,000 dwt.
010.4 GULF OF FINLAND

The first restrictions - I, II-1,300 dwt - have normally been given at the end of January. In a
normal winter, the restrictions have usually been IA, IB–2,000 dwt, but east of Helsinki the
restrictions have often had to be increased to IA-2,000 dwt.
010.5 EXEMPTIONS
In certain cases an exemption of restriction can be achieved. The rules for such an
exemption vary with each foreign maritime administration.
010.6 INFORMATION
Information about traffic restrictions can be obtained by ice reports and ice charts.
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010.7 ENGINE RESTRICTIONS

When proceeding through an ice field, the main engine load is more than normal. The ice
gives a lot of extra resistance on the vessel, which can damage the main engine. The
maximum load condition is illustrated in the propulsion diagram, in Figure 8.12.
Figure 8.1 - Propulsion diagram

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Item Description
Point A 100% reference point
Point M Working point
Line 1 Propeller curve through specified MCR, engine layout curve
Line 2 Propeller curve, fouled hull and heavy weather – heavy running
Line 3 Speed limit
Line 4 Torque/speed limit
Line 5 Mean effective pressure limit
Propeller curve, clean hull and calm weather - light running, for
Line 6
propeller layout
Line 7 Power limit for continuous running
Line 8 Overload limit
Table 8.1 - Description propulsion diagram
Continuous operation without limitations is allowed only within the area limited by lines 4,
5, 7 and 3 of the propulsion diagram.
The area between lines 4, 5, 7 and 8 is available for overload running for limited periods
only (1 hour per 12 hours).The area outside the line 8 and 3 is prohibited.
The propeller curve, line 6, is the line of operation in calm weather, loaded on the summer
mark and with a clean hull. When proceeding through ice, line 6 shifts to line 2. It can be
seen that with the same power output, the revolutions will be less.
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Power [%]
110
A=M
100
5
90
80
8
70
1 3
4
6
60
2
50
60 70 80 90 100 110
Revolutions [%]
Figure 8.2 - Propulsion diagram with ice resistance
In the situation shown in Figure 8.13 the ice resistance has been increased, which can be
cause by thicker or harder ice. The new propeller curve is line 6. At 100% MCR the
revolutions have dropped to 95%, and the working point M is beyond line 5. Operation
between the lines 4, 5, 6 and 8 is possible, but only for a short period. The only thing what
can be done to avoid engine damage is to reduce the power output to, for instance to
90%. Then the point M is in the safe area again.
If the ice resistance increases more and more, and the telegraph still demands 100% of
the main engine power output, the working point will shift beyond line 8, which may be
disastrous for the main engine and shall be avoided.
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010.8 HULL RESTRICTIONS

Vessel specific information regarding the ice belt can be found in the Ice Passport.
Reference: Chapter No. 9, “Ice Class” below and the “Ice Passport”
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011 ICE CLASS

011.1 GENERAL
Most of the ice-classed vessels navigating in the Baltic Sea are build according to the
Finnish-Swedish Ice Class Rules (referred to as “the Rules” in this chapter). The Rules
are developed by the Finnish Maritime Administration (FMA) and the Swedish Maritime
Administration (SMA) in co-operation with classification societies. Other prominent Ice
Class Rules are the IACS Develops Unified Requirements for Polar Ice Class and the
Russian Maritime Register (RMR) Ice-Class Rules. Both will not be discussed in this
document.
The development of the Rules started early in the 1930’s. The rules have been amended
several times during the past years. Most of the members of the IACS have adopted the
Rules and incorporated them in their own regulations on the classification of vessels. This
includes Bureau Veritas and Germanischer Lloyd.
011.2 DIFFERENT ICE CLASSES

The rules recognize the following ice classes:
• Ice Class IA Super

• Ice Class IA
• Ice Class IB
• Ice Class IC
• Ice Class II
• Ice Class III
Vessels are assigned to its’ ice class as follows:
• Ice Class IA Super; vessels with such structure, engine output and other properties
that they are normally capable of navigating in difficult ice conditions without the
assistance of icebreakers. Level ice thickness up to 1,0 m;
• Ice Class IA; vessels with such structure, engine output and other properties that
they are capable of navigating in difficult ice conditions, with the assistance of
icebreakers when necessary. Level ice thickness up to 0,8 m;
• Ice Class IB; vessels with such structure, engine output and other properties that
they are capable of navigating in moderate ice conditions, with the assistance of
icebreakers when necessary. Level ice thickness up to 0,6 m;
• Ice Class IC; vessels with such structure, engine output and other properties that
they are capable of navigating in light ice 0,4 m;
• Ice Class II; vessels that have a steel hull and that are structurally fit for navigation
in the open sea and that, despite not being strengthened for navigation in ice, are
capable of navigating in very light ice conditions with their own propulsion; and
• Ice Class III; vessels that do not belong to the ice classes referred to above.
These classes are, as said, adopted by various classification Societies. An approximate
correspondence between different ice classes from different classification societies can be
found in Table 9.1.
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Classification
Ice Classes
Society
Finnish-Swedish
IA Super IA IB IC Category II
Ice Class Rules
Bureau Veritas IA Super IA IB IC ID
Germanischer
E4 E3 E2 E1 E
Lloyd
Det Norske
ICE-1A ICE-1A ICE-1B ICE-1C ICE-C
Veritas
Russian
Maritime
Register of UL L1 L2 L3 L4
Vesselping
(Rules 1995)
Russian
Maritime
Register of LU5 LU4 LU3 LU2 LU1
Vesselping
(Rules 1999)
American
Bureau of IAA IA IB IC D0
Vesselping
CASPPR, 1972 A B C D E
China
Classification Ice Class B1 Ice Class B1 Ice Class B2 Ice Class B3 Ice Class B
Society
Korean Register
ISS IS1 IS2 IS3 IS4
of Vesselping
Lloyds Register
1AS 1A 1B 1C 1D Ice Class
of Vesselping
Nippon Kaiji
IA Super IA IB IC ID
Kyokai
Registero
IAS IA IB IC ID
Italiano Navale
IACS Polar
PC6 PC7 - - -
Rules
Table 9.1 - Approximate correspondence between ice classes from different Classification Societies
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011.3 ICE CLASS, DESIGN PHILOSOPHY

011.3.1 General
Vessels constructed according to the rules
are intended to operate in first year ice
conditions part of the year. The rules set
the minimum requirements for engine
power and ice strengthening for vessels
assuming that icebreaker assistance is
available when required, Figure 9.1. The
maximum average waiting time according
to the rules is defined as about four hours.
011.3.2 Engine power Figure 9.1 - Ice breaker assistance

The regulations for minimum engine power
output can be considered of an operational type. Vessels are required to have a certain
speed in a brash ice channel in order to ensure the smooth progress of traffic in ice
conditions.
The design requirement for the engine power output of an ice classed vessel have been
developed for navigation in brash ice channels in archipelago areas at a minimum speed
of five knots
011.3.3 Hull structural design

The rules for hull structural design deal with the local strength of the hull under ice load
which have been measured on vessels that sail in the Baltic Sea in the winter.
The ice forces, which are acting on a vessel when beset in moving or compressive ice,
are not taken into account. It is assumed that ice breaker assistance is available within the
time such situation can develop.
011.3.4 Propeller, shaft and gears

The propulsion system is designed according the hierarchical strength principle. This
means that the propeller blades are weaker that the propeller shaft.
The upper ice waterline (UIWL) shall be the highest waterline at which the vessel is
intended to operate in ice. Up to this waterline, the vessel is strengthened for operation is
ice. The lower ice waterline (LIWL) shall be the lowest waterline at which the vessel is
intended to operate in ice.
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011.3.5 Ice water line
UIWL
LIWL
Figure 9.2 - Upper and lower ice waterline
The UIWL is mostly the Fresh

Water Load Line. If the UIWL is
located at a lower level than the
FWLL, the vessel’s sides are
provided with a warning triangle
and with an ice class draught
mark at the maximum permissible
ice class draught amidships, as
shown in Figure 9.3.
Figure 9.3 - Ice class hull mark

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011.3.6 Hull strength

The method used in the rules for determining the hull scantlings is based on certain
assumptions concerning the ice load on the structure. These assumptions are from full-
scale observations made in the northern Baltic.
The ice strengthened region, or ice belt, on the vessel is divided into a forward, amidships
and aft region, each with its’ own plate thickness. The vessels with an IA Super Ice Class
are also fitted with a fore foot and an upper forward region. Figure 9.4 shows the ice belt
with the different regions.
Figure 9.4 - Ice belt
The ice belt extends above the UIWL and below the LIWL as stated in Table 9.2.
Ice Class Above UIWL [m] Below LIWL [m]
IA Super 0,6 0,75
IA 0,5 0,6
IB 0,4 0,5
IC 0,4 0,5
Table 9.2 - Vertical extension of the ice belt
A vessel specific drawing with the location of the ice belt can be found in the appendixes.
Winter manual
012 ICE BREAKER ASSISTANCE

012.1 CONVOY
In a convoy, generally the best place is right behind the icebreaker.
The icebreaker informs other vessels in the convoy who has to keep the distance. Mostly
the icebreaker is keeping the distance to the first vessel, and the other vessels in the
convoy on each other. Normally the distance in the convoy between two vessels is about
0,3 Nm. In heavy ice conditions, the distance can be 0,1 Nm down to several meters.
Even if the icebreaker keeps the distance to your vessel, keep in mind that even such a
strong vessel can get stuck. Therefore, keep a sharp lookout on the distance, to prevent
hitting the icebreaker in the case of an emergency.
When having a place in the convoy, keep in contact with the vessels in front and behind. If
the vessel threatens to get stuck, the vessel behind shall be informed.
• The Master of the vessel is responsible for the safety of navigation and safety of
the vessel when the vessel proceeds under icebreaker assistance;
• During ice navigation Watch Type B conditions are to be established;
• The speed of the convoy mostly depends upon the work of the icebreaker and the
vessel(s);
• In case that the Master has any doubts about safe speed and/or distance they
must inform the Master of the icebreaker and come to a common decision;
• If the vessel is beset and waiting for an icebreaker she should run her engine by
dead slow ahead;
• An icebreaker can refuse to assist a vessel if any her equipment, required for the
ice navigation is inoperable, or the strength of the hull and engine power is not
sufficient for safe passage through existing ice;
• Any damage to the vessel that may influence safe navigation must be reported to
an icebreaker immediately;
• All instructions from the icebreaker should be followed;
• Distance between vessels must be maintained at all times. If own speed
decreases the next vessel in convoy must be warned immediately;
• In the event a vessel becomes ice-bound and cannot move, she must advise the
convoy about it immediately; and
• In the event of an icebreaker or the next vessel ahead becoming ice-bound, the
Master/Chief Officer should run the engine full astern and/or put the rudder hard-
over from side to side in order to avoid hitting the icebreaker or the vessel ahead.
They should ask the stopped icebreaker/vessel to run her engine full ahead. They
must advise the convoy about their action by VHF immediately.
At all times a vessel shall be ready to attach a towing hawser. The crew shall be ready to
release it instantly.
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012.2 ICE TOWAGE

• The engine of the towed vessel may only be used according to the icebreaker’s
orders;
• Sometimes an icebreaker tows a vessel on a short stay. In this case, the towed
vessel is hauled close-up into an indentation at the icebreakers stern; and
• If a vessel is being towed on a short stay the helmsman should to keep the
icebreaker masts in line.
012.3 SHELTERING
Dock
Shore
Shelter
Area
Shelter
Area
In harbour, alongside or at anchor In the lee of the land.
Figure E 10.1 - Sheltering from drift ice

Winter manual
012.4 BERTHING
Dock
Wash
Recommended procedure:
1. Put a good spring out on the shore from forward, preferably a double
spring.
2. Use the rudder (starboard in this case) and engine (ahead) to swing the
stern in and out and away from the dock.
3. Keep the engine running ahead and give trust to portside with the bow
thruster, until the wash from the bow thruster sweeps away all the loose ice,
then make fast.
Figure E 10.2 - Mooring alongside when ice is present

Winter manual
Recommended procedure:
When drift ice is present, do not allow

the mooring lines to be slack. Once
ice begins to accumulate between the
dock and the vessel, ik may be very
difficult to bring her back alongside.
Experience has clearly demonstrated

that if the ice is heavy, nothing will
hold the vessel.
When movement of ice is imminent, in the absence of any word from

the shore, the master should take initiative himself, and move to a safer
berth, with pilot if compulsory and time permits.
Figure E 10.3 - Unsafe berth in icebound ports

Winter manual
013 BALTIC WINTERS

The development of the ice cover on the Baltic may be divided into phases according to
the development of ice cover on different parts of the Baltic. That the phases may be
distinguished at all is due to the different average depth of the sea basins and the
relatively small water mixing between these.
The most notable phases are the freezing of the Bothnian bay occurring (on the average
of mid January), the freezing of the Gulf of Finland (on average in the end of January) and
the freezing of the Bothnian Sea (on average in mid-February).
The nature of the winter will be described with the terms mild, average or severe. This can
only be judged in the months January and February. The Winter Navigation Department,
Part of the Finnish Maritime Administration (FMA), informs all parties about the winter
conditions and strives to advice on necessary precautions.
• In mild winters, the Bothnian bay is covered with ice, as are the approaches to
ports in the Bothnian sea. The whole sea area east of Porvoo in the Gulf of Finland
is also covered with ice. Lake Mälaren is covered with ice as well;
• In average winters, all sea areas along the Finnish coast are ice-covered. The
southern ice edge runs north of latitude 59 N. In addition, the coast along Estonia,
Latvia and Lithuania and Lake Vänern are ice covered; and
• In severe winters, the Baltic Sea is covered with ice for several weeks.
• A map with the above information illustrated can be found on the next page. The
following two pages shows a map with the average date of freezing and the
average date of break-up of ice.
Other climatologic information concerning the Baltic Sea can be found in the admiralty
sailing directions and the BIMCO ice handbook.
Winter manual
Figure 11.1 - Average ice extend

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Figure 11.2 - Average day of freezing

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Figure 11.3 - Average day of break-up of ice

Winter manual
014 SPILLS IN COLD CLIMATES

014.1 SENSITIVE AREAS
“A Particularly Sensitive Sea Area (PSSA) is an area that needs special protection
through action by IMO because of its significance for recognized ecological or socio-
economic or scientific reasons and which may be vulnerable to damage by
international maritime activities”. (IMO)
The Baltic Sea, with exemption of the

Russian waters and Russian economical
zone, is a Particularly Sensitive Sea Area,
as stated by the IMO. The purpose of the
PSSA notation is to maintain the
significance of valuable sea areas. The
benefits of a PSSA are an increased
international recognition for the ecological
significance of the area, information for the
vessel’s crew concerning the need to take
special care when proceeding through the
area, the introduction of measures to
prevent environmental damage and to
Figure 12.1 - Oil in ice
improve maritime safety and navigation
and an increased compatibility of
international regulations and measures
and the domestic ones already in place.
The Baltic Sea has also been assigned as a special area, concerning MARPOL.
014.2 CLEANING FACILITIES

Oil cleaning in ice-covered waters is much more labour intensive as in open waters. In
open water, oil can form a layer on the water surface, it can be submersible and form a
layer in the water column, or it can sink.
In ice covered waters there are several other possibilities for the oil to go, as shown in
Figure 12.2. This makes it harder to clean the ice covered sea from oil. Many oil-cleaning
methods do not work, or are less effective when used in ice-covered waters of cold
climates. For instance, there are several dispersants, which not work properly in cold
climates. With the future of oil production in arctic areas in mind, several institutes are
expanding their knowledge of oil cleaning in cold climates, and developing new cleaning
methods.
Winter manual
Figure 12.2 - Possible configurations of oil in ice
When proceeding through cold climates or ice covered waters one must be aware of this,
and take extra care in preventing spills to happen.
Winter manual
015 ADDITION TO PASSAGE PLANNING

If in the vicinity of ice-covered waters, the Passage Plan must contain details of the
vessel’s navigation in ice. The draught and trim of the vessel, together with the immersion
of the propeller and rudder shall be taken into consideration prior to entering any ice.
When following a lead, one must be aware that when the wind directions changes, the
lead can close, and the vessel will be stuck in the ice. Thus, meteorological information
shall be combined with ice information services.
Winter manual
016 PREPARE CREW FOR ICE CONDITIONS

016.1 TOOL BOX MEETING
All crew shall be aware of the following do’s and don’ts regarding working in cold climates
before entering the Baltic area during the winter season.
This can be achieved by having a meeting before entering the Baltic area. Newly joined
crew in the Baltic area shall be informed about the problems working in cold climates
during the safety familiarisation.
016.2 CLOTHING
DO DON’T
Cloth properly for the situation Go outside without protective clothing
Wear clothes loosely in many layers Wear one tight winter suit
A hat must cover the head and the ears Leave the ears unprotected
Cover hands and neck Expose extremities and face to cold
Clothing must be suitable for the job to Wear mittens for when precise jobs are
be executed to be executed.
Wear a wind and water resistant outer Wear a wind a water penetrating outer
layer layer
Wear proper shoes with warm socks Wear damaged shoes with thin socks
As far as possible, try to keep your Take no action to keep your clothes dry
clothes dry
Remove and dry wet clothing Keep working with wet clothing on
Remove wet clothing inside the Remove wet clothing outside

accommodation
Table E 14.1 - Instructions clothing

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016.3 WORKING
DO DON’T
Start working with dry clothes, also Start working with wet clothes.
after a resting period.
Work backwards to the wind, or seek
shelter when high wind speeds are Work with your face to the wind
experienced
Work together in extreme cold Word alone in extreme cold conditions
conditions
Use vibrating tools only for a short time Work all day long with vibrating tools.
Take no action in order to prevent cold

Avoid contact with cold water water contact
Take no action in order to prevent
Avoid contact with cold surfaces contact with cold materials.
As far as possible, keep active when Take a resting period when exposed to
exposed to cold cold
Take several resting periods inside the Work long periods in the cold
accommodation atmosphere without resting.
Continue working without checking
Check yourself and your colleagues for yourself and your colleagues for wet
wet clothing clothing
Go inside to dry clothing when wet Continue working in wet clothing
Keep to the work – rest schedule Ignore the work – rest schedule
Check your face and extremities for Continue working without checking for
signs of cold injuries sings of cold injuries
Continue working without checking
Check the face and extremities of your your colleagues for sings of cold
colleagues for signs of cold injuries injuries
Go directly inside when signs of cold Continue working when discovering
injuries are discovered sign of cold injuries
Table E 1.2 – Instructions for working

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016.4 RESTING
DO DON’T
Remove and dry wet clothing Keep wet clothing on
Take warm drinks to keep up Drink cold drinks

temperature
Check face and extremities for signs of Take a rest without checking for sings
cold injuries of cold injuries
Table E 14.2 - Instructions resting

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016.5 MANAGEMENT
DO DON’T
All personnel shall be instructed in the Send people to work un-informed about
hazards of working in cold climates potential hazards
All personnel shall be instructed in the

Send people to work without
type and amount of minimum clothing
information about proper clothing
to be worn
All personnel shall be instructed in Send people to work uninformed about

recognizing the signs of cold injuries the sings of cold injuries
Hold a toolbox-meeting prior to

commencing hard labour in cold Send people to work un-informed
climates.
All personnel shall be instructed to

check colleague for signs of cold Send people to work un-informed
injuries
Make a suitable work – rest schedule in

Send people to work on normal working
cold climates when hard labour is
times
executed
Provide the crew with arrangement to

dry wet clothing quickly
Demand resting of people with cold Send people with cold injuries back to
injuries work
Table E 14.3 - Instructions management
016.6 WORKING IN COLD CLIMATES

Apart from the possibilities to suffer frost injuries, there are also other dangers while
working in cold winter climates. The white reflection from the snow and ice during day light
can cause snow blindness. Therefore, sunglasses shall be worn while working on deck or
on the bridge during ice passage.
One must also be aware that operating in cold climates can readily lead to fatigue. This
will be influenced by:
• Low temperatures;
• Noise; and
• Short daylight periods.
Winter manual
016.6.1 Heat balance
016.6.1.1 General
When the body core temperature is around 37°C, a

human can function normally. The heat production and
loss are balanced.
• Hypothermia; the heat loss is bigger than the

heat production; and
• Hyperthermia; the heat production is bigger than
the heat lost.
Before the core temperature will decrease, the

temperature of the body around the core will drop
(Figure 14.1).
Figure 14.1 - Body isotherms
016.6.1.2 Heat production

The amount of heat produced in the human body equals the metabolism minus the
delivered power. The metabolism depends on the kind of labour the person is executing.
When executing hard labour much heat is produced. Shivering is also a way to produce
heat. When suffering from light hypothermia, the heat production can double.
Winter manual
016.6.1.3 Heat loss

The body’s heat is lost primarily through the skin and lungs, as shown in Figure 14.2.
Body heat is lost in four different
ways:
• Radiation accounts for

65% of heat loss. The
most glaring example is
the uncovered head, which
can dissipate up to 50% of
the body’s heat;
• Conduction is the direct
transfer of heat to a nearby
object that is cooler than
the body. This is usually
only a small fraction of the
heat lost by the body, but
wet clothing causes a 20-
fold increase in heat loss
from the body, and
submersion in cold water
increases the heat loss by
32 times;
• Convection occurs when Figure 14.2 - Heat loss
the warm layer of heat
near the body is lost by the
movement of air, and the
degree of heat loss is dependent on the speed of the wind. For example, a wind of
19 km/h increases heat loss by 5 times;
• Evaporation is the heat lost when liquids are converted to gas. The evaporation of
water cools the body at the rate of 0.6 kcal per gram. This occurs through sweating
and breathing, which together account for about 20% of the body’s heat loss.
When people are sweating when executing hard work, and take a break, a very
intense cooling takes place, also called after chill. This can be avoided by making
a work-rest schedule at which the workload is just enough to prevent perspiration,
or when the sweat evaporates.
Winter manual
016.7 CLIMATE INDICATIONS

016.7.1 General
In order to indicate in what kind of cold climate one is working, several climate indicators
are developed.
016.7.2 Required clothinginsulation

The amount of clothingwhich is needed to keep in heat balance, depends on the air
temperature, radiation, air humidity and effort level. The required clothing insulation or
IREQ is expressed in Clo. One Clo equals the standard amount of insulation required to
keep a resting person warm in a windless room at 21°C. Table 14.1 shows the Clovalues
for different clothing combinations.
Clothing Clo
Underwear, T-shirt, shorts, thin socks, sandals 0,30
Underwear, jogging suit, long socks, shoes 0,75
Underwear, blouse, pants, jacket, socks, shoes 1,00
Underwear with short sleeves, vest, pants, overall, socks, shoes. 1,10
Underwear with short sleeves, vest, pants, heavy-lined coat overall, socks,
2,00
shoes, hat and mittens
Table 14.1 - Clo value for different clothing combinations
The higher the IREQ, the stronger the cold load. In Figure 14.3 the required IREQ needed
to keep in thermal heat balance is shown. At this condition, the wind force is 0 bft. Keep in
mind that the ambient temperature will be affected by the wind chill factor.
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Standing
6
Sitting Resting
5
Standing
Sitting
4 Resting
Standing
IREQ [Clo]
Sitting
3 Standing
Walking Resting
2 Standing Sitting
Resting
Very heavy work Standing
1 Sitting
Standing
0
-40 -30 -20 -10 0 10 20
Ambient temperature [°C]
Figure 14.3 - IREQ needed to keep in thermal heat balance, at 0 bft.
016.7.3 Wind chill

When the wind blows the outside temperature can be felt to be much lower than it actually
is. This is because more body heat is lost by the means of convection. The heat loss by
convection will increase when the wind speed rises. This is called wind chill. Wind chill
can lead to hypothermia, frostnip or frostbite.
Wind Chill expressed in temperature-like units is called WCET, wind chill equivalent
temperature. The index likens the way your skin feels to the temperature on a calm day.
For example, if the outside temperature is -10°C and the wind chill is -20, it means that
your face will feel as cold as it would on a calm day when the temperature is -20°C.
The Figure 14.4 shows the wind chill index.

Winter manual
Figure 14.4 - Wind Chill index
Table 14.2 shows a wind chill calculation chart in WCET, with a frostbite risk guide. The
wind speed is measured at a height of 10 meters.
Winter manual
Wind speed
Beaufort Km/h Tair [°C]
5 0 -5 -10 -15 -20 -25 -30 -35 -40 -45 -50
1 5 4 -2 -7 -13 -19 -24 -30 -36 -41 -47 -53 -58
2 10 3 -3 -9 -15 -21 -27 -33 -39 -45 -51 -57 -63
3 15 2 -4 -11 -17 -23 -29 -35 -41 -48 -54 -60 -66
20 1 -5 -12 -18 -24 -30 -37 -43 -49 -56 -62 -68
4
25 1 -6 -12 -19 -25 -32 -38 -44 -51 -57 -64 -70
30 0 -6 -13 -20 -26 -33 -39 -46 -52 -59 -65 -72
5
35 0 -7 -14 -20 -27 -33 -40 -47 -53 -60 -66 -73
40 -1 -7 -14 -21 -27 -34 -41 -48 -54 -61 -68 -74
6
45 -1 -8 -15 -21 -28 -35 -42 -48 -55 -62 -69 -75
50 -1 -8 -15 -22 -29 -35 -42 -49 -56 -63 -69 -76
7 55 -2 -8 -15 -22 -29 -36 -43 -50 -57 -63 -70 -77
60 -2 -9 -16 -23 -30 -36 -43 -50 -57 -64 -71 -78
65 -2 -9 -16 -23 -30 -37 -44 -51 -58 -65 -72 -79
8
70 -2 -9 -16 -23 -30 -37 -44 -51 -58 -65 -72 -80
75 -3 -10 -17 -24 -31 -38 -45 -52 -59 -66 -73 -80
9
80 -3 -10 -17 -24 -31 -38 -45 -52 -60 -67 -74 -81
Frostbite guide
Low risk of frostbite
Increasing risk: exposed skin can freeze in 10 to 30 minutes
High risk: exposed skin can freeze in 5 to 10 minutes
High risk: exposed skin can freeze in 2 to 5 minutes
High risk: exposed skin can freeze in less than 2 minutes
Table 14.2 - Wind chill calculation chart

Winter manual
This shows that with a wind speed of Beaufort 2, and an ambient temperature of -20°C,
the wind chill temperature equivalent is about -27, with a low risk of frostbite, if properly
clothed. However, if the wind force increases to 3 Beaufort, the risk of frostbite is already
increasing.
The next table shows the wind chill hazards and actions to be taken when working in such
an environment.
Wind Risk of frostbite Health Concern What to do

Chill
0 to -9 Low Slight decrease in comfort Dress warmly, with the

outside temperature in mind
-10 to - Low Uncomfortable Dress in layer of warm

27 clothing, with an outer layer
Risk of hypothermia if outside that is wind resistant.
for long periods without
adequate protection Wear a hat, mittens and
scarf.
Keep active
-28 to - Increasing risk: Check face and extremities Dress in layer of warm
39 (fingers, toes ears and nose) clothing, with an outer layer
Exposed skin can for numbness or whiteness that is wind resistant.
freeze in 10 to 30
minutes Risk of hypothermia if outside Cover exposed skin: Wear a
for long periods without hat, mittens and a scarf, neck
adequate protection tube or face mask.
Keep active
-40 to - High risk Check face and extremities Dress in layer of warm
47 (fingers, toes ears and nose) clothing, with an outer layer
Exposed skin can for numbness or whiteness that is wind resistant.
freeze in 5 to 10
minutes*. Risk of hypothermia if outside Cover exposed skin: Wear a
for long periods without hat, mittens and a scarf, neck
adequate protection tube or face mask.
Keep active
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-48 to - High risk: Check face and extremities Be careful. Dress very warmly
54 frequently for numbness or in layer of clothing, with an
Exposed skin can whiteness (frostbite) outer layer that is wind
freeze in 2 to 5 resistant.
minutes*. Serious risk of hypothermia if
outside for long periods Cover exposed skin: Wear a
hat, mittens and a scarf, neck
tube or face mask.
Be ready to cut short or

cancel outdoor activities
Keep active
-55 and High risk: DANGER! Stay indoors

colder
Exposed skin can Outdoor conditions are
freeze in less than 2 hazardous
minutes
* In sustained winds over 50 km/h, frostbite can occur faster than indicated.
Table 14.3 - Wind chill hazards

Winter manual
016.8 THERMAL LOAD AT DIFFERENT WORK SPACES

016.8.1 Working outside
When working outside one must be aware of the wind chill factor. In the occasion of high
wind speeds and low working loads, for instance when having gangway watch, it is wise to
seek shelter, in order to reduce the WCTE, and thus reduce the chance for frostbite.
016.8.2 Coming in contact with cold water

Due to the huge heat capacity of water, body heat is lost quickly when working in contact
with cold water, especially at the extremities. Contact with cold water includes literally in
the water which will be discussed in the end of this chapter, working with wet ropes and
working with wet gloves, socks and other clothing.
In the case of wet gloves, socks and clothing, the cold-water conduction can quickly be
reduced by replacing the wet clothing by dry clothing. Heat loss through the extremities
must be compensated by wearing more clothes or increasing the activities to prevent heat
loss.
016.8.3 Coming in contact with cold materials

The following safety criteria are made for contact with cold materials:
• 0°C for freezing of the skin

• 7°C for numbness of the skin
• 15°C for feeling pain.
The thresholds for skin freezing depend on the surface temperature and the time of
contact. This is shown in Figure 14.5. In the case of steel the skin will freeze after 45
seconds when the surface temperature is -5°C.
100
90
80
70
Contact time [s]
Stone
60
Aluminium
50
40
Steel
30
20
10
0
-40 -35 -30 -25 -20 -15 -10 -5 0
Surface temperature [°C]
Figure 14.5 - Freezing threshold

Winter manual
The thresholds for numbness are depending on the surface temperature and the time of
contact. This is shown in Figure 14.6. For example, nylon with a surface temperature of -
25°C, the skin becomes numb after 50 seconds.
100
90
Nylon
80
Wood
70
Contact time [s]
60 Aluminium
Stone
50 Stone
40
30
Steel Steel
20
Aluminium
10
Aluminium
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5
Figure 14.6 - Numbness threshold
The threshold for pain is depending again on the surface temperature and the contact
time, as shown in Figure 14.7. For example nylon with a surface temperature of -10°C,
you feel pain after 6 seconds of contact.
50
Wood
Wood
40
Nylon
Contact time [s]
30 Nylon
Stone Wood
20
Steel Nylon
Wood
Aluminium
10 Nylon Stone
Wood
Nylon Stone
Wood
Wood Wood Nylon Stone Steel
Wood Steel
Aluminium
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5
Figure 14.7 - Pain threshold

Winter manual
100
90
80
70
Contact time [s]
Stone
60
Aluminium
50
40
Steel
30
20
10
0
-40 -35 -30 -25 -20 -15 -10 -5 0
Figure 14.8 - Freezing threshold
The thresholds for numbness are depending on the surface temperature and the time of
contact. This is shown in Figure 14.6. For example, nylon with a surface temperature of -
25°C, the skin becomes numb after 50 seconds.
100
90
Nylon
80
Wood
70
Contact time [s]
60 Aluminium
Stone
50 Stone
40
30
Steel Steel
20
Aluminium
10
Aluminium
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5
Figure 14.9 - Numbness threshold
The threshold for pain is depending again on the surface temperature and the contact
time, as shown in Figure 14.7. For example nylon with a surface temperature of -10°C,
you feel pain after 6 seconds of contact.
Winter manual
50
Wood
Wood
40
Nylon
Contact time [s]
30 Nylon
Stone Wood
20
Steel Nylon
Wood
Aluminium
10 Nylon Stone
Wood
Nylon Stone
Wood
Wood Wood Nylon Stone Steel
Wood Steel
Aluminium
0
-40 -35 -30 -25 -20 -15 -10 -5 0 5
Figure 14.10 - Pain threshold

Winter manual
016.9 SPECIAL CONSIDERATIONS

When working with vibrating tools, the vibrations pushes the blood out of the hands. There
will be less recirculation of blood in the hands, and these will subsequently cool down
faster. Therefore it is wise to take frequent resting periods when working with such tools.
016.10 ACCLIMATISATION
In the case of hands and feats getting regularly exposed to cold water, there can be some
changes to the blood circulation. The CIVD will start earlier and will be more powerful.
However, the effects of this are very limited.
One can get used to working in cold climates, but not acclimatize to it.
016.11 PROBLEMS IN COLD WORKING AREAS

016.11.1 Precautions
016.11.1.1 General
There are a number of things that will work preventive while in the cold. There are
precautions on four different levels. If the first level is not possible, the next one must be
taken to prevent injuries.
1 Take away the cause;

2 Shield a working space;
3 Protection of equipment; and
4 Reduced working periods.
Precautions on the first level take away the cause of the problems, in this case the cold
climates. This is not applicable in this case.
The second option is to shield a working space from the cold temperatures and snow.
If it is not possible to shelter during work, or the risk of cold injuries is still in place, the
crew must be provided with proper PPE.
A last action to be taken is to make a work- rest scheme with sufficient resting periods.
016.11.1.2 General measures

General measures that can be taken are to provide the working crew with warm drinks
during the resting period, make arrangement to dry clothing quickly and to shield a
working space from wind and rain.
016.11.1.3 Work and resting periods

The work rest schedule should be such that after-chill will not occur. This means, when
executing hard labour, it should be only for a short period, followed by a resting period of
the same time. The resting period should be used to dry wet clothing and to increase the
body temperature.
Winter manual
A good example is the removing of icing. This is hard labour in a cold and wet
atmosphere. It is almost certain that people executing this work will become wet by the ice
and sweating.
016.11.1.4 Individual measures

In almost all parts of the world, man cannot survive without the aid of clothes. Clothes by
themselves do not warm the body; the body is actually warmed by its own heat
production. The clothing one is wearing will act as an isolation layer, which decreases the
heat loss. Therefore, it is wise to put on gloves before one gets cold hands.
Body heat loss can be reduced by wearing clothes loosely and in layers and by keeping
hands, feet, and head well covered. This is preferable instead of one heavy suit, as the air
trapped between the layers provides a greater insulation and consequently, a reduction in
loss of body heat. Because water draws heat away from the body so easily, staying dry is
important. A wind and water resistant outer layer is also crucial.
If clothing gets wet in any way, or if hoar frost, which is almost invisible, settles on it, it
shall be dried as soon as possible.
Perspiration shall be avoided since it soaks into the clothing and ruins insulation qualities,
as will any form of moisture. In addition, here, the clothing should be dried as soon as
possible.
The amount of clothing can be defined with the IREQ, as shown in Figure 14.3.
016.11.2 Hypothermia
016.11.2.1 General
Under normal circumstances when wearing adequate protective clothing hypothermia is
unlikely to occur to a healthy individual. However, in extreme conditions when exhaustion
occurs, or when the isolative properties of clothing are impaired though tearing or wetting
from sweat of water, or when the body is immobilised because of injury, hypothermia is
quite likely to occur.
The loss of body heat is the cause of hypothermia. The rate of body heat loss depends
on:
• Water and air temperature;

• Wind speed;
• Sea conditions;
• Length of time spent outside;
• Protective clothing worn;
• Body type of the person in case;
• Mental and health status of the person in case;
• Level of alcohol and certain drugs in the person in case; and
• Manner in which the person conducts himself.
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016.11.2.2 Characteristics
• Feeling cold over a prolonged period of time can cause a drop in body temperature
(below the normal 37°C);
• Shivering, confusion and loss of muscular control can occur; and
• Can progress to a life-threatening condition where shivering stops, the person
loses consciousness, and cardiac arrest may occur.
016.11.2.3 Prevention
• Dress in layer of warm clothing, with an outer layer that is wind resistant;
• Cover exposed skin: Wear a hat, mittens and a scarf, neck tube or face mask; and
• Keep active.
016.11.2.4 Treatment
• Get medical attention immediately;
• Lay the person down and avoid rough handling, particularly if the person is
unconscious;
• Get the person indoors;
• Gently remove wet clothing; and
• Warm the person gradually, using any available source of heat.
See also Figure 14.11 for a quick view.
For the full treatment of hypothermia reference is made to:
• ‘Geneeskundig Handboek voor de Scheepvaart’; and

• ‘International Medical Guide for Vessels’.
Winter manual
TREATMENT OF HYPOTHERMIA IN THE FIELD
37,5°C NORMAL BODY CORE TEMPERATURE

3 Seek dry shelter, replace wet clothing with dry
FEEL COLD
6 including socks, gloves, and hat; cover neck,
insulate whole body including HEAD from cold.
37 3 Exercise but avoid sweating. External warmth
SHIVERING (bath, fire) ONLY if CORE TEMP. above 35°C.
7
Warm sweet drinks and food (high calories).
36
BODY CORE TEMPERATURE BELOW 35 = HYPOTHERMIA
35 CLUMSY NO EXERCISE, HANDLE GENTLY, REST. NO
3 EXTERNAL WARMT (except to chest, trunk,
IRRATIONAL e.g. Hiebler Jacket). Warm sweet drinks and
34
calories. Internal warming via warm moist air
(exhaled air,) or warm moist oxygen (40-42°C at
33
3 mask).
MUSCLE STIFFNESS
3
32 Monitor pulse, breathing. Restrict all activity; lie
down with feet slightly raised.
31
3 SHIVERING STOPS, COLLAPE, TRANSFER TO HOSPITAL. URGENT
3 SEMI CONCIOUS Nothing in mouth, check airway remains open.
30
3 UNCONSCIOUS May tolerate plastic airway, put in recovery
position, check airway, turn every 2 hour to.
29
2 SLOW PULS AND Slow mouth-to-mouth breathing, on victims own
rate (may be very slow).
28
2 CARDIAC ARREST Check airway, CPR, with mouth-to-mouth
8 breathing. Aim for normal CPR rates of 6-12
27 No obvious pulse or breaths/min. and 80-100comp./min. but slower
breathing rates of 6-12 breaths/min and 40-60 comp./min
Pupils dilated may be adequate. Continue for as long as you
can.
BELOW 28°C. NO VITAL SIGN. COLD. DO NOT GIVE UP TREATMENT

NOTE: VICTIM IS NOT DEAD UNTIL STIFF AND DEAD
Avoid rapid re-warming and handle gently at all times.
Core temperature may lag behind skin temperature and continue to drop, so keep
monitoring
Keep the victim horizontal.
Figure 14.11 - Treatment of hypothermia in the field.
Winter manual
016.11.3 Cold water survival
016.11.3.1 General
It is important to realize that it is possible to survive a stay in cold water. Body heat loss is
a gradual process, and research shows that in calm water at 5°C a normally dressed
person has a 50% chance of surviving three hours. Simple self-help techniques can
extend this time, particularly if the person is wearing a lifejacket and protective clothing,
such as an immersion suit.
In Table 14.4 you can find expected survival times in cold water without protective
clothing.
Loss of dexterity with Exhaustion or Expected time of

Twater [°C]
no protective clothing unconsciousness survival
Over 26,5 2 to 12 hours Indefinite Indefinite
21 to 26,5 1 to 2 hours 2 to 12 hours 3 hours to indefinite
15,5 to 21 30 to 40 minutes 2 to 7 hours 2 to 40 hours
10 to 15,5 10 to 15 minutes 1 to 2 hours 1 to 6 hours
4,5 to 10 Under 5 minutes 30 to 60 minutes 1 to 3 hours
0,3 to 4,5 Under 3 minutes 15 to 30 minutes 30 to 90 minutes
0,3 Under 2 minutes Under 15 minutes Under 15 to 45 minutes
Table 14.4 - Survival times in cold water without protective clothing
016.11.3.2 Checklist
The following are some ideas to increase the survival chances in cold water.
PREPARATIONS IN ADVANCE
• Try to get used to working in cold climates;
• Keep fit;
• Emergency rescue training;
• Knowledge of cold water survival; and
• Have a plan.
IN A DISTRESS ALERT SITUATION

• Put on as many layers as possible, alternating thin/close-meshed and thick/wide-
meshed! The outer layer should be as watertight as possible. Fasten, close and/or
button-up clothing to prevent cold water flushing through the clothing;
• Cover head, neck and face;
• Wear robust, laced boots;
• Put an immersion suit over the warm clothing;
• Drink a lot (warm drinks, no alcohol: that reduces chances of survival in cold
water);
• Take anti-seasickness tablets as soon as possible; and
Winter manual
• Be sure that all your clothing, life jacket and lifebelt are secured correctly. In cold
water you will lose full use of your fingers immediately. Check each other.
SHIP ABANDONMENT
• Avoid entering the water at any time;
• If entering the water cannot be avoided, enter the water as late as possible and as
slowly (step by step) as possible to prevent cold shock;
• Automatic life vests should be manually activated before you enter the water and
after you leave the interior of your ship;
• Do not jump into the water (danger of cold shock);
• If falling into the water, keep your elbows to your sides and cover your nose and
mouth with one hand, holding the wrist or elbow firmly with the other hand;
• Be prepared that the first contact with the cold water will stress your circulation,
breathing and nervous system; and
• Within a few minutes of minimum movement the pain of your skin will become
more tolerable.
IN THE WATER
• Float on your back with a minimum of leg movement;
• Stay calm. Float as still as possible, legs together, elbows close to your side, and
arms folded across the front of your lifejacket;
• Keep as much skin as possible out of the water;
• Huddling close to others will conserve body heat;
• Do not drink or inhale seawater; and
• Keep a positive attitude of mind. You will be the lucky one to be rescued! You can
survive a long time in cold water, even in deep hypothermia, even when
unconscious. Rescuers are searching for you! This positive attitude helps your
body to keep its core temperature.
016.11.4 Frostbite
016.11.4.1 General
Frostbite is the term given to the condition when tissue fluids freeze in localized areas of
the body. The hands face and feet are particularly exposed.
016.11.4.2 Cause
Frostbite is caused by exposure of bare skin to sub-zero temperatures, especially when
combined with air movement (wind chill). Lookouts in life rafts or survivors in open boats
are particularly prone to this injury, just as crewmember removing ice accretion.
Accordingly, consideration shall be given to the length of watch periods and watch
keepers should be supplied with any spare clothing.
Factors that contribute to frostbite include extreme cold, wet clothes, wind chill, and poor
blood circulation. This can be caused by tight clothing or boots, cramped positions,
fatigue, certain medications, smoking, alcohol use, or diseases that affect the blood
vessels, such as diabetes.
The extent of permanent injury, however, is determined not by how cold the skin and the
underlying tissues become but by how long they remain frozen.
Winter manual
016.11.4.3 Occurrence
Frostbite or cold burns are classified by degree of injury (first, second, third, or fourth), or
simply divided into two types, superficial (corresponding to first- or second-degree injury)
and deep (corresponding to third- or fourth-degree injury). Most frostbite injuries affect the
feet or hands.
The remaining 10% of cases typically involve the ears, nose, cheeks, or penis. Once
frostbite sets in, the affected part begins to feel cold and, usually, numb; this is followed by
a feeling of clumsiness. The skin turns white or yellowish.
Many patients experience severe pain in the affected part during rewarming treatment and
an intense throbbing pain that arises two or three days later and can last days or weeks.
As the skin begins to thaw during treatment, oedema (excess tissue fluid) often
accumulates and causes a swelling.
In second- and higher-degree frostbite, blisters appear. Third-degree burns produce deep,
blood-filled blisters and, during the second week, a hard black eschar (scab). Fourth-
degree frostbite penetrates below the skin to the muscles, tendons, nerves, and bones. In
severe cases of frostbite, the dead tissue can mummify and drop off. Infection is also a
possibility
016.11.4.4 Signs
The signs of frostbite are:
• Extreme waxy pallor of the skin;

• Initial local tingling and stiffness when it is difficult to wrinkle the face or wriggle
affected toes or fingers;
• Complete absence of sensation in the area affected; and
• Local hardness due to freezing of the flesh.
• Frostbite can be serious, and can result in amputation. Get medical help;
• Do not rub or massage the area;
• Do not warm the area until you can ensure it will stay warm; and
• Warm the area gradually -- use body heat, or warm water (40 to 42oC), avoid direct
heat which can burn the skin.
For more information about the treatment of frostbite, reference is made to ‘Geneeskundig
Handboek voor de Scheepvaart’ and the ‘International Medical Guide for Vessels’.
If bare skin has to be exposed to the elements, the periods of exposure should be kept to
a minimum and freezing winds particularly avoided. Moderate exercise and massage at
an early stage will help to prevent the onset of cold injury. Do not smoke; smoking
reduces the blood supply to the hands and feet.
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016.11.5 Frostnip
016.11.5.1 General
Like frostbite, frostnip is associated with ice crystal formation in the tissues, but no tissue
destruction occurs and the crystals dissolve as soon as the skin is warmed. Frostnip
affects areas such as the earlobes, cheeks, nose, fingers, and toes. The skin turns pale
and one experiences numbness or tingling in the affected part until warming begins.
• A mild form of frostbite, where only the skin freezes;

• Skin appears yellowish or white, but feels soft to the touch; and
• Painful tingling or burning sensation.
• Do not rub or massage the area;
• Warm the area gradually. Use body heat (a warm hand), or warm water, avoid
direct heat, which can burn the skin;
• Once the affected area is warm, do not re-expose it to the cold; and
• For more information about the treatment of frostbite, reference is made to
‘Geneeskundig Handboek voor de Scheepvaart’ and the ‘International Medical
Guide for Vessels’.
If bare skin has to be exposed to the elements, the periods of exposure shall be kept to a
minimum and freezing winds particularly avoided. Moderate exercise and massage at an
early stage will help to prevent the onset of cold injury. Do not smoke; smoking reduces
the blood supply to the hands and feet.
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017 RISK ASSESSMENT AND IDENTIFICATION

The passage in cold climates and ice-covered waters will bring some possible problems,
with the cargo operations.
The following flowchart shows what can influence the capability to cool down the cargo. As
can be seen a longer trip and because of that a bunker shortage will make it impossible to
cool down.
Passage in cold climates or ice

covered waters
Normal cooling down Longer trip then Cargoplant affected Normal cooling down
possible expected? by cold? possible
No No
Yes Yes
Normal cooling down Cargoplant out of Cooling down possible

Bunker shortage?
possible order? if equipment permits
No No
Yes Yes
No cooling down possible
Cargo temperature Cargo will not meet

rises delivery temperature
Cargo volume and

pressure rises
Releasing pressure /
liquid by safety valves
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The cargo plant related events in the flowchart are the result of broken equipment due to the
cold temperature. Therefore, the cargo equipment must be prepared and protected for the
cold weather.
In addition to the cargo plant possible problems may also be encountered in the machinery
spaces, bridge and on deck. However, even when ice strengthened, the hull and the
propulsion system are also vulnerable to damages.
017.1 INCIDENT STATISTICS

Vessels constructed according to the rules are strengthened for navigation in ice-covered
waters, which does not mean that the vessel can navigate in ice-covered waters without
danger.
A research report about incidents and accidents on vessels navigating in ice in the Baltic
Sea during the winter of 2002 and 2003 shows 98 reported incidents, of which 51% of the
vessels had Ice Class IA This winter was described as a normal winter. In Figure 15.1 the
results of this statistic research cab be seen. In the following table, the explanations of the
used abbreviations can be found.
Abbreviation Explanation
PR Propeller damage
RU Rudder damage
GR Grounding
CL Collision
EN Engine problems
HC Hull damage
GOF Gulf of Finland
GOR Gulf of Riga
BBO Bay of Bothnian
BSE Bothnian Sea
APR Archipelago
BPR Baltic Proper
Table 15.1 - Abbreviations

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SHIP TYPE SEA AREA

ARP BSE
2% 2% BPR
4%
Tug
Bulk Carrier 5%
12%
Tanker GOR
14% 10%
Cargo Ferry
13% GOF
Other Other
50%
6%
Ice Breaker 12%
9%
Dry Cargo
36% Ferry BBO
5% 19%
DAMAGE TYPE ICE CLASS
EN
GR
3%
3%
IB
IC 8%
RU 9%
9%
II
PR 10%
35% None
5%
HC Ice Breaker IA
28% 9% 48%
CL
23% IA Super
12%
SHIP SIZE ICE CONDITION
Compress
4%
>10.000
dwt
8% 10.000 - Ice channel
<2.000 dwt
20.000 dwt 13%
19%
11%
In ice IB assist
2.000 - 4.000
68% 14%
dwt
20% 4.000 - 10.000
dwt
42%
Figure 15.1 - Statistics on ice damages

Winter manual
In 47% these incidents and accidents an IA ice class vessel was involved. This is because of
the traffic restriction set for the vessels with a lower ice class. If they are prohibited to
navigate in the ice-covered waters, they will not make any damage. There for, the IA ice
classed vessels take 47% of the damages for its account.
The most vulnerable part of the vessel seems to be the propeller, which accounts for 34% to
the total damage. 28% of the incidents and accidents have led to hull damages and 23% to
vessel collision in ice. The remaining 15% included groundings, rudder damages and engine
problems due to difficult ice conditions.
It can also be seen that the most accidents and incidents occurred in the Gulf of Finland,
which is probably a result of the dense traffic situation in this area.
Another thing which is not very surprising, is that most damages happened when in the ice,
by which is meant in depended operation in an ice field. Also can be seen that only 4% of
the damages is caused by compressing ice, which all led to hull damage. This matches the
assumption that extra strengthening for ice compression is not necessary, as there will
always be an ice breaker nearby for assist the vessel.
The following figures show some examples of damages caused by navigation in ice covered
waters.
Figure 15.2 - Hull damage Figure 15.3 - Damaged frames
Figure 15.4 - Damaged rudder machinery Figure 15.5 - Propeller damage

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Other observations on ice damages on ice-strengthened vessels indicate that most of the
hull damage occurs at an early stage of the winter season. These vessels are probably
operating at open sea at high speed when the ice coverage is less than 1/10. Damage on
the hull may occur when the vessel hits an ice floe at high speed.
In Figure 15.6 the damaged hull plates below the strengthened ice belt can clearly be seen.
In Figure 3.11 the internal damages in the same area are evident.
Figure 15.6 - Hull damage below the ice belt Figure 15.7 - Damages of inner structure
Damage on the propellers occurs mostly at a later stage in the winter season, when the ice
thickness is increased. Obviously, thicker ice block create the larger loads on propellers,
which result is higher damages. When in ballast condition with the propeller and rudder
above the water, it is impossible to proceed without making any damage. See Figure 3.9.
This must be avoided at any time.
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018 PREPARE THE VESSEL FOR ICE CONDITIONS

018.1 GENERAL
Before entering a cold climate zone, the Master shall ensure that all the required precautions
are taken in order to:
• Provide safe navigation with minimum loss of time;

• Ensure that all enclosed rooms containing sensitive equipment are heated and if
required, that the air flow into the rooms are restricted or closed;
• Water is drained from all exposed equipment including the piping systems;
• Ballast tank ice protection systems are tested and ready for use;
• Crew is informed about the extra hazards associated with working in cold climates;
018.2 QUICK CLOSING VALVES

When the QCV are not operable due to the low ambient temperatures, they can still be
opened with the use of a manual hydraulic pump. In case of an ESD, the valves will shut
down by spring or nitrogen pressure, also in cold conditions.
018.3 HEATERS AND EVAPORIZERS

LPG heaters and Ethylene vaporizers on deck will withstand low temperatures. However,
when they are filled with seawater this will freeze and damage the heater or vaporizer.
018.4 GAS DETECTION SYSTEM

When the sampling points of the gas detection plant are covered with ice or snow, the air in
that area cannot be sampled. Any gas leakage in that area will not be spotted by the gas
detection plant. The results of that can be disastrous.
018.5 PREPARE THE VESSEL FOR ICE CONDITIONS, PSA PLANT

With the PSA plant out of order, the vessel will have to order inert gas from the shore when
necessary, which will cost a lot of money.
018.6 PREPARE THE VESSEL FOR ICE CONDITIONS, NITROGEN

AND DRY AIR PLANT
Both will not work in ambient temperatures below 3° or 5° Celsius. Therefore, the
compartment heater must be switched on. The outside airflow into the room can also be
reduced.
018.7 DECK EUQIPMENT

All seawater containing deck equipment must be drained to prevent freezing. Other deck
equipment, such as electric motors; booster pumps and measuring equipment, must be
covered. Ice accretion and snow must be removed.
The gas detection sampling points must be clear from ice and snow to ensure good
operation. Therefore, the sampling points must be checked regularly and cleaned if
necessary.
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018.8 COMPRESSOR ROOM

Most of the equipment in the compressor room can withstand low temperatures, because it
is manufactured with this purpose. However, there is also vulnerable gauging equipment in
this room. This equipment must be shielded away from cold airflow, just like in the engine
room.
If the cargo plant will not be used, for example during a ballast trip, some precaution shall be
taken to prevent the seawater systems from freezing.
To prevent the sea cooling water lines to the cargo plant from freezing, these lines can be
drained, or a continuous flow can be maintained.
A continuous flow is the most simple, but this will contaminate the filters and coolers quickly,
especially in shallow waters. Nevertheless, the system is operable immediately, and there is
no chance of freezing. A continuous water flow is advised when the temperature drops very
vast, or very low.
Draining the lines may take some time, and some water, which stays behind in bends, may
freeze, but the cooler and filter will be less contaminated, and there is no pumping energy
wasted. Keep in mind that the drained water may freeze on deck. If possible, the water
should be drained directly overboard.
The compartment heater shall be switched on.
018.9 EMERGENCY EQUIPMENT

018.9.1 General
When needed, the emergency equipment on board must be readily available. If they are
needed at times of emergency, and they will not work, this will only result in a desperate
situation, at which everything can and will go wrong.
018.9.2 Emergency generator

According to SOLAS, the emergency generator room temperature must be above 0°C. This
can be reached by using a space heater, which is fitted for that purpose in the emergency
generator room. It must be checked that the space heater is working correctly, and the room
temperature is above zero.
When refueling the appropriate diesel fuel, keep a sufficient ullage in the tank to allow the
diesel fuel to expand when the ambient temperature rises.
The cooling water should be mixed with antifreeze, and should sustain temperatures of at
least -35°C to avoid damage;
• Diesel engine should be provided with winter grade fuel and winter grade lubrication
oil;
• Add anti freeze (-35°C) to the diesel engine cooling water system;
• Compartment vent closed; and
• Keep fuel oil filters water free.
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018.9.3 Emergency batteries

Batteries stored at a low temperature will deliver a lower current, because the chemical
processes evolve slowly, more slowly than at normal ambient temperatures. Therefore the
emergency batteries are be provided with a trace heating system. It must be checked that
the trace heating is working correctly. The temperature at which the battery fluids will freeze
is about -40° C.
018.9.4 CO₂ rooms

Carbon dioxide, CO₂, which is used in a fixed fire fighting system, is stored in pressurized
bottles. The pressure in the bottle is the saturated vapour pressure at the ambient
temperature. In conditions with an ambient temperature of 30°C, this is about 72 bars. In
winter condition with, for example, an ambient temperature of -16°C, the saturated vapour
pressure is only 22 bars.
The pressure in the bottle is needed to release to CO2 gas into the confined space.
However, in low ambient temperatures, this pressure is much lower and the filling of the
space takes more time.
According to the Fire Safety Systems code (FSS), 85% of the total amount of carbon dioxide
must be released in the space within 2 minutes. With a low bottle pressure, this will take
more time than two minutes, and dangerous situations may arise.
There for the heating in the CO2 room must be switched on to keep the room temperature
above 16°C.
018.9.5 Fixed powder stations

The fixed powder firefighting equipment is not affected by cold climates. The nitrogen, which
drives out the powder, will keep sufficient pressure in the bottle, even at low temperatures.
The minimum pressure needed to drive out the powder is 12 bars. The pressure will drop
below 12 bars at a temperature of -166⁰C, which is not very likely to happen. Therefore, the
fixed powder station will not be affected by low ambient temperatures.
018.9.6 Muster and embarkation stations

According to SOLAS, the muster and embarkation stations must be readily accessible from
the accommodation and working areas. This means that it may not be obstructed by ice
accretion or snow. Therefore, this has to be removed regularly.
018.9.7 Prepare the vessel for ice conditions, emergency equipment, personal
life-saving appliances
• The lifesaving appliances, which include the survival craft; the rescue boat; launching
appliances and personal life saving appliances, shall be checked weekly to ensure
that they are ready for use;
• All engines in lifeboats and rescue boats shall be tested weekly, also in cold climates;
and
• Ice and snow shall be removed as soon as possible.

Winter manual
018.9.8 Emergency fire pump

• Space heater on;
• Trace heating on; and
• Compartment vent closed or use a shield.
018.9.9 Life and rescue boats
018.9.9.1 Stowage
According to SOLAS, the lifeboat and rescue boat must be in a state of continuous
readiness of operation and launching. This means that the lifeboat and the rescue boat
cannot be obstructed by ice accreditation or frost. If so, it shall be removed immediately. This
includes the rescue boat crane. Keep in mind that the risks as said for deck cranes also
accounts for the lifeboat crane.
018.9.9.2 Propulsion
According to the LSA, the engine of the lifeboat and the rescue boat must be started within
two minutes of commencing the start procedure. This means that in winter conditions, the
propulsion engine (inboard or outboard) is to be provided with appropriate winter grade fuel
and lubrication oil.
The cooling water, if applicable, should be mixed with antifreeze, and should sustain
temperatures of at least -35°C to avoid damage.
When refuelling the appropriate diesel fuel, keep a sufficient ullage in the tank to allow the
diesel fuel to expand. If the fuel oil tank was filled to its maximum in cold temperatures, it
may overflow in warmer temperatures.
018.9.9.3 Davits
The launching ramp for the Free Fall Lifeboat may not be obstructed by ice accumulation or
frost. If so, it must be removed.
018.9.10 Life rafts

The life rafts should be ready for immediate use. This includes the launching crane, if
applicable. For this crane accounts the same as for the deck cranes.
The life rafts are inflated by CO2, of which the same accounts as for the fixed CO2 fire
extinguishing system. The raft inflating will take more time than during summer. Keep this in
mind.
018.10 MACHINERY SPACES

The engine room should not be left unattended in restricted or ice-covered waters.
018.10.1 Engine room

The engine room should not be left unattended in restricted or ice-covered waters.
• Compartment space heater on;
• Ensure moisture free air for control air, whistle and deck services;
• Reduce ventilation and/or provide shields to avoid direct cold airflow against control
and gauging equipment and small diameter piping systems;
Winter manual
• Reduce the flow of cold outside air into the engine-room spaces by closing down the
vent fans and throttling the dampers;
• With a diesel driven vessel, the closing of dampers and a reduction in the ventilation
will not create a higher than normal vacuum to build-up inside engine-room spaces.
Recirculation of the air in the engine-room should be avoided as this will result in a
higher content of aromatic hydrocarbon and noxious gases;
• Keep funnel flaps shut on unused boiler (beware of reverse cold draft);
• Activate seawater recirculation system. Redirect heated seawater from overboard
discharge lines to low sea suction box by keeping overboard discharge valve in near
closed position;
• Monitor suction and discharge pressures of seawater pumps and carry out steam
injection if any signs of ice formation are noticed in sea box. This is determined by
pressure/flow fluctuations. Steam injection hoses to be kept ready. Open steam to
sea boxes and overboard discharge valve, if required;
• Maintain hot well temperature for boiler;
• Monitor domestic freshwater pumps as continuous running is an indication of
ruptured piping;
• Change over to ballast seawater recirculation tank if fitted;
• Circulate freshwater continuously to eliminate any possibility of freezing;
• Keep stern tube cooling water tank slack (after peak);
• Keep all steam tracing lines active;
• Oily-water separator to be drained of all water if exposed;
• Oil tank heaters on (keep steam valve cracked open to prevent bursting of pipe).
• Heat-up diesel oil settling and service tank to 30° C.
• Clean diesel oil filters daily to prevent wax accumulation;
• Lube oil and heavy oil purifiers should be run continuous;
• Check ballast pumps, valves, ballast ducts regularly for freezing; and
• Keep an eye on the engine room temperature.
018.10.2 Steering gear compartment
• Space Heater on;
• If no space heater available, run hydraulic pumps continuously and use low
temperature oil;
• Oil tank heater on; and
• Compartment vent closed or use a shield. Beware of any dangerous gas
accumulations.
018.10.3 Bow thruster room
• Space heater on;
• Oil tank heater on; and
• Compartment vent closed or use a shield.
018.10.4 Hydraulic pump room
• Vessel’s hydraulic systems should be filled with fluid designed for cold weather
operation;
• Space heater on.
• Oil tank heater on;
• Compartment vent closed or use shield; and
• A light quantity of 70% isopropyl alcohol will remove moisture in hydraulic oil and
ease control mechanisms.
Winter manual
018.11 SANITARY SYSTEM

• Maintain a small flow of water through the sanitary system and soil drains; and
• Apply heating to the sanitary holding tank and overboard line if the ambient space
temperature falls below 5° C. When possible, and if time permits, purge air or steam
through all wash water outlets that do not drain to a level well below the water line. If
necessary, add a small amount of environmental safe antifreeze or salt to unused
drain traps and toilets.
018.12 UNDER DECK PASSAGES

• Space heater on; and
• Compartment vent closed or use a shield. Beware of any dangerous gas
accumulations.
018.13 SEA INLET BOXES
018.13.1 Precautions
As a general principle, winter cooling system should:
• Maintain essential seawater by using inlets situated as low and as far aft as possible,
near centerline;
• Use diversion arrangements to introduce warm cooling water to seawater inlets and
strainers;
• Provide means to manually clear sea inlets of ice blockage by introducing low
compressed air or steam;
• Allow ice and slush, introduced in the system, to float freely away from the pump
intakes without enduing stirring;
• Allow temporary or permanent use of ballast water for two purposes:
 Back flushing of sea boxes; and
 Cooling the engines as a short term solution unless a large quantity is
available and re-circulated.
018.13.2 Normal operation

• Make sure all seawater cooling valves operate freely;
• Use one seawater strainer at a time, to avoid the possibility of ice blockage in both
strainers at the same time;
• Reduce heated water flow overboard, by closing the overboard discharge valve as
much a possible, thereby, reducing the cleaning frequency of seawater strainers (use
an auxiliary seawater pump or throttle close the discharge valve of the seawater
pump);
• Prepare a chain block and hang it above each strainer cover. Keep necessary tools
and accessories on hand to minimize cleaning time for strainers. Free all cover nuts
and test cocks’
• Do not use a seawater strainer without its’ perforated plate inside. This plate serves
as a filter effectively resisting flow of large chunks of ice into the seawater circulating
system that could block-up coolers and lead to total blockage of the cooling system;
and
• The seawater inlet valve can be partially stuck open due to ice accumulation
• Examine bilge injection valve for free operation in case of a problem while cleaning
strainers. Do not pump accumulated oily bilge water overboard.
Winter manual
018.13.3 Cleaning procedure

• If the sea inlet box or boxes are plugged with ice, the following actions must/can be
taken.
• Advise bridge when cleaning the seawater strainers;
• Open up either the high or low seawater suction valve that is free of ice;
• Close the inlet and outlet valves of the seawater strainer that is blocked with slush
and ice;
• Open the vent valve on the seawater strainer to ensure that the inlet and outlet vales
are shut and tight;
• Remove and clean strainer;
• Flush ice accumulated in piping and strainer basket by slightly opening the sea inlet
valve; and
• Reinstall strainer and cover. Sea suction is now ready for re-use, when needed.
018.14 BILGES
Water in bilges may freeze, and obstruct the bilge alarms. Therefore, add some salt or anti-
freeze to the bilge wells and check regularly if there are still in good working order.
Winter manual
018.15 ACCOMMODATION
018.15.1 General
The primary heating system shall be on when entering a cold climate area. This shall be
backed up by the individual cabin heaters (where fitted). This helps to insulate the
accommodation spaces from the cold and prevents freshwater pipes from freezing.
It is advisable to cover the portholes and window cavities with polyethylene or Perspex, to
provide an air buffer insulation (where not double glazed or heated). This is a good
contribution towards reducing ice formation on interior surfaces.
Ensure that all double doors to accommodation, doors to stores, passageways, and holds
are kept shut at all times. Keep the accommodation spaces in a state of light pressurisation.
The air can be recirculated, taking care of all of the above.
All steps, decks, walkways and passages into and around the accommodation shall be kept
clear of accumulated snow and ice by regular shovelling and salting. Coarse salt shall be
liberally dispensed on deck walkways, gangways and ladder steps to prevent slipping
accidents. A sufficient stock of de-icing slat shall be kept on board and readily available for
this purpose.
018.15.2 Air condition (AC)

In cold climates the AC plant shall also be used to keep the air within the comfort zone, as
sown in Figure 16.1. To achieve this, the air, which can be a mixture of fresh air and
accommodation air, can be heated and moisturized, in order to reach the preferred
conditions. In the work instructions is an “enthalpy, humidity ratio”, which can be used to
chart the current conditions.
Winter manual
Figure 16.1 - Comfort zone according to DIN 1946
On the following pages there are also some examples of heating, moisturizing, and mixing.
Winter manual
Figure E 16.1 - Air conditioning comfort zone in an enthalpy, humidity ratio

Winter manual
Figure E 16.2 - Air conditioning heating

Winter manual
Figure E 16.3 - Air conditioning mixing point

Winter manual
018.15.3 Bridge
Precautions to be taken on the bridge are a good passage plan, with all the information
needed for the passage through ice and icing areas. More about this subject can be found in
the chapter about Ice Navigation.
Another important issue on the bridge is to keep the navigational equipment, which must be
used in ice in good condition. This includes the searchlights and radar scanners. The last
shall not be switched off to prevent freezing.
Any icing will detune and reduce range for directional antennas. This effect increases as
frequency increases. Therefore, the antennas shall be kept free from snow and icing.
The bridge windows shall be ice and moist free ensuring a good lookout.
Winter manual
019 MOORING
Coming alongside in an ice-covered harbour can be a difficult and long operation. The
vessel shall approach the berth as close to the jetty as possible in order to minimize the
amount of ice between the vessel and jetty. Then a maneuver shall be used to wash away
the ice, which is left. This can be found in the work instructions.
Another way to make mooring more easily is to ask the tugboats, if available, to break and
remove the ice among the berth.
Winter manual
020 DOCUMENTS
Documents which are available on board to ensure safety of operations in cold climates
include apart from this manual are:
020.1 ICE PASSPORT

The ice passport includes all ship specific information regarding navigation in ice or cold
climates.
020.2 STANDING ORDERS

The Standing Orders together with the other material in this manual form the basis for an
efficient bridge organisation. The Master and all Deck Officers should be thoroughly aware of
the content and meaning of the Standing Orders.
A bridge order book is to be maintained on the bridge, the following forms are available from
“The Company Forms”
• Company Standing Orders

• Master’s Standing Orders
• Calling The Master
• Master’s Orders
020.3 BIMCO ICE HANDBOOK

The BIMCO Ice Handbook contains a lot of information about ice power and strength
supported by many charts and illustrations.
020.4 ADMIRALTY SAILING DIRECTIONS

The admiralty sailing directions, also known as pilots, includes information about navigation,
regulations, countries and ports, climate information and natural conditions, which include
icebreaking services and ice conditions.
020.5 THE MARINERS’ HANDBOOK

The Mariner’s handbook includes information on charts and books and their use, regulations
and operational information, the sea, meteorology and Ice. It also contains an ice glossary.
020.6 ADMIRALTY LIST OF RADIO SIGNALS

In the ALRS, vol. 3 (1), one can find the Baltic Sea Reports Code and Areas.
In the ALRS, vol. 6, one can find information regarding ice-breaking services.
Winter manual
021 INFORMATION SOURCES

021.1 BOOKS
• Biekart, M. & Muilwijk, G.F. van & IVW, Divisie Scheepvaart (2006). Geneeskundig
Handboek voor de Scheepvaart. SDU Uitgevers.
• BIMCO (2005). Ice Handbook. BIMCO Informatique.
• Cirmac International bv (1998). Installation instructions & operating manual of skid
mounted nitrogen PSA system.
• Daanen, Prof. Dr. H.A.M. (2003). Arbo Informatie 20: Werken onder koude
omstandigheden. SDU Uitgevers.
• Ham, C.J. van der, a.o. (2003). Meteorologie en oceanografie voor de zeevaart.
Uitgeverij Hollandia.
• Holwerda, R. (1985). IJsvaart.
• International Chamber of Shipping (2007). Bridge Procedures Guide, Fourth Edition
2007. Marisec Publications.
• Maritiem Instituut Willem Barentsz (2003). Ice Navigator Training Course.
• Parnell, George Q. (1986). Ice Seamanship. The Nautical Institute.
• UK Hydrographic Office (2004). NP18: Baltic Pilot Volume I, 13th Edition.
• UK Hydrographic Office (2005). NP100: The Mariners handbook 8th Edition.
• UK Hydrographic Office (2005). NP19: Baltic Pilot Volume II, 13th Edition.
• UK Hydrographic Office (2005). NP56: Norway Pilot Volume I, 13th Edition.
• UK Hydrographic Office (2005). NP59: Nova Scotia and Bay of Fundy, 13th Edition.
• UK Hydrographic Office (2006). NP20: Baltic Pilot Volume III, 10th Edition.
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021.2 INTERNET
• All Experts (2007). Geography: Salinity of Oceans. Consulted on 24 September
2008. http://en.allexperts.com/q/Geography-1729/Salinity-Oceans.htm
• Baltic Marine Environment Bibliography (undated). Consulted in November 2008.
• http://www.baltic.vtt.fi/
• Baltic Sea Area Clickable Map (undated). Consulted in September 2008.
http://www.baltic.vtt.fi/demo/baltmap.htm
• Baltic Sea Ice Services (undated). Consulted from September to November 2008.
http://bsis.eisdienst.de/index.shtml
• Baltice.org (undated). Consulted from September to November 2008.
http://veps.fma.fi/portal/page/portal/baltice
• Bowditch Online (1997). Chapter 34: Ice in the Sea. Consulted on 15 October 2008.
http://www.irbs.com/bowditch/pdf/chapt34.pdf
• Canadian Ice Service (undated). Consulted in September and October 2008.
• http://ice-glaces.ec.gc.ca/App/WsvPageDsp.cfm?ID=1&Lang=eng&Clear=true
• Det Norske Veritas Maritime (2008). Ship Operation in cold climates. Consulted on
15 October 2008
• http://www.dnv.com/binaries/Ship%20operation%20in%20cold%20climates_tcm4-
295010.pdf
• Environment Canada's Wind Chill Program (undated). Consulted in October en
November 2008. http://www.msc.ec.gc.ca/education/windchill/index_e.cfm
• FMA & SMA (2002). Finnish Swedish Ice Class Rules: The Structural Design and
Engine Output Required of Ships for Navigation in Ice. Consulted on 4 September
2008. http://www.sjofartsverket.se/pages/3265/b100_1.pdf
• FMA & SMA (2005). Guidelines for the Application of the Finnish Swedish Ice Class
Rules. Consulted on 4 September 2008.
• http://www.shipadm.org/pages/3265/Guidelines%20-
%2020%20December%202005.pdf
• FMA (2008). Rules for Winter Navigation. Consulted on 15 December 2008.
http://www.martechpolar.com/Publications/Rule%20for%20Winter%20Navigation%20
2003-2004%20Finland.pdf
• FMA Bulletin (2006). Amendments to the Finnish Swedish Ice Class Rules.
Consulted on 3 October 2008.
http://veps.fma.fi/portal/page/portal/fma_fi_en/informationservices/legislation/fma_bull
etin/EN_2006_12_19_NR12.pdf
• FMA Bulletin (2007). Finnish Ice Classes Equivalent to the Class Notations of
Recognized Classification Societies, and Documents and Information Required for
the Determination of the Ice Classes of Ships. Consulted on 6 October 2008.
http://veps.fma.fi/portal/page/portal/fma_fi_en/informationservices/legislation/fma_bull
etin/EN_2007_04_02_NR4.pdf
• Ice observations and their coding (2002) Consulted on 25 September 2008.
http://www.bsis.eisdienst.de/material/Ice_observations_and_their_coding.pdf
• Ice Terms Used in the Baltic (2002) Consulted in September 2008.
http://www.bsis.eisdienst.de/material/ice_terms_tab1a.pdf and
Winter manual
http://www.bsis.eisdienst.de/material/ice_terms_tab1.pdf
• IMO (December 2002). Guidelines for ships operating in arctic ice-covered waters.
Consulted on 15 October 2008.
• www.imo.org/includes/blastData.asp/doc_id=2734/1056-MEPC-Circ399.pdf
• IMO MSC (2006). Guide for cold water survival. Consulted on 15 October 2008.
http://www.imo.org/includes/blastDataOnly.asp/data_id%3D14712/1185.pdf
• IPY Ice Logistics Portal: Baltic Sea (undated). Consulted in September and October
2008. http://ipy-ice-
portal.com/common/displayProducts.jsp?res=hi&region=Baltic%20Sea
• Kujala, Pentti (2006). Effect of winter on sea traffic safety in the Baltic Sea. Consulted
on 15 December 2008.
• http://www.gofmec.fi/yhteiset/Risk_Winter_pkujala.pdf
• MAN B&W Diesel A/S (2003). Engine Layout Diagram. Consulted on 29 December
2008. http://www.manbw.dk/EngineSelectionGuide/esg/documents%5C1983897-
3.0.pdf
• O’Connell, James J. & Petrella, Denise A. & Regan, Richard F. (2004). Accidental
Hypothermia & Frostbite: Cold-Related Conditions. Consulted in October 2008.
http://www.nhchc.org/Hypothermia.pdf
• Polar Meteorology Web Module (undated). Vessel Icing Consulted in October en

November 2008.
• http://www.weather.nps.navy.mil/~psguest/polarmet/vessel/index.html
• SINTEF Marine Environmental Technology (2006). Residual fuel oil spills on

shoreline Rocknes incident 2004. Consulted on 5 November 2008.
• http://www.cedre.fr/fr/publication/coll/vhfo/ramstad.pdf
• Swedish Meteorological and Hydrological Institute (undated). SMHI Ice Service.

Consulted from September 2008 to January 2009.
• http://www.smhi.se/cmp/jsp/polopoly.jsp?d=7820&l=en
• Transports Canada (2005). Winter navigation on the River and Gulf of St. Lawrence:
Practical notebook for maritime engineers and deck officers. Consulted in October
2008. http://www.tc.gc.ca/Quebec/en/marineSafety/Winter.pdf
• United States Army Alaska's Northern Warfare Training Center (1997). Effects of
cold on military equipment. Consulted on 5 January 2009.
http://www.wainwright.army.mil/nwtc/Classes/Slides/Effects%20of%20Cold%20on%2
0Military%20Equipment.pp
• Water Encyclopedia (undated). Freezing of Sea water. Consulted on 15 September
2008. http://www.waterencyclopedia.com/Re-St/Sea-Water-Freezing-of.html
Winter manual
021.3 DOCUMENTS
• Admiral Marakov State Maritime Academy (2005). Ice Book.
• Admiral Marakov State Maritime Academy (2006). Alternative Rudder Design.
• Admiral Marakov State Maritime Academy (2006). Ice Conditions in the gulf of
Finland.
• Admiral Marakov State Maritime Academy (2006). Ice Manoeuvring.
• .
• Admiral Marakov State Maritime Academy (2006). Ice Navigation.
• Admiral Marakov State Maritime Academy (2006). Types of Ice.
• Admiral Marakov State Maritime Academy (2006). Winter Navigation in the Eastern
Part of the Gulf Of Finland.
• Anthony Veder Rederijzaken (undated). Safety Management System.
• Det Norske Veritas Maritime (2006). Ship Operation in cold climates.
• DF Dickins Associates Ltd (March 2004). Advancing Oil Spill Response in Ice-
Covered Waters.
• FMA (2005). Act on the Ice Classes of Ships and Icebreaker Assistance.
• FMA (June 2004). GOFREP Masters' Guide.
• FMA (winter 2007-2008).The Finnish Icebreaking Service.
• Hänninen, Samuli, FMA & SMA (2004). Incidents and Accidents in Winter Navigation
in the Baltic Sea, Winter 2002-2003.
• IMO (2002). The International Safety Management Code, ISM code.
• Kuzmin, Vladimir E. (June 2006). Cold weather/icing precautions.
• Magelssen, Wilhelm. Det Norske Veritas (2004). Operation of Ships in Cold Climates
with Emphasis on Tankers and the New Requirements.
• Marine Advise Bulletin (October 2005). To: Tanker fleet, Cold weather precautions
for tanker systems.
• Marine Advise Bulletin (October 2005). To: Tanker fleet, Sailing in ice.
• Meteorological Service of Canada (2005). MANICE, Manual of standard procedures
for observing and reporting ice conditions.
• Scheepstra, G.H. (2006). Werken onder koude omstandigheden.
• SMA & SMHI (2007). Winter Navigation 2007 - 2008.
Winter manual
022 WMO ICE TERMS

WMO Ice Terms used in the Baltic, arranged by subject.
Note: missing numbers indicates an ice term not used in the Baltic
022.1 FLOATING ICE

Any form of ice found floating in water. The principal kinds of floating ice are lake ice, river
ice and sea ice, which form by the freezing of water at the surface and glacier ice formed on
land or in an ice shelf. This term includes ice that is stranded or grounded.
Sea ice
Any form of ice found at sea which has originated from the freezing of water.
• Drift ice: Term used in a wide sense to include any area of ice, other than fast ice, no
matter what form it takes or how it is disposed. When concentrations are high, i.e.,
7/10 or more, the term pack ice is normally used. When concentrations are 6/10 or
less the term drift ice is normally used.
022.2 STAGES OF DEVELOPMENT OF SEA ICE

New ice
A general term for recently formed ice which includes frazil ice, grease ice, slush and shuga.
These types of ice are composed of ice crystals, which are only weakly frozen together (if at
all) and have a definite form only while they are afloat.
• Slush Snow which is saturated and mixed with water on land or ice surfaces or as a
viscous floating mass in water after a heavy snowfall.
• Shuga: An accumulation of spongy white ice lumps having a diameter of a few
centimetres across; they are formed from grease ice or slush and sometimes from
anchor ice rising to the surface.
Nilas
A thin elastic crust of ice, easily bending on waves and swell and under pressure growing in
a pattern of interlocking “fingers” (finger rafting). Nilas has a matte surface, is up to 10 cm in
thickness, and may be subdivided into dark nilas and light nilas.
• Dark Nilas: Nilas up to 5 cm in thickness and which is very dark in colour.

• Light Nilas: Nilas which is more than 5 cm in thickness and lighter in colour than dark
nilas.
• Ice Rind: A brittle, shiny crust of ice formed on a quiet surface by direct freezing or
from grease ice, usually in water of low salinity. It has a thickness of
• about 5 cm. Easily broken by wind or swell, commonly breaking into rectangular
pieces
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Pancake Ice
Predominantly circular pieces of ice 30 cm to 3 m in diameter, up to 10 cm in thickness, with

raised rims due to the pieces striking against one another. It may form on a slight swell from
grease ice, shuga or slush or because of the breaking of ice rind, nilas or, under severe
conditions of swell or waves, of grey ice. It also sometimes forms at some depth at an
interface between water bodies of different physical characteristics where it floats to the
surface. It may rapidly form over wide areas of water.
Young Ice
Ice in the transition stage between nilas and first-year ice, 10-30 cm in thickness. May be
subdivided into grey ice and grey-white ice.
• Grey Ice: Young ice 10-15 cm thick, less elastic than nilas and breaks on well. It
usually rafts under pressure.
• Grey-White Ice: Young ice 15-30 cm thick. Under pressure it is more likely to ridge
than to raft.
First-year Ice
Sea ice of not more than one winter’s growth, developing from young ice; 30 cm or greater. It
may be subdivided into thin first-year ice – sometimes referred to as white ice –, medium
first-year ice, and thick first-year ice.
• Thin First-year Ice/White Ice-: 30-70 cm thick.

• Medium First-year Ice: 70-120 cm thick.
• Thick First-year Ice Greater than 120 cm thick.
022.3 FORMS OF FAST ICE

Fast Ice
Ice which forms and remains fast along the coast. It may be attached to the shore, to an ice
wall, to an ice front, between shoals or grounded icebergs. Vertical fluctuations may be
observed during changes of sea level. It may be formed “in-situ” from water or by freezing of
floating ice of any age to shore and can extend a few metres or several hundred kilometres
from the coast. It may be more than one year old in which case it may be prefixed with the
appropriate age category (old, second year or multi-year). If higher than 2 m above sea
level, it is called an ice shelf.
• Young Coastal Ice: The initial stage of fast ice formation consisting of nilas or young
ice; its width varying from a few metres up to 100-200 m from the shoreline.
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Icefoot
A narrow fringe of ice attached to the coast, unmoved by tides and remaining after the fast
ice has moved away.
• Grounded Ice: Floating ice which is aground in shallow water.

• Stranded Ice: Ice which had been floating and has been deposited on the shore by
retreating high water.
• Grounded Hummock: A hummocked, grounded ice formation. There are single
grounded hummocks and lines (or chains) of grounded hummocks Young coastal
ice.
022.4 PACK ICE

Ice Cover
The ratio of an area of ice to the total area of water surface within some large geographic
locality. This locality may be global, hemispheric or prescribed by a specific oceanographic
entity such as Baffin Bay or the Barents Sea.
Concentration
The ratio expressed in tenths describing the area of the water surface covered by ice as a
fraction of the whole area. Total concentration includes all stages of development that are
present; partial concentration refers to the amount of a particular stage or of a particular form
of ice and represents only a part of the total.
• Compact Ice: Floating ice in which the concentration is 10/10 and no water is visible.
• Consolidated Ice: Floating ice in which the concentration is 10/10 and the floes are
frozen together.
• Very Close Pack/Drift: Floating ice in which the concentration is 9/10 to less than
10/10
• Close Pack/Drift: Floating ice in which the concentration is 7/10 to 8/10, composed of
floes mostly in contact with one another.
• Open Drift: Floating ice in which the concentration is 4/10 to 6/10, with many leads
and polynyas. Floes generally not in contact with one another.
• Very Open Drift: Ice in which the concentration is 1/10 to 3/10 and water dominates
over ice.
• Open Water: A large area of freely navigable water in which ice is present in
concentrations less than 1/10. No ice of land origin is present.
• Bergy Water: An area of freely navigable water in which ice of land origin is present.
Other ice types may be present, although the total concentration of all other ice is
less than 1/10.
• Ice Free: No ice present. If ice of any kind is present, this term shall not be used.
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022.5 FORMS OF FLOATING ICE

• Pancake Ice: Predominantly circular pieces of ice 30 cm to 3 m in diameter, up to 10
cm in thickness, with raised rims due to the pieces striking against one another. It
may form on a slight swell from grease ice, shuga or slush or as a result of the
breaking of ice rind, nilas or, under severe conditions of swell or waves, of grey ice. It
also sometimes forms at some depth at an interface between water bodies of
different physical characteristics where it floats to the surface. It may rapidly form
over wide areas of water.
• Floe: Any relatively flat piece of ice 20 m or more across. Floes are subdivided
according to horizontal extent as follows:
• Small Floe 20-100 m across.
• Medium Floe: 100-500 m across.
• Big Floe: 500-2,000 m across.
• Fast Floe: 2-10 km across.
• Giant Floe: Greater than 10 km across.
• Ice Cake: Any relatively flat piece of ice less than 20 m across.
• Floeberg A massive piece of ice composed of a hummock or a group of hummocks,
frozen together and separated from any surrounding ice. They may typically protrude
up to 5 m above water level.
• Floebit: a small Floeberg
• Brash Ice: Accumulation of floating ice made up of fragments not more than 2 m
across, the wreckage of other forms of ice.
022.6 ARRANGEMENT
• Ice Field: Area of floating ice, consisting of any size of floes and greater than 10 km
across.
• Large Ice Field: An ice field over 20 km across.
• Medium Ice Field An ice field 15-20 km across.
• Small Ice Field: An ice field 10-15 km across.
• Ice Patch: An area of ice less than 10 km across.
• Belt: A large feature of pack/drift ice arrangement longer than it is wide; from 1 km to
more than 100 km in width.
• Strip Long narrow area of pack/drift ice, about 1 km or less in width, usually
composed of small fragments detached from the main mass of ice, which run
together under the influence of wind, swell or current.
• Bight: Extensive crescent-shaped indentation in the ice edge formed by either wind
or current.
• Ice Jam An accumulation of broken river ice or sea ice not moving due to some
physical restriction and resisting to pressure.
• Ice Edge: The demarcation at any given time between open water and sea, lake or
river ice whether fast or drifting.
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• Compacted Ice Edge: Clear-cut ice edge compacted by wind or current, usually on
the windward side of an area of ice.
• Jammed brash barrier: A strip or narrow belt of new, young or brash ice formed at the
edge of either drift or fast ice or at the shore. It is heavily compacted mostly due to
wind action and may extend 2 to 20 m below the surface but does not normally have
appreciable topography. Jammed brash barrier may disperse with changing winds
but can consolidate to form a strip of unusually thick ice in comparison with the
surrounding drift ice.
• Diffuse Ice Edge: Poorly defined ice edge limiting an area of dispersed ice, usually on
the leeward side of an area of ice.
• Ice Limit: Climatological term referring to the extreme minimum or extreme maximum
extent of the ice edge in any given month or period based on observations over a
number of years. This term should be preceded by minimum or maximum.
• Mean Ice Edge: Average position of the ice edge in any given month or period based
on observations over a number of years. Other terms, which may be used, are mean
maximum ice edge and mean minimum ice edge.
• Fast Ice Edge: The demarcation at any given time between fast ice and open water.
• Ice Boundary: The demarcation at any given time between fast ice and floating ice or
between areas of ice of different concentrations, types and/or floe sizes.
• Fast Ice Boundary: The ice boundary at any given time between fast ice and the
pack/drift ice.
• Concentration Boundary: A line approximating the transition between two areas of
floating ice with different concentrations.
022.7 ICE MOTION PROCESSES

Diverging
Ice fields or floes in an area that are subjected to a diverging motion, reducing ice
concentration and/or relieving stresses in the ice.
Compacting
Pieces of floating ice are said to be compacting when subjected to a converging motion,
which increases ice concentration and/or produces stresses, which may result in ice
deformation.
Shearing
An area of floating ice is subject to shear when the ice motion varies significantly in the
direction normal to the motion, subjecting the ice to rotational forces. These forces may
result in phenomena similar to a flaw.
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022.8 ICE DEFORMATION PROCESSES

Fracturing
Pressure process whereby ice is permanently deformed and rupture occurs. This term is
most commonly used to describe breaking across very close ice, compact ice and
consolidated ice.
Hummocking
Pressure process by which ice is forced into hummocks. When the floes rotate in the
process it is termed screwing.
Ridging
The pressure process by which ice is forced into ridges.
Rafting
Pressure process whereby one piece of ice overrides another. Most common in new and
young ice.
• Finger Rafting: Type of rafting whereby interlocking thrusts are formed like “fingers”
alternately over and under the other. This is commonly found in nilas and in grey ice.
022.9 OPENINGS IN THE ICE

Fracture
Any break or rupture through very close pack ice, compact ice, consolidated ice, fast ice or a
single floe resulting from deformation processes. Fractures may contain brash ice and/or be
covered with nilas and/or young ice. Their lengths may vary from a few metres to many
kilometres.
• Crack: Any fracture of fast ice, consolidated ice or a single floe which may have been
followed by separation ranging from a few centimetres to 1 m.
• Tide Crack: Crack at the line of junction between an immovable ice foot or ice wall
and fast ice, the latter subject to rise and fall of the tide.
• Flaw: A narrow separation zone between floating ice and fast ice, where the pieces
of ice are in a chaotic state. Flaws form when ice shears under the effect of a strong
wind or current along the fast ice boundary.
• Very Small Fracture 1 to 50 m wide.
• Small Fracture: 50 to 200 m wide.
• Medium Fracture: 200 to 500 m wide.
• Large Fracture: Greater than 500 m wide.
Fracture Zone
An area which has a great number of fractures. Fractures are subdivided as follows:
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Lead
Any fracture or passageway through ice which is navigable by surface vessels.
• Shore Lead: A lead between ice and the shore or between ice and an ice front.
• Flaw Lead A passageway between ice and fast ice which is navigable by surface
vessels.
Polynya: Any non-linear shaped opening enclosed by ice. May contain brash ice and/or be
covered with new ice, nilas or young ice; submariners refer to these as skylights.
• Shore Polynya: A polynya between ice and the coast or between ice and an ice front.
• Flaw Polynya: A polynya between ice and fast ice.
022.10 ICE SURFACE FEATURES

Level Ice
Ice unaffected by deformation.
Deformed Ice
A general term for ice which has been squeezed together and in places forced upwards and
downwards. Subdivisions are rafted ice, ridged ice and hummocked ice.
• Rafted Ice: Type of deformed ice formed by one piece of ice overriding another.
• Finger Rafted Ice: Type of rafted ice in which floes thrust “fingers” alternately over
and under the other, common in nilas.
• Ridge: A line or wall of broken ice forced up by pressure. It may be fresh or
weathered. The submerged volume of broken ice under a ridge, forced downwards
by pressure, is termed an ice keel.
• New Ridge: Ridge with sharp peaks and slope of sides usually 40 degrees or more.
Fragments are visible from the air at low altitude.
• Weathered Ridge: Ridge with peaks slightly rounded and slope of sides usually 30 to
40 degrees. Individual fragments are not discernible.
• Consolidated Ridge: A ridge in which the base has frozen together.
• Ridged Ice: Ice piled haphazardly one piece over another in the form of ridges or
walls. Usually found in first-year ice.
• Ridged Ice Zone: An area of many ridges with similar characteristics (rubble field).
• Hummock: A hillock of broken ice which has been forced upwards by pressure. May
be fresh
• or weathered. The submerged volume of broken ice under the hummock, forced
downwards
• by pressure, is termed a bummock.
• Hummocked Ice: Ice piled haphazardly one piece over another to form an uneven
surface. When weathered it has the appearance of smooth hillocks.
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Standing Floe
A separate floe standing vertically or inclined and enclosed by rather smooth ice.
Ram
An underwater ice projection from an ice wall, ice front, iceberg or floe. Its formation is
usually due to a more intensive melting and erosion of the un-submerged part.
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Bare Ice
Ice without snow cover.
Snow-Covered Ice
Ice covered with snow.
• Sastrugi: Sharp, irregular ridges formed on a snow surface by wind erosion and
deposition. On mobile floating ice the ridges are parallel to the direction of the
prevailing wind at the time they were formed.
• Snowdrift: An accumulation of wind-blown snow deposited in the lee of obstructions
or heaped by wind eddies. A crescent-shaped snowdrift, with ends pointing down-
wind, is called a snow barchan.
022.11 STAGES OF MELTING

Puddle
An accumulation of water on ice, mainly due to melting snow, but in the more advanced
stages also to the melting of ice.
Thaw Holes
Vertical holes in ice formed when surface puddles melt through to the underlying water.
Dried Ice
Ice surface from which water has disappeared after the formation of cracks and thaw holes.
During the period of drying the surface whitens.
Rotten Ice
Ice which has become honeycombed and is in an advanced state of disintegration.
Flooded Ice
Ice which has been flooded and is heavily loaded by water or water and wet snow.
022.12 SKY AND AIR INDICATIONS

Water Sky
Dark streaks on the underside of low clouds, indicating the presence of water features in the
vicinity of ice.
Ice Blink
A whitish glare on low clouds above an accumulation of distant ice.

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Frost Smoke
Fog-like clouds formed by the contact of cold air with relatively warm water. These can
appear over openings in the ice or leeward of the ice edge and may persist while ice is
forming.
022.13 WMO ICE SURFACE SHIPPING

Beset
Situation in which a vessel is surrounded by ice and unable to move.
Ice-Bound
A harbour, inlet, etc., is said to be ice-bound when navigation by ships is prevented, on
account of ice, except possibly with the assistance of an icebreaker.
Ice Under Pressure

Ice in which deformation processes are actively occurring. It is a potential impediment or
danger to shipping.
Difficult Area
A general qualitative expression to indicate that the relative severity of the ice conditions,
prevailing in an area, is such that navigation is difficult.
Easy Area
A general qualitative expression to indicate that ice conditions, prevailing in an area, are
such that navigation is not difficult.
Ship to Ship manual

STS manual
01. GLOSSARY
Within the STS transfer guide Liquefied Gases, the terms below have the following
meanings and Chapters:
At Sea The term “at sea” is used throughout this guide. It is intended to indicate
offshore waters or partially sheltered waters where transfers may be
undertaken between vessels underway or at anchor. It may be, however, that
an STS transfer operation at sea is to be conducted within the jurisdiction of a
local (port) authority or national government. In such cases reference has to
be made to local regulations and it may also be necessary to obtain local
approval.
Ballast The term “ballast” covers water ballast carried in ships’ tanks designated for
this purpose.
Barge Barges can be self-propelled, towed or pushed, and may be used to carry or
store liquid hydrocarbons, chemicals and liquefied gases in bulk.
There is no universally recognised definition of a barge. Oil Companies

International Marine Forum (OCIMF) Ship Inspection Report Exchange (SIRE)
system defines barges to be vessels less than 5,000 dwt (or 500 grt for
chemical vessels). In some regions (e.g., the United States) barges may be
defined by local regulations and a region may therefore have “barges” over
5,000 dwt, on inland waterways and in seagoing service. Other
may instead use a load capacity measurement of metric tonnes or cargo
space measurement in cubic metres, to determine if a vessel is a barge.
Dumb barges (including tank barges) are considered to be non-powered

(not self-propelled) vessels that are towed or pushed by another vessel.
They may be employed in inland waterways or at sea outside port limits.
Boord/Boord or Description used for STS operations conducted in European ports. Usually
Board to Board used to describe an STS operation involving one or more barges.
Closed Operations Ballasting, loading or discharging operations carried out without recourse to
opening ullage and sighting ports. In these cases ships will require the means
to enable closed monitoring of tank contents, either by a fixed gauging system
or by using portable equipment passed through a vapour lock.
Company The owner of the ship or any other organisation or person such as the
manager, or the bareboat charterer, who has assumed the responsibility for
operation of the ship from the owner of the ship and who on assuming such
responsibility has agreed to take over all the duties and responsibilities
imposed by the International Safety Management Code.
Constant Heading During manoeuvring and mooring, the ship that maintains course and speed
Ship to allow the manoeuvring ship to approach and moor is referred to as the
constant heading ship.
Daughter Vessel See ‘Receiving Ship’

Note: in a reverse lightering operation, the ‘daughter vessel’ may be a
‘Discharging Ship’.

STS manual
Deadweight Weight correlating to ship’s total lifting capacity. Includes all cargo, ballast,
fuel, water, stores but excludes the light ship weight. May be found for any
draught from ship’s tables.
Dedicated A dedicated lightering ship is a ship designed to perform multiple STS

Lightering Ship operations. These ships are usually fitted with adequate primary and secondary
fenders, which upon completion of an STS transfer are capable of being lifted
and stowed in onboard cradles. They are usually fitted with their own hoses and
are generally capable of performing STS operations without external assistance.
Discharging Ship The ship containing cargo for transfer to the Receiving Ship, and which may
also be known as the ‘Ship To Be Lightened (STBL)’ or ‘Mother Ship’.
Displacement Ship’s total weight including all cargo, ballast, fuel, water, stores, and light
ship weight. May be found for any draught from ship’s tables.
Double Banked Also referred to as ‘double banking’, this describes an STS operation that is
STS Operation conducted while one ship (usually the larger of the two) is alongside a
berth, dolphins or moored to buoys within port limits.
Emergency Release Otherwise referred to as a ‘dry break’ coupling, the ERC consists of a
Coupling (ERC) coupling assembly utilising two valves whereby one valve is fitted upstream and
the other downstream of the main valve body. It is fitted between the manifold
presentation flanges and cargo transfer hoses on one of the ships conducting
an STS. It is designed to enable the ships to separate in an emergency without
the need to disconnect cargo hoses from the manifold presentation flanges. It
can be activated either from an ERS operating station or manually. When
activated, the ERC valve body is split into two separate sections and both the
upstream and downstream valves are closed to prevent or minimise loss of
cargo from the cargo hose and ship’s cargo lines.
Joint Plan of An operation-specific plan that includes, as appropriate, reference to ship

Operation compatibility, manoeuvring, approach, mooring and transfer and, if
applicable, references the ship-specific STS Operations Plans.
Lightering See ‘STS Superintendent’.

Co-ordinator
Lightering Master See ‘STS Superintendent’.
Lightering Generic term for any Ship To Ship cargo transfer operation.
Operation
Lightering Ship See ‘Receiving Ship’.
LNG Liquefied Natural Gas, the principal constituent of which is methane.
LPG Liquefied Petroleum Gas, which for the purposes of this guide is taken to
include butane, propane, ammonia and propylene.

STS manual
Manoeuvring For the purpose of the guide, a ship is said to be manoeuvring when she is
Chapter 6 STS either:
• making her final approach to another ship for the purpose of mooring
alongside the other to perform an STS operation; or
• separating from another ship following an unmooring operation until both
ships are safely clear of each other.
Manoeuvring Ship During manoeuvring and mooring, the ship that approaches the Constant
Heading Ship for mooring operations is referred to as the manoeuvring ship.
Mooring Master The person responsible for bring the two vessels alongside each other.
For some operations, the Mooring Master may be the STS Superintendent
and may also have the role of Person in Overall Advisory Control but this will
not always be the case.
Mother Ship See ‘Discharging Ship’.

Note: in a reverse lightering operation, the ‘Mother Ship’ may be a
‘Receiving Ship’.
Person in Overall The person agreed to be in overall control of an STS operation. It may be
Advisory Control one of the Masters (generally the Master of the manoeuvring ship) or it may
(POAC) be an STS Superintendent.
Primary Fenders Primary fenders are large fenders capable of absorbing the impact energy of
berthing and wide enough to prevent contact between the ships should they
roll while alongside one another. These fenders are normally pneumatic and
pressurised to either 50 kPa or 80 kPa gauge pressure.
Receiving Ship The ship to which cargo is transferred from the Discharging Ship. The
Receiving Ship may also be known as the lightering ship, daughter vessel or
service ship.
Reverse Lightering An operation which involves discharge of one or more smaller ships into a
larger ship. In this scenario the Receiving Ship is actually the Mother Ship.
Primarily this term is used to describe an STS operation which is being
performed for the purpose of loading an exporting ship in deeper water at a
location where available loading berths do not have sufficient water alongside
to safely handle the ship at her laden departure draft.
Safe Working Load Safe Working Load or SWL is the operating limit to which lifting and
(SWL) mooring equipment is tested for day-to-day use. Equipment should never be
used beyond its SWL.
Secondary Fenders Secondary fenders are fenders used to prevent contact between the two ships,
should they be rolling or not parallel to each other. They are especially
effective when rigged towards the ends of a ship and are of most benefit during
mooring and unmooring operations. They are usually foam filled cylindrical
section fenders.
Service Ship See ‘Receiving Ship’.

STS manual
Ship Operator An owner, manager or operator having day-to-day commercial and/or

operational control of the ship. For internationally-trading vessels, the ship
operator will be the holder of the Document of Compliance.
Ship-To-Ship (STS) An STS transfer operation is an operation where liquid or gaseous cargo is
Transfer Operation transferred between ships moored alongside each other.
Such operations may take place when one ship is at anchor or alongside or
when both are underway. In general, the expression includes the approach
manoeuvre, mooring, hose connecting, safe procedures for cargo transfer,
hose disconnecting, unmooring and departure manoeuvre. The operation may
also be referred to as ‘Transhipment’.
Ship To Be See ‘Discharging Ship’.

Lightered (STBL)
Standoff The horizontal distance maintained between the parallel body lengths of
both ships provided by the primary fenders when conducting an STS.
STS Contractor See ‘STS Service Provider’.
STS Organiser An STS Organiser is a shore-based operator responsible for arranging an

STS transfer operation. The Organiser may be an STS service provider.
STS Operations A ship-specific plan containing procedures for the safe conduct of STS
Plan transfer operations.
STS Resource See ‘STS Service Provider’.

Provider
STS Service An STS service provider is a company or organisation that specialises in

Provider providing services for the safe control of STS operations.The service
provider may also supply the essential personnel and equipment needed
such as hoses, fenders and support craft. The service provider may also be
referred to as an ‘STS Contractor’ or ‘STS Resource Provider’
STS A person who may be designated to assist a ship’s Master in the mooring
Superintendent and unmooring of the ships, and to co-ordinate and supervise the entire ship-to-
ship transfer operation. He may also be known as ‘Lightering Master’, ‘Mooring
Master’, ‘Lightering Co-ordinator’ or ‘Transfer Supervisor’.
STS Transfer Area A Transfer Area is an area within which an STS Transfer Operation
customarily takes place. Transfer Areas should be selected in safe sea areas.
In coastal areas they will be agreed with nearby coastal authorities and, as
appropriate, in accordance with specific port or national regulations. May also
be described as a Transhipment Area.
Transfer at Anchor The expression “transfer at anchor” describes an operation where a cargo
transfer is carried out between ships when they are moored alongside each
other and one of the ships is at anchor.
Transfer
Supervisor See ‘STS .
Transhipment Area See ‘STS Transfer Area’
Transhipment Generic term for any Ship To Ship cargo transfer operation.

STS manual
Underway By definition under the International Regulations for Preventing Collisions at

Transfer Sea (COLREGS) a ship when underway is not at anchor, made fast to the
shore or aground. However, she may be either steaming or drifting freely with
current and weather. An Underway Transfer is the description for an STS
which is conducted between two ships which are underway.

STS manual
02. GENERAL STS PRINCIPLES

PREAMBLE
The objective of this procedures is to ensure that all STS transfers are conducted in accordance with
OCIMF STS GUIDE, ISGOTT, the port Oil Spill Contingency Plan (OSCP) and the Shipboard Oil
Pollution Emergency Plan (SOPEP) in a consistently safe and efficient manner.
This procedures does not overrule any General Directions, Notice to Mariners or other instructions
that may be issued by The Local Authorities. Masters of vessels are to be guided by the latest
ICS/OCIMF STS Transfer Guide for liquefied gases, ISGOTT, Harbor Byelaws, Local Maritime
Authority Byelaws and General Directions for Navigation. If a STS Mooring Master attends the STS,
he will advise the Master both verbally and via checklists of any local requirements. The Local
Authorities can order the STS operation to stop at any time if it is believed that there is a risk of
pollution or if the weather is forecast to deteriorate to unsafe operational levels.
CONTROL OF OPERATIONS
The overall advisory control of an STS transfer in Territorial Waters lies with the STS Mooring Master.
It is not the intention to relieve the Master of either vessel of any of their duties, requirements or
responsibilities. A STS Mooring Master will be appointed to each STS operation. A qualified Master
employed by the company can also be appointed as STS Mooring master.
The STS Agency shall assess the quality of nominated vessels or STS transfers within Territorial
Waters, utilizing the best information available.
The STS Agency is responsible for the condition and maintenance of the STS equipment. The STS
Mooring Master will at their request relay condition reports of the equipment to the Operations
Manager of the STS Agency after every STS.
During the STS operation the following shall apply: -
• The STS Mooring Master will be on board continually, monitoring the STS operation.
• During a STS transfer, in the event of an emergency situation, or in the event of deteriorating
weather, either the Master of the vessels involved or the STS Mooring Master, shall call the
Local Agent and order suitable tugs to standby to unmoor the vessels.
• The ship’s Local Agent shall normally co-ordinate the ships, and the Cargo Inspector normally
advises the amount of cargo to be transferred. The STS Mooring Master shall work closely
with the STS Team to ensure safe and timely transfers.
The principles of the ‘Bridge Management Team’ will be observed, with special emphasis on
teamwork and sharing of information. The STS Management Team consists of the Masters of the two
vessels, the pilot(s), the STS Mooring Master, the ship’s Agent and the Cargo Inspector.
The STS Agency and the STS Mooring Master are responsible for the safe transit and delivery of the
STS equipment to site.

STS manual
03. CONDITIONS AND REQUIREMENTS

SHIP COMPATIBILITY
The appointed STS Agency and a STS Mooring Masters are appointed, they must ensure that the
vessels are suitable to conduct STS lightering.
Approval from Authorities
The local Agent shall work closely with the STS Agency and keep the Local Maritime Authority
advised of the ETA’s of ships’ likely to be performing STS transfers.
The local Agent shall also send and receive Checklist (1), and relay the reply to the STS Agency.
Approval for an STS transfer will be given by the local Maritime Authority after careful assessment of
the vessels involved and consultation with the local Agent.
Local Maritime Authority issue written or give verbal approvals prior to any STS transfer. This
approval is to be filed by the STS Agency in the job file.
TRANSFER AREAS
STS transfers will take place within Territorial Waters in areas, or areas approved by the local
authorities or the Coastguard..
WEATHER AND SEA CONDITIONS

STS Operational Parameters
The operational parameters depend on the shelter afforded. The following are guidelines: -
Wind Action Remarks
>25 knots Abort Mooring Operations Deteriorating weather forecast

>Swell 1.5m
>30 KNOTS Pilot on Board, tug standing by Utilize call-out numbers
>Swell 2.5m Stop transfer operation
>40 knots Separate vessels
Safety factors that will be taken into account by the STS Mooring Master are as follows: -
• The movement of the two ships (i.e. severe wind and sea conditions).
• The behaviour and integrity of the fenders. Vessel mooring failure. Failure of one or more
mooring lines between the vessels or between the ship and shore.
• Weather forecast. Due regard is to be paid to weather forecasts and early action taken to
suspend transfers, if safe to do so, when severe weather is imminent.
QUALITY ASSURANCE
The STS Agency retains a complete record of STS transfers it has completed.
The STS Agency maintains complete records of the equipment.
The STS Agency is normally vetted by clients to ensure consistent and safe practices

STS manual
04. RISK ASSESSMENT

RISK ASSESSMENT OF TRANSFER LOCATION
It should be ensured that a risk assessment is undertaken of each proposed STS location. The
outcome of the risk assessment should be factored into the development of operational
procedures specific to the location, which include implementation of appropriate safeguards to
ensure that identified risks are managed to be As Low As Reasonably Practicable.
The risk assessment should be documented and should consider impact and probability relating
to identified hazards that apply specifically to the location. It should also include an assessment
of residual risks following the application of appropriate safeguards, controls or mitigation
measures.
Factors considered in the risk assessment should include the following:
• Local legislative requirements

• Exposure of location to, and/or shelter from, prevailing environmental conditions
• Whether berthing and un-berthing operations are conducted while vessels are underway, at
anchor or alongside
• Whether transhipment operations are conducted while both vessels are underway, at
anchor or alongside
• Traffic density in the vicinity of the location including the presence of other STS activities
• Spill and dispersion trajectories and potential environmental impacts
• Requirement for and availability of any additional spill response resources at the location
• Availability and capability of support craft at the location
• Operational and resource integrity of any support elements provided by local sub-
contractors on site
• Exposure of location to security threats
• Operational abort criteria
• Navigational hazards in the vicinity of the location.
To ensure that the risk assessment remains fit for purpose, it should be reviewed periodically. When
any key condition relating to identified hazards changes or a new hazard is identified, the risk
assessment should be formally revised.
RISK ASSESSMENT OF STS OPERATION

Before committing to an STS transfer operation, a risk assessment should be undertaken that
includes sufficient information to ensure a good understanding and effective control of the operation.
The risk assessment should cover both the physical and operational hazards, and the means by
which they are managed, and should also address the suitability of equipment.
The level of complexity required will depend on the type of operation. For a particular transfer area
utilizing standard approved STS equipment and ships that are fully operational, a generic risk
assessment might be appropriate.
If a generic risk assessment is used, it is important that its content is reviewed to ensure that hazards
particular to the planned operation are identified and properly addressed. When the risk assessment
is incorporated into a standard procedure, additional assessments should be carried out for any ‘non-
standard’ operations.
In the light of the complexity of LPG and LNG STS transfer operations, it is essential that the unique
elements of each transfer are recognized and that a full and thorough risk assessment is performed
as part of the planning of each transfer.

STS manual
The risk associated with any activity is a product of the likelihood (frequency) of any adverse
occurrence, and the impact of such an adverse effect (consequence). Most normal activities involve a
range of potential risks ranging from frequent, low-impact risks to rare high-impact risks.
The consequences resulting from a cargo spillage during an STS transfer operation are potentially
serious and effective control measures should be put in place to reduce the likelihood of such an
event occurring.
The risk assessment should identify all potential sources and consequences of risk for the operation.
The risks identified will vary according to the type of STS operation under review, for example, double
banked to a vessel moored alongside, side by side at anchor or side by side with both ships
underway.
The risk assessment should take into account the risk reduction measures that are in place,
their effectiveness and other factors that could change the probability/frequency of a risk event
or its impact. Where administrative or procedural controls alone form the basis for risk reduction
plans, these procedures should be thoroughly evaluated.
On completion of the exercise, it is to be expected that significant risks will have been identified
and an appropriate risk management strategy developed, with the inclusion of additional mitigation
measures, as necessary, to ensure that all identified risks are reduced to an acceptable level.
Risk assessments are an important part of the pre-STS planning process and, as a minimum,
should consider the following:
• Ship compatibility including mooring arrangements (see STS Guide Chapter 6,)
• Suitability of the location for the particular operation (see STS Guide Chapter 2, 2.3)
• Training, experience and qualification of personnel (see STS Guide Chapter 1, 1.5, 1.6, 1.7)
• Suitable preparation of ships for the proposed operations and sufficient control during
operations (see STS Guide Chapter 5, 1, 1.5)
• Adequacy of navigational processes (see STS Guide Chapter 6)
• Adequate number of personnel assigned to control and perform the transfer operation (see
STS Guide Chapter 1, 1.5, 1.6, 1.7)
• Adequacy of communications between ships and/or responsible persons (see STS Guide
Chapter 4)
• Implications of differences in freeboard or the listing of ships when transferring cargo
equipment including fenders and transfer hoses (see STS Guide Chapter 2, 2.2, 10)
• Anticipated environmental conditions (see STS Guide Chapter 2, 2.4)
• Emergency planning and procedures (see STS Guide Chapter 11).
• Further guidance on risk assessment processes in given in Appendix H.

STS manual
H.1 EXAMPLES OF HIGH LEVEL RISKS

High Level Risk Description
Low Energy Collision Inadequate control during berthing/unberthing

and side- by-side operations leads to hull to hull
contact/collision leading to physical damage to
one or both ships.
Mooring Operations Inadequate control during mooring, unmooring
and side- by-side operations leads to personal
injury or fatality (striking injury).
High Energy Collision Inadequate navigational control by ships
involved in STS or third party passing vessel
causes a high energy collision during docking,
undocking or transfer operations resulting in
significant equipment damage, fatalities and
loss of containment.
Loss of Containment Inadequate control, hardware failure, overflow
or overpressure during transfer leads to an
uncontrolled event which results in a loss of
containment and cargo release.
Loss of Containment - Vapour Inadequate control during transfer leads to an
uncontrolled event which results in a loss of
containment and vapour release leading to
ignition back to source resulting in
fatalities/injury/hardware/steelwork damage.
Loss of Containment - Vapour in Inadequate control during transfer leads to an
Confined Space uncontrolled event which results in a loss of
containment leading to vapour collection in a
confined space, leading to ignition with
explosion, causing fatalities/injury, fender and
hull damage.
Personnel Transfer Failure or improper use of equipment used in
personnel transfer leads to loss of control
during transfer resulting in fatality or injury.
Damage to Cargo Tanks Cargo sloshing due to ship motions in the
prevailing swell conditions results in damage to
cargo tank structure resulting in ship being unfit
to trade. Damage is only recognised during dry
dock inspection - incremental cost of repair.

STS manual
H.2 EXAMPLES OF CAUSAL FACTORS
The following are examples of causal factors that could contribute to high level risks:
Steering/propulsion failure Excessive currents Inadequate equipment

inspection, testing and
maintenance
Fender defect Excessive wind Equipment not fit for
purpose
Inadequate fendering Excessive waves Equipment unapproved /
not fit for purpose,
Mismatched manoeuvring Poor visibility Mooring equipment failure
characteristics
Pilotage error Inadequate site selection Damaged moorings due to

chafing and cyclic loading
Insufficient Inadequate weather Inadequate compatibility
manoeuvring room forecasting study - personnel landing
area.
Inadequate watch Inadequate tug/support Defective personnel
keeping vessel transfer equipment
Inadequate Inadequate operational Inadequate transfer
communication planning and control equipment (type
approval/fit for purpose)
Inadequate training Inadequate planning for Level measurement
emergency breakaway. and overfill protection
systems inadequate
for open water
operation
Inadequate Inadequate information on Transfer rate too high
procedures vessel motion limits for all
filling levels
Inadequate Large roll angles Defective overfill
experience protection
Fatigue Different roll periods Inadequate contingency
planning
Inadequate compatibility Inadequate incident
study – bridge wing management
separation and parallel
body lengths.
Tug/Support vessel failure
Passing ship effect

STS manual
H.3 EXAMPLES OF RISK MITIGATION MEASURES
STS Superintendent - adequate ship Experienced STS Superintendent available on

handling skills manoeuvring ship and responsible for
operational liaison and assisting with mooring/
unmooring manoeuvres.
Knowledge of ship handling Ship handling characteristics reflected in
characteristics manoeuvring plan.
Bridge team experience and High standard of bridge team management
competency established through experience and specific
STS training.
Operating procedures Clear and detailed operating procedures
established for all phases of the STS operation
including ramp up/rate down procedures and
maximum loading rates. Procedures define
communication requirements, responsible
parties and accountabilities for each phase of
the operation. For open water STS the
operating procedures will address visibility, the
monitoring of third party traffic and detail the
actions to be taken if third party traffic is
predicted to enter CPA limits. Crews are trained
and familiar with operating procedures.
Contingency planning Detailed contingency plans are established for
STS specific emergencies. Plans address
control, responsibility and actions required on
both ships. Crews trained and drilled in
emergency procedures.
STS equipment fit for purpose All equipment used in the STS is fit for purpose
and meets appropriate international standards
and conforms to accepted industry guidelines.
Pre and post-operational Detailed Check Lists, as per accepted industry
checks guidance completed for all phases of the
transfer operation
Life cycle equipment Life cycle equipment replacement policy
replacement policy established on the basis of operational
experience and testing to ensure that
equipment is retired on basis of hours/cycling
ahead of potential failure .
Overfill alarms/filling valve Overfill and tank protection alarms and shut
shut down down systems are fully operational at all times
and maximum fill levels are adjusted to ensure
that these systems operate effectively in open
water where appropriate.
Personnel resource and Adequate competent and experienced
capability personnel are available on both ships to ensure
effective operational control and acceptable
hours of work.

STS manual
STS metocean operating Clear operating limits defined in the Operating

boundaries Procedures for all stages of the operation. The
operating limits consider:
i) Restrictions due to poor
visibility/nightime operations
ii) manoeuvring capability
iii) the operating limits of mooring and
fendering systems
iv) where applicable, motion studies to
define maximum metocean
conditions for an acceptable
sloshing risk when cargo transfer
operations are undertaken in open
water

STS manual
4 USE OF CHECK-LISTS
Check-Lists provide an important risk management tool aimed at ensuring that operations
are conducted in a safe manner.
Check-Lists 1 to 5, presented in chronological order for STS transfer operations undertaken ‘at sea’
are included in Star IPS under Documents\Other documents\Forms\Cargo Handling. The Check-
Lists are intended to assist organizers and Masters to adhere to relevant safety procedures. The
Check-Lists should be used not only at the time of transfer, but also when organizers are planning an
operation (Check-List 1). Adherence to Check-List procedures will ensure that important aspects of
an operation are properly addressed.
Check-Lists are essential reminders of the principal safety factors to be considered. They should
be supplemented by continuous vigilance throughout the whole operation.
Before mooring operations commence, each ship should confirm with the other that all items on
Check-Lists 2 and 3 have been checked and found to be correct.
Check-Lists 1 to 5 have been developed to address factors that are relevant to the STS operation
and the questions are supplementary to those contained in standard pre-transfer Check-Lists, such
as the ISGOTT Ship/Shore Safety Check-List. It is therefore important that the ISGOTT Check-List,
or equivalent, is completed prior to the commencement of cargo transfer.
5 CHECKLIST APPENDIX
All checklists required for STS are:
• Contingency Plan STS;
• SHIP - SHIP AGREEMENT; and
• Checklist 1 to 5
Risk assessments required for STS are:

• Risk Assessment – STS;
• Standard Risk Assessment - STS operation - 2012A; and
• Standard Risk Assessment - STS operation Area - 2012A
Reference: All checklists are in Star IPS under Documents/Other documents/Forms/Cargo handling:
Risk assessments can be found under the risk assessment tab.

STS manual
Appointment of the STS agent and POAC.

* The STS agent and/or Poac will be appointed by Anthony Veder or by the Charterer.

STS manual

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Anthony Veder Rederijzaken B.V.

SAFETY MANAGEMENT SYSTEM

This is a controlled document

 2013 Anthony Veder Rederijzaken B.V.

Issued by Anthony Veder Rederijzaken B.V.

This document is issued to the master of All vessels

Issued on 31st May, 2013

Notice of terms of use

- copy the document or part thereof in any form

- make the document available to third parties

- to insert hand-written updates or notes

without the written permission of the Quality Manager.

Nothing in this document, or in any regulation or operating procedure issued by Anthony

TERMS USED IN THE MANUALS OF ANTHONY VEDER REDERIJZAKEN B.V.

The Company Anthony Veder Rederijzaken B.V.

Hazard identification The process of identifying all situations or hazards that

Risk Management The total process if identification, analysis, assessment,

Master’s Review Periodic review by the vessel Master to evaluate the

Management Review Senior management reviewing the Company performance with

Infrastructure Is the entire system of facilities, equipment including IT that

ABBREVIATIONS USED IN THE COMPANY MANAGEMENT SYSTEM

ABS American Bureau of Shipping

SIRE Ship Inspection Report Program (OCIMF)

MAIN QUALITY MANUAL

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Reference: Chapter No. 1.4, “Company Policies” in this Manual

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01.1.3 Strategic Objectives

• A high customer satisfaction regarding the service, which means

Throughout the Company, quality shall always prevail over quantity.

01.1.4 Operational objectives and targets

01.1.5 Company code of ethics

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01.3 COMPANY, PROCESSES

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01.3.2 Sea transportation of liquefied gases, process

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01.3.2.1 Sea transport of liquefied gases, process overview

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01.3.2.2 Sea transportation of liquefied gases, commercial procedures

01.3.3 Ship management, process

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01.3.3.1 Ship management, process overview

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01.3.3.2 Ship management, process details

01.3.3.3 Ship management, procedures

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01.3.4 Company, processes, design and development

01.3.4.1 Design and development, new processes

01.3.4.2 Design and development, new business

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1.3.4.2.1 Business Development (BD) Department

Chartering Operations SHEQ Technical Crewing

New building Finance

Figure 1: Position of BD within the AV organisation

1.3.4.2.3 Project Development Initiation

1.3.4.2.4 Project Development Methodology

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Figure 2: Project Management Structure

• Dedicated Business Developer who is the project leader;

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Basic Design Basis