SHIPBOARD MANAGEMENT MANUAL PART II II.pdf · SHIPBOARD MANAGEMENT MANUAL PART II . EDITION NO.2 . 31 - 03 - 1998 . WALLEM SHIPMANAGEMENT NORWAY AS . ... 1 SECTION 11 - WALLEM MARPOL

F`

SHIPBOARD

MANAGEMENT MANUAL PART II E D I T I O N N O . 2

3 1 - 0 3 - 1 9 9 8

W A L L E M S H I P M A N A G E M E N T N O R W A Y A S

H O N G K O N G

SHIPBOARD MANAGEMENT MANUAL

(PART II)

WALLEM SHIPMANAGEMENT LTD

SHIPBOARD MANAGEMENT MANUAL

PART I I EDITION NO.3

31 January 2006

W A L L E M S H I P M A N A G E M E N T LT D H O N G K O N G


SHIPBOARD MANAGEMENT

MANUAL – PART II

CONTENTS

Page - 1 -

Prepared by Issue Date Checked by 3rd Edition Rev.No. / Date Approved by

: MSQR : 31.3.98 : Director (Marine) : 31.1.06 : Dec 2016 : Directors

CONTENTS Section page no.

SIGNATURE CARD .......................................................................................................................................... 1 REVISION SHEET ............................................................................................................................................ 1 MANAGEMENT REVIEW ................................................................................................................................. 1 SECTION 1 COMMUNICATIONS ........................................................................................................... 1

1.1 PURPOSE/APPLICATION .................................................................................................. 1 1.2 RESPONSIBILITY ............................................................................................................... 1 1.3 RADIO WATCHKEEPING ................................................................................................... 1 1.4 COMMUNICATION GUIDELINES ....................................................................................... 2 1.5 COMMUNICATION PROTOCOL ........................................................................................ 4 1.6 SYSTEM REPORTS ............................................................................................................ 5 1.7 OTHER REPORTS .............................................................................................................. 6 1.8 MONTH END REPORTS ..................................................................................................... 7 1.9 OTHER REPORTING .......................................................................................................... 8 1.10 TELEPHONE REPORTING ................................................................................................. 8 1.11 SMMS QUERY .................................................................................................................... 8 1.12 MESSAGE ROUTEING FOR VESSELS ATTENDED BY WSM UK OR USA

OFFICES OR WALLEM GERMANY ................................................................................... 9 1.13 EMAIL BEST PRACTICE .................................................................................................. 10 1.14 MESSAGING TO OWNERS / CHARTERERS .................................................................. 12 1.15 MESSAGING TO AGENTS ............................................................................................... 12 1.16 COMMUNICATION GUIDANCE FOR VESSEL CALLING U.S. PORTS .......................... 12 1.17 REPORTING FOR OTHER COUNTRIES ......................................................................... 14

SECTION 2 SETUP OF WALLEM “SMS” ON NEW BUILDINGS OR TAKEOVER OF RUNNING VESSELS. ............................................................................................................................ 1

2.1 OBSERVERS ON NEW BUILDING OR TAKEOVER INTO MANAGEMENT ..................... 1 2.2 OFFICE PREPARATION FOR NEW TAKEOVER .............................................................. 1 2.3 INTERIM AUDITS ON TAKEOVER ..................................................................................... 1 2.4 SETTING UP THE SMS SYSTEM ...................................................................................... 2 2.5 BLANK ................................................................................................................................. 8 2.6 BLANK ................................................................................................................................. 9 2.7 HANDING OVER INSTRUCTIONS ................................................................................... 10

SECTION 3 CRITICAL EQUIPMENT AND SYSTEMS ........................................................................... 1 CRITICAL EQUIPMENT ........................................................................................................................ 2 RISK ASSESSMENT ............................................................................................................................. 5 CRITICAL OPERATIONS AND CONDITIONS ..................................................................................... 5 BRIDGE PROCEDURES ....................................................................................................................... 6 DECK & CARGO PROCEDURES (GENERAL ) ................................................................................. 10 DECK & CARGO PROCEDURES – BULK CARRIERS ..................................................................... 13 DECK & CARGO PROCEDURES – TANKERS (OIL, CHEMICAL AND GAS) .................................. 14

(!)

(!)

(!)

(!) (!) (!) (!)

(!)

(!)

(!)



MANUAL – PART II

CONTENTS

Page - 2 -



DECK & CARGO PROCEDURES – TANKERS (OIL ONLY) ............................................................. 17 DECK & CARGO PROCEDURES – TANKERS (CHEMICAL TANKERS ONLY) .............................. 18 DECK & CARGO PROCEDURES – TANKERS (GAS TANKERS ONLY) ......................................... 18 DECK & CARGO PROCEDURES – PCC / PCTC / RO-RO ............................................................... 18 DECK & CARGO PROCEDURES – REEFER VESSELS .................................................................. 20 DECK & CARGO PROCEDURES – CONTAINER VESSELS ............................................................ 21 ENGINE ROOM PROCEDURES ........................................................................................................ 22

SECTION 4 ANNUAL SAFETY INSPECTIONS ...................................................................................... 1

4.1 GENERAL ............................................................................................................................ 1 4.2 OFFICERS’ LICENCES ....................................................................................................... 2 4.3 THE BRIDGE LOG BOOK (DECK LOG) ............................................................................. 2 4.4 OFFICIAL LOG BOOK ......................................................................................................... 3 4.5 PORT STATE CONTROL .................................................................................................... 4 4.6 VARIOUS SURVEYS .......................................................................................................... 6 4.7 RENEWAL OF SHIP'S CERTIFICATES ............................................................................. 7 4.8 MACHINERY SURVEYS BY CHIEF ENGINEERS ............................................................. 8 4.9 REPORTING PSC DEFICIENCIES TO FLAG STATE ..................................................... 10

SECTION 5 BUNKERS AND LUBRICATING OILS ................................................................................ 1

5.1 BUNKERS ............................................................................................................................ 1 5.2 LUBRICATING OILS ........................................................................................................... 1 5.3 SAMPLE OIL RECEIVIG PLAN ........................................................................................... 3

SECTION 6 SECURITY ON SHIPS ........................................................................................................ 1

6.1 GENERAL ............................................................................................................................ 1 6.2 SHORE LEAVE.................................................................................................................... 1 6.3 SHIP’S CASH & SAFE ........................................................................................................ 1 6.4 PIRACY ................................................................................................................................ 1 6.5 STEVEDORE PILFERAGE ................................................................................................. 2 6.6 WALLEM INITIATIVE WITH CUSTOMS OF VARIOUS COUNTRIES ............................... 2 6.7 KEY LOCKER / REGISTER ................................................................................................ 2 6.8 SMUGGLING CONTRABAND ............................................................................................. 2 SEA CARRIER SECURITY MANUAL ................................................................................................ 1

SECTION 7 STOWAWAYS ...................................................................................................................... 1 1. GENERAL ............................................................................................................................ 1 GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE

SUCCESSFUL RESOLUTION OF STOWAWAY CASES .................................................. 1 ANNEX ............................................................................................................................................. 4 APPENDIX ............................................................................................................................................. 8 STOWAWAY DETAILS ......................................................................................................................... 8 OTHER DETAILS .................................................................................................................................. 9

(!)

(!)

(!)

(!)



MANUAL – PART II

CONTENTS

Page - 3 -



SECTION 8 INSURANCE - GENERAL ................................................................................................ 1 REPORTING PROCEDURE GUIDELINES FOR DEVIATION, CREW CLAIM, FIXED &

FLOATING OBJECTS, INSTITUTE WARRANTIES & WAR RISK TRADING .................... 2 ACCIDENTS AND INSURANCE ........................................................................................................... 3 HULL & MACHINERY COVER .............................................................................................................. 4 PROTECTION AND INDEMNITY (P & I) ASSOCIATIONS OR ‘CLUBS’ ............................................. 6 INSURANCE GUIDANCE NOTES FOR HULL AND MACHINERY DAMAGE CLAIMS ....................... 8 HOW THE SYSTEM WORKS ............................................................................................................... 9 ROLE OF UNDERWRITERS’ SURVEYOR .......................................................................................... 9 ROLE OF SHIP’S OFFICERS ............................................................................................................. 11 PREPARATION OF DOCUMENTS ..................................................................................................... 11 NOTING PROTEST ............................................................................................................................. 12 REPORTS / STATEMENTS ................................................................................................................ 13 CHECKLIST OF DOCUMENTS REQUIRED FROM THE MASTER / CHIEF ENGINEER ................ 16 LIQUID CARGO CLAIMS .................................................................................................................... 17 CARGO INSPECTORS SURVEYORS ............................................................................................... 17 HIGH “ROB” CLAIMS .......................................................................................................................... 19

SECTION 9 SHIP INTERNAL AUDIT ...................................................................................................... 1 SECTION 10 AUDIT CHECKLIST ............................................................................................................. 1 SECTION 11 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ....................................................... 1

1.0 ADDITIONAL WSM REQUIREMENTS FOR MARPOL I ................................................... 1 1.0 ADDITIONAL WSM REQUIREMENTS FOR MARPOL I .................................................... 2 2.0 WALLEM ADDITIONAL REQUIREMENT FOR GARBAGE MANAGEMENT ................... 3 INTERNAL AUDIT SUMMARY REPORT .............................................................................................. 1 NON-CONFORMITY NOTE (NC) / OBSERVATION(OBS) REPORT .................................................. 2

SECTION 12 MANAGEMENT OF CHANGE ........................................................................................... 1 12.1 INTRODUCTION : ............................................................................................................... 1 12.2 WHY MANAGE CHANGE? ................................................................................................. 1 12.3 ITEMS AFFECTED BY CHANGES ..................................................................................... 1 12.4 CHANGES NOT SUBJECTED TO MOC ............................................................................ 2 12.5 RECOGNITION OF CHANGE: ............................................................................................ 2 12.6 TERMINOLOGY .................................................................................................................. 3 12.7 MOC PROCESS: AN OVERVIEW OF THE MOC PROCESS IS DEPICTED IN

THE FLOWCHART .............................................................................................................. 4 THE MOC PROCESS HAS THE FOLLOWING 5 DISTINCT STEPS, AS FOLLOWS: ........................ 5 12.8 SPECIAL CIRCUMSTANCES: TEMPORARY AND EMERGENCY CHANGES ............... 7 12.9 ROLES AND RESPONSIBILITIES ...................................................................................... 8 12.10 MOC FORM AND MOC LOG .............................................................................................. 8 12.11 HANDLING OF MOC ( HIGH LEVEL) FOR FLEET WIDE IMPLEMENTATION ................ 9 12.12 RECORD KEEPING ............................................................................................................ 9

(!)

(!)



MANUAL – PART II

CONTENTS

Page - 4 -



APPENDIX 1 OF SBM II ................................................................................................................................... 1

RISK ASSESSMENT (RA) AND RISK MANAGEMENT (RM) .............................................................. 1 NAVIGATION FOR ALL SHIPS : ........................................................................................................... 1 DETAILED RISK ASSESSMENT .......................................................................................................... 1 (DECK & CARGO) ................................................................................................................................. 1 DECK AND CARGO - FOR ALL SHIPS: ............................................................................................... 1 DECK AND CARGO - FOR ALL BULK CARRIERS: ............................................................................ 1 DECK AND CARGO - FOR ALL TANKERS: ......................................................................................... 1 DECK AND CARGO - FOR GAS TANKERS: ....................................................................................... 2 DECK AND CARGO - FOR CHEMICAL TANKERS: ............................................................................ 2 DECK AND CARGO - FOR PETROLEUM TANKERS: ........................................................................ 2 DECK AND CARGO - FOR PCC: ......................................................................................................... 2 DECK AND CARGO - FOR REEFER: .................................................................................................. 2 DECK AND CARGO - FOR CONTAINER: ............................................................................................ 2 DETAILED RISK ASSESSMENT .......................................................................................................... 1 (ENGINE) ............................................................................................................................................. 1 ENGINE FOR ALL SHIPS: .................................................................................................................... 1 ENGINE FOR TANKERS: ..................................................................................................................... 1 APPENDIX 2 OF SBM II ........................................................................................................................ 1 BRIDGE PROCEDURES ....................................................................................................................... 2 DECK & CARGO PROCEDURES (GENERAL ) ................................................................................... 4 DECK & CARGO PROCEDURES – BULK CARRIERS ..................................................................... 12 DECK & CARGO PROCEDURES – TANKERS (OIL, CHEMICAL AND GAS) .................................. 14 DECK & CARGO PROCEDURES – PCC / PCTC / RO-RO ............................................................... 18 DECK & CARGO PROCEDURES – REEFER VESSELS .................................................................. 19 DECK & CARGO PROCEDURES – CONTAINER VESSELS ............................................................ 20 ENGINE - GENERAL ........................................................................................................................... 21



MANUAL – PART II

SIGNATURE CARD

Page - 1 -

Prepared by Issue Date Revised by 3rd Edition Rev.No. / Date Approved by

: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : May 2014 : Managing Director

SIGNATURE CARD (Master's Copy Only) All Officers joining the ship must indicate that they have read and understood the contents of this manual by signing below.

DATE

NAME & RANK

SIGNATURE

DATE

NAME & RANK

SIGNATURE



MANUAL – PART II

SIGNATURE CARD

Page - 2 -



SIGNATURE CARD

(Master's Copy Only) All Officers joining the ship must indicate that they have read and understood the contents of this manual by signing below.

DATE

NAME & RANK

SIGNATURE

DATE

NAME & RANK

SIGNATURE



MANUAL – PART II

REVISION SHEET

Page - 1 -



REVISION SHEET When it becomes necessary to revise contents of this manual, the issue of a new page(s) in the relevant section will be made. Amendments will be highlighted by (!) alongside the change in the left border. These revised pages will bear a revision number and date must be entered on this Revision Sheet and initialled by the Master/Chief Engineer after insertion into the controlled copy held by them.

REVISED PAGES(S) MASTER/ CHIEF ENGINEER

REVISED PAGES(S)

MASTER/ CHIEF ENGINEER

NO. DATE INITIALS NO. DATE INITIALS

Complete SBM Parts I&II Revised and Edition No.3 Is the successor.

January 2006

Contents: All page Section 3: Pg. 6-26 Section 9: Pg. 1-4 Section 10: Pg. 4-9 Section 11: Pg. 2 & NC/OBS Form New Insertion: Appendix 1 & 2

Jun 2010

Section 10 Audit Checklist

July 2006

Complete SBM Part II Section 1,2 and 6 completely revised. MOU Between BIMCO and Netherland Customs added to Section 6. Revisions in Other Section as follows: Section 3: Pg. 7,8,9,15 Section 4: Pg. 1-9 Section 5: Pg. 5, 9 Section 7: Pg. 1 Section 8: Pg. 1 Section 9 : Pg. 8, 9 Section 10 : Pg. 1,3,6

Aug 2006

Changed wording from “SBM III” or “General Letters” to “ship type specific operation” or “SMS Documentation DVD” as applicable.

Jan 2011

Contents : Pg. 1-5, 8, 9 Section 3 : Pg. 1-5

Mar 2011

Contents : Pg. 1-5, 8, 9 Section 1 : Pg. 5, 6, 12 Section 2 : Pg. 1-3, 5-6 Section 3 : Pg. 2 Section 4 : Pg. 1, 5-6, 11 Section 5 : Pg. 3, 5-7 Section 6 : Pg. 1 Section 9 : All Section 10 : All NC Note : 1 page Appendix : Pg 1-2

Jan 2012

Section 10 (all pages) Jan 2007 Table of Contents Revision Sheet Management Review Section 1: Pg. 5,7, 12,13,14 Section 2 : All Section 3 : Pg. 3,4,5,8,10,11,13, 15 Section 4: Pg. 1,2,3,4,5,6 Section 5: Pg. 2,3,5,6,7 Section 6: All Section 8: Pg. 2,3,14,19 Section 9: Pg. 1-9

June 2007

Contents : Pg. 1-5, 8 Section III : Pg. 25, 26 Section 9 : All Appendix 1: All

Jul 2012

Contents : Pg. 1-5, 8, 9 Section 1 : Pg. 7, 13 Section 2 : Pg. 6 Section 5 : Pg. 2-6 Section 10 : All Section 11: Pg. 3 NC/OBS Report Form Appendix 1 : RA Form Revised RA Form see Form Index marked (!)

Mar 2013

Section 10 (all pages)

July 2008

Complete: Section 9: Pg. 1-4 Section 10: Pg. 1-9 Section 11: Pg. 1-3

Feb 2009

Contents : Pg. 6,7 Section 1 : Pg. Section 2 : All Section 4 : Pg. 9 New insertion: 4.9 1,3,5,7,12,13

Sept. 2009

Contents : Pg. 1-5 & 8 Section 9 : Pg. 1 Section 10 : All Section 11 : All

May 2013

Contents: Pg.1-3, 6,7 Section 1: Pg. 1,3,5,7,12,13 Section 2: All Section 3: Pg. 5 & 7-15 Section 4: Pg. 1,4,6 Section 5: Pg. 1,3,7 Section 6: Pg. 1,2 Section 7: Pg. 1

Jan 2010 Contents : Pg. 1-5 & 8 Section 3 : Pg. 1 Section 5 : Pg. 5 Appendix 1 : All

Oct 2013

Contents : Pg. 1-5, 8 & 9 Section 3 : Pg. 2, 3 & 6 Section 6 : Pg. 2 Appendix 1 : All

Dec 2013



MANUAL – PART II

REVISION SHEET

Page - 2 -



REVISED PAGES(S) MASTER/ CHIEF ENGINEER

REVISED PAGES(S)

MASTER/ CHIEF ENGINEER

NO. DATE INITIALS NO. DATE INITIALS

Contents : All Revision Sheet : All Management Review: All Signature Card : All Section 5 : Pg. 6 Section 9 : All Section 10 : All Section 11 : Pg. 3 Section 12 : All (New Insertion) Appendix 1: (All Sample RA Forms & new RA Forms)

Jan 2014

&

May 2014

Section 2 : Pg. 2-10 Section 3 : Pg. 2-27 Section 4: Pg. 5 Section 5: Pg. 3 Section 6 : Pg 1 Section 9: Pg.1, 3 & 4 Section 10 : Pg. 1

Dec 2016

Contents : All Revision Sheet : All Management Review: All Section 2 : Pg. 2 & 6 Section 5 : All Contents : Page 1,2,4 Revision Sheet : Page 2 Management Review: All Section 2 : 10 Appendix I : RA D&C (Index: Page 1)

Dec 2014

Jun 2015

Contents : All Revision Sheet : Pg.2 Management review: All Section 3 : Pg. 1

Oct 2015

Revision Sheet : Pg 2 Appendix I : RA D&C (Index: Page 1) Tanker 2 RA Form added only

Jan 2016

Contents : All Revision Sheet : Pg.2 Management review: All Section 1 : Pg. 2,3,5,6,7 & 9 Section 2 : Pg. 1, 7 , 10 & 11 Section 6 : Pg. 1 Section 8 : Pg. 2 Section 9 : Pg. 4 Section 10 : Pg. 3, 7-11 Section 11 : Pg. 1 & NC/OBS Report Section 12 : Pg.3 Appendix 1 : Index-RA Forms

Jun 2016

Contents : All Revision Sheet : Pg.2 Management review: All Section 12 : All

Sept 2016

Contents : All Revision Sheet : Pg.2 Management review: All Section 1 : Pg. 1, 5

Dec 2016



MANUAL – PART II

MANAGEMENT REVIEW

Page - 1 -



MANAGEMENT REVIEW

SECTION REVIEWED DATE REMARKS INITIALS

ALL

3/98 (2nd Edition)

New Edition to incorporate new SEP rules and items from Masters Reviews and Findings from External Audits

DSH, IAC,GSM, AM, RKM KZ, GS

ALL 2/99 Reviewed, with no changes found necessary DSH



ALL 3/02 Full manual to be revised before compliance audit with ISO 9001:2000. Initial revision to indicate changes to Internal Audit Procedures, Checklists and Forms.

DSH NK

ALL 3/03 Full manual revised. Compliance with ISO 9001:2000 verified

DSH NK

All 3/04 Reviewed, to include ISPS Code elements in sections 1 & 6

DSH NK

All 01/06 (3rd Edition)

All sections page headers amended to job titles only, not individuals name. Amendments : SIRIS incident report system replaced

SIRIS system. AMOS-D was replaced by SMMS

Recent Revision & Amendments highlighted (!) New insertion highlighted (!!)

DSH CPS

All 08/06 Reviewed and changes as required DSH CPS

All 06/07 Reviewed and changes as required DSH CPS

All 02/09 Reviewed and changes as required DSH SR

All 01/10 Reviewed and changes as required DSH

SR

All 06/10 Changes in ISM code detailed as in Resolution MSC.273(85) included

DSH SR

All 01/11 Changed wording from “SBM III” or “General Letters” to “ship type specific operation” or “SMS Documentation DVD” as applicable. DSH

All 03/11 Reviewed and changes as required DSH

All 01/12 Reviewed and changes as required DSH/SR

All 03,05,10&12 /13 Reviewed and changes as required VMS/SR/

JCTY/PNS

All 01, 05 & 12/14 Reviewed and changes as required VMS / SR /

PNS / JCTY All 06 & 10/15 Reviewed and changes as required VMS / SR /

PNS / JCTY

All 06, 09 &12 2016 Reviewed and changes as required SR

This is a quality review of the system and/or procedures on a yearly basis, to consider the need for system improvement. When these reviews are done, comments from the Masters’

review will also be taken into Account.

(!)



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 1 -



SECTION 1 COMMUNICATIONS

FOR THE CONTEXT OF THIS MANUAL, REPORTING/CONTACTING ‘WALLEM’ REFERS TO THE RESPECTIVE ‘FLEETCELL ‘. 1.1 Purpose/Application The purpose of this section is to describe procedures laid down by the Company with

regard to various Reports to be sent from the vessel to Wallem office. This covers a broad range of Reports as well as reporting of accidents/incidents/technical problems, surveys/inspections etc.

These procedures do not include reporting requirements of Owners and Charterers, which

should be followed as advised by them. 1.2 Responsibility Vessel's Master is responsible for having the reports prepared and transmitted by tlx/fax

or by e-mail.

1.3 Radio Watchkeeping All ships shall, while at sea, maintain a continuous watch: -

1. On VHF DSC channel 70, if the ship, in accordance with the requirements of Regulation 7.1.2 is fitted with a VHF radio installation 2 On the distress and safety DSC frequency 2,187.5 kHz, if the ship, in

accordance with the requirements of regulation 9.1.2 or 10.1.3, is fitted with an MF radio installation;

3 On the distress and safety DSC frequency 2,187.5 kHz and 8,414.5 Khz and also on at least one of the distress and safety DSC frequencies 4,207.5 kHz, 6,312 kHz, 12,577 kHz or 16,804.5 kHz, appropriate to the time of day and the geographical position of the ship, if the ship, in accordance with the requirements of regulation 10.2.2 or 11.1, is fitted with an MF/HF radio installation. This watch may be kept by means of a scanning receiver.

4. For satellite shore-to-ship distress alerts, if the ship, in accordance with the

requirements of regulation 10.1.1, is fitted with an INMARSAT ship earth station.

5. Every ship, while at sea, shall maintain a radio watch for broadcasts of maritime safety information on the appropriate frequency or frequencies on which such information is broadcast for the area in which the ship is navigating.

6. Every ship while at sea shall maintain, when practicable, a continuous listening

watch on VHF channel 16. This watch shall be kept at the position from which the ship is normally navigated.

7. Every Ship in port to keep On and monitor EGC and Navtex for safety and

weather broadcasts. Vessel will also check facsimiles for weather synopsis and forecasts.

(!!)



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 2 -


: MSQR : 31.3.98 : Director (Marine) : 31.1.06 : Jun 2016 : Directors

1.4 Communication Guidelines

The mode of messaging is always selected by the Originator of the message having due regard to the content and the importance of the message. E-Mail is the preferred mode of messaging. Large amount of data can be transferred economically with Email. All messages to be addressed to WSM Hong Kong or Regional Office, as applicable. Messages, which require immediate attention, should be suffixed URGENT. Any urgent matters with respect to safety, pollution, technical or crewing arising about which WALLEM should be advised, are to be reported by phone. All messages should be signed with the Master's family name. Following are the different modes of communication from the vessel to the shore.

E-Mail

Email is installed aboard all managed vessels. Vessels are required to dial into the Hong Kong Hub “at least two to three times everyday”. No Exceptions

Following are for guidance only:

1. All routine traffic from shore to ship or ship to shore is exchanged by e-mail. 2. “To” Email Field : Should be used for the person or the address to which the email is

directed. The Email should be addressed to the concerned departments email address. When sending message on Technical and Marine issues, the E-mail address of the Fleet Cell(Vessel control group) is to be used (Example: [email protected]). Email messages should not be addressed to individual Email ID of the superintendents.

3. In the case of Data Files, Please note that system data files required by WALLEM are to be sent to the Designated Email address. The file may not be readable at other addresses.

4. “CC” field on Email : Should be used for those addressed indirectly. 5. BC Field on Email : This is to be used sparingly, as main recipients are not informed

about these recipients. 6. Always ensure “subject” field has vessel’s name first and then topic. 7. It is recommended that ships reply back Email ID is noted below the Master Name at

the end of the message.

Other Information 1. E-mail Messages should only be for text messages. Use the inverted pyramid form

of writing. The most important statement should appear in the first paragraph. Follow up with supporting details. If the message is lengthy, use sub heading within the email message and refer to sub topics in the first paragraph.

2. Messages can be sent as attachments in Word or Excel or PDF or Tiff or JPEG files only when the Reports cannot be sent as plain text in the Email or if the Report is in the form of a Table or has drawing attached.



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 3 -



3. Superintendent / Office may request vessels to send Photographs and the

Photographs can then be sent as attachments. Modern scanners are capable of scanning the Picture /photographs to within 500 KB and are to be used to assist in keeping the size of attachment to the minimum.

It is recommended that all attachments are zipped prior being attached to the E-

Mail as this reduces the size of the attachment and reduces the transmission time. SMMS Export files are not to be zipped.

FACSIMILE Vs E-Mail

Facsimile to be only used if the E-Mail system is not working. TELEX

Sat C is the normal means of sending telex message if E-Mail is not working. Some

vessels may have Sat B which can also be used for sending telex messages. Fleet 77 does not provide a direct connection to the telex network.

.

E-MAIL BY TELEX For one single text message to office or any other party, the E-Mail mode of Sat C can be used. However, the subject has to be filled correctly and in the proper format in this mode of message delivery as per example below. Email in SAT C to be sent using code 67 or code 63 and in the format given below:

To+ [email protected] cc+ [email protected] Subject+ Vessel Name - Weather routing for next voyage Ships Name to be written in subject field preceding the content in the subject field.

TELEPHONE

Useful when an immediate two-way exchange is essential to a particular situation.

IMPORTANT

The mode of communicating with charterers, cargo interests, owners, commercial interests and various authorities should be as instructed by them or required by the usual dictates of the trade.

REMEMBER: The originator decides the mode of messaging



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 4 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : August 2006 : Managing Director

1.5 Communication Protocol For economising, following order of communications is to be followed: -

1. INMARSAT telephone calls to be restricted only to important matters. 2. All routine communication to be effected using e-mail and through the contracted service

providing station.

3. Fancy fax headers not to be used and each page to be numbered when sending by Fax. Drawings, Matrices, and Tables can be sent as attachments to e-mail or by Fax. Vessel is to determine the cheaper mode of delivery, which would depend on the size of the attachment. Vessel is to decide this on a case-by-case basis and then send by Fax or email accordingly

4. Ships provided with Cellular telephone & fax, should use it when in range.



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 5 -



Note: The following instructions (Sections 1.6-1.9) constitute the minimum requirement for reporting by vessels to FleetCell. Operational parameters may necessitate changes / amendments to the reporting format, which will be advised to the relevant vessel(s) by Area and/or Head Office.

1.6 System Reports

Following are various System Reports that are to be sent by E-Mail 1.6.1 Vessel Movement Report

This consists of Noon Report, Arrival Reports, Departure Reports, Agency Report, Vessel In Port Report and Awaiting Berthing Report. All the Reports mentioned are in One excel file. The data is to be fed into the Report and a VRM File Generated. The Generated file is to be sent to the designated Address VRMDATA. Instructions for preparing the reports are provided with the software.

Agent’s details need to be sent in the standard format of the Agency report to Vessel Movement mail box. This must be done even if a separate email with agent’s details has been sent in normal E-mail mode to the office. Agents details sent to the designated mailbox allow access to this information for all departments. This would allow for dispatch of Crew mail, stores, and spares etc in timely manner. In ADDITION, WALLEM WILL HAVE IMMEDIATE ACCESS OVER THE INTERNET TO THE VESSELS POSITION AND AGENT DETAILS IN AN EMERGENCY.

Assistance and services may be delayed where vessels are not regularly updating VMR with departure, daily, arrival and agents reports.

1.6.2 TPS (Total Procurement Solution) System Files (For Requisitions & GRA Files)

Vessels are using the RQA system for Generating Requisitions and sending the Good Received acknowledgement Files. This is to be sent to the Designated Email Address, which has been sent by ISD Department. Please Refer to RQA instruction manuals or the Help section of the RQA CD for operation instructions. 1.6.3 Fleet Portage Bill and Allotments

The FPB Software is used to maintain the accounts of the staff as well as to send the allotment details. At the end of the month, accounts are closed and Generated file is sent to Designated Email address GADATA for uploading into the office system. Please refer to FPB Instruction manual for details.

1.6.4 Radio Accounting System To be carried out as informed by Office. 1.6.5 SIRIS Reports

SIRIS Reports are to be prepared for all Accidents / Near Miss / Non Conformance. Once the Report is prepared, a SIRIS File to be generated for sending to the Designated Email Address GADATA. Please refer to the Instructions provided with the software for details. 1.6.6 SMMS / Other PMS Systems Files

Wallem's preferred PMS system is SMMS. Vessels may have other Owners Preferred systems for PMS. Update from these systems are to be sent to the office as advised on a case by case basis. 1.6.7 Inmarsat Calling Cards

The vessels have dedicated software for ordering Inmarsat calling cards as well as acknowledging the Receipt of the calling cards. The Generated files are to be sent to Designated Email address VRMDATA. Please see the instructions provided with the software for further details. Wallem is also providing private E-Mail for crew with WCC (Wallem Crew connect) software

(!)



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 6 -



1.7 Other Reports Following Important Reports are to be sent as Applicable 1.7.1 Accidents/Incident Reports 1. Major accidents & Oil Pollution or other incidents.

Please refer to WALLEM Major Casualty Contingency Manual or Vessel Response Plan (VRP-NTVRP)/Shipboard Oil Pollution Emergency Plan (SOPEP) as applicable to vessel type and port.

2. Other Incidents - Personal injury, Hull & Machinery damage or P & I matters are to be addressed to Fleet Cell for follow up by Insurance department 3. SIRIS Report to be prepared for above Cases 4. Contact vessel's Marine Superintendent in case of urgent matter in respect of cargo

matter and Technical Superintendent for urgent technical matter. 5. In case of any urgent matter about personnel, please contact Fleet Personnel. 1.7.2 Flag State /Class Certificates/Surveys/ Insurance Companies/Oil Majors/Terminal

Inspections / P & I Club / H & M Surveyor attendance

Whenever any of the above takes place, office to be advised with attending surveyors name along with his contact details, the company that he represented and the organisation on whose behalf he carried out the inspection. Please note that Port state authorities may carry out unscheduled inspections In the case of class surveys, Vessel should Report the name of certificate renewed or survey carried out. In all the above cases, the recommendations and the Planned action on the recommendations to be sent to the office. The Recommendation can be scanned and sent as attachment or faxed to the office. No unauthorised access or inspection of the vessel or its Class Records is to be allowed unless cleared by Owners or Managers.

1.7.3 Change of Command

Whenever change of Master or Chief Engineer has taken place, same to be reported, confirming hand over procedures followed with copy to owners. The Charterers (if any) also are to be duly advised of the Change of Command.



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 7 -



1.7.4 Crew Change Report on Departure Port

In addition to the departure Message in the Vessel Movement File, a message to be sent to the concerned FP departments with following Information (as Applicable)

For Joining Personnel

A) Date(s) of joining B) Name(s) of joining personnel C) Rank(s)/Rating(s) of joining personnel

Signing off Personnel

A) Date(s) of signing off B) Name(s) of Signing off Personnel C) Rank(s)/Rating(s) of signing off personnel

D) Amount of balance of wages and whether paid or not E) Amount of leave wages and for which period, and whether paid or not, (for

off signing Filipino staff only) F) Reason for off signing

1.7.5 Ship Yard Reports

Vessels to send Daily updates while at Yard with Report prepared by Superintendent / Master / Chief Engineer.

1.8 Month End Reports

Following Month End Reports are to be sent as required. The Reports given below is only a sample list and additional reports maybe required by various departments managing the ship and vessel to comply with it. It is suggested that vessels prepare a list of Month end Reports required to be sent in a tabulated column with various Email Addresses and this list to be updated as required:

(a) Month End Report as required by FP department. (b) Month End L.O Status Report to Account department. (c) Any Technical reports as required by Office. Vessel would be informed by

Superintendent / Fleet Manager. (d) Record of rest and work hours file from DNV Navigator to the Port Superintendent

** Month end Reports may vary between different fleets due to nature of requirement of Owners. Vessels are requested to follow the Format sent by the Superintendent / Fleet Manager and follow the Instructions therein. Please prepare a tabulated list as mentioned above.



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 8 -



1.9 Other Reporting

The Master is free to send other reports/information as he find necessary or relevant. For instance any change in communication capabilities or cash requirement in forthcoming port should be informed to the concerned departments.

1.10 Telephone Reporting

Important information reported on telephone should always be confirmed in writing soonest thereafter. (Superintendents' receiving important information on telephone, which is to be acted upon by others, will pass written gist to relevant executive(s)).

1.11 SMMS Query

Any query or information required on the SMMS system or the PMS system on board to be sent to [email protected]



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 9 -



1.12 Message Routeing for vessels Unless specified with written instructions to your vessel, all vessels are to route all messages to

the Fleet Cell



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 10 -



1.13 Email Best Practice

# Description Explanation

1 Do not compromise Navigational Safety to send messages

We have experienced two serious navigational accidents because Master left the wheelhouse in one case to send departure message to Charterers and in another where Master handed con to 3/0 to explain AMVER messageing to 2/O.

2 Don't assume email will be actioned immediately

Email is generally delivered in seconds, but on some occasions it can be delayed by hours. Also, regardless of when it is delivered, the recipient may not read/action it immediately depending on their own priorities. So if you need an immediate response, use the telephone, or if it is a colleague, speak to them directly.

3 Address email correctly

The correct use of "TO"; "CC" and "BC" can improve the chances of getting the desired response: • TO: should be used for the person(s) to whom the email is actually

directed – those requiring the information or those from whom you require a response.

• CC: should be used for those addressed indirectly – typically "for your information" type messages. Try to limit the usage here, as these are the messages which add the least value to the communication process and can often generate more unnecessary messages as a result.

• BC: This should be used sparingly, as the main recipients are not informed about these BC recipients and over-use can be interpreted as being underhand or unethical.

4 Address email

sparingly Distribution Lists can simplify the task of addressing emails, but if over-used result in too many people receiving messages that are actually irrelevant. Similarly, the Reply-to-All option typically generates far more messages than are actually required in most situations. Try to avoid it altogether.

5 Include a strong subject line

Think of your subject line as the headline of an important news article. Make sure the subject line is short, informative & to-the-point

6 Ask for an action Always specify what you want to happen as a result of the email – particularly if it is addressed TO: more than one person.

7 Use the inverted pyramid form of writing

Your most important statements should appear in the first paragraph. Follow up with supporting details. Especially if the message is lengthy, use sub-topic headings within your email message, and then refer to the subtopics in your first paragraph.

8 Keep sentences and paragraphs short for easy reading

An email is not a novel so get straight to the point. Be concise, including only relevant information and avoiding jargon and acronyms if they might confuse any recipients. Remember, many recipients may not have English as their first, or even second language.

9 Limit attachments Keep attachment sizes to a minimum – otherwise they can be time-consuming and/or expensive to download. Similarly, don't copy out an entire, long message just to add a line or two of text such as "I agree" or "Noted." Remember to identify the type of files attached if they are not standard MS Office documents. Remember to use the original soft-copy of a document (e.g. .DOC; .PPT; etc) if it is available rather than creating a scanned image of a print out. Also, most MS Office files like these can be "Zipped" to a much smaller size before being included as attachments.

10 Think about your writing style

As well as being concise, remember some key Do's: • Do be polite. Terseness can be misinterpreted. In particular, it is a good

rule of thumb never to reply to an email when you are angry.



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 11 -



# Description Explanation

• Do trim any quoted message down as much as possible. • Do use humour sparingly. Remember that email has no visual clues

about emotions, which can lead to problems with interpretation. and Don'ts: • Don't write ALL IN CAPITALS – it is usually interpreted as bad manners • Don't over-use punctuation ("!!"), especially if your email is quite formal. • Don't use an over-elaborate signature on your email message (Name,

Title, ) • Don't mark things as urgent if they aren't • Don't request delivery & read receipts. This will almost always annoy your

recipient before they have even read your message. 11 Use the spell check Particularly for messages to outside parties, this shows a professional attitude

and also ensures the message says exactly what you meant it to say. 12 Re-read your message

one last time before you send

Apart from a final check on spelling and grammar, reading your email through the eyes of the recipient will help you send a more effective message and avoid misunderstandings and inappropriate comments.

13 Don't print unnecessarily

One of the goals of email is to reduce the amount of paper in use. There will always be a percentage of documents that need to be held in hard-copy but wherever possible organize your personal workflow and filing to use the electronic copy rather than creating a paper copy.

14 Is a reply required? Generally, you should reply if: • You are asked a question or a response from you is solicited directly • If you feel you can/should add or correct information on the points raised

Generally you should not reply if: • You are included in the “CC:” or “BC:” and neither of the points above

apply • The original message is clearly just distributing general information

15 Reply Promptly The sender is waiting for a response so always reply promptly. In general, a response should be sent within 1 working day, but if the full reply may not be available within this timeframe, consider sending a prompt response confirming that you have received their email and indicating when you expect to reply fully. Note, since expressions such as “shortly”; “Soonest”; “ASAP”; etc are not helpful, they should be avoided. Give a genuine timescale.

16 Don't Forward unnecessarily

Delete spam, chain letters, and other unsolicited mail immediately. If you receive unsolicited warnings about viruses etc., be aware that the vast majority of these are hoaxes and do not be tempted to forward them to other people. You may, if you believe they are genuine, forward them as an attachment to [email protected] for further scrutiny.

17 Don't keep messages in your email account too long

This is especially important for messages with large attachments. If the attachment is the important content, then SAVE this to the file server and delete the email message.

mailto:[email protected]



MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 12 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : Jan 2012 : Managing Director

1.14 Messaging to Owners / Charterers The Owners or their commercial or operational department would advise their reporting procedures which are to be strictly followed. Similarly, the charterers reporting procedures are to be strictly complied with.

1.15 Messaging to Agents

The Master should advise the Agents with timely notices as per owners / charterers instructions. Owners may appoint an owners protective agent for Husbandry matters. The Husbandry requirements are to be sent to the Protective agent or the charters agent as applicable with copy to office. Owners Commercial department / Agents may require Certificates / other documents to be sent by Email. The required documents are to be scanned and then sent as attachment.

1.16 Communication Guidance for Vessel Calling U.S. Ports

The details mentioned herein are for guidance only. Office will inform of any changes that maybe promulgated from time to time. Please check with Agents for updates and changes in any of the rules.

1.16.1 ENOA/D Reports ( ENOA is also called ANOA which stands for Advance Notice of Arrival)

Initial E-NOA to be prepared using latest software (infopath) and submitted at the earliest once discharge port is confirmed and / or when vessel has sailed from Load port Confirmation email would be received stating that E-NOA has been uploaded with a confirmation ID. ENOA update is to be submitted if ETA changes by more than 6 hrs or 96hrs prior arrivals.

Important : The ship must submit eNOA/D to [email protected] ENOD is to be submitted prior vessels departure from Port. Any change in departure time by more than 6 hours or any change in the information submitted with the e-NOD, an update is to be submitted. Please refer to the detailed instructions provided with the software for correctly filling and submitting the ENOA / Updates /ENOD Reports. ENOA/D must be sent to the USCG, but may be copied to Witt|O’Briens at [email protected]” so that they keep track of vessel's movements whilst in the US. Please note the following requirement, as listed in 33 CFR 160.212, which is as follows: If your voyage time is-- You must submit an NOA-- ------------------------------------------------------------------------ (i) 96 hours or more; …......... At least 96 hours before entering the port or place of destination; or (ii) Less than 96 hours.......... Before departure but at least 24 hours before entering the port or place of destination.

If your voyage time is less than 96 hours, you must submit your NOA before departure. In addition, if your voyage is 24 hours or less, you must submit your NOA 24 hours in advance. Examples: If your voyage is 72 hours, you must submit your NOA before departure. If your voyage is 18 hours, then you must submit your NOA 24 hours before arrival.

For help in filling / Submitting eNOAD - Please refer to instructions in the latest version eNOADon CD.





MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 13 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : Mar 2013 : Managing Director

1.16.1 ENOA/D Reports (Contd..)

If the Report has not been submitted in Time, Considerable delay can be caused to the

vessel. Also, any mistakes in the details fed into the ENOA could result in delays and fines to the vessel. Hence, the ENOA and its updates are to be filled up diligently and in time.

For each port or place in the United States to be visited list the names of the receiving facility, the port or place, the city, and the state and; the name and telephone number of a 24-hour point of contact. The Agents are to be mentioned as local contacts in the ENOA/D. Without a local contact or contact that can be reached quickly, the USCG will not be able to solve minor issues prior to entry and the vessel may get delayed.

Liberian flag vessels should copy every ANOS ( Arrival NOA ) to [email protected]

CALLING MULTIPLE U.S PORT

Vessels also need to be diligent when on US to US voyages. When visiting multiple U.S. ports, a new initial ANOA is to be filed for the next US port. The initial ANOA for the first port is not to be updated. Each ANOA submitted via INFOPATH must be an individual or "initial" NOA. This is because the system is setup to require a new arrival notice for each port call. Although this may appear more cumbersome, the eNOA/D is designed to allow you to 'copy' all the non-unique data over to a new notice, requiring minimal effort to add an additional port of call to a voyage.

REMINDER

USCG informs that delays can be easily avoided if the ANOAs are submitted correctly and the Cleared to Enter list is reviewed. Please request the agent to check the “Cleared to Enter List “ensure that vessels name is in the list to avoid delays and fines.

1.16.2 ICB & APIS System

ICB (International Carrier bond) is a bond placed by charterers for cargo purposes and for crew purposes The AMS (Automated Manifest system) filing by agents on behalf of charterers is done based on this ICB. The APIS system relates to crew and passenger manifest. This also requires an ICB to be in place. T the charterers ICB can also be used for this purpose. However, in case the charterers and owners do not have agreement to use charterers ICB for APIS purposes, then owners ICB would be required and is to be used. In case of any doubt, contact Owners office with copy to WALLEM

1.16.3 Ballast water Reporting

If there is any ballast on board from load port, deep seas ballast exchange to be done. Latest Ballast water form to be filled and sent as attachment to NBIC with copy to agents. Or faxed to NBIC

The latest ballast water exchange from is available in the SMS DVD. 1.16.4 QI Reporting For tankers, if vessel has not been carrying out quarterly QI notification, QI notification to be

done no less than 72 hr prior entry to U.S.Exclusive Economic Zone. QI Notification exercise sheet in the VRP (Sec 7) is to be filled up. Retain the completed notification sheet in File




MANUAL – PART II

SECTION 1

COMMUNICATIONS

Page - 14 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : June 2007 : Managing Director

Copies are not be Faxed / E-mailed to O’BRIENS.

O’BRIENS : Master's Guide to Compliance in US Waters" , a 7 pages document is available in the SMS DVD and has very useful information for vessels trading to the US.

1.17 Reporting for Other Countries Please check with Agents for Reporting as required by various countries and Ports and carry

out Reporting as required. Please check the Ballast Exchange Manual for details on Reporting on Ballast water exchange to various authorities as required. (Ex: Canada, Australia require Deep Sea Ballast exchange & Reporting)



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 1 -



SECTION 2 SETUP OF WALLEM “SMS” ON NEW BUILDINGS OR TAKEOVER OF RUNNING VESSELS.

2.1 Observers on New Building or Takeover into Management

Normally, 2 observers will join the vessel prior to her sea trial for new building or for one voyage before takeover of an existing ship into the management. This may be waived in certain cases and the decision to not have observers would be taken by the Technical Director in consultation with Safety Department. The insurance cover for the observers would be obtained by the Insurance Department. The observers would watch all operations and familarise themselves with the vessel. However, they will not interfere or get involved with any operations. One of the observers would fill the Designated Ship Security Assessment(SSA) form and send it to the office/ superintendent. This would have the various details and is essential for preparing the SSP.

2.2 Office Preparation for New Takeover

The superintendent nominated for the takeover will co-ordinate the new building or the takeover. He will be guided by the contents of Section 18 of the Technical manual. As required, a office Superintendent will be nominated to sail on board soon after vessel takeover, as a system implementer to guide and assist Master & Ch. Engineer in setting up company SMS. He will also ensure that company Marpol compliance requirements are in effect.

2.3 Interim Audits on Takeover

The Interim audits would be arranged for the vessel from the office. The Interim audit would normally be done on the day of takeover or a day later. During the Interim ISM audits, the auditor would check the following: 1. All the Ships certificates are in order 2. All the licences of the staff are in order(Flag state/National/medical fitness certificates are

valid.) ( CRA’s are valid). 3. All the Manuals and publication required by the Companies SMS system are on board. 4. Muster list has been drawn up and crew are familiar with their emergency duties. 5. In certain cases, the auditor may require the crew to carry out a drill. 6. Copy of DOC on board 7. Time schedule for full implementation of SMS leading up to initial audit is to be available on

board. During an Interim ISPS audit, the following would be checked: 1. The SSO has the required security officer certificate 2. All the Restricted areas are marked 3. Vessel has a copy of the SSP which has been submitted to the RSO/class 4. Vessel has a letter of SSP submission from the RSO/class 5. Crew familiar with their security duties including access control and monitoring restricted

areas. 6. Master and SSO aware of location of SSAS buttons or call points. Once the Interim audits are completed, the vessel would need to set up the SMS system in due time as the initial audit would need to be carried out in 6 months time. Important Notes on CSR Upon taking over, Master’s are to confirm to Fleet Cell that all original CSR’s issued to the vessel in serial order of document number as well as form 2 and 3 for each original CSR are available on board. Send a copy of the latest CSR in order for the office to apply to the flag administration for a new CSR.



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 2 -



2.4 SETTING UP THE SMS SYSTEM

# PROCEDURES Target

date after takeover

Completion Date or N/A

1. Ballast water management File to maintain records of various forms from the manual. Training records of concerned crew to be prepared

7 day

2. Posters stating name and contact details of DPA/Deputy DPA/ CSO/Deputy CSO/ MLC representative/SSO to be posted at each deck/smoking & mess rooms.

7 day

3. Individual crewmembers Job Responsibility is to be read, understood, and posted in the crewmember cabin.

15 days

4. After initial familiarization of company SMS, all officers to sign the Master’s control copy of SBM Part I & II, Safety manual, VRP or NTVRP, SOPEP, SOLAS LSA / Fire Fighting Training Manual and Bridge procedures manual (Deck officers only).

15 day

5. All Crewmembers License, STCW and Medical Certificates to be collected and checked. Check Crew on board as per safe manning certificate. All crews pre-joining Medical forms is to be collected and checked by the Master and filed in File 7 & 8 (Master Filing System).

15 Days

6. Distribute all Manuals and publications after labeling them as per the Document Control and Distribution list in SBM Part I Section 2 page 3. Vessel will have 1 hard copy and two E-Manuals CD. One E-Manuals CD would be with Chief officer and the other with the Chief Engineer. E manuals to be installed on shared folder on networking, if applicable.

15 days

7. Prepare filing system for Master, C/E, Chief Officer, Bridge as per the Filing system in SBM Part I section 2 page 7; Files are to be prepared as per the list provided even if the files are initially empty.

15 days

8. Critical Equipment as per Section 3 of SBM II is to be filled and posted on the Bridge and ECR.

30 days

9. Following Plans/manuals to be prepared and sent for office approval: Bio fouling management Plan and record book, Marpol annex VI procedure manual, Ship Energy efficiency management plan,

30 days

BRIDGE OPERATIONS

# PROCEDURES REMARK Completion Date or N/A

1. Auto pilot selector switch to be covered if exposed. Auto to manual steering changeover procedure, auto to follow up and non follow up

3 day



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 3 -



procedures displayed.

2. Manoeuvring data of the vessel to be posted conspicuously in the wheel house .

3 day

3. Manoeuvring booklet and ship particulars to be prepared. 3 day

4. Notices to be posted on ECDIS, Radar, VDR as required by BPM/Internal audit checklist.

3 day

5. Fire and safety rounds procedure with guidance note. 3 day

6. ETA booklet to be prepared and kept on Bridge/CCR/ Fore peak store 7 day

7. Class approved STS plan to be kept on Bridge/CCR/ECR. 15 day

8. Masters self bridge audit to be completed. Marpol Compliance Checklist by Master to be filled in and sent to Office

15 day

SAFETY PROCEDURES


1. List of all enclosed spaces on board to be posted at various locations. 3 day

2. Safety Manual Permits to work for Hot work, Enclosed space entry, Permits to work for working Aloft / over side, electrical installation, work on Pipeline and pressure vessels and permit for diving operations are to be issued for respective work. Original is to be filed on board.

3 day

3. The SCABA sets and Fireman’s suits are to have a Hanging arrangement. 7 days

4. Bridge fire wallet: Fire control plan, GA + Capacity plan, A4 size emergency muster List, crew list, MCCM communication details.

7 days

5. Copies of checklist from MCCM to be used during each emergency drills and filled out for each drill. Copies to be filed. File with blank checklist to be kept on bridge for easy reference.

7 days

6. Place Fire Control plan, Cargo MSDS, Stowage plan, Port Contact details and Crew list in Fire wallet at Gangway.

7 days

7. Pollution control station is to be set up and all Pollution equipment to be located at these stations. MSDS sheets to be kept for OSD drums located in the Pollution control station.

7 days

8. Prepare the Yearly programme of emergency drill from the Safety Manual. Post copy on bridge & deck log book and follow up with drills as per the schedule drawn.

7 days

9. “No Smoking in bed” and “Read Safety Publication” stickers to be posted in each cabin.

7 days



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 4 -




10. All Fire drills are to be evaluated, Debriefing of crew done for improvements and Copies of the evaluation sheets from the Safety Manual to be filled and filed along with the drill checklists.

7 days

11. Emergency Familiarization card is to be posted in each cabin of respective crew members

7 days

12. MSDS to be posted at relevant locations (Paint and Chemical stores) for Paint, Chemicals, Foam solution, L.O., HFO/D.O. Bunker samples and cargo samples. Copy of MSDS sheets to be available on file with C/E and Chief officer.

7 days

13. Safe working practice posters and notices sent from the office are to be posted at conspicuous and relevant locations.

7 days

14. SIRIS software is to be installed, Vessel is to start reporting Accidents or Incidents or Near Miss or Non Conformity. Records are to be maintained on board.

7 days

15. Management Committee meeting are to be as per Page 1 of Section 5 of SBM I. Records are to be maintained in File 18 (Master Filing System).

15 days

16. Safety Committee meetings to be held as per Page 1 of Section 5 of SBM I. Records to be maintained in File 18 (Masters Filing System).

30 days

17. Prepare Plans and procedure for recovery of Persons from the water and send for office approval.

30 days

ENVIRONMENT AND POLLUTION PREVENTION


1. Garbage station to be set up and wheelie bins to be installed at the Garbage station along with appropriate posters. Ensure that the wheelie bins are protected from funnel soot with overhead plate or cover.

7 days

2. Garbage handling instructions are to be drawn up and signed by the cook, mess man and the Bosun. The standing instructions are to be posted in the galley.

7 days

3. Receptacles to be colour coded as per of the Garbage Management manual and Record Book.

7 days

4. The Ship specific Flow chart for Handling and Disposal of Garbage to be highlighted on commencement of the Garbage Management Manual and Record Book. Sec B of Garbage management manual with ship specific information is to be filled up.

7 days



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 5 -




5. The OWS approval certificates and operational procedures are to be posted at the equipment.

7 days

6. Chief engineer to open the overboard line of OWS and inspect the same if taking over vessel from different management. OWS piping should be as per original drawing and no unauthorized connection/magic pipes in the system. WMCP C/L to be completed and send for office records with all pictures and findings if any. The OWS discharge line flanges to be sealed with numbered seal provided and seal number to be noted in logbook.

15 days

7. Positive locking arrangement for Galley comminuter to be made. 15 day

8. All portable pipes are to be kept in a locker or locked box along with a record book. The box/locker should have two locks and the key should be with the Master and chief officer.

30 days

HEALTH PROCEDURES

# PROCEDURES REMARK Completion Date or

N/A

1. Vessel to have USCG Approved alcometer ( Lion Alcometer or similar). For Information

2. All vessels to have a emergency drug-sampling kit, which can take at least 10 samples.

For Information

3. Medical locker inventory is to be prepared and one copy is to be posted at the medical locker.

7 days

4. Prepare a Medical log book from normal A4 notebook and record each and every case of reported illness/ injury, with name, rank, illness/injury type and medicine dispensed.

7 days

5. Posters of Drug and alcohol policy of the company are to be posted at relevant locations.

7 days

6. Details of International SOS (as applicable) per SMS Documentation DVD/ General letters/Insurance general letter no. 5, is to be posted up in GMDSS communications area.

7 days

7. Individual crewmembers drug testing record is to be kept in file by Master. (Only for Tanker, chemical carriers, Gas carriers and PCC/PCTC).

15 days

8. Form D8 is to be used for any sick crew who visits doctor. The completed forms are to be sent to the company.

15 days



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 6 -



# PROCEDURES REMARK Completion Date or

N/A

9. Random testing of watch keepers to be carried out with breath analyzer as per SBM I section 13 page 1. Records are to be maintained in Drug and Alcohol logbook.

30 days

10. Transom space manhole covers nuts to be tack welded 30 days

ENGINE ROOM OPERATIONS:

# PROCEDURES REMARKS Completion Date or N/A

1. Designated work area to be demarcated in the Engine Room Workshop with curtain and Chief Engineer is to put up a notice stating the Permit duration.

3 day

2. Operational Engine Checklist available in type specific Manual - “Appendices Section” to be used as required.

For Information

3. Chief Engineer is to issue written orders for Welding and gas cutting safely and these orders are to be posted in the workshop along with precautions from Safety manual Chapter 11 page 3/14. Date completed:

7 days

4. Safety posters are to be conspicuously displayed in relevant location in the Engine room.

7 days

5. Ship specific Engine room emergency procedures to be prepared as per Ship specific Manual Appendix 4(A) engine procedures page 7.

30 day

PREPARING FOR THE INITIAL ISPS AUDIT


1. All restricted areas are to be identified as per SSP and restricted area notice to be stenciled at the entrance to each area as given in SSP.

3 day

2. Prepare the Yearly program of security drill from the SSP Manual. 7 day

3. Briefing for all personnel on their duties and relevant section of SSP.

Date completed:

7 days

4. Familiarize staff with security procedures and security equipment.

Date completed:

7 days

5. Bomb search checklist to be prepared as per format in SSP 7 days

6. Establish Key control and start Key Register as per ISPS 7 days



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 7 -




7. Security log to be started to maintain records of Security rounds and other procedures

7 days

8. Security drill is to be held within 7 days of takeover. 7 days

9. Maintenance log for Security equipment to be started and details of security equipment to be entered with maintenance procedures for the equipment.

7 day

PREPARING FOR THE INITIAL MLC AUDIT


1. DMLC part 1 &2 and CBA copy available on board. Completed in Appendix C

2. Sufficient drinking/domestic water and provision on board prior sailing out.

Completed in Appendix C

3. Master to check all OEC and CRA for flag state are in order. Completed in Appendix C

4. DNV Navigator to be installed and crew to start filling their work and rest hours.

Completed in Appendix C

5. Crew Complaint procedure and forms made available to crew by posting the same in alleyway or smoke rooms.

3 days

6. Galley to have hand wash liquid and disposable towel. 7 days

7. Annual Drinking water test records available on board else send water for analysis.

7 days

8. Accommodation certificate to be checked to be in compliance. 7 days

9. TV in smoke rooms to have de-coder to receive local channels of each country especially Australia

7 days

10. Crew given a signed copy of work and rest hours along with Wage slips.

Month end



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 8 -



2.5 BLANK



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 9 -



2.6 BLANK



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 10 -



2.7 HANDING OVER INSTRUCTIONS A standard message would be sent out to the vessel. All Wallem supplied items are to be returned to the respective vendors. Examples are Any Special Telephone systems and Gas bottles on board. However, this is subject to the mutually signed MOU between the Owners/sellers and the buyers. If there are any pending insurance claims or legal cases, Fleet Cell will advise the vessel on the copies of log book pages that would be required. Standard instructions for handling of WALLEM documents at handover: Please use your discretion and follow the instructions below after the date & time of handover has been confirmed.

AA) Re Amos Connect system, the software should be removed and returned to Mr. Daniel Cheng of ISD.

BB) Is the vessel equipped with VOD (Videotel on demand) or the traditional Videotel library consisting of safety video tapes of CDs?

In either case, please pack the equipment and land them at the next convenient port and address it to:

Videotel Marine International, 84, Newman Street, London W1T 3EU (Tel: +44 207 299 1818).

CC) IF VESSEL IS FITTED WITH CHARTCO EQUIPMENT, the ChartCo decoder which is on rental and should be returned to:

ChartCo Limited Kathleen Walsh Tel: +44 (0)20 8267 0003 Fax:+44 (0)20 8267 0004 e-mail: [email protected] ChartCo Limited Incorporated in England No: 3652059 Postal Address: New North Road, Hainault, Ilford, Essex, IG6 2UR United Kingdom. Please mark the name of the vessel clearly outside the box and mark "Items of UK origin, of no commercial value" on the box. Please request the Agents to send the box to UK by courier and send details of despatch (AWB No) to Marine Superintendent. The reason for the above instructions is that in the past, vessels have landed Videotel library and it has remained with Agents without a trace. We have had to continue paying rentals. The instructions below to be complied with only once the handover date is confirmed and just prior handover: 1. On handover , the following software is to be deleted & installation disks to be returned to ISD Requisition RQF software , FPB software , and Radio Accounting software installed - please uninstall and return the installation disks to the concerned department. 2. SMMS : Please uninstall SMMS program & software and return the original CDs & Hardware Lock

to WSM . Please take a full back up of the PMS and send to office.

(!)

(!)

(!)



MANUAL – PART II

SECTION 2

TAKEOVER GUIDELINES

Page - 11 -



3. Professional software applications such as NTC Squat, Passage Planner, etc are to be erased from PC hard drives. The same applies to OCIMF SIRE VPQ & IMT MESC CD Rom SMS documentation DVD and WSM eManual CD.

4. On handover, please return original SMC and ISSC to Marine superintendent for cancellation, and

destroy DOC copy held on board. 5. Vessel has Flag issued Minimum manning certificate and CLC 1992 naming Registered Owners -

to return to Marine superintendent along with COFRs. ( * To remain on board if owners remain the same, i.e. only management change). 6. SOPEP to remain onboard after removing the appendices which have WALLEM WSM contact

details. VRP or NTVRP (if on board) original and CD to return to Marine superintendent. (( * To remain on board if owners remain the same).

7. All Wallem posters to be removed without causing poor appearance , otherwise let them remain. 8. Destroy entire filing system except PMS, which is to be handled as per (2). When destroying files,

please use your discretion during disposal, as you would undoubtedly require that some documents remain available until actual date of handover.

9. Please refer to SBM Part 1 , Overview of Ship & Shore Documents.

Documents to be destroyed only after arrival port: Item 1 MCCM to be destroyed. Item 2 Safety Manual to be destroyed. Item 3 SBM Manuals (I & II) to be destroyed. Item 4 BPM destroy all contents except the books included with BPM, which to remain onboard. Item 5 SOPEP as per 6 above. Item 7 Tanker operations manual/ Bulk carrier manual or ship operation manual to be destroyed. Item 9 HSE manual to be destroyed Item 10 SMMS manual - please return to WALLEM WSM Item 11 Casualty reports to be destroyed. Item 12 Score Garbage Manual with "superseded", and return to Marine Superintendent Item 13 all unused stationery to be destroyed. Note: If officers wish to carry back any WALLEM WSM manuals with them as personal reference copies, they are welcome to do so. However, please ensure the revision page in each is marked with the notice "Uncontrolled Copy".

10. All Oil Record Books (I & II) which are less than three years old to be returned to office. Destroy all

ORB's more than 3 years old. 11. Latest Wallem Deck/Engine Log books and Movement book to be returned to Marine

superintendent, others destroyed. 12. Cargo papers - understand these should be in envelopes by voyage nos. Keep on board. 13. Trading Certificates - please follow instructions from Class. 14. Flag State manning documents - Official log book, Crew Articles, Minimum Safe Manning Cert, ITF blue card, etc to be returned to FP at WSM HK. 15. Videotel Safety Library & CD-Roms : Return to Videotel. 16. Other professional videos - to remain onboard. 17. All original CSRs to remain on board. Please advise Fleet Cell date and time of vessel leaving WSM management in order to cease services such as SSAS, NTMs, etc. If new managers require, you would need to leave photocopy of latest log book & ORB's on board. In case of any doubt, please contact vessel's superintendent/ Marine superintendent.



MANUAL – PART II

SECTION 3

CRITICAL EQUIPMENT & SYSTEMS

RISK ASSESSMENT CRITICAL OPERATIONS

Page - 1 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : Oct 2015 : Managing Director

SECTION 3 CRITICAL EQUIPMENT AND SYSTEMS Critical equipment and systems are those, where sudden loss of functional capability or where failure to respond, when activated manually or automatically may create a high-risk situation or accident. Critical equipments for the ships are determined after a careful risk assessment in the office. The risk assessment is in the office manual and the table in the next page details the critical equipment.

Critical equipment and Systems are to be marked as critical in the SMMS. If any component is there in more than one department, e.g Engine and Deck, then it should be marked in both the department. Critical equipment details in SMMS to include its maintenance procedure, frequency, testing routines under the responsible Officer’s access domain. A risk assessment is to be carried out before undertaking maintenance on critical jobs. The following pages list Critical Equipment and Systems. The remark column is to be completed to state where details of appropriate tests and other procedures, which should be developed to ensure functional reliability or the use of alternate arrangements in the event of sudden failure, are available. The testing of stand-by equipment and arrangement should assist in ensuring that a single failure does not cause the loss of a critical ship function that could lead to an accident. SPECIAL REQURIEMENTS FOR TANKERS AS PER TMSA The following instructions are applicable only for tankers. Whenever there is a failure of critical equipment, office should be informed immediately. Whenever maintenance is to be carried out on the critical equipment, office permission is to be taken, as mentioned below:

1. In case of Main Engine jobs of Overhaul of Units, Fuel pumps & Turbocharger and Opening up of Main, Crankpin and Crosshead bearing permission for office is required. For all other jobs there will be no need to obtain permission from office.

2. In case of Cargo pipelines & valves; job of renewal of bolts or clamps, when no hot work is involved, office permission is not required.

Procedures for shutting down:

1. When requesting for permission, risk assessment in standard company format is to be sent. The estimated shutdown period to be mentioned. The shutdown period should not exceed 12 hours.

2. If it is felt any time during the work that the approved work period will be exceeded, then permission from office to be obtained for extension. The original risk assessment is to be reviewed and resubmitted or a new risk assessment is to be submitted when requesting extension.

3. Chief Engineer in consultation with Master can shutdown the equipment if there is breakdown or to prevent a breakdown, without informing the office. In such case office is to be informed immediately after the shutdown.



MANUAL – PART II

SECTION 3



Page - 2 -



CRITICAL EQUIPMENT

DESCRIPTION REMARKS

Emergency Fire Pump

Emergency Generator

Emergency Maneuvering of Main Engine

Hold Water Ingress For Bulk Carrier only

Dewatering System For Bulk Carrier only

Gas Detecting Equipment

For Gas Carrier only



MANUAL – PART II

SECTION 3



Page - 3 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : March 2011 : Managing Director

CRITICAL SYSTEMS

THIS PAGE HAS BEEN INTENIONALLY

LEFT BLANK



MANUAL – PART II

SECTION 3


CRITICAL OPERATIONS

Page - 4 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : March 2011 : Managing Director

CRITICAL SYSTEMS

THIS PAGE HAS BEEN INTENIONALLY

LEFT BLANK



MANUAL – PART II

SECTION 3


CRITICAL OPERATIONS

Page - 5 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : Dec 2013 : Managing Director

RISK ASSESSMENT Vessels are to refer to Appendix 1 of this manual (Risk Assessment for critical operations). The company uses the simple risk estimator 5 x 5 as given in Appendix 1 of this manual. Vessels are to be guided by this for identifying risk and the control measures. The Risk Assessment form has been developed by the company and is available in the SMS documentation DVD. Critical operation has been identified in Section3 of this SBM II. The company Risk assessment for critical operations are also available in Appendix 1 of this SBM II. The hazard/ Risk identification and control measures for all other operations/ jobs are available in Appendix 2 of SBM II. The Changes to ISM Code detailed in Resolution MSC.273(85) requires the company to assess of all identified risks to its ships, personnel and the environment and establishing appropriate safeguards or control measures. This has been done by carrying out an assessment of Critical operation in Chapter 3 of SBM II. The Risk assessment has been done for all critical operation and is available in Appendix 1 of SBM II. The Hazard / Risk identification and the control measure for all other operations are available in Appendix 2 of SBM II. CRITICAL OPERATIONS AND CONDITIONS Critical Operations and conditions are those, which has a significant risk of causing injuries or illness to people, or damage to the ship, cargo, other property and/or the environment. The following pages list operations and conditions, which could be, categorised Critical. The list is not in order of importance, and it is to be further understood that operations are not only limited to what is listed as they would be others specific to type of vessel and or trade engaged. To Comply with the changes to the ISM code detailed in Resolution MSC.273(85), risk assessment has been carried for each Special and Critical operation. The Risk assessment is available in Appendix 1 of this manual. In certain cases, a checklist is available for critical operations. If a checklist is available, no Company Risk Assessment has been carried out. Vessels are to review the risk identified and the control measures or verify the items in the checklist prior carrying out any Critical or special operations. If the vessel is carrying out a unusual job which is not included in the list of jobs mentioned, the department head to carry out a Risk assessment as per the sample in the SMS DVD and maintain records.

Vessel Types Vessel Trades

1. Tankers, including - - Oil - Chemical - Gas 2. Bulk Carriers 3. Container 5. Reefer 6. Ro – Ro, Pure Car Carrier ( PCC / PCTC ) 7. General Cargo

Common for all types:- - World-wide - In restricted waters (Malacca/Singapore Straits, English Channel) - Lightering - Heavy Weather routes - Poor visibility (seasonal) routes - Ice/extreme cold - Areas known for piracy - Ports known for stowaways & drugs


SHIPBOARD MANAGEMENT MANUAL – PART II

SECTION 3



Page - 6 -



Bridge Procedures

X - Assessed as Critical Operation

DESCRIPTION OF OPERATION CRITICAL OPERATIONS ASSESMENT DETAILS OF CONTROL MEASURE

Anchoring Immediate damage to vessel and environment if procedures are not followed

X Corresponding Checklist from Bridge Procedure Manual

Blowing through main engine prior departure Immediate damage to vessel and jetty if procedures are not followed

X Company Risk assessment done which is in Appendix I of this manual

Bridge Control/Telegraph failure whilst underway Immediate danger to vessel if procedures not followed

x Corresponding Checklist from Bridge Procedure Manual

Bridge Team management whilst under pilotage Hazard / Risk factors control measures in Appendix II of this manual

Change of command Change of command is critical to ensure smooth functioning of vessel


Change of OOW procedures Hazard / Risk factors control measures in Appendix II of this manual

Change of pilots Hazard / Risk factors control measures in Appendix II of this manual

Change over hand/auto steering (testing once per watch)

Hazard / Risk factors control measures in Appendix II of this manual

Collision Emergency procedures E Emergency Procedure – Checklist in MCCM

Corrections of Charts & Publications Hazard / Risk factors control measures in Appendix II of this manual

Distress alarms Hazard / Risk factors control measures in

Appendix II of this manual

Berthing / Unberthing Immediate damage to vessel and jetty if procedures are not followed

x Corresponding Checklist from Bridge Procedure Manual

Drifting, awaiting cargo orders/port to open Hazard / Risk factors control measures in


(!)



SECTION 3



Page - 7 -




Embarkation/disembarkation of pilot Injury to Pilot or crew rigging the pilot ladder X Corresponding Checklist from Bridge Procedure Manual

Familiarisation with bridge equipment Hazard / Risk factors control measures in Appendix II of this manual

Grounding E Emergency Procedure – Checklist in MCCM

Gyro failure whilst underway Immediate danger to vessel if procedures are not followed


Helicopter operations Immediate damage to vessel and injury to persons if the error in following procedures

x Company Risk assessment done which is in Appendix I of this manual

Main Engine failure whilst underway Immediate danger to vessel if procedures not followed

E Corresponding Checklist from Bridge Procedure Manual

Man overboard E Emergency Procedure – Checklist in MCCM

Master/Pilot information exchange Vessel will run aground or have collision if not done as per required procedures


Masters night orders Hazard / Risk factors control measures in Appendix II of this manual

Masters standing orders Hazard / Risk factors control measures in Appendix II of this manual

Navigation in Traffic Separation Scheme Immediate danger to vessel if procedures not followed


Navigation in coastal water Immediate danger to vessel if procedures not followed


Navigation in extreme cold Hazard / Risk factors control measures in Appendix II

of this manual

Navigation in heavy density traffic areas Immediate danger to vessel if procedures not followed




SECTION 3



Page - 8 -




Navigation in heavy weather Immediate danger to vessel if procedures not followed


Navigation in ice Immediate danger to vessel if procedures not followed


Navigation in piracy black spot areas Company Risk assessment done which is in

Appendix I of this manual

Navigation in restricted visibility - fog Immediate danger to vessel if procedures not followed


Navigation in restricted visibility - rain Immediate danger to vessel if procedures not followed


Navigation in restricted visibility - sand storm Immediate danger to vessel if procedures not followed


Navigation in restricted visibility - snow Immediate danger to vessel if procedures not followed


Navigation in restricted waters Immediate danger to vessel if procedures not followed


Navigation in rivers & canals Immediate danger to vessel if procedures not followed


Passage planning Vessel will run aground immediately due error X Passage planning checklist and software to be used and the passage planner is a form of risk assessment

Piracy High risk areas Piracy prevention is a critical operation to prevent attack by pirates


Questioning and/or countermanding pilots advice

Reporting pollution other sources E Emergency Procedure – Checklist in MCCM

& VRP-NTVRP/SOPEP



SECTION 3



Page - 9 -




Reporting pollution own vessel E Emergency Procedure – Checklist in MCCM

& VRP/NTVRP and SOPEP

Navigational Emergency drills Hazard / Risk factors control measures in Appendix II

of this manual

Search & Rescue Emergency Procedure – Checklist in MCCM E Emergency Procedure – Checklist in MCCM& VRP/NTVRP & SOPEP

Ship to Ship Lightering Immediate Danger to personnel / vessel if procedure not followed


Squatting/sniffing bottom Emergency response - Pollution / danger to vessel and crew.

E Emergency Procedure – Checklist in MCCM

Steering failure whilst underway Immediate danger to vessel if procedures not followed

E Corresponding Checklist from Bridge Procedure Manual

Storing/Crew change whilst underway Hazard / Risk factors control measures in


Testing bridge equipment, daily at noon Hazard / Risk factors control measures in Appendix II of this manual

Testing of equipment, pre-arrival, pre-departure port (including main engine & steering gear)

Danger of failure of a critical equipment during passage


Tug positioning, making fast/casting off Hazard / Risk factors control measures in




SECTION 3



Page - 10 -



Deck & Cargo Procedures (General )

DESCRIPTION OF OPERATION CRITICAL OPERATIONS DETAILS OF CONTROL MEASURE

Anchoring - Deck Hazard / Risk factors control measures in Appendix II of this manual

Anchoring in abnormal depth Hazard / Risk factors control measures in Appendix II of this manual

Arrival Port Hazard / Risk factors control measures in Appendix II of this manual

Ballasting exchange at sea Immediate danger to vessel and crew if error in procedures.


Ballasting/De-ballasting Hazard / Risk factors control measures in Appendix II of this manual

Cargo handling equipment & machinery operation Hazard / Risk factors control measures in Appendix II of this manual

Cargo handling equipment & machinery rigging Hazard / Risk factors control measures in Appendix II of this manual

Cargo operation in wet weather Hazard / Risk factors control measures in Appendix II of this manual

Change of watch Hazard / Risk factors control measures in Appendix II of this manual

Checking watertight integrity of upper deck & accommodation


Connecting/disconnecting bunker hose Hazard / Risk factors control measures in Appendix II of this manual

Corrosion prevention - Chipping machine Hazard / Risk factors control measures in Appendix II of this manual

Corrosion prevention - Hydro blasting x Operational safety checklist from Safety Manual to be used for controlling the risk.

Corrosion prevention - Sandblasting Hazard / Risk factors control measures in Appendix II of this manual

Departure Port Hazard / Risk factors control measures in Appendix II of this manual

Emergency drills Hazard / Risk factors control measures in Appendix II

(!)



SECTION 3



Page - 11 -



DESCRIPTION OF OPERATION CRITICAL OPERATIONS DETAILS OF CONTROL MEASURE of this manual

Enclosed space entry x Enclosed space entry permit from Safety Manual

Extreme Cold Weather Hazard / Risk factors control measures in Appendix II of this manual

Fire & Safety rounds Hazard / Risk factors control measures in Appendix II of this manual

Garbage disposal (including plastics) S Special operation, Garbage management manual to be followed

Garbage segregation S Special operation, Garbage management manual to be followed

Heavy Weather Hazard / Risk factors control measures in Appendix II of this manual

Helicopter operations Immediate damage to vessel and injury to crew if there is error in following procedures


Hot-work x Hot work checklist from Safety Manual

Internal transfer of heavy and/or dangerous items Hazard / Risk factors control measures in Appendix II of this manual

Mooring Operation Injury to crew can occur very quickly if good seamanship not applied or followed


Oil Spill minor, bunkers E Emergency Procedure – Checklist in MCCM and VRP/NTVRP and SOPEP

Opening High Pressure vessel / Pipeline x Permit to work from safety manual for opening pressure vessel / high pressure pipeline

Operation of cranes Hazard / Risk factors control measures in Appendix II of this manual

Operation of windlass / mooring winches Hazard / Risk factors control measures in Appendix II of this manual

(!)



SECTION 3



Page - 12 -




Painting in enclosed space x Checklist from the Safety Manual to be used

Pilot embarkation/disembarkation ( Deck) Hazard / Risk factors control measures in Appendix II of this manual

Rigging pilot ladder, combination ladder, gangway, MOT ladder

Injury to crew when rigging pilot ladder, gangway and combination ladder


Single point/buoy moorings Damage to vessel and environment if procedures not followed


Sounding tanks/bilges Hazard / Risk factors control measures in Appendix II of this manual

Specification/ordering of PPE/Safety equipment Hazard / Risk factors control measures in Appendix II of this manual

Storing Hazard / Risk factors control measures in Appendix II of this manual

Storing whilst underway Hazard / Risk factors control measures in Appendix II of this manual

Ballasting & Deballasting operations Structural damage to tank if tank over pressurised or under pressurised.


Underwater inspection / diving x Underwater inspection and /or work Checklist from the Safety Manual

Working aloft x Working aloft checklist from Safety Manual

Crane greasing Personal injury to crew if error in procedures. x Company Risk assessment done which is in Appendix I of this manual

Crane Wire - Greasing Personal injury to crew if error in procedures. x Company Risk assessment done which is in Appendix I of this manual

Lifeboats – weekly movement Loss of lifeboat if controls not applied x Company Risk assessment done which is in Appendix I of this manual

(!)



SECTION 3



Page - 13 -




Lifeboats – Lowering lifeboats every 3 months Loss of life or lifeboat if procedures are not followed


Deck & Cargo Procedures – Bulk Carriers


Loading/Discharging Plan Hazard / Risk factors control measures in Appendix II of this manual

Stress & Stability Calculations Hazard / Risk factors control measures in Appendix II of this manual

Loading of Type ‘A” cargo i.e Mineral concentrates, iron ore fines etc

Damage to vessel and injury to crew if cargo procedures not followed


Securing/un-securing cargo – break bulk Damage to vessel or the crew if the cargo were to break loose

x Hazard / Risk factors control measures in Appendix II of this manual

Communication ship/terminal Hazard / Risk factors control measures in Appendix II of this manual

Communication internal Hazard / Risk factors control measures in Appendix II of this manual

Cargo damages by stevedores Hazard / Risk factors control measures in Appendix II of this manual

Stevedore damages to vessel Hazard / Risk factors control measures in Appendix II of this manual

Monitoring/sounding/checks of ballast tanks Hazard / Risk factors control measures in Appendix II of this manual

Change of watch Hazard / Risk factors control measures in Appendix II of this manual

Cargo stowing Hazard / Risk factors control measures in Appendix II of this manual

Loading/discharging heavy lift cargo Hazard / Risk factors control measures in Appendix II of this manual

(!)



SECTION 3



Page - 14 -




Loading steel cargoes x Company Risk assessment done which is in Appendix I of this manual

Loading dangerous/explosive cargo Hazard / Risk factors control measures in Appendix II of this manual

Ballasting/deballasting cargo hold at sea Immediate danger to vessel and crew if error in procedures.

x Co Company Risk assessment done which is in Appendix I of this manual

Cargo hold cleaning Personal injury to crew if error in procedures. x Company Risk assessment done which is in Appendix I of this manual

Opening cargo hatches Personal injury to crew if error in procedures. x Company Risk assessment done which is in Appendix I of this manual

Lightering to barges Damage to vessel and environment if procedures not followed and hazards mitigated


Deck & Cargo Procedures – Tankers (Oil, Chemical and Gas)


Loading operations Damage to vessel and environment if procedures not followed and hazards mitigated

Company Risk assessment done which is in Appendix I of this manual

Discharging operations Damage to vessel and environment if procedures not followed and hazards mitigated

Company Risk assessment done which is in Appendix I of this manual



Cargo heating/monitoring Hazard / Risk factors control measures in Appendix II of this manual

Cargo operation in wet weather (Weather assessment of electrostatic hazards)


(!)



SECTION 3



Page - 15 -




Cargo stowing Hazard / Risk factors control measures in Appendix II of this manual

Cargo treatment/operations Hazard / Risk factors control measures in Appendix II of this manual

Cleaning cargo spills E Emergency procedure checklist from VRP/SOPEP to be followed

Communication internal Hazard / Risk factors control measures in Appendix II of this manual

Communication ship/terminal Hazard / Risk factors control measures in Appendix II of this manual

Connecting/disconnecting hoses Injury to crew in case of toxic gases x Company Risk assessment done which is in Appendix I of this manual

Draining tanks Hazard / Risk factors control measures in Appendix II of this manual

Gas freeing / Gassing up or Inerting Damage to vessel and injury to personnel if procedures not followed


Hot-work in ballast tank Damage to vessel and danger of injury to crew if procedures are not followed

x Additional hot work permit for enclosed space of Safety Manual

Inerting/Purging of cargo tanks Hazard / Risk factors control measures in Appendix II of this manual

Lining up cargo system Damage to equipment and environment if procedures not followed


Monitoring/sounding/checks Hazard / Risk factors control measures in Appendix II of this manual

Opening Sea Chest Blank x Company Risk assessment done which is in Appendix I of this manual



SECTION 3



Page - 16 -




Pressure testing lines & systems Damage to equipment and environment if procedures not followed


Starting/stopping Steam on deck and to pumproom



Tank cleaning Hazard / Risk factors control measures in Appendix II of this manual

Testing & calibrating instruments Hazard / Risk factors control measures in Appendix II of this manual



SECTION 3



Page - 17 -




Testing alarms Hazard / Risk factors control measures in Appendix II of this manual

Testing emergency stopping devices & over-speed trips of cops


Topping up cargo tanks Damage to vessel and environment if procedures not followed and hazards mitigated


Turning pumps Hazard / Risk factors control measures in Appendix II of this manual

Ship to Ship Lightering Damage to vessel and environment if procedures not followed and hazards mitigated

x Checklist 1 to 5 from Ship to ship transfer guide to be used for STS operations

Vapour emission Hazard / Risk factors control measures in Appendix II of this manual

Deck & Cargo Procedures – Tankers (Oil Only)


Crude Oil Washing Damage to vessel and environment if procedures not followed and hazards mitigated

x Crude oil washing checklist from SHIP SPECIFIC OPERATION MANUAL “APPENDICES” to be used to control the risks.


Changing grades Hazard / Risk factors control measures in Appendix II of this manual

Ullaging/Sampling/Temperature of cargo Injury to crew in case of toxic gases x Company Risk assessment done which is in Appendix I of this manual





SECTION 3



Page - 18 -



Deck & Cargo Procedures – Tankers (Chemical tankers only)


Cargo compatibility evaluation

Damage to vessel and environment if procedures not followed and hazards mitigated




Ullaging/Sampling/Temperature of cargo Injury to crew in case of toxic gases x Company Risk assessment done which is in Appendix I of this manual

Changing grades Damage to vessel Company Risk assessment done which is in Appendix I of this manual

Deck & Cargo Procedures – Tankers (Gas Tankers only)




Sampling of cargo Damage to vessel and environment if procedures not followed and hazards mitigated


Oil change or maintenance on Cargo Compressor Personal injury if procedures are not followed x Company Risk assessment done which is in Appendix I of this manual

Changing valve on cargo line / vapour line Danger to personnel and damage to environment if procedures not followed




SECTION 3



Page - 19 -



Deck & Cargo Procedures – PCC / PCTC / Ro-Ro




Securing/un-securing cargo Hazard / Risk factors control measures in Appendix II of this manual


Cargo handling equipment & machinery rigging Hazard / Risk factors control measures in Appendix II of this manual

Lowering / lifting of panels Immediate Damage to vessel and personal injury if hazards are not controlled


Opening / closing of ramps Immediate Damage to vessel and personal injury if hazards are not controlled


Greasing of ramp wires Immediate Damage to vessel and personal injury if hazards are not controlled


Opening / closing of water tight sliding bulkhead doors

Immediate Damage to vessel and personal injury if hazards are not controlled


Opening / closing of movable ramps Immediate Damage to vessel and personal injury if hazards are not controlled


Cargo hold cleaning Hazard / Risk factors control measures in Appendix II of this manual

Maintenance of leaking push cylinders Immediate Danger to environment and personal injury if hazards are not controlled




SECTION 3



Page - 20 -



Deck & Cargo Procedures – Reefer vessels


Loading/Discharging Plan

Loading of Reefer cargo Immediate Damage to vessel and personal injury if hazards are not controlled


Discharging of Reefer cargo Immediate Damage to vessel and personal injury if hazards are not controlled


Carriage of reefer cargo Immediate Damage to vessel and personal injury if hazards are not controlled


Spreader movement Immediate danger to personnel if hazards not controlled


Cargo hold cleaning Hazard / Risk factors control measures in Appendix II of this manual



SECTION 3



Page - 21 -



Deck & Cargo Procedures – Container vessels


Cargo operation Immediate Damage to vessel and personal injury if hazards are not controlled


Handling of reefer container Immediate damage to cargo if procedures not followed




SECTION 3



Page - 22 -



Engine Room Procedures

X - Assessed as Critical Operation

DESCRIPTION OF OPERATION CRITICAL OPERATIONS ASSESSMENT DETAILS OF CONTROL MEASURE

Change of watch Risk assessment and control measures in Appendix II of this manual

Arrival & Departure Port Damage to vessel, other vessels, jetty

Damage to environment

x Checklist in ship type specific operation manual “Appendices”

Bunkering/Sampling & Control Damage to environment due to overflow of oil x Checklist in ship type specific operation manual “Appendices”

Fuel/Lubricating oil transfer Damage to environment due to overflow of oil x Company Risk assessment done and in Appendix I of this manual

Operation of main & auxiliary engines Damage to machinery

Injury to personnel

x Company Risk assessment done and in Appendix I of this manual

Operation of steam plant Damage to machinery

Injury to personnel


Operation of cargo oil pump turbines Damage to machinery

Injury to personnel


Operation of purifier plant, fuel purification /re-circulation

Damage to machinery

Injury to personnel


Handling of waste oil and bilge water Damage to environment due to discharge of oil overboard




SECTION 3



Page - 23 -



DESCRIPTION OF OPERATION CRITICAL OPERATIONS ASSESSMENT DETAILS OF CONTROL MEASURE

Manoeuvring in narrow or congested waters Damage to vessel, other vessels, jetty


Injury to personnel


Test routines of emergency equipment Risk assessment and control measures in Appendix II of this manual

Emergency procedures in case of black out Damage to vessel, port or other vessel

Injury to personnel

x Checklist in ship type specific operation manual “Appendices”

Emergency procedures in case of fire Damage to vessel, port or other vessel

Injury to personnel


Emergency procedures in case of grounding Damage to vessel


Injury to personnel

Damage to equipment


Procedures in heavy weather Damage to machinery

Injury to personnel


Procedures in extreme cold & icy waters Damage to vessel

Damage to equipment


Procedures in extreme heat Risk assessment and control measures in Appendix II of this manual

Heavy oil/Diesel oil change over Risk assessment and control measures in Appendix II of this manual



SECTION 3



Page - 24 -



DESCRIPTION OF OPERATION CRITICAL OPERATIONS DESCRIPTION OF OPERATION

Change over procedures to UMS Risk assessment and control measures in Appendix II of this manual

Sounding tanks Risk assessment and control measures in Appendix II of this manual

Draining of fuel tanks Risk assessment and control measures in Appendix II of this manual

Hot work procedures Damage to vessel.

Injury to personnel.

Damage to equipment

x Checklist from Safety Manual

Working aloft Injury to personnel. x Checklist from Safety Manual

Opening High Pressure vessel / Pipeline Damage to machinery

Injury to personnel


Tank entry Injury to personnel. x Checklist from Safety Manual

Boiler entry Damage to machinery

Injury to personnel

Risk assessment and control measures in Appendix II of this manual

Use of chemicals Risk assessment and control measures in Appendix II of this manual

Storing of chemicals Risk assessment and control measures in Appendix II of this manual



SECTION 3



Page - 25 -



Ballasting/De-ballasting Risk assessment and control measures in Appendix II of this manual

Sewage Plant operation Risk assessment and control measures in Appendix II of this manual

Incinerator plant operation Risk assessment and control measures in Appendix II of this manual

Turning M/E whilst at Port/Anchor Risk assessment and control measures in Appendix II of this manual

EGB Washing Risk assessment and control measures in Appendix II of this manual

OWS operation Damage to environment

Damage to equipment


Testing and Maintenance of OWS Risk assessment and control measures in Appendix II of this manual

Blowing through main engine prior departure Risk assessment and control measures in Appendix II of this manual

Changing over from low sulphur to high sulphur fuel and vice versa


Damage to equipment


Working on Electrical installation Damage to equipment

Injury to personnel




SECTION 3



Page - 26 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : 31 July 2012 : Managing Director

DESCRIPTION OF OPERATION CRITICAL OPERATIONS DESCRIPTION OF OPERATION

Change over procedures to UMS Risk assessment and control measures in Appendix II of this manual

Sounding tanks Risk assessment and control measures in Appendix II of this manual

Draining of fuel tanks Risk assessment and control measures in Appendix II of this manual

Hot work procedures Damage to vessel.

Injury to personnel.

Damage to equipment

x Checklist 3.4 & 3.5 in Safety Manual

Working aloft Injury to personnel. x Checklist 2.2 in Safety Manual

Opening High Pressure vessel / Pipeline Damage to machinery

Injury to personnel

x Checklist 2.3 in Safety Manual

Tank entry Injury to personnel. x Checklist 1.1 in Safety Manual

Boiler entry Damage to machinery

Injury to personnel

Risk assessment and control measures in Appendix II of this manual

Use of chemicals Risk assessment and control measures in Appendix II of this manual

Storing of chemicals Risk assessment and control measures in Appendix II of this manual



SECTION 3



Page - 27 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : 31 July 2012 : Managing Director

Ballasting/De-ballasting Risk assessment and control measures in Appendix II of this manual

Sewage Plant operation Risk assessment and control measures in Appendix II of this manual

Incinerator plant operation Risk assessment and control measures in Appendix II of this manual

Turning M/E whilst at Port/Anchor Risk assessment and control measures in Appendix II of this manual

EGB Washing Risk assessment and control measures in Appendix II of this manual

OWS operation Damage to environment

Damage to equipment


Testing and Maintenance of OWS Risk assessment and control measures in Appendix II of this manual

Blowing through main engine prior departure Risk assessment and control measures in Appendix II of this manual

Changing over from low sulphur to high sulphur fuel and vice versa


Damage to equipment


Working on Electrical installation Damage to equipment

Injury to personnel

x Checklist 2.1 in safety manual



MANUAL – PART II

SECTION 4

INSPECTIONS & SURVEYS

Page - 1 -



SECTION 4 ANNUAL SAFETY INSPECTIONS 4.1 General 1. These instructions apply to all ships. 2. Nautical Inspectors are appointed by various flag states including the Bahamas, Liberia, Norway,

Cyprus, Panama, and Singapore. Also private Exclusive Surveyors and Classification Societies Services are also sometimes employed by the Flag State to conduct Annual Safety Inspections on their behalf. As the name suggests these Inspections and the certificates issued thereof are valid for 12 months. Masters in consultation with WALLEM is to arrange for these inspections at a suitable port.

3. The maritime Regulations of the Flag State, which are to be carried on board are the terms of

reference for the Annual Safety Inspections and are to be consulted for preparation, arrangements, requirements, conduct and follow up of these Annual Flag State safety inspections.

4. The preparations for these inspections should be an on going program on board, and as such the

vessel is to be maintained at all times within the regimes of the Flag State as well as International regulations applicable to the vessel.

5. The Documentation and the certificates under the Masters Handing over reports, together with all

the relevant inventories of Charts & Publications and Medical Inventories along with Class survey Listing are to scrupulously maintained up-to-date, for the purposes of this annual flag state

6. Inspection: Any change in the status or expirations of the statutory certificates within the next 3

months are to be brought to the attention of the vessel superintendent for arranging surveys , and to have these restored in time for any forth coming Inspection from any authorities.

7. Deficiencies, Major Non Conformities, Non Compliance’s can result in vessel detention, and consequent financial burden/ Liabilities to the Owner as well as the operator, and it is the Masters responsibility to ensure that all Flag State requirements, including ISM Code requirements are complied with at all times and such detentions and “process loss” are avoided.

8. Vessels are to ensure that corrective action is implemented for all NCN and observations raised

during External & Internal ISM & ISPS audits. Vessels are to have closed copies of the all NCN’s and observations of all External & Internal ISM & ISPS audits on file. Please note that ISPS audit NCN and observations to be kept in ISPS and should not be kept in ISM file.

9. Masters are to arrange for a Safety Inspection to be carried out at a suitable port, on or about the

due date. 10. The documents as stipulated in the Flag State regulations shall be vetted in time prior to the

Inspection itself, for its Validity, correctness and Compliance with the latest and current requirements and WALLEM to be informed for implementing corrective action.( previous Forms or previous inspection report will be a handy tool to compare while preparing the documents)

11. Inform WALLEM SHIPMANAGEMENT LTD of all and any discrepancies prior to any Safety

Inspection, which cannot be rectified by Ships initiative. NOTIFY WALLEM SHIPMANAGEMENT LTD, ONE MONTH PRIOR DUE DATE OF

ABOVE SAFETY INSPECTIONS SO THAT OFFICE CAN ARRANGE FOR THE INSPECTIONS AT NEXT CONVENIENT OPPURTUNITY



MANUAL – PART II

SECTION 4


Page - 2 -



4.2 Officers’ Licences 1. Pay particular attention to the requirements regarding Officers’ Licences. Bring this to the attention

of the Office in advance, if licences are not in order. 2. Licences of Competency of each Officer serving on board are to be in the custody of the Master

and if required by the Flag State regulations, prominently displayed under glass. Photocopies of Licences may be displayed.

3. The ORIGINAL Licences are to be in the custody of the Master. 4. Officers must hold License with necessary endorsement of the relevant Flag State under which the

vessel is registered. If officer is not holding the License of the flag state along with its endorsement, this has to be applied for before departing homeport. Recruiting offices have all details on application procedures for the various Flag Sates. The officers are to maintain proof of application till CRA (certificate of Application is received. CRA to be obtained at the earliest and Vessel to check with Personnel department regarding CRA. The CRA’s have validity of three months and the Vessel must have the License prior expiry of the CRA.

5. Certified Copies of the Trading certificates are to be suitably framed and prominently displayed on

the Bridge or in the Ships office. This is a SOLAS Requirement.

The Bridge log book and the Official Log Book will require particular attention in respect of these Annual Safety Inspections and the following information in these log books must be available for the Inspector to Peruse.

4.3 The Bridge Log Book (Deck Log)

The Bridge Log Book is to contain, inter-alia, the following entries :

1. Testing of Bridge Equipment prior to arrival/departure. 2. Emergency Drills and the effectiveness of the same towards crew training and

response. 3. Arrival and Departure drafts. 4. A.M. and P.M. Port drafts. 5. Arrivals and Departures. 6. Relevant Cargo Details. 7. Positions and times. 8. Courses and positions and times of course changes. 9. Action taken in poor visibility. 10. Bilge and tank soundings. Alternatively, can be maintained in separate log. 11. Changes from AutoPilot to hand steering and vice-versa. 12. The names of Quartermasters during periods of hand steering. 13. Speed Changes. 14. Sea State and Weather conditions. 15. The names of lookouts. 16. Distance off navigation aids. 17. Casualties and accidents. 18. Error of Magnetic and Gyro Compasses. 19. Search for stowaways and contraband made prior to departure from each port. 20. The name of each lookout and quartermaster is to be recorded, together with the times

on lookout and wheel duties. 21. Time of Rounds of accommodation during the night when vessel at sea 22. Inert gas pressure at end of watch, applicable only for tankers



MANUAL – PART II

SECTION 4


Page - 3 -



4.4 Official Log Book

The Official Log Book is to contain, inter alia, the following entries: 1. Every offence and any penalty or fine imposed. 2. Every death occurring on board and every burial at sea, with all information required by

the Flag State. 3. Every birth occurring on board, with the sex of the infant and names of the parents. 4. The name of every officer or crew member who ceases to be a member of the crew, for

any reason, other than death, with the place, time, manner and reason. 5. A statement of any collision immediately after the occurrence, or as soon thereafter as

practicable. 6. Before departure from any port, the following: 7. A statement of the load line marks applicable to the voyage. 8. A statement of freeboards, port and starboard. 9. The draft of the ship, forward and aft. 10. Times and descriptions of Emergency Muster practice, to be held at least once weekly,

in port or at sea. 11. The closing and opening of watertight doors. 12. The drill of the crew in use of line throwing apparatus. 13. Masters Weekly inspection of Accommodation, Public spaces, Galley and Provisions.** 14. A statement of search for stowaways and contraband, which search shall be conducted

immediately prior to departure from each port. 15. Upon each change of Master, the following statement: “I, (Name of New Master), A

CITIZEN OF (Country of Citizenship), HOLDER OF LIBERIAN (Insert relevant flag state) LICENCE OF COMPETENCE NO. (Number of Licence) IN THE GRADE OF MASTER, ASSUMED COMMAND OF THE SHIP ON (Date of Taking over) AT THE PORT OF (Name of Port)”.

16. On Norwegian flagged ships (NIS), the Deck logbook is also the official logbook. (A separate non-approved OLB is not to be used.

17. On Ships of Other Flags where an approved OLB is not in force, the WALLEM standard OLB is to used.

** On completion of the Inspection, Master to log the result of the Inspection. The Draft report of deficiencies noted is to be circulated on board for corrective action. Should the inspection reveal any deficiencies that require office assistance, the intended plan for rectification along with the Masters suggestion (If any) to be copied to the office.



MANUAL – PART II

SECTION 4


Page - 4 -



4.5 Port State Control

Port State Control is the method of checking successful enforcement of the provisions of various International Conventions regarding Safety, Working Conditions and Pollution Prevention on Merchant Ships. Under International Law the Shipowner has the prime responsibility for ensuring compliance and the Master being foremost, the servant of the Owner has the responsibility and the authority to ensure compliance. The statute of the conventions (being a signatory to the convention) requires the State whose flag the ship is flying to enforce compliance by the Shipowner. However ships are invariably away from homeports, the Flag State may not be in a position to ensure compliance in a continuous way. This is where the Port State Control or “PSC”, provides the back up necessary for monitoring the implementation of the International as well as domestic regulations.

For the purposes of developing a standard means of conducting vessel inspections and simplifying the conduct and time intervals for these inspections, Regional Development of PSC have been adopted by some countries, clubbed in Geographical Groups. These regional agreements are under a Memorandum of Agreement frequently referred to as MOU’s and currently the Following MOU’s are in force.

Example of MOU’s are:

Paris MOU Tokyo MOU USA & Other Territories. (The PSC is exercised through US Coast Guard vessel Inspections)

WALLEM attributes due importance to these Inspections and requires the Masters of Vessels to be guided accordingly and enforce continuous compliance on board. Masters are referred to various Correspondence on this subject from the office, along with Pro forma Checklists used by various PSC authorities and Guidelines on PSC Inspection issued by various Classifications Societies. These will provide adequate guidance for carrying out the preparatory work in connection with a PSC Inspection and no efforts are to be spared, in rendering each PSC inspection a successful one. Please note that any critical deficiency or a number of deficiencies would not only result in detention to the vessel but the PSC inspector can also issue a note to the vessel to undergo an additional ISM audit stating that there has been a breakdown in the vessels safety management systems. Based on any history of casualty involving the ship, its Flag, Owner, or its Classification Society and in some cases the manning as well; your ship may be targeted for a PSC inspection. Although the PSC inspections are said to be random base on the above criteria your vessel invariably could be pre targeted and subject to very stringent control measures. With the advent of the ISM Code and the STCW convention PSC inspectors are particularly checking for crew familiarity with the ships they are on and its Safety equipment.

For example the Vessel may be asked to demonstrate Abandon Ship Procedures without the involvement of senior staff or have junior officer take effective charge during a fire drill or in an emergency situation. The familiarity of the crew and Junior officers with the shipboard equipment and their knowledge of it may also come under scrutiny. Any non-compliance, which could result in “Ship detention”, is a process loss, which we are definitely committed to avoid. You are required to keep the vessel under your command in full compliance of the Regulations at all times.

Refer to SMS DVD for various PSC Checklists, which are to be used to prepare the vessel.

The deficiencies from the PSC inspection is to sent in the Infopath form to the office for uploading into the Chemserve 3D database. The Infopath report should have all the deficiencies, corrective action and preventive action. The superintendent will check the Information in the Chemserve 3D database and close the report.



MANUAL – PART II

SECTION 4


Page - 5 -



4.5.1 Tools to prepare for PSC Inspections

Vessels have been provided with the following tools to prepare for the PSC inspections:

1. The SMS DVD contains a section on PSC. This section contains the checklists from various Class societies

2. On request, the common findings for the next port can be obtained from the MoU database and sent to the vessel

3. PSC digest is published every month which contains details of the PSC performance of individual ships in the previous month. The PSC digest also contains information with respect to recent trends in PSC inspections and analysis of data from the various MoU.

Copies of previous PSC digests are available in the SMS DVD Vessels are to prepare well to achieve the objective of Nil deficiencies.

(!)



MANUAL – PART II

SECTION 4


Page - 6 -



4.6 VARIOUS SURVEYS

Vessel should be thoroughly prepared for various Annual surveys Like SAFECON, IOPP, Safety Radio, Safety Equipment, IAPP, Class surveys, etc. Vessel is to be prepared in consultation with the superintendent prior to the surveyor attending the ship for the survey.

Guidance on Safety equipment survey is given below due to its importance. 4.6.1 SAFETY EQUIPMENT SURVEYS General a) The following instructions apply to all ships. b) The planning and preparatory work is to be carried out in consultation with the ships Superintendent

prior to the Surveyor attending the ship for a Safety Equipment Survey. c) The Surveyor is to be afforded all assistance by the Master and Officers. d) The Surveyor can only ensure that the Safety Equipment is in good order at the time of the Survey. e) Masters are solely and fully responsible for the maintenance, throughout the validity period of the

Safety Equipment Survey, of all Safety Equipment on board the ship. f) Port Authorities, world wide, are entitled to examine the safety aspects of any ship, irrespective of flag. g) Masters are solely and fully responsible for the consequences of any deficiency. The Following items along with its sub items, with the necessary documentation and valid Certificates are to be prepared for the Safety Equipment Survey. The Record of Safety Equipment, (Associated with Safety Equipment Certificate) should be checked and the requirements in DE-28 & SMMS / PMS complied with, and the Safety Equipment verified to be in the correct quantity and status, prior and well in advance of the survey. All shortcomings, defects, deficiencies must be noted well in advance and necessary corrective action planned in consultation with the vessel Superintendent and implemented in time

1. Certificates 2. Lifeboats 3. Lifejackets, Immersion suits & TPA’s 4. Navigation Lights And Shapes, And Sound Signalling Apparatus 5. Pilot Ladders 6. Fire Fighting Equipment 7. Breathing Apparatus And Emergency Stations Equipment 8. Fire Alarms, Fire doors and Fire detection system 9. Emergency Stops/Switches & Quick Closing Valves 10. Pyrotechnics & LTA 11. Compasses 12. Lifeboat on-load release gear (thorough examination and operational

test to be carried out during the annual surveys by properly trained personnel familiar with the system)

On completion of the Inspection Master to Advise WALLEM of the results of the Safety Equipment Survey, and the Draft report is to be copied to the Office for follow up if required. Should the inspection reveal any deficiencies the intended plan for rectification along with the Masters suggestion (If any) to be copied to the office. Safety Equipment has Highest Priority and deficiencies on account of Safety Equipment are to be immediately attended to and vessel restored to a state without any defects to Safety Equipment. Please note that any critical deficiency or a number of safety deficiencies would result in the Class Headquarters recommending an additional ISM audit stating that there has been a breakdown in the vessels safety management systems. Hence, good preparation is very essential for Safety Equipment Survey.



MANUAL – PART II

SECTION 4


Page - 7 -



4.6.2 ISM/SMC and ISPS Audits Vessels are to advice office once the window for the Intermediate and Renewal Audits are open For Intermediate survey; this is after the second anniversary of the initial audit. The Renewal audit can only be done within 3 months of the expiry of the certificate

4.7 RENEWAL OF SHIP'S CERTIFICATES 1 General 2 Masters and Chief Engineers are to ensure that all certificates pertaining to the ship are, at all times,

valid. 3 Renewal And Extension 4 The duration of the ship's stay in port is to be taken into consideration. 5 The availability of the Surveyor is to be taken into consideration, bearing in mind that, in smaller

ports, he may have to travel considerable distances, substantially adding to costs. 6 WALLEM will arrange for surveyor based on vessels Port schedule. Vessels should keep the Local

Agents advised of Vessels ETA so that they can keep the surveyor updated with vessels schedule to enable his attendance.

7 Workshop Assistance 8 If workshop assistance is required to carry out the Surveyor's recommendations, WALLEM

SHIPMANAGEMENT LTD, is to be informed and guidance requested. 9 Workshop charges vary considerably, even within the same port, and, where possible, quotes are to

be obtained. 10 Records 11 The certificates section of PMS is to be kept updated and updated. The updated information would

be available as the data would be a part of the export file which is sent every 15 days to the office. 12 The class survey listing is sent regularly to the vessel as attachment by the technical department.

Vessels to check the class survey listing when they are received as a cross checking measure to ensure that all is in order.



MANUAL – PART II

SECTION 4


Page - 8 -



4.8 MACHINERY SURVEYS BY CHIEF ENGINEERS General Chief Engineers can carry out surveys of various machinery items as detailed below: 1. Auxiliary Engines and fittings to be surveyed by the Chief Engineer. De Carb of unit to be done

and calibration Reports to be prepared. Also, Vessel to maintain records of parts renewed, Log entry on the survey and Photographs of the parts and work done. Surveyor will then carry out running test, load sharing check and check on all safety trips prior crediting the item.

2. L.O. Pumps ad F.W. Pumps can be surveyed by the Chief Engineer. Log entry of the overhaul

with photographs are to be maintained. Surveyor will carry out a running test on next visit and then credit the item.

3. Main Engine Piston, Liner and Cylinder Head to be surveyed by the Chief Engineer. The vessel to

prepare calibration report, Take photographs of the overhaul and suitable log entries are to be made. Surveyor will carry out a running test on next visit and then credit the item.

In All the above cases, Proper Entries to be made in the Vessels SMS System



MANUAL – PART II

SECTION 4


Page - 9 -



4.8.1 Surveyable Machinery Items Chief Engineers can carry out Surveys of L.O Pumps, Fresh Water Pumps, Auxiliary Engines and Main Engines (certain sections). Class in certain conditions may accept survey of Sea Water Pumps and cargo pumps by chief Engineer. Important: Main Engine Bearings and Pressure vessels can only be done by class surveyor and are survey of the two mentioned items are not to be done by Chief Engineer. 4.8.2 Surveys By Chief Engineer of Auxiliary Engines A survey of an auxiliary engine is to proceed as follows. a) The engine is to be completely opened up and a careful examination made of the following: b) Cylinders. c) Liners. d) Covers. e) Valves. f) Valve gear. g) Pistons. h) Piston rings. i) Top and bottom and bearings. j) Gudgeon pins. k) Crankcase door fastenings. l) Explosion relief devices. m) The top halves of all main bearings are to be removed and one or two bottom halves turned out for

inspection. If these are found in order, the remaining bottom halves need not be removed. n) A very careful examination is to be made of all crank pins and journals for cracks, especially at the

fillets and in the vicinity of oil holes. o) The crank web deflections are to be measured and recorded. N.B. It must be verified that the journals

are resting on the main bearings when the readings are taken. p) The cylinder liners are to be gauged and the wear recorded. q) The lubricating oil cooler is to be opened, examined and tested. Any direct driven lubricating oil

pump, cooling pumps, air compressors, etc. are to be opened up and examined. r) It is to be verified that all safety devices are in working order.



MANUAL – PART II

SECTION 4


Page - 10 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : Sept. 2009 : Managing Director

4.8.3 Provision And Conditions for Survey 1) In the case of "stand-by" units, such as main lubricating oil pumps, it is the responsibility of the Chief

Engineer, in consultation with the Master, only to open these up under favourable conditions, so that no hazard to the ship or cargo would result from the overhaul that is in progress.

2) In the case of an auxiliary engine, surveys may be carried out provided that the number of generator sets is such that all services essential to the propulsion and safety of the ship, and the preservation of refrigerated cargo, can be supplied when any two sets are not working.

3) One of these two "non-working" sets can then be overhauled whilst the other remains on "stand-by". 4) Any item, which constitutes a Condition of Class, is excluded from survey by Chief Engineers. 5) After a survey by the Chief Engineer, a Classification Society Surveyor would check the vessels

records during his next scheduled visit (within 2- 3 months) for crediting the items. Given below are the checks that would be carried out by the class surveyor:

1) The relevant entry in the Logbook as well as entries in the PMS is to be shown to the Surveyor. 2) Two copies of the Survey Report, in English, and signed by the Chief Engineer, describing the item

surveyed, the condition as found and any repairs effected, are to be given to the Surveyor. 3) Parts, which have been removed and replaced by spares, are to be shown to the Surveyor. 4) Items such as auxiliary engines and independently driven pumps and compressors, are to be

presented under working conditions to be Surveyor. 5) If the Surveyor is dissatisfied with any item that is being surveyed, he has the right to require any such

item to be opened up for his examination. 6) The Surveyor will issue an Interim Certificate or a Survey Report for these items and forward his

report to the Classification Society, attaching to it a copy of the Chief Engineer's report. In case of Vessels with Ships PMS system that is approved by Class, all the survey items done by chief engineer would be checked and credited by class during the Annual surveys.

4.9 REPORTING PSC DEFICIENCIES TO FLAG STATE General Some Flag states require PSC deficiencies to be reported to them. All Port State control deficiencies must be immediately reported by the ship to the office. All Port State Detentions will be immediately reported to the Flag state of the Vessel by the Superintendent. Liberia Liberian requires that port state detentions to be immediately reported to the Administration. The Port State detention would be reported immediately by the superintendent to the following address: [email protected] (As per Circular ISM 001 – 5.10.4 ) Panama All PSC inspections reports must be immediately reported to the Port State Control Section of Panama ( E-Mail : [email protected] ) by the office. The actions taken to correct the deficiencies found during PSC inspections must be sent, duly documented, as soon as possible to the PSC section. The correction of deficiencies shall be sent by the using the format in appendix I of this Merchant Marine Circular: “Correction of Deficiencies Reports” Form (F-JERP-02-01).




MANUAL – PART II

SECTION 4


Page - 11 -



Bahamas In order to assist the BMA in identifying those vessels which may be at increased risk of detention, the Company is required to send copies of every PSC inspection report (Form A and, if deficiencies are identified, Form B) to the BMA as soon as possible after the inspection. The superintendent of the vessel would send form A and Form B to [email protected]. The BMA will examine the PSC reports to determine if any further action is appropriate. This may include an additional ISM audit or BMA inspection. The BMA will contact the Company if any further action is deemed appropriate.



MANUAL – PART II

SECTION 5

BUNKERS AND LUBRICATING OILS

Page - 1 -



SECTION 5 BUNKERS AND LUBRICATING OILS 5.1 BUNKERS The guidelines for Bunkering procedure and the Bunkering checklists are contained in Ship Type Specific Manual (Appendices), these to be referred to for any procedure which involves the transfer of fuel oil, diesel oil or lubricating oil to and from ship or from one tank to another and not considered as cargo. 5.2 LUBRICATING OILS 5.2.1. General 5.2.1.1 Lubricating oil samples are to be landed for analysis at the intervals specified below. 5.2.1.2 Samples are to be landed for analysis at the first available opportunity in the event of any

suspected contamination by: 5.2.1.2.1. Sea Water. 5.2.1.2.2. Fresh Water. 5.2.1.2.3. Fuel Oil. 5.2.1.3 If any contamination is suspected, reasons for such suspicion and investigations carried out

are to be forwarded to WALLEM SHIPMANAGEMENT LTD. 5.2.2 Analysis Frequency 5.2.2.1 Main Engine crankcase system lub-oil every 3 months. 5.2.2.2 Main Engine turbocharger lub-oil for gravity tank system every 3 months. 5.2.2.3 Auxiliary Engine crankcase lub-oil every 3 months. 5.2.2.4 Stern Tube lub-oil every 3 months. 5.2.2.5 Hydraulic system oil every 3 months. 5.2.3. Auxiliary Engine Lub-Oil 5.2.3.1 During routine de-carbonising the lub-oil may be renewed provided it has been in use for a

considerable length of time. 5.2.4. Stern Tube Lub-Oil System 5.2.4.1 In dry-dock, if the system has been drained for any reason, the lub-oil is to be re-filled prior to

the flooding of the dock. 5.2.5. Lub-Oil Consumption Calculations 5.2.5.1. Specific Cylinder Oil Consumption in gr./BHP.hr.= 5.2.5.1.1 CONS. LTR./HR at OBS. RPM. x SG. at ER. TEMP x RPM. at CONT. SERV. x 103



MANUAL – PART II

SECTION 5

BUNKERS AND LUBRICATING OILS

Page - 2 -



BHP. at CONT. SERV. OUTPUT x OBS. RPM. 5.2.5.2 Specific System Oil Consumption in gr./BHP.hr.= 5.2.5.2.1 SYST. LUBOIL CONS. LTR./DAY x S.G. x 103 OUTPUT x 24



MANUAL – PART II

SECTION 5

BUNKERS AND LUBRICATING OILS Page - 3 -



5.3 SAMPLE OIL RECEIVIG PLAN

Note:- DB Tank percentage fill is recommended not to exceed 85%, When "fill" bunkers are to be taken then, 90% is acceptable, however with slower pumping rate & due caution. For shoulder or Deep tanks, the recommended fill percentage is 95%. Fill Percentage can be increased to 98% on case-by-case basis after discussion with FleetCell & taking expected weather in voyage into consideration.

Ships name Port Date

Specification of Oil Ordered Captain Chief Engineer (PIC) Man Power Alloted Date & Time Commenced

Receiving Rate Date & Time Completed Grade Tanks M3 M3 M3/HR Kg/Cm2 Viscocity S.Gr. Flash Point

Draft - Commencement F A Trim

Draft - Completion F A Trim

Bunker Supplier's Address

Planned Receiving Vol. Tank Volume Actual Remaining Actual Loading Actual remaining Remarks Order No. Tank No. M3 % Sounding M3 Sounding M3 Sounding M3 Sounding M3 Temp°C Sp. Gr. M3



MANUAL – PART II

SECTION 6

SECURITY ON SHIPS

Page - 1 -



SECTION 6 SECURITY ON SHIPS 6.1 GENERAL

Please refer to Ship Security Plan for details. Please follow Procedures and instructions in Ship Security Plan. All ships are supplied a copy of book titled “Pirates and armed robbers - A Master’s guide” Published by the International Shipping Federation.

6.2 SHORE LEAVE

Under certain circumstances the Master may have to restrict all shore leave, for example if there is known political violence in the country. Please refer to in SMS Documentation DVD, WSM – GENERAL LETTERS “Safety Section” regarding “No Shore Leave Policy”. Under all circumstances sufficient officers and crew must be retained on board to ensure the security of the vessel and to form a full emergency party.

6.3 SHIP’S CASH & SAFE

WALLEM requires ship’s safe to have both a combination and key locking arrangement. Once monies are paid to crew it is recommended that Master does not store crew’s monies in ship’s safe - once paid out it is individual’s responsibility. Suffice to state that in these days of Tele-banking, crew should be encouraged to keep minimum cash in person by making regular allotments to their bankers. In certain countries, persons posing as very polite local officials, suppliers and the like wait for the Master to leave his cabin or office where ship’s safe is located. They are master safe breakers and are able to steal contents very quickly. Do not let such situations arise.

6.4 PIRACY

Please refer to Procedures and instructions in the Ship Security Plan (SSP). Please refer to latest version of the BMP ( Best Management Practice) for Piracy and related publications.

6.4.1 GoA and East Coast Somalia

There should be a separate file on Piracy in Gulf of Aden ( GoA ) / Somalia on each vessel. The file should contain the various advisories and other information sent from the office. Fleet Cell will send an E-Mail with the Standard security equipments like razor wires, torches, night vision binoculars which must be on board the vessel for transit in the GoA and in the Indian Ocean area. The list of standard security equipment is would be updated as required based on industry feedback and advisories. Vessels are reminded that the razor wire should be rigged in concentric circles to provide an effective barrier. The barbed wire needs to be replenished over time as some sections may no longer usable after a few deployments. Hence, it is important for vessels to check the condition of the various security equipment prior to the transit in the GoA / Indian Ocean region to ensure that the required equipment’s are in good condition and would provide a good deterrent when deployed.The razor wires of applicable sections must be removed before port entry.

(!)

(!)



MANUAL – PART II

SECTION 6

SECURITY ON SHIPS

Page - 2 -



6.5 STEVEDORE PILFERAGE

A. Master are to protest to the Agents and the Stevedoring Company concerned, and, if necessary, to the Police, as soon as pilferage or theft from cargo is discovered.

B. Masters are to make a report showing the security measures have been taken.

C. The persons involved are to be identified, and the affected consignment specified.

D. Identification means Stevedores or persons unknown etc.

E. Masters are always at liberty to contact the local P & I representative for assistance if the situation requires.

TIME CHARTERED SHIPS

If a general-cargo ship is time-chartered, the Master is to place to Time Charterers on notice, stating

that, whilst the ship will do everything possible to prevent pilferage, the action that they Will be able to take will be limited. The Time Charterers should, therefore, arrange that the Stevedores are closely supervised. The Owners/Operators of the ship will NOT be responsible for any loss of cargo as a result of Stevedore misbehaviour.

6.6 WALLEM Initiative with Customs of Various Countries

Wallem is a signatory to the Sea carrier Initiative with the CBP of the United States. The sea carrier

security manual is attached to this manual and ship staff are requested to be familiar its contents. Wallem also participates in the MOU between BIMCO and Customs of most European countries (U.K, Sweden, Finland, Netherlands, Cyprus, Greece Etc. The MOU between BIMCO and Netherlands Customs is also attached to this manual for reference.

6.7 KEY LOCKER / REGISTER The use, numbering and distribution of keys must be controlled by Master. The Ship Security Plan

should provide for corrective action in the event of any key being lost. Master key to be with Master & Chief Engineer. General Key locker should remain locked & controlled by Chief Officer who must endeavour to

maintain strict key locker control.

6.8 SMUGGLING CONTRABAND

All personnel should comply with local customs regulations for the ports being visited. The list of contraband items for the country can be obtained from the agents. It is unlawful for seafarers to possess, conceal or deal in any contraband item while the vessel is in port of that country.

.

SEA CARRIER SECURITY MANUAL

This SEA CARRIER SECURITY MANAUL of 42 pages inclusive of the cover page and issued by THE DEPARTMENT OF TRESURY STATES CUSTOMS SERVICE is deemed to be part of

Wallem Shipmanagement SBM Part II and is duly approved and authorised by the Managing Director for use with and inclusion in this manual

DEPARTMENT OF THE TREASURY U.S. CUSTOMS SERVICE

CARRIER INITATIVE PROGRAM



SECTION 7

STOWAWAYS

Page - 1 -



SECTION 7 STOWAWAYS 1. General With Access control and security procedures in place as per the Ship Security Plan (SSP)< any

stowaway on board would be a security Incident. A Report of a Security incident would need to be filled and sent to Flag State and / or Port with copy to CSO and CSM.

Any Stowaway on board would indicate a breach of the ships security Plan and its security Procedures. The Procedures and Guidelines in the SSP to be diligently followed which would automatically avoid any stowaway being able to obtain access to the vessel.

Stowaways are an ongoing problem. They are dangerous in so far as they can be carrying drugs and

also disrupt the normal life of the ship. 1.1. All possible efforts must be made to prevent stowaways boarding. 1.2. Proper security arrangements in port will assist. All spaces that can be, should be secured. Entrances

to the accommodation should be locked or sealed except for one, which can be watched. Locking arrangements should be such that crew should be able to exit through the door in an emergency and the fire party should also be able to enter the space in case of fire.

1.3. Before sailing as thorough a search as is possible should be carried out and details of the search entered in the official logbook.

1.4. Do not depart Port Limits /pilot boarding area until stowaway search has been completed. This assists in disembarking stowaways as vessel is still in the territorial waters of the country where stowaway embarked. 1.5. Any stowaways found are to be handed over to the port authorities. 1.6. What to do with a stowaway?

Many stowaways give themselves up once a vessel is at sea, often by making a loud noise. For a vessel discovering stowaways, the priority is for them to be disembarked at the next port of call. The Master should therefore immediately inform WALLEM, who will in turn advise the vessels P&I Club so that international formalities can be completed as soon as possible. He should also take the following steps immediately if possible:- - Search the area where the stowaway was found for concealed documents, etc., - Search the stowaways clothing - Interview the stowaway and immediately advise WALLEM and agents at the next port of call of

the following a) Port of embarkation b) Details of documents held c) Name d) Date and place of birth e) Address f) Nationality



SECTION 7

STOWAWAYS

Page - 2 -


: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : - - - : Managing Director

- The stowaway should be kept secure all the times, particularly when the vessel is in port. - While the stowaway is on board, the Master should not provide work for him and the stowaway

should not be signed on to the ships Articles. - P&I club should be advised immediately of the above, together with

a) Full itinerary b) Details of agents at subsequent ports. c) Details of the ship’s radio/fax/telex/e-mail etc.

- P&I Clubs will agree on a course of action with WALLEM and instruct local correspondents where necessary. Masters should always bear in mind that stowaways frequently give false details in order to delay their removal from the ship. If the Master believes that the stowaway is not telling the truth he should so report. 2. If a stowaway is found after sailing but before sailing port limits he is to be handed to the port authorities. 2.1. If a stowaway is found shortly after clearing port limits contact with the authorities should be made to see

if he could be landed. This is preferable if the delay is minimal. If you are in doubt we or Owners can be contacted.

2.2. Otherwise it is important to note that the first priority in a case where a stowaway is discovered is to

establish his identity without this repatriation can be a costly and time consuming process. To this end the stowaway must be questioned at length as soon as possible, and as much of the following information recorded in the Official Log Book as possible: -

i. Family name. ii. Given names. iii. Age and date of birth. iv. Nationality. v. Place and country of birth. vi. Place of immediate residence. vii. Existence and location of any identity documents. viii. Places of residence in last five years. ix. Occupations carried out during last five years with location, employer and dates. x. Name of father and place of residence. xi. Name of mother and place of residence. xii. Names of bothers and sisters and their places of residence. xiii. Names of any other relatives, friends and places of residence. xiv. Names of any deceased relatives or friends with dates of demise and places of burial with

appropriate dates. xv. Names of any recently born relatives, or children of friends with appropriate dates. xvi. Note of any manufacturer's clothing tags on apparel and examine all personal effects for

possible further reference. xvii. Compile full description of stowaway, i.e. height, weight, build, complexion, colour of hair, eyes

and skin, distinguishing marks. xviii. Try and establish military service and/or police record.



SECTION 7

STOWAWAYS

Page - 3 -



2.2 xix. Take photographs:- a. Full height, front and profile. b. Close up, (head and shoulders) front and profile. xx. Take finger prints. xxi. Any other information which may assist in establishing existence within a given location, which

can possible be used to eventually substantiate identity. A message must be sent to us also giving this information unless, of course, you will be landing him

within hours of discovery thus making this message unnecessary. Similar and further advice is available in P & I Clubs Hand Book & “Collecting Evidence” booklet.

If you have doubt about the truth of the answers given further questions should be asked to check. 3. When you do have a stowaway on board the following should be noted. 3.1. Accommodation is to be basic and to be kept locked at all times the stowaway is inside. Portholes if any

should be sealed. 3.2. Meals are to be nutritious but plain, enough to keep the stowaway healthy but no more. 3.3. No fraternisation with the crew is to take place. 3.4. No recreational or reading materials are to be given. 3.5. Exercise should be allowed outside once a day. 3.6. The stowaway should not be made to work even if this is volunteered. 3.7. The reason for this is so that on his return home he will not recommend your vessel to his friends as a

good one to travel on. 4. Full co-operation must be given to P & I Club representatives and your agents so that any stowaway can

be legally landed as soon as possible. 4.1. All efforts are to be made to prevent a stowaway illegally disembarking whilst a vessel is in port.

12/1998

GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE SUCCESSFUL RESOLUTION

OF STOWAWAY CASES

IMO Assembly at its 20th session on 27 November 1997 adopted the “Guidelines on the allocation of responsibilities to seek the successful resolution of stowaway cases” by Resolution A.871(20). A copy of the Resolution is enclosed.

2. The guidelines are useful for masters, shipowners and operators/managers

as it gives information on how to prevent intending stowaways from getting aboard a ship while it is in a port.

3. The guidelines also list out the responsibilities of the master and the

shipowner or the operator if the stowaways are found on board a ship after leaving a port.

4. The masters, shipowners and operators/managers of Hong Kong registered

ships are advised to follow these guidelines in resolving stowaway cases. Hong Kong Marine Department, as far as practicable will assist the master/shipowner in such cases as stated under the responsibility of the flag state of the vessel.

5. Any inquiries relating to this Merchant Shipping Notice should be directed

to the Senior Surveyor (Nautical), Multi-lateral Policy Division, at Tel.: 2852 4606, Fax: 2542 4841.

Marine Department Multi-lateral Policy Division 17 March 1998 These Guidelines on "Stowaway Cases" of 10 pages inclusive of the

cover page and Issued by THE INTERNATIONAL MARITIME ORGANISATION is deemed to be part of WALLEM with and inclusion

in this manual

INTERNATIONAL MARME ORGANIZAATION 4 ALBERT EMBANKMENT LONDON SE1 TSR Telephone: 0171-735 7811 Fax: 0171-687 3210 IMO Telex: 23588 IMOLDN G

E A20/Res.871

5 December 1997 Original: ENGLISH

ASSEMBLY 20th session Agenda item 13

RESOLUTION A.871(20) adopted on 27 November 1997

GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE

SUCCESSFUL RESOLUTION OF STOWAWAY CASES

THE ASSEMBLY,

HAVING CONSIDERED the general purposes of the Convention on Facilitation of International Maritime Traffic, 1965, as amended, and in particular article Ill thereof

NOTING with concern the number of incidents involving stowaways, the consequent potential for

disruption of maritime traffic, the impact such incidents may have on the safe operation of ships and the considerable risks faced by stowaways, including loss of life,

RECALLING that the International Convention Relating to Stowaways, 1957, which attempted to establish an internationally acceptable regime for dealing with stowaways, has not yet come into force, AGREEING that, for the purposes of this resolution, a stowaway is defined as a person who is secreted on a ship or in cargo which is subsequently loaded on the ship, without the consent of the shipowner or the master or any other responsible person, and who is detected on board after the ship has departed from a port and reported as a stowaway by the master to the appropriate authorities, TAKING INTO ACCOUNT that some stowaways may be asylum-seekers and refugees, which should entitle them to such relevant procedures as those provided by international instruments and national legislation, BEING AWARE that, in the absence of an internationally agreed procedure for dealing with stowaways, considerable difficulties are being encountered by shipmasters and shipping companies, shipowners and ship operators in disembarking stowaways from ships into the care of the appropriate authorities, APPRECIATING Member Governments’ difficulties in accepting stowaways for examination pending repatriation and then allowing the vessels concerned to sail, RECOGNIZING. therefore, the need to establish practical and comprehensive guidance on procedures to be followed by all the authorities and persons concerned in order that the return or repatriation of a stowaway may be achieved in an acceptable and humane manner, AGREEING that the existence of such guidance should in no way be regarded as condoning or encouraging the practice of stowing away and other illegal migration, and should not undermine efforts to combat the separate problems of alien smuggling or human trafficking.

-2- A 20/Res.871

BELIEVING that, at present, stowaway cases can best be resolved through close co-operation among all authorities and persons concerned,

BELIEVING FURTHER that, in normal circumstances, through such co-operation, stowaways should, as soon as practicable, be removed from the ship concerned and returned to the country of nationality/citizenship or to the port of embarkation, or to any other country which would accept them, RECOGNIZMG that stowaway incidents should be dealt with humanely by all Parties involved, giving due consideration to the operational safety of the ship and its crew,

WHILST URGING national authorities, port authorities, shipowners and masters to take all reasonable precautions to prevent stowaways gaming access to vessels,

HAVING CONSIDERED the recommendations made by the Facilitation Committee at its twenty-fifth session, 1. ADOPTS the Guidelines on the allocation of responsibilities to seek the successful resolution of

stowaway cases, set out in the Annex to the present resolution; 2. URGES Governments to implement in their national policies and practices the procedures

recommended in the annexed Guidelines; 3. URGES ALSO Governments to deal with stowaway cases in a spirit of co-operation with other

parties concerned, on the basis of the allocation of responsibilities set out in the annexed Guidelines; 4. INVITES shipping companies, shipowners and ship operators to take on the relevant responsibilities

set out in the annexed Guidelines and to guide their masters and crews as to their respective responsibilities in stowaway cases;

5. INVITES Governments to develop, in co-operation with the industry, comprehensive strategies to

prevent intending stowaways from gaming access to ships; 6. REQUESTS the Facilitation Committee to continue to monitor the effectiveness of the annexed

Guidelines on the basis of information provided by Governments and the industry, to keep them under review and to take such further action, including the development of a relevant binding instrument, as may be considered necessary in the light of developments;

7. REVOKES FAL.2/Circ.43

- 3 - A 20/Res.871

ANNEX

GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE SUCCESSFUL RESOLUTION OF STOWAWAY CASES

1 Masters, shipowners’, port authorities, national administrations, and other bodies including security

operators all have a responsibility to cooperate to prevent illegal access to a vessel while it is in port However, no matter how effective routine port and ship security is, there will still be occasions when stowaways gain. access to vessels, either secreted in the cargo or by surreptitious boarding.

2 For the purposes of the Guidelines a stowaway is defined as a person who is secreted on a ship, or in

cargo which is subsequently loaded on the ship, without the consent of the shipowner or the master or any other responsible person, and who is detected on board after the ship has departed from a port and reported as a stowaway by the master to the appropriate authorities.

3 The resolution of stowaway cases is difficult because of different national legislation in each of the

potentially several countries involved: the country of embarkation, the country of disembarkation, the flag State of the vessel, the country of apparent, claimed or actual nationality/citizenship of the stowaway, and countries of transit during repatriation.

4 There are, however, some basic principles which can be applied generally. These are as follows:

,1 A recognition that stowaways arriving at or entering a country without the required documents are, in general, illegal entrants. Decisions on dealing with such situations are the prerogative of the countries where such arrival or entry occurs.

.2 Stowaway asylum-seekers should be treated in compliance with international protection

principles as set out in international instruments” and relevant national legislation. .3 The shipowner and his representative on the spot, the master, as well as port authorities and

national administrations, should cooperate as far as possible in dealing with stowaway cases.

.4 Shipowners and their representatives on the spot, masters, port authorities and national

administrations should have security arrangements in place which, as far as practicable, will prevent intending stowaways from getting aboard a ship or, if this fails, will detect them before a ship arrives at port. Where national legislation permits, national authorities should consider prosecution of stowaways for trespassing upon or damaging the property of the shipping company, or the cargo.

.5 All Parties should be aware that an adequate search may minimize the risk of having to deal

with a stowaway case and may also save the life of a stowaway who may, for example, be hiding in a place which is subsequently sealed and/or chemically treated.

____________________ ‘Including any persons or party acting on behalf of the owner of the vessel “Reference is made to the provisions of the United Nations Convention relating to the Status of Refugees of 28 July 1951 and of the United Nations Protocol relating to the Status of Refugees of 31 January 1967.

- 4 - A 20/Res. 871

.6 Countries should admit returned stowaways with full nationality/citizenship status of that country or a right of residence.

.7 The country of the original port of embarkation of a stowaway should normally accept the

return of such a stowaway for examination pending final case disposition. .8 Every effort should be made to avoid situations where a stowaway has to be detained on

board a ship indefinitely. In this regard countries should co-operate with the shipowner in arranging the return of a stowaway to an appropriate country

.9 Stowaway incidents should be dealt with humanely by all parties involved. Due

consideration must always be given to the operational safety of the ship and to the well-being of the stowaway.

5 As a first step in addressing the issue, a framework of the various responsibilities, rights and

liabilities of the parties involved needs to be identified and agreed. The following allocation of responsibility is suggested:

.l The master

.l.l to make every effort to determine immediately the port of embarkation of the stowaway; .I.2 to make every effort to establish the identity, including the nationality/citizenship of the

stowaway; .1.3 to prepare a statement containing all information relevant to the stowaway, in accordance

with information specified in the standard document annexed to these Guidelines, for presentation to the appropriate authorities;

.1.4 to notify the existence of a stowaway and any relevant details to his shipowner and

appropriate authorities at the port of embarkation, the next port of call and the flag

.1.5 not to depart from his planned voyage to seek the disembarkation of a stowaway to any country unless repatriation has been arranged with sufficient documentation and permission given for disembarkation, or unless there are extenuating security or compassionate reasons;

.1.6 to ensure that the stowaway is presented to the appropriate authorities at the next port of

call in accordance with their requirements; .1.7 to take appropriate measures to ensure the security, general health, welfare and safety of the

stowaway until disembarkation; .2 The shipowner or operator .2.1 to ensure that the existence of, and any relevant information on, the stowaway has been

notified to the appropriate authorities at the port of embarkation, the next port of call and the flag State;

- 5 - A 20/Res.871

.2.2 to comply with any removal directions made by the competent national authorities at the port of disembarkation;

.3 Country of first scheduled port of call after discovery of the stowaway (port of

disembarkation) .3.1 to accept the stowaway for examination in accordance with the national laws of that

country and, where the competent national authority considers that it would facilitate matters, to allow the shipowner and his named representative and the competent or appointed P&I Club correspondent to have access to the stowaway;

.3.2 to consider allowing disembarkation and provide, as necessary and in accordance with

national law, secure accommodation which may be at the expense of the shipowner or agents, where:

.3.2.1 a case under .3.1 is unresolved at the time of sailing, or .3.2.2 national authorities are satisfied that arrangements have been made and will be effected for

the early return or repatriation of the stowaway by other means (which may be at the expense of the shipowner or agents), or

.3.2.3 a stowaway’s presence on board would endanger the safe operation of the vessel; .3.3 to assist, as necessary, in the identification of the stowaway and the establishment of his or

her nationality/citizenship; .3.4 to assist, as necessary, in establishing the validity and authenticity of a stowaway’s

documents; .3.5 to give directions for the removal of the stowaway to the port of embarkation, country of

nationality/citizenship or to some other country to which lawful directions may be made, in co-operation with the shipowner and his nominated representative;

.3.6 in co-operation with the shipowner and his and his nominated representatives to discuss

repatriation or removal arrangements or directions with the master/shipowner or their appointed representatives, keeping them informed, as far as practicable, of the level of detention costs, while keeping these to a minimum;

.3.7 to consider mitigation of charges that might otherwise be applicable when shipowners have

cooperated with the control authorities to the satisfaction of those authorities in measures designed to prevent the transportation of stowaways;

.3.8 to issue, if necessary, in the event that the stowaway has no identification and/or travel

documents, a document attesting to the circumstances of embarkation and arrival to enable the return of the stowaway either to his country of origin, to the country of the port of embarkation, or to any other country to which lawful directions can be made, by any means of transport;

- 6 - A 20/Res. 871

.3.9 to band over the document to the transport operator effecting the removal of the stowaway; .3.10 to take proper account of the interests of, and implications for, the shipowner or agent

when directing detention and setting removal directions, so far as is consistent with the maintenance of control, their duties or obligations to the stowaway under the law, and tire cost to public funds.

.4 The country of the original port of embarkation of the stowaway (i.e. the country

where the stowaway first boarded the ship) .4.1 to accept any returned stowaway having nationality/citizenship or right of residence; .4.2 to accept, in normal circumstances, a stowaway back for examination where tire port of

embarkation is identified to the satisfaction of the authorities of the receiving country; .4.3 to apprehend and detain the stowaway, where permitted by national legislation, if the

stowaway is discovered before sailing either on the vessel or in cargo due to be loaded; to refer the intended stowaway to local authorities for prosecution, and/or, where applicable, to the immigration authorities for examination and possible removal: no charge to he imposed on the shipowner in respect of detention or removal costs, and no penalty to be imposed;

.4.4 to apprehend and detain the stowaway, where permitted by national legislation, if the

stowaway is discovered while the vessel is still in the territorial waters of the country of the port of his embarkation, or in another port in the same country (not having called at a port in another country in the meantime) no charge to be imposed on the shipowner in respect of detention or removal costs, and no penalty to be imposed.

.5 The apparent or claimed country of nationality/citizenship of the stowaway .5.1 to make every effort to assist in determining the identity and nationality/citizenship of the

stowaway and to document tire stowaway, accordingly once satisfied that he or she holds the nationality/citizenship claimed;

.5.2 to accept the stowaway where nationality/citizenship is established. .6 The flag State of the vessel .6.1 to be willing, if practicable, to assist tire master/sbipowner or the appropriate authority at

the port of disembarkation in identifying the stowaway and determining his or her nationality/citizenship;

.6.2 to be prepared to make representations to the relevant authority to assist in the removal of

the stowaway from the vessel at the first available opportunity; .6.3 to he prepared to assist the master/shipowner or the authority at the port of disembarkation

in making arrangements for the removal or repatriation of the stowaway.

- 7 - A 20/Res.871

.7 Any countries of transit during repatriation

to allow, subject to normal visa requirements, the transit through their ports and airports of stowaways travelling under the removal instructions or directions of the country of the port of disembarkation.

- 8 - A 20/Res.871

APPENDIX

STOWAWAY DETAILS

SHIP DETAILS Name of Ship: IMO Number: Flag: Company: Company address: Agent in next port; Agent address: IRCS: Inmarsat Number: Port of registry: Name of master: STOWAWAY DETAILS Date/time found on board: Place of boarding: Country of boarding: Time spent in country of boarding: Date/time of boarding: Intended port of destination: Intended final destination (if different): Stated reasons for boarding the ship: Surname: Given name: Name by which known: Religion: Gender: Date of birth: Place of birth: Claimed nationality: ID document type: Passport No: When issued: Where issued: Date of expiry: Issued by: ID Card No: When issued: Where issued: Date of expiry: Issued by: Seaman’s Book No: when issued Where issued: Date of expiry: Issued by:

Photograph of stowaway Emergency passport No: When issued: where issued: Date of expiry: Issued by: Home address: Home town Country of domicile: Profession(s): Employer(s): [names and addresses] Address in country of boarding: Height (cm): Weight (kg): Complexion: Colour of eyes: Colour of hair: Form of head/face: Marks/characteristics: [e.g. scars, tattoos, etc.] First language: Spoken Read Written Other languages: Spoken Read Written Marital status: Name of spouse: Nationality of spouse: Address of spouse: Names of parents: Nationality of parents: Address of parents:

- 9 - A 20/Res.871 OTHER DETAILS Method of boarding, including other persons involved (e.g. crew, port workers, etc.), and whether they were secreted in cargo/container or hidden in the vessel: Inventory of stowaway’s possessions: Was the stowaway assisted in boarding the vessel, or assisted by any member of the crew? If so, was any payment made for this assistance? Other information (e.g. names and addresses of colleagues, community leader, e.g. mayor, tribal chief, contacts in other parts of the world): Statement made by stowaway: Statement made by master (including any observations on the credibility of the information provided by the stowaway): Date(s) of interview(s): Stowaway’s signature Master’s signature Date: Date:

______________



MANUAL – PART II

SECTION 8

INSURANCE Page - 1 -



SECTION 8 INSURANCE - GENERAL All vessels are provided with current issue of the following insurance related documents.

General Insurance Data (Ship Specific) Information Includes - Name of Hull and Machinery Underwriters

a) Hull Value b) Period of Cover c) Hull deductible d) Additional Machinery deductible if applicable e) Permitted Trading Area ( Which is normally world wide) f) Amount of Increased Value Insurance (if any) g) Name of the P&I Club h) Deductible for Cargo, Crew illness and others i) “Freight, Demurrage & Defence” Underwriters name; Usually same P & I Club j) Running Down Clause k) “Fixed & Floating Objects” underwriters name; could be either the H+M underwriters or Vessels

P&I Club l) Loss of Hire underwriters name, (if any Cover) daily amount and the conditions. Master to refer to the data sheet to verify applicable covers and their deductibles P& I Club’s Certificate of Entry. P&I Club Book “ List of Correspondents” issued every year P&I Club Book “ List of Ships” issued every year P&I Club Book “ statutes & Rules or Rules and Bye Laws” issued every year A few P& I Clubs Correspondents books also contain Guidance to Masters on a variety of topics including Stowaways, B/L’s, Pollution etc., Please refer to Book titled “ The Mariner’s Role in Collecting Evidence” It provides guidance to Masters and officers in adopting a systematic approach in collecting together all the necessary and factual information which may be required to resolve particular claims and disputes which arise during the course of a voyage, and to explain, why that evidence s relevant. Please refer to “Collecting Evidence” in case of (a) Cargo Damage, Loss and Shortage (b) Damage or failure of ships own equipment (c) Under performance and over consumption claims (d) Bunker Disputes (e) Unsafe Ports and Berths (f) Damage to Fixed and Floating Objects (g) Pollution (h) General Average (i) Salvage ( Copy of LOF 1995 is provided in the Company’s Major Casualty Contingency Plans) (j) Collisions (k) Labour Disputes and Disciplinary Proceedings (l) Personal Injury (m) Refugees



SECTION 8




REPORTING PROCEDURE GUIDELINES FOR DEVIATION, CREW CLAIM, FIXED & FLOATING

OBJECTS, INSTITUTE WARRANTIES & WAR RISK TRADING

Deviations It is obligatory for WALLEM to inform vessel’s P& I Club should a laden vessel deviate en-route to destination, other than the Port given in the B/L. For Tankers, this requirement is imperative. If vessel deviates whilst laden to receive bunkers, urgent spares, Crew change or similar activity; WALLEM will inform the P& I Club of the deviation and reason for the same. The P& I Club will require the type and quantity of cargo. In due course they will confirm that the cover is held for subject deviation with additional premium if any as applicable. Crew Claims ( P & I ) Crew injury & in some cases, illnesses where the crew has offsigned, is frequently leading to contentious litigation because of subsequent disability claims. Where personnel are offsigned with serious injury or illness, the Master must provide logbook entries, SIRIS, medical reports, witness reports, Statement of Facts from head of the department, etc., to assist WALLEM in handling the insurance claim satisfactorily. Fixed and Floating Objects Master to refer to the WALLEM provided data sheet to verify applicable covers and their deductibles. For example, whilst berthing vessel has had hard contact with jetty fender, Port Authority accuses vessel of damage to fender and jetty, Also vessel suffers indentations to Hull plating. This claim would come under “FFO” for alleged damage to fender & jetty. If “FFO” cover is provided by the P& I Club, their local correspondent should be called to attend, however if “FFO” covered by H+M underwriter the vessel will not be able to call directly as their correspondent list is not circulated as the P& I Clubs do. The Company must be informed who in turn will advise H+M underwriters and if time available will inform Master the name of the attending surveyors. For ships Hull damage, check applicable Hull deductibles and only then consider if Hull underwriters need to be called. Advice on this should, when time available, be sought from WALLEM.

Institute Warranties Please refer to in SMS Documentation DVD, WSM – GENERAL LETTERS “INSURANCE SECTION”. A copy of the IWL chart should be posted in the Chart room for easy reference . Depending on hull conditions, vessel is warranted not to trade to or through certain areas, e.g. West of Baie Comeau / Matane (But not West of Montreal) between 1st December and 30th April. Should vessel have to trade to these areas or breach “IWL”, H+M Underwriters are to be advised before the vessel breaches the IWL. They may charge an additional premium which owners would preferably pass on to Charterers. Date and time vessel breaches IWL and is expected to enter back into Institute warranties are to be informed to WALLEM Safety and Insurance Department The ETA/ETD of crossing into /out of the IWL (especially for Bering Sea and Baltic region) must be informed to WALLEM 96 hrs in advance. The updated actual times and positions of the crossing should again be informed to WALLEM at the time of crossing. This is important so as to ensure that the ship is held covered when breaking warranty limits. War Risk Trading Limits Hull Marine War Risk trading areas & Ports are constantly being reviewed and changed by Underwriters. Updated information on the areas and port will be sent to all vessels through E-mail by WALLEM. Please notify the Owners / operators and Fleet Cell about 96 hours before arrival at War Risk port, or crossing War Risk Zones (areas), as applicable. Vessels are also required to send the ETA and ETD to & from the area in the 96 Hours message. Later, an updated report is to be sent on arrival and departure from such port / war risk areas with positions of crossing the War risk area and time of crossing. This will allow for timely reporting to underwriters and ensure vessel is always held fully covered. Note: Crew War Risk trading area has a different criteria. It is declared by



SECTION 8




Lloyd’s of London - Should situation occur. Fleet Personnel will give the necessary notification to Master. ACCIDENTS AND INSURANCE General Instructions The main points to remember regarding any inquiries into serious incidents are: - A. Establish identity and interest of all parties or individuals present during any discussions

relative any incident. B. Unless guidance is being given by legal counsel or P & I representative, only facts relative to

time and location are to be given to interested parties from Owners’ side, and none at all to the third party representatives.

C. Contact the Hong Kong Office or an Area Office as soon as possible. Outside office hours you may telephone any Superintendent or Manager, whose home telephone numbers are given in “MCCM Manual” & “SMS Documentation DVD.

D. Under no circumstances should you introduce opinions, conclusions and/or statements contrary to Owners’ interests into any documents or record pertaining to an incident, i.e.

(YOU MUST NEVER MAKE AN ADMISSION OF LIABILITY).

All correspondence, e-mail, faxes and telexes are to be titled ‘FOR ATTENTION OF OWNER’S SOLICITORS ONLY’ and sent to WALLEM SHIPMANAGEMENT LTD.

Reports

a) Reports are to be factual and concise. b) Under no circumstances are reports to contain opinions, extemporaneous remarks or seek to

apportion blame. c) Opinion regarding standards of personnel and/or equipment must be sent under separate

cover in the normal manner, and are NOT to be included in reports under. d) A full labour/repair time sheet must be maintained. The following information is to be shown on that time sheet:- a. Number of Workers on board. b. Time of boarding. c. Time of leaving. d. Name of Contractor. e. Place and birth. f. Dates. g. Any other pertinent information.



SECTION 8




Guidance Notes PART I The purpose of these notes is to clarify for Masters what is required of them in circumstances that may give rise to:- A. Claims on Hull and Machinery (H & M), Insurance policies. B. Claims on Protection and Indemnity (P & I) Associations or ‘Clubs’. HULL & MACHINERY COVER It should be understood that a Hull & Machinery Insurance Policy is precisely what its name indicates; a policy which insures a vessel’s Hull & Machinery against damage occasioned by specified perils. Hull and Machinery (H & M) Underwriters are not, generally speaking, concerned with damage to or short delivery of cargo, they are not concerned with crew matters (except indirectly where there has been a loss of life resulting from a collision) and they are not concerned with third party liabilities excepting where the vessel insured by them is partly or totally to blame for a collision; in short, unless there is physical damage to the insured vessel there is unlikely to be a claim on the H & M Underwriters.

It is a standard procedure for Underwriters to insist that all H & M policies should contain an Excess or “Deductible” which means that the Assured (The Shipowner or his Agent) will only be able to recover costs in excess of this figure where the damage has been caused by a peril insured against. The deductible applies to ‘each separate accident or occurrence’. It varies from vessel to vessel and is usually fixed after assessing such things as the vessel’s age, her insured value and the Owners’ previous claims record.

Although Shipowners have a wide choice of Clauses with which they can cover their vessels, generally speaking, it is best for a Master to assume that his vessel has a full cover whereby any repair costs (apart from those relating to wear and tear or routine maintenance/class requirements) in excess of the deductible will be recoverable. If the insurance cover is limited and as a result a specific damage will not result in a claim, the Management office will know and the Master can be informed accordingly.

Whenever a vessel is involved in an incident whereby a claim on H & M Underwriters is likely to arise, the Master should immediately give details of same to the Management office since they in turn are obliged to give immediate advice to their Underwriters. A full written report will be required from the Master as soon as practicable and where the incident involves the vessel’s machinery, the Chief Engineer’s detailed written report will also be required. There are two main accident situations where the Master is also required to give immediate notice to third parties, these are:-

(a) When the vessel sustains damage caused by stevedores. and (b) When the vessel is involved in a collision.

When the vessel sustains damage caused by stevedores, the Master should immediately put the stevedores on notice in writing that they will be held responsible for the damages. Failure to so act may prejudice Owners claim against their H & M Underwriters, who would be liable for stevedore damage repair costs, provided reasonable efforts have been made to recover from the third party and provided the repair costs exceeds the deductible.

When the vessel is involved in a collision it is imperative that the Master does not admit liability, regardless of his inward feelings. He will probably be instructed by his Management office to call in the local P & I representatives (if in port) and the question of liability should be left to them. The Master must in all cases hold the other vessel responsible in writing.



SECTION 8




In both these cases the Management office will require copies of such letters written by the Masters.

In cases where a claim on H & M Underwriters might result, full copies of all logbook entries covering both the incident and the repair period should be forwarded to the Management office at the first opportunity after the event.

Where the incident is serious a Superintendent is usually sent to the vessel from the Management office and where possible the above mentioned documentation should be made ready for him to bring back.

In summary, whenever his vessel sustains damage of any sort and howsoever caused (other than anything, which is obviously of a wear and tear nature) the following steps should be taken by a Master:-

a) He should immediately inform the Management office of the nature and the extent of the damage, so far as it can be ascertained, with an estimated repair cost whenever possible.

b) If there is a possibility that the repair cost might exceed the policy deductible, c) He and/or the Chief Engineer should prepare full written reports and submit them to the

Management office as soon as practicable. d) Copies of all logbook entries relating to the incident and the subsequent repair period, should

be take and submitted to the Management office as soon as practicable. e) If the ship’s staff assist with damage repairs, he should prepare a receipted statement

detailing the work done, hours worked and payments received. f) If the damage is caused by stevedores he should promptly put them on written notice that

they will beheld liable, a copy of the letter should be sent to the Management office as soon as practicable

If the damage is sustained as a result of a collision:- a) He must not admit liability. b) He must hold the other Master responsible for the collision. This should be done in writing and

a copy of any letter should be sent to the Management office as soon as practicable. It should be understood that the cost of repairing any damages directly caused by ‘negligence of the vessel’s crew’ is recoverable on most H & M policies; accordingly it often arises that there is little to be gained and must to be lost by a stubborn refusal to accept the oversights or temporary thoughtlessness can occur.

It should however also be understood that the cost of repairing damages resulting from ‘incompetence’ is rarely recoverable under H & M policies.



SECTION 8




PROTECTION AND INDEMNITY (P & I) ASSOCIATIONS OR ‘CLUBS’ It will be realised that when H & M Underwriters limit their cover almost entirely to physical damage to a vessel, many Shipowners find it desirable to protect themselves against some of the many other risks associated with the operation of ocean going vessels.

This they can do by banding themselves together in P & I Clubs whereby they are mutually protected against certain additional risks. The P & I cover is divided into the two obvious categories namely, Protection on the one hand and Indemnity on the other. Protecting risks included personal injury, other crew liabilities, collision liability not covered under H & M policies, damage to piers and other objects, quarantine expenses, removal of wrecks, also liability under towage contracts. Provision is also made for damage to other vessels, apart from collision, such as excessive wash, fire, explosion, or by the dropping of objects overboard. Indemnity cover relates to Shipowners’ liability to cargo for pilferage, non-delivery, damages, over carriage and so on. It also covers immigration and customs fines arising from negligence of the Master and crew. P & I Clubs do not pay claims in respect of damage to the ‘entered’ vessel.

As the case of Hull and Machinery claims, P & I claims are also subject to ‘deductibles’; the difference is, however, that the deductibles attaching to P & I claims vary according to the nature of the claim whereas the H & M policy deductible, once fixed, is the same for any type of accident within a specific policy year, unless special provision is made for an operation such as lighterage, where the risk of contact/collision damages is greatly increased.

Ideally a Master should be aware of the deductible attaching to each type of claim but in practice this is rarely the case and in the absence of such specific knowledge, a Master should assume that any costs of the nature described above which are incurred will be recoverable.

Discretion is required as to whether urgent advices need to be sent to the Management office in the event of a likely claim. However, as soon as the full facts are available the Master should provide his Principals with the following documentation:-

a. A detailed report outlining:- i. the cause and the extent of the damage/loss, and/or ii. the reason for the bill/fine being incurred and the amount involved

b. All pertinent supporting vouchers/reports in his possession. c. All pertinent logbook entries. Since the decision as to whether expenditure will be claimed from H & M underwriters or P & I Clubs should be made by the Management office, they should be in full possession of all the facts; accordingly all incidents should be reported to them and clarification should be sought promptly when a Master may be in doubt.

The above requirements are complementary to and do not replace any of the standing reporting or operational duties of a Master.

PLEASE BE GUIDED ACCORDINGLY



SECTION 8




PART II ATTENTION: CHIEF ENGINEERS The purpose of these notes is to clarify what is required of a Chief Engineer in circumstances, which may give rise to a claim on the vessel’s Hull and Machinery insurance policy.

It is unreasonable to expect a Chief Engineer to have detailed knowledge of what cover is afforded by a specific set of clauses and it is therefore best for him to work on the assumption that, if the damage is ‘accidental’, even if the ‘accident’ results from a wear and tear situation, the repair cost will probably be recoverable. There are, of course, exceptions to this rule but, where accidental damage repair costs are not recoverable, the Management office will know and the Chief Engineer can be informed.

It is a standard procedure for Underwriters to insist that all H & M policies should contain an Excess or ‘Deductible’ which means that the Assured (The Shipowner or his Agent) will only be able to recover costs in excess of this figure where the damage has been caused by a peril insured against. The Deductible applies to ‘each separate accident or occurrence’. It varies from vessel to vessel and is usually fixed after assessing such things as the vessel’s age, her insured value and the Owners previous claims record.

Whenever there is a breakdown of, or damage to a vessel’s machinery and the repair itself costs are likely to exceed the Hull and Machinery (H & M) policy deductible, provided the damage itself is not normal wear and tear there is likely to be a claim on the H & M Underwriters. The Management office will decide whether a claim is to be proceeded with or waived.

At this point it is appropriate to mention that most H & M policies DO cover loss of or damage to a vessel directly caused by the ‘negligence’ of the Master, Officers and Crew.

This is, of course, a sensitive area since nobody likes to admit his or her mistakes. It must however be remembered that nobody is perfect and, when oversight and temporary thoughtlessness can and does occur there is a very definite need for Shipowners to cover themselves against the resultant costs.

It will be appreciated that a slight error can cause very extensive damage thereby incurring considerable repair costs, accordingly Management offices are often intolerant of stubborn refusals to accept that a certain member of the vessel’s complement may have made a mistake.

Whilst it is important for a Chief Engineer to be aware that the cost of repairing negligence damages can be claimed against H & M Underwriters, it is equally important that he realises damages resulting from ‘incompetence’ are rarely claimable. It cannot be stressed too heavily that the word ‘incompetence’ should be avoided when the cause of damage is being discussed for insurance purposes, unless it has been approved by the Management office.

Any machinery breakdown likely to give rise to an insurance claim should be reported immediately to the Management office since they in turn are obliged to give prompt notice to their Underwriters. A full written report will be required as soon as practicable. However the initial advice should be as comprehensive as possible including, where possible, the extent of the damage, how it was caused (being as specific as possible) what immediate repairs are required and whether they can be effected by ship’s personnel.

If an insurance claim is to be made a Surveyor normally attends the vessel on behalf or Underwriters and a Superintendent usually attends from the Management office. The Superintendent has usually been made aware of the specific insurance cover/requirement, so, unless instructed to the contrary, it is better that the Chief Engineer does not get involved in discussions with other Surveyors regarding the cause of damage, etc.

Frequently ship’s staff assist with Damage repairs and, where this happens, the Chief Engineer should prepare a statement, to be signed by those individuals who assisted with the repair, detailing the work done, the hours worked and the payments received specific to the job - not overtime.



SECTION 8




One additional item required from the Chief Engineer when an insurance claim is to be made is a statement of all fuel consumed and engine room stores used during periods when damage repairs are being effected and during deviation periods should the vessel have to put into a port of refuge, also any overtime incurred by the crew should be tabulated separately.

In summary therefore, the requirements of a Chief Engineer at times of damage or breakdown are as follows:-

1. Decide whether the damage is normal wear and tear or has some accidental cause. 2. If there is a possibility that the damage repair costs might exceed the H & M policy deductible

and assuming the damage to be accidental he should:- Promptly send a preliminary advice to the Management office incorporating:- a. Likely cause of damage. b. Extent of damage as far as known. c. What immediate repairs are required and whether they can be effected by the crew. 3. Send a full written report to the Management office elaborating upon, and amending where

necessary, the facts in the preliminary advise. 4. If the crew assist with damage repairs, send to the Management office a receipted statement

detailing the work done, the hours worked and payments received. 5. Prepare a statement of the fuel consumed and the stores used during repair and/or deviation

periods and send same to the Management office. The above requirements are complementary to and do not replace any standing reporting or operational duties of a Chief Engineer. PLEASE BE GUIDED ACCORDINGLY

INSURANCE GUIDANCE NOTES FOR HULL AND MACHINERY DAMAGE CLAIMS Due Diligence Both the ITC (Hull) 1.10.83 Clause 5.2 and the Additional Perils Clause are subject to a due diligence provision which state that the insurance covers a loss provided such “loss or damage has not resulted from want of due diligence by the Assured, Owners or Managers” For the purposes of this section it would suffice to say this duty is a personal one of the Assured, Owners or Managers and with the advent of instant communication needs to be reviewed carefully. One may add that strictly, the burden of proof is on the Owner to show that this clause has been complied with rather than the Insurers having to show that the Owners have failed in this respect. Preparing Insurance Claims In the event of an occurrence, likely to lead to a claim under a policy, there are certain implied or unwritten duties and certain express or written duties imposed on the Insured. The implied duties requires that the Assured should act as if he were uninsured and take all reasonable steps to minimise his loss. In addition, almost all policies specifically provide that the Insurer needs to be notified immediately of any event, which could give rise to a claim under the policy.



SECTION 8




Principal Participants Usually, for marine hull particular average claims, be they partial loss or total loss, the following principal participants are involved - the vessel’s Officers and its crew, the Shipowner/Manager’s Superintendents, the Repairers, the Shipowner/Manager’s Insurance Department, the Underwriters’ Surveyor, the Classification Society’s Surveyor, and the Average Adjuster, besides the Underwriters themselves and the Brokers. There are other situations, like in general average or collision or contact damage claims when, in addition to the above, a P & I Club Surveyor and/or a Surveyor acting in General Average Interest and/or a Salvor and/or a Cargo interests or other Third party’s Surveyor may also be involved. How the system works After a loss of damage has occurred, usually the vessel’s Master notifies the Shipowner / Manager (assured) who in turn notifies, usually through his insurance department, the broker of the same. The broker then notifies the leading underwriter and the leading underwriter instructs the broker to appoint a surveyor to represent the underwriting interests. Depending on the circumstances the Shipowners / Managers may send a Superintendent to attend and/or the Classification Society may be asked to attend. The appointment of the other prominent participants follows logically, as required. With satellite communication facilities this process can now be completed very quickly.

Role of Underwriters’ Surveyor The Underwriters’ Surveyor is in attendance to represent his principal’s interests and ensure that nobody manipulates the system for their own ends. Most often these surveys / attendance’s are after a vessel has suffered a casualty and repairs are about to commence, though in larger cases such attendance may commence at the location of the accident. He is not concerned with interpreting the policy of insurance, nor is he concerned with settling the claim. He is there to accurately record the technical history and facts of the case, including a fiscal appreciation of the situation and report this to the Underwriters. In brief he will check on: 1. The description and extent of damage, the quality of repair work, 2. Whether it is permanent or temporary, if the latter then why, 3. Whether any Owner’s work is being undertaken simultaneously and whether this was immediately

necessary for seaworthiness, 4. Whether any damage repair work is being carried out simultaneously, 5. How much time either of the jobs take, if carried out separately, 6. Whether any of the above repairs / work required the vessel to be dry-docked, or brought

alongside or cleaning / inerting of her tanks, 7. Whether any overtime was worked and whether it saved any time, which in turn resulted in a

saving to Underwriters. He will also record the list of spares used and relevant to the damage repair and note 8.Whether any of the damage repairs have been deferred.



SECTION 8




He may recommend:-

A method of repair, Or preparing of a repair specification and obtaining tenders, though the actual repairs put in hand are the owner’s privilege. Nevertheless, Underwriters are only liable for the reasonable cost or repair of the damage. This Surveyor will also if requested, assist the Shipowner / Manager in negotiating settlement of the accounts with the repairers. He has two further primary functions at such an attendance. One is to approve the cost of repairs, as put forth by the Assured’s Representative, as being fair and reasonable and relevant to the casualty and ascertain if any salvage credit is due to Underwriters. The other is to independently investigate the cause of the damage. Role of Assured’s Representative At this juncture it might be worth pointing out that it is the Shipowners / Managers or their representatives duty to bring to the notice of the Underwriters’ Surveyor the nature and extent of damage, therefore, as quite often happens, if further damages are discovered during a repair, the Surveyor must be called back and this pointed out to him, to enable the two parties to agree upon the total extent of damage due to the alleged occurrence (s).

Elementary evidence such as the logbooks, Master’s or Chief Engineer’s report(s), etc., must also be provided to the Underwriter’s Surveyor for his perusal and study.

It is also the Shipowner / Manager’s privilege to put forward the cause(s) of damage(s), which the underwriters’ Surveyor will autonomously investigate and try to reach an agreement with the Shipowners / Manager’s Representative.

If the cause of damage is technically straight forward to the Shipowners / Manager’s Representative, as also the extent of damage, then he should endeavour to agree this with the attending Surveyor at the time of survey, as considerable time can be saved by this exercise.

However, as fairly often happens these issues may be complicated either owing to more than one damage being in the same area or because it is difficult to distinguish between what is damage and what is wear and tear, etc.

In such cases where the evidence is not all clear or the facts are complicated, it is advisable not to make an allegation to the attending Underwriters’ Surveyor until the matter has been properly researched and discussed with the Insurance Department and / or Average Adjusters.

The Role of the Average Adjuster is to state the claim on the Hull policy and it is then up to Hull Underwriters to study the claim and decide whether or not to pay it.



SECTION 8




Role of Ship’s Officers A Shipowner / Manager depends upon the skill, the honesty and discretion of his officers and crew for the carrying out his business transaction, in which the property at risk is of huge value. Overconfidence and ignorance are probably the main pitfalls, which ensnare the staff onboard, and endeavours should be made to reduce these factors. It may also be noted that owing to the facility of modern communication between the ship and its Owner / Manager, the authority of a Master or Chief Engineer has, in practice, been greatly curtailed. “Prevention is better than cure”, but in-spite of every care, accidents are bound to occur from time to time. When they do the circumstances of the accident and particulars of the damage or injury should be carefully and precisely logged, as a matter or course. Furthermore, such incidents should be reported to the Shipowner / Manager at once so that the necessary investigations may be set in motion as soon as possible. Prompt investigation, while everything in a manner of speaking is warm, is a powerful aid to the quick settlement of a claim. In cases involving broken gear or tackle, the broken part should be carefully preserved and should on no account, be removed from on board, by any unauthorised person. Such parts are often of vital importance in defeating a counterclaim or expeditiously settling a marine hull claim. On the other hand, by its evidence, it may lead to an early avoidance of heavy costs of contesting an action that ought never to have been commenced. Depending on the circumstances of a casualty, a Shipowner / Manager may decide not to send out a Superintendent to attend or he might not be able to get there in time and it may be left to the Ship’s Master and Chief Engineer to liase with the concerned parties, in the interim. Often the duration between the initial damage survey and completion of repairs / final survey at a port of repair is quite substantial and the Superintendent and/or the Underwriters’ Surveyor are, in the meantime, gainfully employed elsewhere, leaving it to the Ship’s officers to shoulder the responsibility of ensuring that the repairs (which may be fairly uncomplicated) are carried out to their satisfaction and to record the events that transpire during this period. In any case, the Ship’s Officers and Crew are “the people on board”, who are most often perhaps best aware of the full facts or “real story” surrounding the casualty and therefore have an important role to play in this whole process of making Hull claims. Preparation of Documents Log Books Though it is the duty of a Chief Officer to maintain a deck log and use all possible care in verifying the accuracy of statements made in it, it is recommended that a Master, as a matter of prudence, does not fail to make regular examinations of its contents, particularly on matters other than those concerning the routine data of the day to day navigation or during the periods following a casualty and during its repairs. This practice should also be adhered to in connection with the engine room log books, which in addition to routine entries should always give details of all inspections and tests made of bilges, etc., valves, pipes and any overhaul or repair work carried out by the ship’s or other personnel. Unless a separate book is provided this log should also incorporate the regular soundings taken of the bilges and tanks during the voyage and after a casualty.



SECTION 8




It may be emphasised that no entry of an important nature should be made without due consideration. Such entries or reports should be presented in as clear, orderly and precise a manner as possible. These entries should endeavour to stick to the facts of a case and avoid exaggeration. It must always be remembered that a careless or inconsistent record of an incident, or a report badly made, perhaps due to the officer being unfamiliar with the language of correspondence or otherwise, may seriously prejudice the Shipowners / Manager’s interests - e.g. in relation to ship’s Underwriters or cargo interests. To avoid doubts and suspicion, alteration and obliteration’s should be avoided, not only in the deck and engine log book, but also the scrap deck and engine log books, as in any investigation these latter documents also come under scrutiny, primarily because they are often the most contemporaneous ones. Much of what has been said above is also relevant to entries in the official logbook. In addition it must be borne in mind that these entries should be made as soon as possible after the occurrence to which they relate and the respective dates of the occurrence and the entry should be stated. Depositions before Statutory Body Personnel or Surveyors In the case of these depositions, the necessity for accuracy, care and consistency is as relevant, if not intensified. This is because they are sometimes taken by men who are imperfectly acquainted with the nautical and/or engineering expertise / experience of the subject matter and who may therefore, unless properly informed and guided, merely perform their duties perfunctorily. Then, again, the ship staff who depose before “another” interest’s representative, are often, by reason of worry and fatigue to which they have been recently exposed, in a state of mind and body which might well cause them to provide a hasty or partial narration of the facts of the case. Lastly, either of the earlier factors may lead to an ill-timed indifference on the part of the officer deposing, all of which, needless to say, can seriously prejudice the Shipowners / Manager’s interest. In general, one should endeavour to ensure every material detail in the reports, entries and depositions on a casualty, where correspondingly appropriate, agree with each other. This can be done by referring to the logbook for the purpose of refreshing the memory. Last but not least, establishing a good relationship with the attending Surveyor is more likely to give your Shipowner / Manager the benefit of the doubt in areas where the claim may not be at its strongest.

Noting Protest Whenever a ship has experienced heavy weather or had an accident, in the course of her voyage and has suffered damage as a result and/or the cargo has suffered loss or damage (or it is feared may have done so), it is usual for the Master to note protest. This should be made before the relevant authority, usually the notary public or his foreign equivalent or Consul representing Ship’s flag. This is important because on the Continent and elsewhere including Latin America, this document is received as evidence. Often, it is essential that the protest be lodged, as soon as possible, after the vessel’s arrival in port, to enable the Shipowner to legally enforce his rights - e.g. for General Average contribution from cargo.



SECTION 8




All the relevant circumstances of the casualty and the full extent/details of the damage should be incorporated into this note, and as mentioned earlier this document should agree with corresponding other entries and/or reports made on board for the casualty. This protest can be extended if further damage from the same accident is subsequently discovered. Protests of another kind are sometimes necessary - e.g. by reason of damage to ship by stevedores, etc. All such protests should be made in writing and best endeavours should be made to obtain the acknowledgement of it from the other party. Irrespective of whether such protests or notifications are acknowledged, the protests must be properly recorded in the ship’s log, photographs taken, to be used later as evidence and Charterers and Shipowners / Managers immediately informed of the same, with a request for arranging a joint damage survey, if this is felt necessary. Reports / Statements The need for maintaining accuracy, care and consistency is also required while making out a report or statement on a casualty or a particular aspect of it.

As has been mentioned earlier, here also consideration must be given to ensure it is made out in a clear, orderly and precise manner. Since such reports are often not made out contemporaneously and the author, therefore, may have more time to prepare and present the document, a higher degree of the above criteria is usually expected in these reports. Correspondingly, they are also required to be fairly detailed though exaggeration and conjecture here also should be avoided.

Such reports should be duly checked, signed and rubber-stamped and any alterations or amendments done prior to signing or after should be initialled by the author in the left/right hand margin.

e-mail / Telexes / Fax These messages by nature are brief; therefore, care should be taken to ensure that facts are not distorted or details do not appear misleading, when compressing the message for transmission. Perhaps, some issues are best conveyed by elaborate description / detail. With communications available now, any casualty or damage claim is best conveyed to WALLEM with elaborate descriptions and details. General Certain terms in insurance parlance such as - accident, occurrence and incident, when used in the plural can often mean the application of more than one deductible to a claim and therefore should be used with care when reporting.

Other terms in insurance terminology have very precise meanings and may limit the cover offered like - latent defect, wear and tear, error in design, faulty material, improper or insufficient maintenance, corrosion and inadequate upkeep, when used the context of cause of damage. Therefore, us of such terms should be avoided when reporting or in conversation / deposing to Underwriters / other Surveyors, etc.

Attempts to prescribe a damage or its cause to a certain date in the past should also be avoided or done only after careful analysis as such comments can have implications as to whether the current policy is affected or not.



SECTION 8




It is not possible to provide a list of all the areas which need caution when reporting not is it possible to provide a complete list of what information needs to be provided in the log books, or more importantly ship’s officer’s reports during and after a casualty. What follows is an attempt to provide a brief rough guideline.

The most common marine hull claims are those arising from collisions or contacts, heavy weather, fire, salvage, machinery damage, Charterer’s negligence and general average. For all these casualties, the officer’s reports should incorporate:

1. A detailed and precise description of the circumstances of the accident/casualty; 2. The date and time of same; 3. The full extent of the damage / loss noticed or apprehended; 4. Whether there was also any personal injury or loss of life or personal effects involved; 5. Whether any repairs were carried out, if so were they permanent, or part permanent or

temporary. If temporary, then why ? 6. At which place were the repairs carried out and on what dates / times ; 7. If the vessel was removed and / or put in to a port, as a result of a damage, solely for such

repairs, the exact dates / timings of arrival / departure from that port and details of the fuel / stores consumed during the deviation and or detention, including details of any shifting within the port and why the shifts were done, details of the last port prior to this one, details of the originally intended next port of call, details of whether cargo is on board or whether cargo was loaded at the repair port, where did the vessel sail to from there and to do what, etc. ?

8. The list of spare parts, stores, and other materials used in the repair and if available details of when replacements of such spares used in the repairs have arrived on board ;

9. The record (with supporting documents if available) of all the calls, messages and associated expenses such as launch, car hire when in port connected with the casualty and its repairs ;

10. Details, both of time / description of work and financial quantum, of any special payments made to the crew, excluding usual wage and contractually agreed overtime, for assisting in the repairs

11. Details / description of any damage to cargo. If the casualty is a collision or contact damage, photographs of the damage and an accurate record of the events including movements / speed etc., just prior and after the accident should also be incorporated. Such reports are usually made in consultation with the ship’s P & I Club Representative or a Solicitor. Refer to “Mariners Role in Collecting Evidence.”

If the casualty is due to a fire, a record should be kept of what was damaged by fire and by extinguishing methods, especially water.

If the damage is due to heavy weather then the report should incorporate an accurate record of the wind, current and sea state encountered, giving dates / timings for same and recording what exactly was damaged, including fore castle’ stores.



SECTION 8




If the damage is such, - e.g., machinery damage, where it is difficult to establish the cause or time of damage, details of its past history will have to be provided, including details of the last overhaul, renewal, inspection and by whom, running hours since last overhaul / renewal / inspection and in total, if relevant.

If the damage is a generator breakdown and a temporary generator is hired, then details of such hire, including date / timing of generators arrival on board / installation commission / decommission and landing ashore should also be incorporated.

If it is a case involving general average and cargo is also discharged, or even otherwise, the report should incorporate full details of cargo quantity and number of Bills of Lading per manifest, including brief description of cargo on board. Details of which cargo and how much has been discharged and / or reloaded, after completion of repairs with dates / timings of these operations.

In the case of a salvage claim involving salvage under L.O.F. with a view to minimise Shipowners / Manager’s quantum of award to Salvors a close monitoring of the operation should be maintained with a view to :

(a) Minimise the Salvors exaggerated claims of having made heavy inputs into the operation in terms of skill and effort, - of having faced and overcome a high degree of danger / risk to themselves and the casualty, of being very prompt and efficient in their services, etc.,

(b) To state the facts accurately. All this should then be incorporated in the statements and

reports. Depending on the casualty, such reports should be accompanied by copies of the deck and engine log books covering the relevant period, a copy of the note of protest, a copy of the Class Surveyors temporary report / recommendations, work orders, defect list, wages and maintenance sheet of the officers and crew, a copy of the Bill of lading especially incorporating its reverse side and details of bunkering during the voyage and first opportunity thereafter should accompany reports involving general average situations.



SECTION 8




Conclusion Information is essential to the insurance claim and without the same, the Shipowner / Manager cannot quickly recover the money they have spent out. When the Master can do all of the above on each claim, he will make the claim handling efficient. More importantly the Owners will be pleased because the action would have significantly cut down the amount of time by which they are out of pocket and not reimbursed by Hull Underwriters for the monies paid out following a casualty. While this from Ship’s staff point of view may require a bit more organisation / effort initially, in the long run it saves everyone considerable time and correspondence (all of which is money), which often occurs when the problem is no longer fresh in ones mind and records or the relevant personnel are more difficult to locate. Checklist of Documents Required from the Master / Chief Engineer 1. Occurrence date / time / place ; 2. Underwriter Survey Report (if available) ; 3. Master’s / Chief Engineer’s / Duty Officer’s Report ; 4. Class Surveyor’s Report ; 5. Copies of Deck / Engine Log Books for date(s) of accident / repair period ; 6. Spare Parts Consumed (Requisition/s No.) ; 7. Stores Consumed (Requisition/s No.) ; 8. Wages / Overtime Sheet / Fuel Oil Consumption (Related to damage) ; Was specialist service utilised ? (Yes/No) If yes, Name of firm : Name of specialist : Also include time sheet and work done report ; 10. Photographs.



SECTION 8




LIQUID CARGO CLAIMS 1. General These instructions apply to all ships which carry liquid cargoes and are to be strictly complied with. With the high, continually rising value of mineral oils, claims against ships for short discharge are increasing. The following documentation is required by WALLEM SHIPMANAGEMENT LTD. in order to support ships against such short discharge claims. Cargo Inspectors Surveyors Remember an “ Independent Inspector / Surveyor “ is independent in name only. Expect him to give the ships interest low priority, and make sure he is accompanied by an Officer at all times. An experienced Officer may well be more “expert” than the Inspector, As soon as it becomes apparent that you do not agree, protest. 2. Where No Lightering Is Involved 2.1. Ship’s ullages and calculations for cargo on board after loading at the first loading port. 2.2. This document must show how much of the cargo was slops on board prior to loading. 2.3 Ship’s ullages and calculations for cargo on board prior to and after loading at each

subsequent loading port. Ship’s ullages and calculations for cargo on board prior to discharging at the first discharging port.

2.4. Dry Tank Certificates after discharge at each discharge port.

Where cargo remains on board after discharge is completed, details of the amount of cargo remaining at the bottom of each cargo tank.

2.5. Reasons for incomplete discharge must be provided. 2.6. Where there is more than one discharge port, ullages and calculations for cargo on board

prior to sailing for, and on arrival at each subsequent port. 2.7. Any reports of survey carried out on behalf of Owners and/or Charterers. 2.8. All claim documents and any other documentation relating to the cargo carried on the voyage

in question. 2.9 Ship’s ullages and calculations showing the amount of any slops on board prior to loading the

next cargo.



SECTION 8




3. Where Lightering Is Involved A. Ship To Be Lightened(STBL) A.1. Ship’s ullages and calculations for cargo on board after loading at the first loading port.

A.2. Ship’s ullages and calculations for cargo on board prior to and after loading at each subsequent loading port.

A.3. Ship’s ullages and calculations for cargo on board prior to discharging into each lightening ship. A.3.1. Ship’s ullages and calculations for cargo remaining on board after the departure of each lightening ship. A.4. When discharge into lightening ships is completed, a calculation of any cargo, which remains at the bottom of cargo, tanks. A.4.1. Reasons for incomplete discharge must be provided. A.5. Any reports of survey carried out on behalf of Owners and/or Charterers. A.6. Ship’s ullages and calculations showing the amount of any slops on board prior to

loading the next cargo. B. Lightening Ship 3B.1. Ship’s ullages and calculations for cargo on board after loading from the STBL. 3B.1.1. This document must show how much of the cargo was slops on board prior to loading. 3B.1.2. As 2., 2.1. to 2.8. 4. Corrections

Details of all corrections applied must be shown. e.g. trim correction, list correction, temperature correction etc.

5. Undischarged Cargo 5.1. Samples must be drawn from any tank in which cargo remains after completion of discharge. 5.1.1. These samples must be carefully and clearly identified. 5.1.2. The identification is to be as the following format: SHIP’S NAME VOYAGE NUMBER DATE & PORT TANK NUMBER TYPE OF OIL 5.1.3. These samples are to be retained on board (in a dedicated Locker, preferably the paint locker

which has fixed fire fighting arrangement) for later analysis, if necessary.

If, for any reason, it is impossible to draw a sample, this fact must be recorded and agreed by an installation representative.



SECTION 8




High “ROB” Claims Although Charter Parties forbid deduction of any kind from freight, it is not uncommon to deduct CIF Value of Cargo remaining on board from Freight Dues / Charter Hire. It means lengthy litigation involving the P & I Club and at time Solicitors to get back dues. Should Cargo “ROB” be “ High” the P& I Club local Correspondent (and WALLEM) must be notified. The commercial department of owners or the commercial operators would also have their own requirements with respect to notification in case of High cargo “ROB” and these are also to be complied with. In many cases, the OBQ on board prior loading would be subtracted from the ROB after discharging. Hence, it is essential for ships to show realistic and accurate OBQ prior loading. Please refer to Tanker Operation manual for more details The Club correspondent should be given all details of restrictions imposed on the vessel ( had there been any), weather conditions ( both air and sea), heating capabilities including drawing of heating coils above tank bottom, voyage carrying temperature orders, etc., As soon as feasible and practicable the cargo “ROB” must be consolidated into slop tank and quantity informed to WALLEM. The course of action to pursue will be discussed with the Charterers / Owners and Master advised.



MANUAL – PART II

SECTION 9

SHIP INTERNAL AUDIT Page - 1 -



SECTION 9 SHIP INTERNAL AUDIT

Frequency of Audit : The vessel audit is to be carried out is one per Calendar year. The audit Should not exceed 12 months from the date of previous audit

Audits are normally arranged between 9 to 12 months of the previous audit. Internal ISM audits of ships will be carried out by a Marine Superintendent or Technical Superintendent. In rare cases, it may not be possible to carry out audit due vessel calling at remote ports or other reasons. In such cases, requirements of flag administration to be complied with. If the flag administration has a provision to issue special authorization, this should be obtained. If the flag state does not have a directive or instructions, a special authorization would be issued by Marine Safety ( Manager and above in MSQR/Compliance) on a case by case basis. The authorization would be issued for the period till the vessel is in a convenient port but would not exceed three months.

The criteria of exceptional circumstances will be determined by the basis

which the extension of internal audit will be granted is as follows: 1. The extension is requested before the annual ISM internal audit due date. 2. The vessel is trading in an inconvenient port/location where it is difficult to

arrange internal auditor. 3. Sudden changes in vessel’s Voyage itinerary.

Every effort would be made to complete audit within required time frame. In an extreme case, Heads of fleet to be informed and resources allocated on a priority if the audit cannot be completed within the 3 month extension period. The flag state and RO are to be informed immediately and requested to provide an extension letter till the audit is completed. The RO and Flag would be informed of the extraordinary circumstance which resulted in the audit not being completed within the 3 month extension period. The extension letter will be sent to the ship. Once the audit is completed, the completed audit report will be submitted to flag/RO. Ship internal audit, where economically feasible, shall be done by a Marine or Technical Superintendent. Ship’s internal audit may also be done by joining Master and Chief Engineer, provided they have done an internal auditor’s course, and that the audit is completed prior to their taking over charge. A office executive (Marine superintendent or Technical superintendent) visit will then be arranged to attend the ship at the earliest opportunity and a re-audit carried out.

Purpose of audit : Internal auditing is a very powerful management tool when used in the proper

manner and with management support. Audits are the dynamic elements in a Quality Assurance System. The effectiveness of the Quality and Safety system can be evaluated by audits where areas that need improvement may be identified.

Therefore, the Internal Audit is to be an independent examination, carried out

in a systematic way using established audit guidelines, to determine whether the Company’s Quality and Safety Management including Environmental

(!)



MANUAL – PART II

SECTION 9




Protection activities and related results, comply with planned arrangements and whether these arrangements are implemented effectively and are available to achieve the objectives, i.e. to verify whether what we say and promote in our manuals (which comply with all the elements of ISM/ISO 9001/ISO 14001/OHSAS 18001) are actually being practiced – is our Shore and Shipboard Management System being followed and effective?

Terms of reference : ISM Code, Shipboard Management Manual Parts I, II & III, Safety Manual,

Bridge Procedure manual, EMS Manual and ship related documents listed in the “Overview of Ship & Office Documents”

Definition : MAJOR NON-CONFORMITY Major non-conformity means an identifiable deviation which poses a

serious threat to personnel or ship safety or serious risk to the environment and requires immediate corrective action; in addition the lack of effective and systematic implementation of the ISM Code is also considered a major non-conformity. Immediate correction of the Non Conformity would downgrade the major Non Conformity to a Non Conformity. However, a major Non conformity would require the Vessel or the department to be Reaudited within a period of 3 Month’s time.

NON-CONFORMITY Non-conformity means an observed situation where the objective

evidence indicates the non-fulfillment of a specified requirement as required by the ISM code and the companies SMS system or a deviation from the companies policies and procedures as stated in the manuals.

OBSERVATION An observation is Potential Non conformity or a suggestion of

improvement by the auditor to the SMS system and the management system in the area being audited with respect to the companies SMS system and the ISM code. A potential Non conformity would lead to Non conformity in the future if the corrective action is not implemented in time.

IMMEDIATE CAUSES AND ROOT CAUSES Any Non Conformity or Potential Non conformity would have an

immediate cause and root causes. While the immediate cause would be easily identifiable, a root cause investigation would be required to determine the Root causes. On some occasion, the root causes may be multiple causes which resulted in the Non Conformity or the potential Non conformity.

CORRECTIVE ACTION Corrective action is an action taken to eliminate the cause of the Non

conformity or the potential Non Conformity. It refers to steps to be taken immediately to correct the situation and to bring the procedures in line with the requirements of the companies SMS system.

PREVENTIVE ACTION Preventive action is the corrective measure to prevent the recurrence of

the Non conformity or the potential Non conformity. While the corrective action would lead to the correction of the Non conformity or the



MANUAL – PART II

SECTION 9




deviation from the companies SMS system, the Preventive action is essential to prevent the recurrence of the Non conformity or the potential Non conformity.

CORRECTIVE & PREVENTIVE ACTIONS IMPLEMENTATION Audit NC’s and Observations must be addressed and corrective action taken

before the Implementation due date. Once the Marine Superintendent has been informed by the Master that the corrective action has been implemented, the audit NC or observation would be closed and closed copies sent to the vessel. The Marine Superintendent may instruct the Master to send documentary evidence in support of his confirmation of the implementation of the corrective and preventive action.

REVIEW OF EFFECTIVNESS OF CORRECTIVE AND PREVENTIVE

ACTION Review of effectiveness would help to prevent recurrence of the Non

conformity. The review of the effectiveness of the corrective action would be carried out during the next visit on board by a (Marine superintendent/ Technical superintendent or Office Executive)

Audit Procedures : a) Allow 6 to 8 Hrs for the audit. Actual times will depend upon operational

constraints of the vessel being audited, familiarity of the Auditor and Ships’ staff to Company’s SMS system and the ISM code.

Following is a sample audit schedule for guidance:

1. Opening & Closing Meetings. - 30 Mts. 2. Master & Document review - 1Hr 30 Mts. 3. Chief Engineer & ECR - 1Hr 30 Mts. 4. Chief Officer and CCR - 1Hr 30 Mts. 5. 2nd Officer, Bridge, & Medical - 1Hr 30 Mts. 6. Others - 1Hr 7. Safety Rounds - 30 Mts.

b) Conduct an Opening Meeting with the Master and Chief Engineer present,

others may be present if ships’ operation permits. The meeting is to inform the staff on the audit terms of reference and audit schedule i.e. which staff the Auditor will interview with time and duration.

c) Conduct audit as per Guidelines and Checklist provide hereto in section. The

Checklist is “Objective” (Yes or No Type). A Logical “No” status would usually require a NCN or Observation report (as applicable), unless no specific parameters are mentioned.

d) Write up NCN / Observation Report(s) and have Master and/or Chief Engineer

(as applicable) accept them. The Immediate cause and the Root cause are to be to be completed by Master or Chief Engineer as applicable after discussing with the auditor. The corrective action and preventive action to be completed by Master or Chief Engineer as applicable after discussing with the auditor. Please exercise due attention whilst completing the audit NCN/Observation report to ensure all sections are signed and dated. (This is checked during Company’s External Audits)

e) A brief Audit Summary is to accompany the audit NCN/Observation reports;

listing the type and number of reports and a statement confirming that,

(!) (!)



MANUAL – PART II

SECTION 9




f) Company’s Shipboard Management system has been found to be effective, or otherwise.

The audit in hand should not exceed 8 man hours of any department.

Audit Follow up : a) The Auditor is responsible for handing the Audit Summary, along with the NCN/Observation reports to the Fleet Cell. The Master will send the audit summary along with the NC / observation note to the fleet address.

b) The vessel’s Superintendent is responsible for ensuring that the corrective action and Preventive action Plan is approved and completed by the given implementation due date.

Note: The Corrective action and the preventive action for the Audit NCN / Observations action must be implemented within the implementation due date as marked by the auditor. If extension is required, the report must be annotated accordingly. Review of the effectiveness of the corrective and preventive action must be carried out during the next visit on board by a (Marine superintendent/ Technical superintendent or Office Executive). A copy of the NC / Observation note with the completed verification section should be forwarded to the Marine Superintendent.

c) The vessels Master is responsible for advising the Marine superintendent that the corrective and preventive action have been implemented so as to close the NC / Observation note.

(d) The verification of the effectiveness of the corrective and preventive action is to be done during the next visit on board the vessel by an office executive. (Technical superintendent / Marine superintendent / Training superintendent /Manager)

(e) The Marine Superintendent will maintain one set of Records of all vessel

Internal Audits.

(f) The Marine Superintendent will advise the vessels when internal audits are

due and arrange for an attendance of the vessel. In some cases, an alternate superintendent would be requested to carry out the internal shipboard audits.

(!)



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 1 -



SECTION 10 AUDIT CHECKLIST Name of the Vessel: Date:

S No. SECTION REFERENCE Y/N/NA 1 OBJECTIVES 1.1 Objectives of the ISM code, SMS and EMS are understood by the Master and Senior Officers. 2 HEALTH, SAFETY AND ENVIRONMENTAL POLICY 2.1 The Company Safety, Health, Environmental & Quality (SHEQ) Policy is posted in conspicuous

locations

2.2 Meetings of Safety Committee are held in accordance with the SMS manual (at least once every month) and recorded in current format of the Safety meeting form. Note for the Auditor : Minutes of the meeting should be posted on the Notice board so that it is available to all crew. Any issues in the safety meeting that cannot be resolved by shipstaff should be reported to the office.

2.3 The minutes of the meetings are available on board. 2.4 Meetings of Management Committee are held in accordance with the SMS manual (recommended

once every fortnight but a minimum of one a month)

2.6 The minutes of the Management meetings are available on board. 3 COMPANY RESPONSIBILITIES AND AUTHORITY 3.1 All Officers and Crew are aware of the Company SHEQ Policy (posted in conspicuous locations) 3.2 All shipboard personnel are given adequate information on the Company strategy for implementation

and maintenance of the Quality, Health, Safety & Environmental Policy.

3.3 Master is aware of the his Overriding authority and its location in the SMS Manual. Note for Auditor : Master should be aware of location of overriding authority and working language in the SMS manual.

4 DESIGNATED PERSON(S) 4.1 The Master and senior officers are aware of the name(s) of the DPA 4.2 The updated telephone numbers of the DPA and their back up are available to concerned persons on

board.

4.3 Requests from ships for resources and shore based support are notified to the DPA, where required 5 MASTER’S RESPONSIBILITY AND AUTHORITY 5.1 The Master is aware of his responsibility for reviewing the SMS and reporting deficiencies to shore

based management ( SMS Half yearly Report), Are previous Half yearly reports available and SMS review report at time of Master’s handing over available?

5.2 Appropriate orders and instructions (standing orders, night orders etc) are issued by the Master and by the Chief Engineer.

5.3 The Master’s standing orders have been signed by all Navigational officers. 5.4 The Chief Engineer’s standing orders have been signed by all Engine Officers. 6 CREW MANAGEMENT 6.1 Master’s qualification and competence. 6.1.1 The Master, navigational officers in charge of a watch, Chief Engineer, engineer officer in charge of a

watch – have a certificate issued by the relevant National & Flag Authority

6.1.2 Procedures exist for the change of command, complying with WALLEM & Flag requirements 6.2 Manning 6.2.1 The crew list is available; the ship is manned to the minimum safe manning certificate 6.2.2 Supernumerary members are listed? 6.2.3 Drug and Alcohol Policy is properly posted. 6.2.4 All Officers and crew are aware of WALLEM Drug and Alcohol Policy 6.2.5

Are Drug and Alcohol tests carried out on board? (yes/no) Date of last unannounced Drug test Make / Model of Breathalyser Calibration gas available where applicable?

(!)

(!) (!)

(!)



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 2 -



S No. SECTION REFERENCE Y/N/NA 6.2.6 Watchkeeping personnel provided with at least minimum rest periods prescribed under STCW 95 /

MLC 2006 Note : Auditor to check the rest hours against times of mooring operations/critical cargo operation to ensure that the rest period records are being maintained correctly. Auditor to also check that latest version of the DNV Navigator software is in use.

6.2.7 Watch schedules in IMO Format are posted where they are easily accessible. 6.2.8 The joining crew members have the necessary training and proper seafarer’s identification including

licenses, special qualification certificates, seafarer’s identification and Record books as required by International Conventions and Flag Administration Note : Auditor to check that Master has a system of recording the Licenses and other required qualifications. All Officers to have their flag state license or the CRA within the due date.Watch keeping ratings should have flag state documents as required by STCW. SSO should have a security officer certificate.

6.2.9 Certificates and documentation of competence for Officers and crew are maintained on board as required by STCW 95.

6.2.10 Each person employed on board is in possession of a physical examination certificate attesting his/her medical fitness for duty and signed by the holder.

6.2.11 The Medical Log is kept up-to-date. 6.2.12 Is the latest version of DNV Navigator software being used to monitor rest hours? 6.3 Familiarisation 6.3.1 Procedures are in place to ensure that all new personnel and personnel transferred to new

assignments are familiarised with the ship and with their duties before being assigned to such duties.

6.3.2 Each crew member is provided with an emergency personal safety card. Note for the Auditor : The Familarisation card must be signed.

6.3.3 Master/Chief Engineer handover forms are available. Note : Auditor to check that the latest company form is in use? The Master’s handing over report should include a print out of the Master’s review of the SMS.

6.3.4 Are the staffs aware of their responsibilities? Note for Auditor: Ask personnel at random what their responsibilities are to verify that they aware of job description and responsibilities. Officers should be aware of the location of their Jobs and esponsibilities in the companies SMS Manuals.

6.3.5 Questionnaires/Forms for the familiarisation of Officers and crew members are completed, and available. Note for the Auditor : In BPM and in ship type specific operation manual “Appendices”

6.3.6 Is Familarisation of staff with the SMS being carried out as company’s requirements? Note : All officers must sign the signature card in Master’s copy of SBM to indicate that they have read & understood contents. Verify that job descriptions are posted in PO and Crew cabins. All SEP related ranks should give written notes to reliever verified & signed by Master/Chief Engineer

6.3.7 All crew members signed the rank specific on Board Familiarisation Books and Individual Training record books? Note for Auditor : Master to sign the verification page in the Training record book.

6.3.8 Have outside contracts signed the on board Familarisation books? 6.4 Training 6.4.1 Training records are maintained in a separate Training record file? 6.4.2 Company Training Record Books for all Officers and Crew members up to date? 6.4.3 Vessel is maintaining record of on board training?

Note : The record of training on viewing video on VOD and CBT training on VOD to be checked.. Non VOD ships to maintain record of training with other training material ( WFOM, P & I Circulars etc.)

6.4.4 In case of oil tanker, chemical tanker, liquefied gas carriers, the senior personnel have special familiarisation training as required, the relevant evidence (tanker safety course certificates) is available.

6.4.5 The Cadet record books are kept up-to-date. 6.4.6 The Cadet’s progress is recorded by Master/Chief Engineer 7 DOCUMENTATION AND CERTIFICATES 7.1 Documentation 7.1.1 The updated Safety Management System documents (SBM Manuals, other WALLEM manuals, etc.)

are available as specified by the relevant distribution lists. EMS manual on board? Note for Auditor : Vessel should have the copies as per distribution list. E-Manual CD should be available on board. Operation manual should be available as per vessel type (bulk carrier manual, tanker manual etc..) Check the revisions in the Manual against the ship shore document list to ensure latest revisions have been inserted in the SMS Manuals.



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 3 -



S No. SECTION REFERENCE Y/N/NA 7.1.2 Mandatory rules, regulations and the relevant list are available 7.1.3 Copy of DOC is available 7.1.4 Applicable codes, guidelines, standards and the relevant list are available 7.1.5 Technical manuals, drawings, user’s manuals (together with the relevant lists) available 7.1.6 Manuals, documents, and instructions requested by compulsory requirements or by the Company

(e.g. Stability and loading manuals, Cargo Securing Manual, Grain loading manual (if applicable), Shipboard oil pollution emergency plans, etc.) are available

7.1.7 An updated copy of the Flag Administrations Marine Notices is available Note for the Auditor: Flag state notices are available in the SMS Documentation CD which is updated every quarter. Some Flag sent their own CD’s which is forwarded to the ship.

7.1.8 Obsolete documents are disposed of 7.1.9 A copy of the most recent Nautical Inspection reports made by the Flag Administration is available, if

applicable Note for the Auditor: Some Flag states do not have a regime of Inspection. Example are Hong Kong, Singapore and Vietnam. Auditor to check with Marine Superintendent, if in doubt.

7.1.10 Are Stability booklet, Grain Loading booklet, Ullage Tables (only if vessel name has been changed), Damage Stability booklet, COW manual, LSA Training Manual, Loadicator test readings, etc. class approved

7.1.11 SOLAS Training Manuals is up to date and distributed correctly ( One each in both officers and Crew mess and smoke room – Total 4 Nos) Note for Auditor : LSA Training Manual to include vessel’s LSA equipment. Check that any LSA equipment that has been changed should be reflected in the Training Manual. Ships with PRC crew should have photographs with description in Chinese for easy understanding by crew.

7.1.12 Fire safety Training and operational booklet is up to date and distributed correctly ( One each in both officers and Crew mess and smoke room – Total 4 Nos)

7.1.13 The updated Shipboard Oil Pollution Emergency Plan (SOPEP) (or Vessel Response Plan – VRP / NT VRP for Non Tankers ) is available.

7.1.14 Vessel’s `Safety Plan’ updated to include all additional equipment and any changes in their location? 7.1.15 The actions taken to rectify deficiencies and non-conformities noted during surveys and Liberian

safety inspections and notification to the Administration and the Society of the corrective actions taken are filed

7.1.16 Records of all purchase orders/requisitions are maintained 7.1.17 Reports to Procurement Dept. are raised against goods or materials supplied which do not meet

specified requirements

7.1.18 Are ship-specific emergency towing procedures available? 7.2 Certification 7.2.1 A copy of the DOC is available on board

Note for Auditor : Please check DOC matches records in CSR.

7.2.2 The statutory and class certificates relevant to the ship are available on board and in due course of validity Note for Auditor : All certificates to be checked. The Certificate section of the Master’s Handing over notes to be checked to ensure being followed during change of command on board the vessel.

7.2.3 Vessel does not have any overdue condition of class or overdue CSM items? 7.2.4 Are all the Service and Pressure test certificates for the Safety equipment within due date?

Note for Auditor : Please check the status against the Flag state requirement for servicing and pressure test of safety equipment.

8.0 Bridge Procedures & Bridge Equipment 8.1 Navigational checklists as per Bridge Procedures Manual (BPM) posted, and in use. 8.2 Passage Plans are berth-to-berth, in accordance with BPM requirements

Note for Auditor : Vessel should be using the latest version of the Passage Planner software.

8.3 Passage Plans and charts indicate relevant No-Go areas, Contingency Anchorages, Abort Points and Wheel Over Positions

8.4 Vessel receives BA & US Notices to Mariners (NTM) regularly from WALLEM. Last edition/date of NTM received

8.5 All charts corrected to last NTM received (BA, US and local) Note for Auditor: Compare chart corrections with Cumulative list and verify charts at random.

8.6 Is chart Correction Log up-to-date and verified by Master? 8.7 Temporary & Preliminary (T&P) Notices marked on charts, and filed for reference 8.8 The latest Radio Navigation Warnings and Local Area Weather Reports are available. 8.9 The ship’s maneuvering characteristics are displayed on the bridge. 8.10 The auto/manual steering changeover procedure is displayed on the bridge. 8.11 Single hull tankers have Auto Pilot alarm or override mechanism (USCG).



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 4 -



S No. SECTION REFERENCE Y/N/NA 8.12 The Pilot information card is available and is regularly used. Is a berthing Plan available? 8.13 The service records for the navigation equipment (magnetic compass, gyro compass, radars,

autopilot. Echosounders, speed distance indicator (LOG) and the position fixing (GPS) equipment are available

8.14 The Gyrocompass is being serviced as per makers recommendation. 8.15 The rudder angle, RPM, variable pitch and bow thruster indicators are operational 8.16 NAVTEX is operational 8.17 EPIRB (with relevant free float arrangement) and SARTs are in date 8.18 The nautical charts are corrected up to latest Notice to Mariners 8.19 The other Nautical publications (Pilots, ALRS, List of Lights and Fog signals) are available in the

latest edition and corrected up to date. Port information from DNV Navigator being used.

8.20 The magnetic compass deviation book is up to date 8.21 The magnetic compass deviation table is posted 8.22 The pilot ladder and/or hoisting mechanism is duly maintained.

Note for Auditor: Check that the Pilot Ladder should not have any joint in the side ropes below the top step, as per IMO Res A.889/21( Ref General Letter No.35)

8.23 The equipment for communication (GMDSS RT & DSC, VHF equipment, ALDIS lamp, etc) is regularly tested

8.24 Inmarsat Enhanced Group Calling (EGC) for marine safety information is used? If affirmative, are the relevant procedures are available?

8.25 The lists of radio signals (ALRS) are corrected and up to date ? 8.26 The condition of the emergency batteries is regularly checked 8.27 GMDSS survival walkie talkies are regularly tested and the results recorded 8.28 All responsible crew is trained in the use of EPIRB and SARTs 8.29 Are Bridge Level (manning ) being followed as per BPM and being complied with by the Vessel? 8.30 All Navigational Officers can operate the DSC equipment (HF /MF)

Note ; Auditor should check that the officers are able to operate the equipment in both AC and DC mode. Is the DSC equipment being tested on emergency power?

8.31 Vessel has all the required publications? Note for Auditor : List of publication required is in General Letters which is in SMS DVD.

8.32 Are navigating officers aware of the procedure to save Data on the SVDR? Note for Auditor: Poster at the SVDR should be displayed stating the procedure to save data.

9.0 Safety Management 9.1 General 9.1.1 Muster lists/Emergency instructions are updated

Note for the Auditor: Standby for the Emergency Squad In Charge and Support Squad In Charge should be marked on the Muster List. Muster list should be signed by the Master.

9.1.2 The access to and from the vessel is in compliance with relevant requirements. 9.1.3 Authorised visitors on board are logged. 9.1.4 Gangways are properly rigged and lighted. 9.1.5 A lifebuoy with lifeline is fitted near the gangway. 9.1.6 A fire plan is located at the gangway or outside the entrance to the accommodation. 9.1.7 All personnel are wearing safety equipment when and where required. 9.1.8 Sufficient crew are on board at all times to attend moorings. 9.1.9 Drills being carried out as per chart in the safety Manual 9.1.10 Ship’s complement is being suitably trained as per Table in Chapter 3 in Safety Manual? 9.1.11 Emergency drill evaluation carried out

Note for the Auditor : Emergency drill Evaluation sheets from the Safety manual to be used

9.1.12 Permits to work from the Safety manual in use Note for the Auditor : Check if the latest revisions are in use. Enclosed space entry, Hot work permits, Working aloft checklist, Permit for opening High pressure vessel & Pipelines, isolation permit, permit for isolation of Electrical installation and underwater diving. Tankers should have copy of hot work request and hot work approval from the company with the hot work checklist. Non tankers should have office approval for hot work in cargo hold with cargo in the hold.

9.1.13 A medical log book is available and duly filled in and verified by the Master. 9.1.14 A pharmacy and narcotics inventory is available and up to date 9.1.15 Stowaway searches are conducted and results recorded. Drug Searches ? Grid bars welded at the

Transom?

9.1.16 Safety procedures are followed when using portable welding/burning equipment Note for Auditor : PCC and Tankers to have return cable for welding.

9.1.17 Electric and gas welding equipment are in good condition 9.1.18 Spare oxygen/acetylene bottles are stowed in a well ventilated position



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 5 -



S No. SECTION REFERENCE Y/N/NA 9.1.19 MSDS and first aid instructions for all paints & chemicals are available

Note for Auditor : The MSDS sheets and the required PPE should be available at the site.

9.1.20 SOLAS requirement for Emergency drills, abandon ship drills and Lifeboat/ Rescue boat movement/ launching being complied with.

9.1.21 Tests and drills by the Shipboard Oil Pollution Emergency Plan have been carried out and duly recorded.

9.1.22 The general condition of the paint room is satisfactory. Is an independent extinguishing system fitted? 9.1.23 The condition of fuel and ballast vents as well as of hand rails is satisfactory. 9.1.24 Procedures for reporting accidents/incidents near miss and non-conformities via SIRIS are

implemented. All officers are familiar with the SIRIS system? Note for the Auditor : vessel should raise atleast 2 SIRIS reports every month. Check the Medical log for any incident which has not been reported in the SIRIS System. Tankers to have two near miss reports every month.

9.1.25 All PSC deficiencies being reported to the office? Are the corrective and preventive action for the PSC inspections effective? For tankers only: All code 15,17 and 30 PSC deficiencies should be reported as non-conformance in the SIRIS system. Note for Auditor : Vessel should have taken corrective and preventive measures for applicable PSC inspection observations. In certain fleets, the PSC observations are sent in the Infopath form. Auditor to verify the effectiveness of the corrective action for the PSC Observations.

9.1.26 Safety poster for number of accidents and accident free days updated 9.1.27 Are Master & Chief Engineer performing weekly inspection of accommodation, with log entry? 9.1.28 Emergency Equipment Test Routines followed & logged ?

Note for Auditor : Senior Officers to verify the testing of the emergency equipment by the designated officer/ engineer. Auditor to check that black out test and taking emergency generator on load being done as per schedule in SMMS.

9.1.29 Has the vessel taken adequate precautions to avoid Trips and fall Injuries Note for the Auditor : Mooring areas to be painted with anti slip painting, height difference to marked in contrasting colours, anti slip surfaces to be on steps of ladders and Gangway and the first and lst step of ladders to be painted in contrasting colours

9.2 Fire safety 9.2.1 The portable fire extinguishers are provided with operating instructions written in language(s)

understood by the crew.

9.2.2 Duct keel entrances (where fitted) and steering gear room to Engine Room closed? 9.2.3 The emergency fire pump is provided with operating instructions 9.2.4 Operating instructions are posted next to fixed firefighting systems 9.2.5 Breathing apparatus and Firemans’ suits are ready for immediate use

Note for Auditor: Check the Low pressure whistle on Breathing apparatus system and that staff are aware of the tests on the BA prior entry into space.

9.2.6 Vent trunk fire flaps and funnel dampers are clearly marked 9.2.7 Accommodation ventilation motors stops are clearly marked and operational 9.2.8 Engine room fixed fire extinguishing system is in good condition 9.2.9 Dampers on ventilation ducts operational 9.2.10 Engine room ventilators and exhausters operational 9.2.11 All emergency exits from engine room are clearly marked. 9.2.12 The firefighting equipment is regularly inspected; the records of the inspections are available. 9.2.13 Service records are available for smoke and fire detection alarm system, fixed and portable gas

detecting equipment, CO2 extinguishing equipment

9.2.14 The fire hydrants, hoses and their nozzles are in good condition 9.2.15 The emergency generator is provided with starting/operating instructions 9.2.16 Control systems of the emergency generator fuel valves and ventilation dampers are clearly marked 9.3 Lifesaving appliances (LSA) 9.3.1 The maintenance in the PMS is up-to-date. 9.3.2 During the general examination of the ship, the following appliances have been visually examined

and found in good condition:

9.3.3 Lifeboats and lowering arrangements 9.3.4 Liferafts and related hydrostatic releases 9.3.5 Lifebuoys and relevant lights or smoke signals 9.3.6 Lifeboat/liferaft embarkation ladders and embarkation lights 9.3.7 Lifeboat and liferaft operating instructions are displayed. 9.3.8 Records of weekly and monthly maintenance of Lifesaving appliances as required by SOLAS Ch. III

Reg .20.3 & 36 are available in the ship’s planned maintenance system.



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 6 -



S No. SECTION REFERENCE Y/N/NA 10.0 Cargo operations and Procedures 10.1 General for all Ships. 10.1.1 Port and cargo log in use 10.1.2 The general conditions of the cargo/ballast pumproom is satisfactory ( If applicable to the vessel) 10.1.3 Are all officers aware of the emergency procedures for dealing with fire involving the cargo? 10.2 Tankers ( Oil, Chemical & Gas Tankers) 10.2.1 Has a cargo plan been prepared and does it contain a detailed sequence of cargo and ballast

transfer? Note for Auditor : Check if cargo plans are sent to office for approval.

10.2.2 Cargo handling is carried out as per agreed plans. 10.2.3 Suitable pipeline diagrams are available where necessary. 10.2.4 The “Ship/Shore check list” is filled in and the relevant provisions are observed. 10.2.5 An MSDS should be posted for each product the vessel is carrying.. 10.2.6 Are all officers aware of the emergency procedures for dealing with leakage or spillage involving the

cargo?

10.2.7 Is suitable protective equipment available for all crew members engaged in cargo operations? 10.2.8 No cargo leakages are visible on deck 10.2.9 Spill containers and gratings are fitted under cargo manifolds 10.2.10 P/V valves appear in good condition, operating pressures marked 10.2.11 Records are available for testing of 10.2.12 Pump controls, alarms and trips 10.2.13 P/V valves 10.2.14 Cargo piping 10.2.15 Cargo hoses 10.2.16 Inert gas piping 10.2.17 An approved VOC plan is onboard (applicable only for Crude oil tankers) 10.3 Additional for Gas Tankers 10.3.1 Is Suitable eye protection available for all crew members engaged in cargo operations? 10.3.2 Is the Gas detection system in satisfactory condition? 10.3.3 Where required, are emergency escape sets provided for all personnel, plus two sets in the

wheelhouse?

10.3.4 Are decontamination showers and an eye-wash, where required, provided in suitably marked locations?

10.3.5 Are the cargo tank safety relief valves in good condition and are test certificates available? 10.3.6 Are the manifold valves and lines clearly marked as to whether they are liquid or vapour? 10.3.7 Are there records of the calibration of key cargo instrumentation, including temperature and

pressure gauges?

10.3.8 Is the Emergency shutdown system in good order and records available that they are tested prior to cargo transfer?

10.4 Bulk Carriers 10.4.1 The “Ship/shore check list” is filled in and the relevant provisions are observed. 10.4.2 Cargo characteristics are available. 10.4.3 Are Cargo characteristics posted in the crew accommodation. 10.4.4 Records are available for: 10.4.5 Hold bilges soundings if loading sulphur or other acid cargo 10.4.6 Bilge water analysis 10.4.7 Records of testing hold bilges and NR flap valves available? 10.4.8 The latest editions of IMSBC Code and BLU code available? 10.5 Ferries (ro-ro) 10.5.1 Hazardous cargoes are stowed in accordance with the relevant certificate 10.5.2 Cargo is properly secured 10.5.3 The safe working load (SWL) is clearly marked on lifting equipment 11.0 Engine Department 11.1 Is the cleanliness of the Engine room as per requirements with no leakages from machineries 11.2 Is the condition of the following satisfactory: 11.3 Fuel pumps, separators and valves 11.4 Boiler’s fans and burners 11.5 Engine room compartment doors (watertight, etc.) 11.6 In the steering gear room: 11.7 The emergency changeover procedure is displayed 11.8 The rudder angle indicator is clearly visible at the emergency steering position



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 7 -



S No. SECTION REFERENCE Y/N/NA 11.9 The access is not obstructed 11.10 Anti-skid floor provided (with wooden gratings/metal on tankers) 11.11 Suitable Pollution Prevention Notices are posted 11.12 Procedures are available for bunker transfer 11.13 During bunkering and fuel transfer, diagrams are properly displayed 11.14 During bunkering and fuel transfer, check lists are used from ship type specific operation manual to

be used. If internal transfer carried out during the voyage, to verify that the bunkering checklist from type specific manual was used.

11.15 During bunkering, antipollution scupper plugs are in use 11.16 During bunkering, spill containers and gratings are fitted under bunker manifolds and fuel tanks vents 11.17 Unused bunker manifolds are blanked and fully bolted 11.18 The emergency generator is regularly tested (date of last test… ) 11.19 Engine room bilges are free from oily leakages and materials and sufficiently free from oil 11.20 The Sewage Treatment plant is functioning correctly 11.21 Service records are available for specialist machinery items (e.g. machinery alarms and shut down

devices, oily water separator instrument and controls, tank sounding equipment and tapes etc.)

11.22 The UMS (unattended machinery space) alarms are regularly tested 12.0 Pollution Prevention 12.1 Exposed decks are free from oil/oily material 12.2 Equipment is readily available to deal with small oil spill 12.3 All crew are familiar with the location of the said equipment 12.4 The Oil Record Book Part I (Machinery Spaces) is completed and up to date

Note for Auditor ; ORB calculation to be in order. Sludge tanks should be logged as per IOPP Certificate and sludge quantity should be over 0.8% of daily consumptions of H.O. Copies of original IOPP certificate, USCG or other approvals for OWS or incinerator been attached to ORB.

12.5 Signatures in the ORB are in order? Notes for Auditor : All entries to be signed by C/E or 2/E and Masters signature to be on all pages.

12.6 Are the landing of sludge in order? Note for Auditor :Receipts for landing of sludge should be attached to ORB and ORB entries should match the quantity in the sludge receipt.

12.7 Is the bilge line as per drawing ? Note for Auditor : Any modification should have been advised to office and should have class approval.

12.8 Is operation of OWS satisfactory ? Is the 15 PPM alarm in order ? Note for Auditor : The pump will either stop at the alarm point or the three way valve will operate at the alarm point.. Auditor to check the system depending on the type of system on board.

12.9 Do all engineers know how to test the alarm in the manufacturers way ? 12.10 Is there any reason to believe that the bilge management is not effective or Marpol is being

violated

12.11 Have pollution prevention notices been posted in various places Note for Auditor : Poster to be posted at OWS, ECR and Bridge

12.12 Is operation of OWS satisfactory ? 12.13 Are maintenance of OWS & Incinerator being carried out as per maker’s recommendation

?

12.14 Is the Incinerator operating well and does the rate match the manufacturers specification? Note for Auditor : Refractory to be in good condition and show sign of use.

12.15 If vessel is burning sludge in the boiler, is it mentioned in the IOPP certificate? 12.16 Has the OWS Bilge overboard and Sewage plant direct overboard been locked with

appropriate warning near the valve?

12.17 Is the Garbage segregation satisfactory on the vessel? Note for Auditor : Garbage segregation to be checked at the Garbage station, Galley, Pantry and cabins. There should be no paper, plastic or bottle fin bin marked “ food waste “ in the galley.

12.18 Entries in Garbage log are up to date, consistent and recorded regularly? Note for Auditor: Check entries under different Categories made correctly. There should be no entry in cat B if vessel does not have comminuter and is in special areas. Cat B should normally be between .01 to .04 M3 with a larger amount on the first day after departure.



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 8 -



S No. SECTION REFERENCE Y/N/NA 12.19 Entries in Garbage log for shore disposal is recorded correctly.

Note for Auditor: Entries should be made in Garbage log for garbage disposal ashore. Quantity in disposal ashore receipts should match the entries in the garbage log. Garbage landing certificates to be attached to the Garbage Log Book.

12.20 Does the vessel have a Waste Management Plan Note for Auditor : the ship specific flow chart on page 25/120 should be highlighted as applicable to the vessel

12.21 Where applicable, do the entries for the disposal of cargo residue to sea include the start and stop times and their positions?

12.22 Are Special Garbage Wastes handled correctly? Note for the Auditor: condemned batteries , expired medicines, condemned pressurized cans, printer cartridges and expired pyrotechnics to be only disposed to shore reception as per instructions in Page 11/120 of Garbage Management Manual & Record book

12.23 Has the processing equipment on board as per Page 26/120 of the Garbage Management Manual and record book been completed?

12.24 Has the garbage storage table on page 27/120 of the Garbage Management Manual and record book been completed?

12.25 Is the sewage treatment plant operating satisfactorily? 12.26 The sewage holding tank, if fitted, to have means of visually indicating the tank content level 12.27 Vessels fitted with holding tanks for untreated sewage, is the moderate rate of discharge calculated

in accordance with MEPC. 157(55)? The results of this calculation shall be approved by the administration and available on board.

12.28 Sewage discharge connection meets the standard size criteria, check suitable bolts and gaskets available.

12.29 Marpol Annex VI record book is maintained onboard 12.30 Records maintained for change over of HSFO to LSFO and vice versa when entering and exiting

ECA areas. Voyage planning includes change over from HSFO to LSFO and vice-versa

12.31 Records maintained for change over to LSMGO (below 0.1%) as per EU and CARB regulations 12.32 Bunker delivery notes are available dating back at least 3 years. Sulphur content specified. 12.33 Fuel oil samples are available and dating back at least 1 year. 12.34 If using separate fuels (HSFO/LSFO/LSMGO), ship specific written procedures available on board

showing how the fuel change over is to be done.

12.35 Diesel engines with more than 130 KW installed on/after 1st January 2000: EAPP certificates and approved Nox technical files are available onboard and issued on behalf of current flag state and showing compliance with the applicable emission limit

12.36 Incinerators which have been installed on or after 1st January 2000 – Type approval certificate (MEPC 76/40) and manufacturer operating manual available (Incinerators installed on or after 1 January 2001)

12.37 Records for Ozone depleting substances maintained onboard. (The record book is kept updated as required, entries made upon each recharge and discharge of Ozone depleting substances and upon maintenance and repair of system, in Kgs of substance.

12.38 All systems containing ozone depleting substances are free from leakages and well maintained. 12.39 Approved Ballast Water Management Plan available onboard 12.40 The Ballast water exchange record, Ballast handling log, Training with respect to ballast water

management plan and Ballast water reporting forms for various port states maintained onboard

12.41 For vessels calling US ports, copy of eNOI for VGP 2013 coverage held onboard 12.42 The records maintained in VGP record book with respect to routine inspections, annual inspections

and crew training/familiarisation with VGP 2013

13 MAINTENANCE OF THE SHIP AND EQUIPMENT 13.1.1 The inspection and maintenance records are up to date and properly filed 13.1.2 Intervals for maintenance and inspections are established and observed 13.1.3 The machinery maintenance is in accordance with the manufacturer’s requirements in running hours 13.1.4 The analysis of lube oil (main/aux engines, sterntube), water and fuel oil are filed and suitable action

taken

13.1.5 The documentation relevant to spare parts and material provided and to be provided on board is properly filed

13.1.6 Periodic functional tests of the stand-by arrangements, equipment and systems that are not in continuous use are carried out.

13.1.7 Mooring ropes are regularly inspected and their visible part appears in good condition 13.1.8 Winch and windlass brake linings and hinge pins are regularly inspected and they appear in good

condition

13.1.9 Anchors and chains are regularly inspected and their visible part is in good condition



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 9 -



S No. SECTION REFERENCE Y/N/NA 13.1.10 The maintenance system includes systematic plans and actions designed to address all those items

and systems covered by class and statutory survey and ensure that the vessel’s condition is satisfactorily maintained at all times

13.1.11 Are maintenance problems reported to the Company. 13.1.12 Periodicity of Company inspections is in accordance with the SMS manual 13.1.13 Date of last Company’s inspection aboard the vessel. 13.1.14 Copy of the inspection reports or lists of non-conformities are available. 13.1.15 Communications from the ship’s command to the Company, when non-conformities have been

corrected, available

13.2 Additional for Bulk Carriers 13.2.1 Records are available for: 13.2.2 Hold hatch cover inspections

Note for auditor : Are “Hatch Cover Maintenance Plans” in accordance with MSC 169 (79) and a record of maintenance and component replacement available?

13.2.3 Cargo holds inspections 13.2.4 Cargo gear maintenance including loose gear 13.2.5 Non return bilge valves 13.2.6 Are Master and officers aware of procedures for handling cargo which may liquefy? 13.3 Additional for PCC/PCTC/Ferries (ro-ro) 13.3.1 Records are available for inspection and maintenance of: 13.3.2 Bow, lateral and stern doors 13.3.3 Garages 13.3.4 Car decks 13.3.5 Ramps 14 COMPANY VERIFICATION, REVIEW AND EVALUATION 14.1 Date of last WALLEM Internal audit aboard the ship

Note for Auditor : Verify the corrective action and clause this section of the NC/Observation report of the previous audit if this has not been done. If last audit was more than 12 months, an extension letter authorising extension available on board.

14.3 The audits are performed on the basis of a check list 14.4 Approved WALLEM Internal Audit forms were used (SBM II, Section 11) 14.5 Closed out reports of previous audits are available on board

Note for Auditor : Check reports are Closed out with review of effectiveness of corrective and preventive action and available on board. If completing the last section with review of effectiveness of corrective and preventive measures, copy to be sent to office from the ship as E-Mail attachment.

14.6 Are there any non-conformities not closed out? 14.7 The report of the last audit from Class and the list of non-conformities/observations are available 14.8 The corrective actions taken to close-out the non-conformities have been reviewed by Class

auditor(s) and are considered effective (for External ISM audits). Corrective action correspondence is available on board.

15 HEALTH SAFETY & ENVIRONMENTAL (HSE) MANAGEMENT SYSTEM 15.1 SHEQ Policy statement available, signed by Managing Director 15.2 HSE Aspects, Objectives and Targets identified, impact assessment gauged 15.3 Reference material for legal and other requirements available 15.4 Basic HSE Objectives and Targets stated 15.5 Progress of the HSE Objectives & Targets program found satisfactory 15.6 Health Safety & Environmental Management Programs identified 15.7 Company organizational structure and responsibilities (including EMS) available 15.8 Training needs of personnel addressed (training plan/schedule) 15.9 Procedures for Document Control established, and available 15.10 Procedure in place for Internal Audits of office and ship HSE management system 15.11 Management Review of HSE management system carried out annually 16 QUALITY ASSURANCE PROCEDURES (Improvement Plans from Previous

Incidents/Accidents)

16.1 Is the SMS half yearly report being filled correctly? Note for Auditor : Master’s are including their own comments on the listed items

16.2 Is the VMR(Vessel Movement Report ) being filled correctly and sent every day? Note for the Auditor: The Agents details should also be sent in the VMR. Daily, Arrival and Departure reports to be sent through the VMR.

16.3 Vessel has a NPDES File and checklists being filled for inspections for NPDES and kept in the file. Note for Auditor: This is applicable only to vessels calling United States. Vessel should have weekly checklist , annual checklist and drydock reports in the file.



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 10 -



S No. SECTION REFERENCE Y/N/NA 16.4 Are the SIRIS Feedback being sent from the office every month discussed in the Safety meetings?

Note for auditor: Vessel should be using the company form for the Safety meeting.

16.5 If vessel has common hydraulic system for winches and cranes/hatch opening system, is there a isolation valve to separate the two system. Note for Auditor: If not fitted, it should be in vessels list for repairs at suitable opportunity. If vessel has already raised a repair requisition, NC or observation not to be issued.

16.6 Vessel has lifeboat maintenance strops which are used during weekly testing of side launched lifeboats from its stowed positions (when Wx and Sea conditions Permit) as per SOLAS requirements Note for Auditor : The strops are not required for stern launched lifeboats. The strops are required to ensure that the boat would not go down if brakes fail during the weekly testing.

16.7 Does the vessel have 2 Rope netted fenders and are they deployed and kept ready during mooring stations?

16.8 All the Kettles in the Public spaces made of steel with auto cut outs? Note for Auditor: Kettles made of Plastics are prohibited on board Wallem Vessels.

16.9 Is there a notice at the Microwave unit that the unit should be unplugged when not in use and being complied with?.

16.10 For Tankers, Is there a Fixed fire extinguishing system for the Mast Riser? Note for Auditor: If not fitted, it should be in vessels list for repairs at suitable opportunity. If vessel has already raised a repair requisition, NC or observation not to be issued.

16.11 For Tankers, Is there a blank on the sea chest line? Note for Auditor: If not fitted, it should be in vessels list for repairs at suitable opportunity. If vessel has already raised a repair requisition, NC or observation not to be issued.

16.12 For Tankers, is the flow of water NOT passing through the ballast pump when ballasting and deballasting by gravity. Note for Auditor: There should be a poster at the CCR showing the procedure for ballasting and deballasting by gravity which should bypass the ballast pump.

16.13 For Non Tankers, does the vessel have 24V DC lights for use during enclosed space entry and are the lights being used

16.14 Does the vessel have a fall preventer(FPD) for use on Gangway /accommodation ladder and for use while working aloft ( as applicable ) and for climbing up/down masts? Is fall preventer being used by staff?

16.15 Risk assessments are being carried out by the vessel for the various jobs being carried out on board in the Risk assessment register

16.16 Staffs are aware of the Various critical operations mentioned in Section 3 of SBM II. Are staff aware of the standard company risk assessment for the various critical operations in Appendix 1 of SBM II?. Are they being reviewed and used for the various critical operations?

16.17 Are the BBS / Harzard identification cards available and being used by staffs to note down unsafe behaviour and unsafe condition? Note : Check that BBS register is being maintained with names and activities of observers.

16.18 Does the vessel have ‘Lock out- Tag out’ tags and are the tags being used? Is the vessel following system of locking out energized systems?

16.19 Does the vessel have Lifeboat FPD and are they being used? Note for Auditor : Staff to be aware that the lifeboat FPD is to be used only when lowering lifeboat with personnel inside and that lifeboat FPD should be removed before the boat reaches the water. Staff should also be removing the FPD once the lifeboat is back in place.

16.20 Are Portable pipes on board kept locked? Note for the Auditor : All portable pipes should be kept locked in a locker or box. All portable pipes are to have their use/function purpose painted on them The Key should be with the Master and C/O. Vessel to also have a log to note down the date, time and purpose for which hose has been removed. Inventory of pipe should be available.

16.21 Appendix 1 of the Training manuals has been made ship specific with details of the use of various stops on board for use with the lifeboat

16.22 Ship-Specific plans and procedures for recovery of persons from water as per SOLAS regulation III/17-1.

16.23 MOC file is maintained



MANUAL – PART II

SECTION 10

AUDIT CHECKLIST

Page - 11 -



Remarks ( If Any ) by the Auditor



MANUAL – PART II

SECTION 11

AUDIT CHECKLIST

Page - 1 -



SECTION 11 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP)

Notes for Auditor: The checklist is to be checked and filled during Internal audits. The Items mentioned are part of Wallem’s Marpol Compliance Program (WMCP). Any Non conformity in this section is not to be issued as a NC/Observation of the Internal audit. Any Non conformity/ observations are to be immediately reported to the Fleet Cell with plan for corrective action.

1.0 ADDITIONAL WSM REQUIREMENTS FOR MARPOL I

No. Items Remarks: Y / N / N/A 1.1 Bilge and Sludge Pump suction lines are completely isolated from

each other? Note For Auditor: If there is a common line, are the two lines isolated with one pipe length removed and with blanks at each remaining end which are tack welded and with numbered seals.

1.2 Bilge & Sludge pump discharges are connected only for shore connection & nothing else ?

1.3 Is the discharge line from OWS painted in a different colour ? 1.4 Are seals fitted on OWS discharge pipes ?

Note for the Auditor : Seal numbers should have been logged and informed to the office. Check the seal numbers on the flanges against the number logged to ensure that they match and that no new seals have been put. Vessel should also have sufficient number of blue numbered spare seals.

1.5 Are Seals fitted on the Emergency bilge valve and bilge suction valve of Pumps(Fire Pump, GS Pump or others as per class requirements)

1.6 Is there any reason to believe that the bilge management is not effective or Marpol is being violated Note for Auditor : check for hoses with appropriate flanges visible in E/R or Steering Flat, etc. which may be used as ‘magic pipes’. Thorough search to be carried out in the Engine room and steering flat for ‘magic pipes’.

1.7 Do pumping rates of bilge pump and OWS recorded match those of manufacturers’ specifications?

1.8 Is there a notice to state that OWS to be used only during daylight hours and under the direct supervision of the Chief Engineer.

1.9 Has a notice been put up near sampling valve of 15 ppm monitor instructing not to open fresh water when OWS is in operation ?

1.10 Are their recommended spares of OWS, bilge and sludge pumps on board ? Coalescer / cartridges must be on board

1.11 Have the old spares of bilge and sludge pumps and OWS been kept for showing to PSC or surveyors?

1.12 Is the maintenance of the OWS and the Incinerator being entered in the SMMS and the ORB?

1.13 Does rate of burning match specification of Incinerator? 1.14 Are necessary spares for incinerator on board ? 1.15 Have old spares such as nozzles of incinerator been kept to show to

PSC or other surveyors?

1.16 Has incineration of oily rags been recorded in Garbage Logbook and not in ORB ?

1.17 ORBs upto 3 years old are kept on board ? 1.18 ORBs more than 3 years old have been sent to office?



MANUAL – PART II

SECTION 11

AUDIT CHECKLIST

Page - 2 -



1.0 ADDITIONAL WSM REQUIREMENTS FOR MARPOL I 1.19 Is there an extractor fitted to waste oil tank, if applicable ?

Note for Auditor : If it is not fitted has the office been advised to install the same at the next drydocking ? If fitted, check if the extractor is working satisfactorily

1.20 No Rough logs or sounding books to be used to maintain record of sludge tank soundings. Note for Auditor: Vessel to use sounding board. Once the figures are entered in the ORB, the sounding of the previous day to be erased.

1.21 Do glands of valves on OWS line show no signs of oil? 1.22 Is the EGB wash water disposed off as per regulations?

Note for Auditor : Vessel to have EGB wash water tank for collecting the wash water and then disposing in compliance with regulations.

1.23 Have the following being done during the last visit of the vessel to the shipyard (applicable if vessel was in shipyard under Wallem):

1.24 Has Bilge Tank been cleaned? Note for Auditor : Bilge tank is to be cleaned in Drydock.

1.25 Bilge separated oil tank cleaned and Heating coils of Bilge separated Oil Tank checked?

1.26 If Bilge tank capacity was insufficient, modification undertaken during dry docking / shipyard visit ?

1.27 Incinerator refractory was inspected and repaired? 1.28 All Sludge tanks cleaned and heating coils (where fitted) checked

and repaired as required?

1.29 Has the 15 ppm monitor been calibrated/checked by the vessel or workshop while vessel at shipyard?

1.30 The OWS opened, cleaned and steam coils in OWS unit(if fitted) checked

1.31 For OCM complying with MEPC.107(49), engineering staff are able to extract previous discharge records?

1.32 For OCM complying with MEPC.107(49), Is the data in the OCM is matching the entries in the ORB?



MANUAL – PART II

SECTION 11

AUDIT CHECKLIST

Page - 3 -



WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) - Continue

2.0 WALLEM ADDITIONAL REQUIREMENT FOR GARBAGE MANAGEMENT

No. Items Remarks : Y / N / N/A

2.1 Are Garbage Disposal display posters positioned at garbage station, in Pantry, Galley & Bridge.

2.2 Are Garbage Discharge Regulations & colour codes put up in mess rooms, galley, pantry and main decks etc. ?

2.3 Are waste bins including wheelie bins colour coded with proper covers and sheltered from funnel sparks ?

2.4 Has Garbage Management Plan been put up in mess rooms, galley, pantry and main deck etc. ?

2.5 No liners for food waste and other non- plastic waste in use while at sea

2.6 Is the vessel incinerator used to burn Plastics, Oily Rags and other Garbage ? (Note : Plastic clinkers and oily rag remnants to be landed on shore)

2.7 Is vessel fitted with a comminuter for food waste. Note for Auditor : If fitted with a comminuter for food waste , is there a notice on bridge & Galley that it can be operated only beyond 3 miles from land. (12’ for special areas)

2.8 Does the Galley department check with the Bridge / Chief Officer before disposing food waste.

2.9 Does the support staff for other waste than food waste check with Bridge/Chief Officer before disposing garbage to sea. Note: For Tankers the remark should be NA as no other category waste is allowed to be disposed and for cargo/livestock vessels disposing cargo residue/hold washing waters and carcasses as per the new regulation.

2.10 Do chief cook and mess man know the regulations regarding garbage disposal and quantities generated daily ?

2.11 Garbage disposal procedures posted in language understood by crew and signed by Cook and Messman.

2.12 Vessels keeping not more than 150 plastic bags. Inventory control maintained by chief officer.

2.13 Vessel fitted with compactor ( for Plastics) 2.14 Incineration of oily rags is entered in Garbage Log with signature of

2/E ?

INTERNAL AUDIT SUMMARY REPORT

Auditor :

Vessel :

Date of Audit :

The Internal Audit was commenced with an Opening meeting on ___________(date) at __________(time). The opening meeting was attended by the Auditor, Master, Chief Engineer, __________________________(Insert rank of any other staff who attended). The opening meeting was used to inform the staff on the scope and methodology of the audit as well as the audit terms of reference and audit schedule. Audit conducted as per Guidelines and Checklist provided and record sampling carried out. Various emergency equipments were tested within the scope of the audit. Interview of selected staff and sample checking of records carried out as part of the audit. A closing meeting was carried out on _____________(date) at __________(Time)and the audit findings were presented. A total of _______ Non conformities and ________ Observations were raised during the audit. __________________ Signature of the Auditor

NON-CONFORMITY NOTE (NC) / OBSERVATION(OBS) REPORT

Vessel : WALLEM SHIPMANAGEMENT LTD Major NC No : VESSEL INTERNAL AUDIT

NC / OBS* REPORT NC No : (* Delete as applicable)

Date: Observation No : To: Master / Chief Engineer From Auditor Requirement Reference Signature

DESCRIPTION OF NC/ OBS* (To be completed by Auditor)

Implementation Due Date : ______________ ( To be filled by auditor and should be a specific date but not more than 3 months from date of audit). NC / Obs * accepted: _________________________ Date : ________________ ( By Master /Chief Engineer) Name / Designation / Signature IMMEDIATE CAUSE (To be completed by Master/Chief Engineer after discussing with Auditor ) ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- ROOT CAUSE (To be completed by Master/Chief Engineer after discussing with Auditor )

CORRECTIVE ACTION (Fix Now)(To be completed by Master or Chief Engineer as applicable after discussing with Auditor)

PREVENTIVE ACTION ( To Prevent Recurrence) (To be completed by Master or Chief Engineer as applicable after discussing with Auditor )

Proposed By : __________________ Approved By : ___________________ ( Signature) ( Master / Chief Engineer) ( Technical Supdt / Marine Supdt Signature)

CORRECTIVE & PREVENTIVE ACTIONS IMPLEMENTATION ( Master to inform Safety Department once the actions have been implemented/ verified)

NC / Obs Closed

Marine Superintendent : _________________________ Closure Date : _______________

REVIEW OF EFFECTIVNESS OF CORRECTIVE & PREVENTIVE ACTIONS

Checked on Vessel Corrective & Preventive action effective? Yes No Wallem executive ( Tech/ Marine / QMS Supdt) : _________________________ Review Date : _______________

(Name & Signature)

Note: 1. Observations include Potential Non Conformities. 2. Corrective Action & Preventive Action to be verified within the implementation due date. Review of effectiveness of Corrective Action and Preventive Action to be completed at during a visit of the Technical or Marine superintendent or Manager. 3. In Special circumstances, if an extension is required, the report must be claused accordingly and approved by the Marine Department.

Rev. June 2016



MANUAL – PART II

SECTION 12 MANAGEMENT OF CHANGE

(MOC FOR VESSEL) Page - 1 -


: MSQR : 31.3.98 : Director(Marine) : 31.1.06 : Sept 2016 : Directors

Section 12 Management of Change 12.1 Introduction :

Management of Change is the process to manage changes (except for “replacements in kind”) to process, procedures or equipment. Management of Change is the process which provides the tools and techniques for managing the people-side of change. Change is inevitable within any type of business. It arises from the need to respond and adapt to varying conditions. Modifications may be required to the equipment, operational policies, and organizational structure or personnel. Whenever a change is made, the potential consequences of that change should be assessed before implementation. History has illustrated the potential negative consequences associated with uncontrolled change. If a change is technically inappropriate, poorly executed, its risks poorly understood, or management fails to ensure communication to key personnel, accidents or other undesired consequences can result. Thus, a formal and effective management of change program plays a critical role in preventing accidents and losses. A management of change program is one of the most challenging aspects of a safety management system to implement successfully. It requires organizational support, assignment of necessary resources, and a clear, defined process. The MOC procedures in this section are a tool to implement and maintain an effective management of change strategy to optimize existing safety and risk management efforts. A Standard MoC form is used for the change management process.

12.2 Why Manage Change?

Management of Change (MOC) is a process to evaluate and properly manage any modifications to the design, control, or operations of a covered process. This would ensure that the change is carried out without any injury to personal, damage to environment or equipment or process loss.

12.3 Items affected by Changes

Most changes fall into one of the following categories: equipment, operational or organizational changes. Equipment: This category addresses equipment or technological changes. Examples of equipment changes may include:

a) New equipment or retrofitted equipment b) Replacement or modification of equipment (equipment, ship components, components requiring

emergency replacements when out at sea) c) Replacement or modification of computer hardware d) Modification to software (logic, interlocks, controls, alarms, instrumentation) e) Bypasses around equipment that is normally in service f) Disabling of safety/critical systems for testing, calibration or repair/replacement, if not covered by

procedure g) Modification or removal of safety equipment (fire-fighting equipment, first aid equipment, escape

and evacuation, personal protective equipment, etc.) h) Changes to structural support, layout, or configuration i) New maintenance chemicals or lubricating oil j) New/changed solid/liquid/gas effluents (e.g., produced fluids, waste products, by-products) k) Change to the utilization of an equipment

(!) (!)

(!)

(!) (!) (!)



MANUAL – PART II





Operational: Changes in administrative or management system that define the way processes are conducted on the vessel. Examples of operational changes include:

Deviation from preventive maintenance or mechanical integrity programs Deviation from inspection program or testing frequency Deviation from testing methods Deviation from operational procedures and safe work practices Deviation from repair requirements A response to external circumstances that is not defined in standard procedures

Personal: This category includes personnel and staffing modifications, such as changes to crew, personnel, management structure on board, changes in watch routines. Examples of Personal changes include:

New contractors (e.g., repair crews, crewing agencies, dry docks, repair facilities, etc.) if this is not already covered by a procedure

Elimination of rank on board Change in crew nationality for full crew

There may be changes that overlap one or more categories (for example, a major technological change may necessitate modifications to equipment, operations and organization).

12.4 Changes not subjected to MOC

Types of changes typically not governed by the MOC program include the following: • Replacement in kind A replacement-in-kind is a change wherein an item, process, or person meets the specified criteria for the item it is replacing, if such criteria exist. This may take the form of an identical replacement, or an alternative that is specifically designed within specifications criteria and therefore will not adversely affect the function of the system. • Changes that are covered via other management process such as: - Routine personnel changes (crew rotation, shift or tour changes) controlled by operating

procedures, safe work practices, training, etc. - Routine in-service changes where the operating procedures provide appropriate guidelines for

the change, and the operating procedures have been adequately reviewed prior to becoming effective

12.5 Recognition of Change:

All sea farers have the liberty to suggest modifications that they believe will have a positive impact on their workplace. This is then forwarded to the senior management on board or the Master who would then initiate the MOC process. The first consideration after recognizing a potential change is deciding whether or not the change is a replacement-in-kind. When there are no specifications or guidelines available, it is up to the judgment of senior officers on board to decide if it is an in-kind replacement.

(!) (!)



MANUAL – PART II





There are three questions that should assist in this decision. i) Does the change involve identical specifications? ii) Does the change involve identical service parameters? iii) Is it a routine replacement?

A positive answer to ALL three questions usually confirms an in-kind replacement. If doubt persists regarding whether a change is in-kind, the Master is to proceed with the MOC process, or consult with the Marine Superintendent or Technical superintendent who can help with the determination.

12.6 Terminology

Originator : Staff making the change request. Approver : Approves the Management of change that is prepared and checks that the Management of Change has been completed. Level and Responsibility of Approver are provided in the Table 12.1 in Section 12.7 and Section 12.9. Change : Changes are modifications, additions, or substitutions for any aspect on board that are outside present specifications. MOC Manager : MOC Manager has responsibility for the change process and would prepare the MOC form and follow up on the process. Level and Responsibility of MOC Manager are provided in the Table 12.1 1 of Section 12.7 and Section 12.9. MOC : Acronym for “Management of Change”. It is also used to refer to a proposed change that is going through the management of change process. MOC Form : The MOC form the process to record each change. The form provides the guidelines to manage the change process. MOC record: The MOC records for individual ships are maintained on the vessel. Record of all MOC are maintained in the office.

MOC Department Representative (Dept Reps) : The MOC Dept Reps would co-ordinate within their department for the change process. MOC Reviewer : Reviews the MOC that has been completed and checks for improvements for future MOC. Level and Responsibility of MOC Reviewer are provided in the Table 12.1 of Section 12.7 and Section 12.9. MOC Work Process : For Major MOC that is being implemented across the fleet, an MOC work process would be developed as an appendix for implementation on each ships. The MOC work process would be reviewed and revised as required to include any improvements as the process as the MOC process is implemented on each ship Replacement-in-kind. When an item, process, or person meets the existing specified criteria for the item it is replacing, it is typically not considered a change, but a replacement-in-kind. MOC Coordinator. The MOC coordinator tracks MOC program performance, including the status of MOCs and MOC actions points. Manager of MSQR is the MOC Coordinator

(!)

(!) (!) (!) (!) (!) (!) (!) (!) (!) (!) (!)



MANUAL – PART II


Page - 4 -



12.7 MOC PROCESS: An overview of the MOC process is depicted in the flowchart

Yes

Yes

No

Step 5.0 Verification, Review and Close out

Yes

Complete all the action points/training /communication/plan or document change

Yes

No Approver : Check and Agree with MOC Plan

Execute the change as per plan and

Inform MOC Cooridnator

MOC Approver to Verify effectiveness of change and completion of action plan items

Approver Informs MOC Manager to make corrections

and send the revised MOC form

No

Recognition of Change

Replacement in Kind

Complete preliminary risk assessment

MOC Form is complemented by MOC Manager in consultation with department Reps ( MOC form

will include full risk assessment, action plan, documentation/plan change, training plan, and

communication plan

Step 1.0 Initial risk assessment and verification of risk assessment

Step 2.0 Implementation strategy

Step 3.0 Approval of the MOC

Step 4.0 Execution and Authorisation for changes to MOC

Noted during execution that changes required

to MOC

No

MOC not required

Verification of Initial risk assessment

Sign off and close MOC

MOC Reviewer to review - Any lesson learnt

Changes to be approved by MOC Approver

(!)



MANUAL – PART II


Page - 5 -



The MOC process has the following 5 distinct steps, as follows:

Step 1.0 Initial risk assessment and verification of risk assessment Step 2.0 Implementation strategy Step 3.0 MOC Approval Step 4.0 Execution and Authorisation for changes to MOC Step 5.0 Verification, Review and close out

The following levels of have been set for the Initial risk assessment verification, MOC Manager, approver and MOC Reviewer Initial risk assessment Category

Verification of Initial risk assessment

MOC Manager MOC Approver MOC Reviewer

Low Manager and above of MSQR /Compliance

Master/Chief Engineer

Marine /Technical superintendent

Fleet Manager

Medium Manager and above of MSQR /Compliance or Heads of fleet

Marine /Technical superintendent

Fleet Manager/ Manager and above of MSQR /Compliance

Marine Director / Technical Director

High Heads of Fleet Manager and above of MSQR /Compliance or Heads of fleet

Marine Director / Technical Director

WSM Managing Director

Table 12.1

Initial risk assessment and verification of risk assessment Step 1.0 Once a change request has been made, the expected(presumptive) MOC Manager would carry out the initial risk assessment. The company risk assessment template would be used to identify the hazards. Once the initial risk assessment is completed, the risk assessment would be sent for verification as per Table 12.1. If the Majority of the hazards are in particular category (Low/Medium/High), the MOC would be of the same category and the MOC Manager would be as per Table 12.1 in this section. Once initial risk assessment is completed, MOC Manager in consultation with the MOC approver would then nominate the Department Representative who would assist him with the implementation of the MOC. Implementation Strategy - Step 2.0 MOC Manager would discuss with department representative and complete the MOC form. MOC Form is complemented by MOC Manager in consultation with department Reps (MOC form will include full risk assessment, action plan, documentation/plan change, training plan, and communication plan). All the stakeholders to the change would also be identified at this stage. This would include both internal and external stakeholders. Risk assessment, Implementation strategy and Approval ( Step 2.0) • Full Risk Assessment - Step 2.0

A risk assessment on the standard Wallem Risk assessment template is to be carried out. The hazards for the Risk assessment would be based on the initial risk assessment that was carried out. Control measures must be planned accordingly for the identified hazards.

• Implementation strategy - Step 2.0

The action plan would be drawn up as per MOC Form to indicate the way in which the change will be executed, including administrative or engineering control measures recommended to mitigate

(!) (!)



MANUAL – PART II


Page - 6 -



risks caused by the change. The plan should also detail actions concerning the update and development of documentation to support the design and operation of the revised system. The MOC process described herein is targeted for permanent changes. However, two special types of changes, emergency and temporary, need to be controlled but demand slight modifications to the standard approach. Such a plan should describe how the change will be executed, what specific actions must be carried out, including the risk control options, as well as time limits and responsibilities for addressing the issues. Training plan and communication plan are key issues to be determined and documented prior to the change being implemented.

Documentation:

Management of change requires effective documentation control. Documents from different areas such as drawings, training manuals, software code, signage, etc., may need to be updated to reflect an approved change.

Communication and Training:

Before the change is implemented, all stakeholders should be aware of the change that will take place. This notification should generally occur before the change is implemented. In the case of emergency changes where the change cannot be communicated beforehand, the notification should take place immediately after the execution of the change. The manner and breadth of communication/training should be reflective of the complexity of change (examples are meeting, skype meeting for office MOC, e-mail, announcements in safety meetings, tool box meetings, safety meetings, formal training, etc.). Relying on passive notifications such as entries in log books or documentation in procedures should not be the sole way of communicating to personnel since they could easily be overlooked by personnel that need to be aware of the change. It is important that both internal and external stakeholders are kept fully informed of the change and the progress with respect to the implementation of the change, as applicable.

Changes involving significant revisions to current practices will require training of relevant personnel. An awareness training, or in some cases, detailed training of the new practice should be provided. Approval of MOC – Step 3.0 If the approver does not concur with the outcome of the assessments and the proposed implementation strategy, the approver would send the MOC plan back to the MOC Manager for revision. Implementation would start only after the approval by the MOC approver Execution and Authorisation for changes to MOC - Step 4.0 Once the execution has commenced, it is possible that there may be a need to revised the action plan or any other aspect of the MOC. Changes may be but not limited to

• Change to stakeholders • Changes to communication plan • Changes to training plan • Include new action points or revise existing action points

Any changes to the MOC requires to be approved by the MOC Approver. Verification, Review and Closeout Step 5.0

The verification will be done by the MOC approver who would ensure that all the action points are completed. MOC approver would also check that there is no residual risk after the implementation of change and that required training and communication have been completed. Temporary changes should be monitored to confirm that they are either converted to a permanent change by completing the MOC process or reverted to their original state prior to the expiry date of the MOC



MANUAL – PART II


Page - 7 -



Therefore, some of the questions to be answered during this verification step are as follows: a) Are the changes meeting their intended functions? b) Are the actions from the implementation plan being complied with and meeting the intended

function? c) Have the temporary changes expired? If so, can the system revert to its original state? If the

answer is “no”, proceed to convert to a permanent change, restarting the MOC review process.

Review of MOC The MOC Reviewer would review the MOC and check for any lessons that have been learnt from the implementation of the change process. If there are any lessons to be learnt, this would be informed to the MOC Coordinator. The MOC coordinator would collate and document the lesson learnt for discussion in Management review and for implementation in future MOC’s.

Verification, Review and close out to be carried out within agreed time frame. Any extension of the time frames to be approved by the MOC approver.

12.8 Special Circumstances: Temporary and Emergency Changes

It should be identified during the Initial Review if the change falls into the category of temporary or emergency. This distinction is important as the MOC should offer some flexibility to control changes under these special circumstances. Temporary Changes: A temporary change is one that is intended to exist for a short and predetermined period of time. Management of change procedures for temporary changes should follow the same process as a permanent change, but they are only valid for a specific time limit as they may carry a higher level of risk that is acceptable only for a short term.

Temporary changes must have a specified time limit to ensure they are returned to the original system condition or that further steps in managing the change are addressed (i.e., converting the temporary change into a permanent change). The intent is to make the change, and at some future date, the system will revert to its present or design condition. The time limit for the change should be specified such that if the change does not revert to the original condition, then a permanent change should be implemented. Note that a conversion from a temporary to a permanent change requires that the MOC process be initiated. This new process is intended to highlight improvements to the proposed change, such as new risk control measures that offer a lower risk than the current temporary situation. Example of temporary MOC : A fire alarm sensor in the engine room malfunctions and needs to be deactivated until the required spare is available. A temporary MOC is carried out. As part of the implementation plan, the measures to mitigate the risk include ensuring the engine room remains manned, if operating under UMS. For this temporary change, the engine drawings, design documentation did not require changing, but instead, a revised temporary procedure is implemented to manage the change.

Examples of temporary changes may include: • Testing/calibration/repair or replacement that requires disabling safety/critical systems • Installing temporary piping, clamps, connections, utility connections, or hoses: • Temporary crew change • Temporary change of contractors onboard • Temporary operation with specific safeguards bypassed or inoperative. • Temporary de-activation of security features for carrying out maintenance or operation.

Emergency Changes



MANUAL – PART II


Page - 8 -



An emergency change is a change that must be performed in a true emergency. Generally, the situation is such that action is required quickly, and the persons required to provide approvals may not be available to meet the requirements of the written MOC process. This would normally apply for MOC carried out on board vessels. In these “emergency” situations, safety could be jeopardized by waiting for completion of the formal MOC process. In an emergency situation, the change should be reviewed to the best of the staff’s abilities. This emergency MOC process should involve a risk assessment using any and all available resources and time to evaluate the risks involved with the change and it may be verbal, rather than written. The focus should be on the immediate risks only. The verbal implementation plan should also be developed and carried out by relevant personnel, with approval from the highest ranking personnel available. The Master or Chief Engineer should call the superintendent to obtain oral approval for the emergency MOC. At first opportunity after the emergency has been controlled, the change must be fully evaluated and documented using the MOC procedure. The reviews will dictate if the change should be: • Reversed to continue operations as in the pre-emergency status or • Converted to a temporary or permanent change. Situations such as the following may require an emergency MOC: • Correction of a deficiency that would cause an immediate threat to safety of the ship or

personnel/environment • Imminent environmental release • Impending external threats that could result in a loss of cargo, such as natural disasters, security

threats or extreme temperatures

12.9 Roles and Responsibilities

• MOC Manager: The MOC Manager has ultimate responsibility for the change and will be also be in charge of monitoring the implementation of the change with the assistance of Department representatives.

It is a primary responsibility of the MOC Manger to confirm that the change was implemented according to the implementation plan, and subsequently, to verify that it is functioning as intended.

• Approver: The approver appraises the completed MOC form to confirm the need for change and validate the risk assessments, implementation plan, training plan and communication plan.

• Reviewer

The responsibility of the reviewer is to discuss with the MOC Mangers and review the MOC form. It there are any lessons to be learnt, this would be communicated to the MOC Coordinator.

• MOC Coordinator The MOC coordinator tracks MOC performance, including the status of MOCs. At the time of Management Review, the MOC Coordinator would review the action plan of the open MOC’s. He would also review the impact of all changes to ensure objectives have been met and include the details in the Management review.

12.10 MOC Form

The MOC form is essentially the documented record of all plans, approvals, review and actions associated with a change. The MOC form is essential to allow the necessary information to be gathered and recorded efficiently and effectively.

(!)

(!) (!) (!)



MANUAL – PART II


Page - 9 -



12.11 Handling of MOC ( High level) for Fleet wide implementation

Some changes would require for fleet wide implantation over a staggered period of time. Examples are fitting of Ballast water treatment plant, fitting of second ECDIS etc. In such cases, a high risk MOC would be prepared in the office. This would be complemented by a work practice which would be generated as part of the action plan. The work practice would detail the steps that need to be taken by a particular ship when the change is implemented on that ship. The work practice would have the steps to be followed for action to be taken on the vessel, documentation changes, communication to be done and training to be carried out for implementation of the change on that vessel. Records of the Work practice would be obtained and kept with the MOC. Log would also be maintained of the vessels that have completed the change and the remaining vessels to implement the change.

12.12 Record Keeping

Record of MOC would be maintained in Company Document Data Base.

(!)

(!)

ManagementofChangefor

Ver 4 / Oct 16

ManagementofChangeFor


Ver 4 / Oct 16

1.0 Initial Risk Assessment and Verification of Risk assessment

MOC Originator (Insert Name/Rank or Position):

MOC Objective (Change being implemented):

Reason for Change (Statutory changes, New equipment, New procedures etc.)

Initial Risk Assessment (Insert name and rank)

Completed by :

Verification by :

Note : The presumptive MOC Manager would carry out the preliminary risk assessment. Verification by person as mentioned in the table 12.1 in Chapter 12 of SBM II.

Type of MOC

(Based on initial risk assessment)

Low

Medium

High

Type of Change Permanent

Temporary

Emergency

MOC Manager (Name and Position/Rank; Based on Initial Risk assessment)

Note : Low MOC : Master/Chief Engineer, Medium LOC – Marine/Technical Superintendent, High MOC – Head of Fleet MOC Approver (Name and Position/Rank; Based on Initial Risk assessment)


Ver 4 / Oct 16

Note : Low MOC : Marine/Technical Superintendent; Medium LOC – Fleet Manager/ Manager and above of MSQR /Compliance; High MOC – Marine Director / Technical Director

Implementation date: Target completion date:

Department Representatives

Name Rank/Position

2.0 Implementation strategy

Identification of External Stakeholders

Note : MOC Manager and Department Reps would identify the external stakeholders

Identification of Internal Stakeholders

Note : MOC Manager and Department Reps would identify the internal stakeholders

Risk Assessment completed

Yes N/A

Note: Risk Assessment is to be developed from initial risk assessment in standard Wallem template and attached to this report.

Drawing and Plan changes


Ver 4 / Oct 16

Yes (details below) N/A

Impact on Safety


Impact on Environment


Impact on Security


Impact on Staff Health


Training needs identified


Ver 4 / Oct 16

Communication to External stakeholders How the change will be communicated within the Wallem Group inlcuding seafarers, recruiting and training centres.

Communication to Internal stakeholders How the change will be communicated within the Wallem Group inlcuding seafarers, recruiting and training centres.

Lines of Responsibility


Based on the risk assessment and the action plan meeting of the MOC department coordinators. The items on the action plan are to be transferred to a central database.

2.0 Action Plan

Based on the risk assessment and the action plan meeting of the MOC department coordinators. The items on the action plan are to be transferred to a central database as applicable for follow up.

Document/Manual change plan, Training and communication plans can be prepared as required and attached to the MOC


Ver 4 / Oct 16

Completion date to be filled in office database system

No. Action Plan Target date

Responsibility

Work Practice for High Level MOC for Fleet wide implementation

No. Work Practice detail Ver No. Responsibility

3.0 Approval of the MOC

* E-Mail confirmation can be obtained in lieu of signatures

Name Position Date Signature

MOC Approver

Remarks


Ver 4 / Oct 16

4.0 Authorisation for Changes to MOC

Any changes to the MOC to be authroised by the MOC Approver. * E-Mail confirmation can be obtained in lieu of signatures

Changes to MOC Signature of MOC Approver

1

2

3

4

5.0 Verification, Review and Close out

* E-Mail confirmation can be obtained in lieu of signatures

Name Position Date Signature

MOC Manager Confirm all action points completed

MOC Approver Verify all action points completed and change implemented

MOC Reviewer Review the MOC and check for any lessons from the MOC

Remarks after Review (Any lesson learnt to be forwarded to the MOC Coordinator)

MOC Close out

Note : MOC close out and date can be done on database

Yes Date



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1

: Director (SID) : 31.3.98 : Marine Supdt (SID) : Jun 2010 : Jan 2014 : Managing Director : RA-Navigation : Page 1

Appendix 1 of SBM II

Risk Assessment (RA) and Risk Management (RM) The purpose of the RA and RM is to minimize risk to personnel, property and the environment. In this respect, all activities that could adversely affect ship’s operations and performance are evaluated and appropriate measures are taken to ensure that risk is either reduced or maintained at an acceptable level. Risk is managed by identifying hazards, assessing consequences and probabilities and evaluating and implementing prevention and mitigation measures. Risk Assessment requires:

• Job familiarity • Practical experience with the job • Information regarding incident/ operation / activity • Active participation of persons running the risk • Open mind for any suggestions • Proper application of the RA methodology

Guidelines on Risk Assessment A structured risk assessment program comprising of the following stages is in place:

• Risk assessment methodology/procedure along with Risk Assessment forms.

• The benefits of risk assessment are known to all.

• Training: Both shore based and training on board ships

• Identifying who should carry out the risk assessments: it is not necessary to involve everyone who participates in the operation to participate in the risk assessment of this operation. However, the hazards and the controls from the risk assessment should be discussed with the entire team that would be involved with the operation.

• Risk assessments are to be prepared by Department heads. The hazards and control measures must

be discussed with their teams. Master’s and Chief Engineers must discuss the risk assessment with the department head ( C/O and 2/E) prior to the work being carried out.

• All vessels are to send copy of risk assessment for unusual job and work on critical equipment to the

office. Work must only be commenced after dialogue with the office on the work being carried out. The shut down period for critical operation is to be mentioned in the risk assessment.

• Tankers are to send copy of all risk assessments after the job is completed. This is in line with TMSA 2 requirements that records of risk assessment should be available in the office and on the ship. A selected number of risk assessments would be reviewed in the office and feedback sent to the tankers to ensure that a risk assessments of a consistent standard are prepared across the fleet.

Risk Assessment process The methodology for Risk Assessment is as follows: Step 1: Identification of shipboard operations / systems / tasks and the work area. Step 2: Identification of Hazards and consequence



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1


Step 3: Risk evaluation and calculation of Risk Factor ( Risk Evaluation) • Likelihood • Severity • Calculation of Risk Factor

Step 4: Identification of control measures Step 5: Residual Risk evaluation and calculation of Residual Risk Factor

• Residual Likelihood • Residual Severity • Calculation of Residual Risk Factor

Step 6: Control to ALARP ( As low as reasonably practicable). Step 7: Assessment if risk is acceptable or intolerable

• Acceptable – Go to step 8 • Intolerable – Contact Office

Step 8: Discuss hazard and control with team Step 9: Implement control and proceed with job Step 10: After work is completed, evaluate the risk assessment for any missed hazard or new hazard. Note : The risk assessment for the same job can be reviewed and used within a period of one month or 4 times on the basis that there is no change in hazard of control measure. As an example, if mooring is done after a week, the previous risk assessment for mooring can be reviewed for the next operation. STEP 1 : Identification of shipboard operations / tasks requiring RA When to perform a risk assessment RAs are conducted in order to identify and address potential hazards to personnel, property and the environment, for: a. Critical operations as mentioned in Section 3 of SBM II ( Company risk assessment available in SBM II) b. in case of new operations/tasks c. in case of unusual or non-routine jobs ( Risk assessment to be sent to office ) d. n case of work on critical equipment ( Risk assessment to be sent to office ) d. in case of changes to procedures or equipment. ( Tankers to also carry out Tanker initiated MOC) e. prior to the introduction of new critical equipment or procedures. ( Tankers to also carry out Tanker initiated MOC) g. for preparation of complex or special jobs h. Any operation in which there is deviation from procedures . STEP 2 - Identification of Hazards and Consequence What is a hazard? A hazard is simply a situation/condition which has the capability to cause damage, harm or other loss. A hazard can only be observed and recognized. Hazards are around us and cannot be taken away. Risk



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1


however can be identified, analyzed and dealt with. The hazard is the cause of an event/accident therefore should not be confused with the event itself (e.g hazard: fog – event/accident: collision). In identifying a hazard the type of harm and to whom/what has also to be identified. The purpose of this step is to identify and generate a prioritized list of hazards, specific to the problem under review. This purpose is achieved by the use of standard techniques to identify hazards, which can contribute to accidents, and by screening these hazards using a combination of available data and judgment. Following are some examples of hazards relating to certain jobs:

• Mechanical (related to working equipment): misuse/defective equipment, power tools, lifting equipment, windlass, anchoring etc

• Electrical (electrocution, fire): high voltage, exposed/worn cables, not grounded equipment etc • Physical (related to working environment conditions): weather, noise, vibration, cargo

stowage/lashing, working alone/aloft, confined spaces, slippery surfaces, poor lighting etc

• Radiation (energy emission): heat radiation, extreme light etc • Substances: Flammable, dangerous goods etc • Fire/explosion: flammable cargoes, combustible materials, hot works etc • Psychological: fatigue, claustrophobia, vertigo etc

The above are only a few examples and not an exhaustive list. STEP 3 - Risk evaluation and calculation of Risk Factor ( Risk Evaluation) Risk is normally evaluated as a function of the Severity of the possible Consequences (SVR) for a hazard and the likelihood of occurrence (LKH) of that particular hazard. Usually is used a simple relation between SVR and LKH to calculate the risk (RF): Risk Factor(RF) = Likelihood (LKH) X Severity (SVR) × ( RF = LKH×SVR ) Given this knowledge, estimated risk of hazards can be used to make reliable decisions in terms of improving safety by reducing the risk and risks can be reduced by reducing the severity of the consequences, reducing the frequency/probability of occurrence or a combination of the two. Probability (or frequency) Determination Frequency analysis is used to estimate how likely it is that the various incidents or hazards will occur (i.e. the probability of occurrence). Very Likely 5

Hazard Likely to occur

Likely 4

Hazard will be experienced as only one control

Possibly 3

some manifestation of Hazard may occur

Unlikely 2

Manifestation of Hazard unlikely

Very unlikely 1

Manifestation of Hazard very unlikely



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1


Severity Assessment Consequences may be grouped into three general categories: Safety, Environment and Vessel/Property damage. A severity level is assigned for each of the 3 categories based on the consequences specified as mentioned below

SEVERITY HEALTH AND SAFETY ENVIORNMENT VESSEL / PROPERTY DAMAGE

EXTREME 5 Multiple or singly fatality

Release to environment, long term large impact on environment

complete Loss of vessel or Financial loss >$ 1 million

MAJOR 4 Injury requiring repatriation

Release to environment, large impact on environment

Major damage to vessel with long layup repairs. Financial loss $ 100,000 - $ 1 million

MODERATE 3

Loss time injuries excluding repatriation

Release to environment, Small to medium impact on environment

Damage which can be repaired during voyage. Financial loss $10,000 - $100,000

MINOR 2

Restricted work injury / medical first aid cases Spill contained on board

Minor damage to equipment or vessel. Financial Loss $5,000 - $ 10,000

NEGLIGIBLE 1

Minor First aid injuries, e.g. cuts / wounds / bruises / sprains

Inconsequential leak Negligible damage to vessel. Financial Loss < $5000

Assessment of the level of the risk using risk criteria Level of risk is evaluate based on the severity and likelihood as estimated by the RA process and categorize their possible combinations to be High, Medium or Low risk within the Risk Matrix.

RISK ESTIMATOR

SEVERITY

LIKELIHOOD NEGLIGIBLE 1

MINOR 2

MODERATE 3

MAJOR 4

EXTREME 5

VERY UNLIKELY 1

UNLIKELY 2

LOW RISK

POSSIBLE 3

MEDIUM RISK

LIKELY 4

HIGH RISK

VERY LIKELY 5



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1


Low Risk Risk Level is Acceptable

Medium Risk Risk level tolerable but needs additional control to ALARP

High Risk Risk level intolerable Once the risk level has been determined, the response can be defined. Higher risk levels require a greater level of response. High/Intolerable Risk: Contact office Medium/ Tolerable Risk: Take additional controls to ALARP Low/Negligible Risk: Proceed with job

Risk Categories Action And Timescale

Low

Acceptable No further additional controls actions is necessary. Monitoring is required to ensure that the controls are maintained.

Med

ium

Tolerable Efforts should made to reduce risk, but the costs of prevention should be carefully measured and limited. Risk reduction measures should normally be implemented within a defined period of time.

Hig

h

Intolerable Work should not be started or continued until the risk level has been reduced and risk numbers enters the Yellow or the Green area, then the work must not be started and work must remain prohibited. Contact office for guidance.

STEP 4: Identification of control measures Once the harmful effects of a hazard are determined, controls/measures that may mitigate the effects of that hazards and its consequences has to be taken into account. During any operation, controls can be: procedural, human recourses, training, control systems, appropriate design and construction, maintenance, communication, use of proper equipment, toolbox meetings, briefing, etc. STEP 5: Residual Risk evaluation and calculation of Residual Risk Factor The residual risk evaluation and calculation of Residual Risk Factor is similar to the evaluation carried out prior to the controls being selected. If the Residual RF is low, Additional controls are not required. The controls can then be implemented to proceed with the job. If the Residual RF is Medium or high, additional control to ALARP ( As low as reasonably practicable) would need to be taken for further evaluation.



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1


STEP 6 – Additional controls for Risk Reduction ALARP (As Low As Reasonable Practicable) Principle The methods of reducing the risk level of a hazard can be put in one scale and balanced against efforts needed in another. This effort may be represented by money or time or a combination of the two. If it can be shown that there is a gross imbalance between the two, e.g. the reduction of risk level is insignificant compared to the cost of implementing the solution, it will not be reasonably practicable to go ahead.

The purpose of this step is: • Eliminate Hazards with intolerable risk at whatever cost. If this is not practicable abandoning the

operation should be considered. • Reducing the risk of those in ALARP region if it is cost effective. Higher costs could be considered

acceptable if the risk is close to the intolerable region. • Reducing the risk levels of those in the negligible region with minimal effort. In many cases, positive action can result in the risk being tolerable. As an example, supervision by a senior officer for hot work in ballast tank would result in the risk being acceptable provided other controls measures are in place. STEP 7 – Assessment of Additional controls to ALARP Once the additional controls to ALARP is taken, a determination is to be made if it is acceptable to perform the job or if the risks are still intolerable. If the risks are intolerable, vessel to contact office. If the additional control have reduced the risk to ALARP, the vessel can proceed with the job after the remaining steps are taken.



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1


STEP 8: Discuss hazard and control with team Once the risks are found acceptable, it is important to discuss the hazard and control measures with the team. Every member of the team should be aware of the hazards and the control measures that are in place. STEP 9: Implement control measures and proceed with job It is vitally important that control measures are implemented prior to proceeding with the job. STEP 10: After work is completed, evaluate the risk assessment for any missed hazard or new hazard. Once the work is completed, the risk assessment should be evaluated. This is a self improvement process to ensure that any lessons learnt are carried to the next risk assessment. Additional Measures - Review of assessment Need for new risk assessment Risk assessment should not normally be carried out every time an operation/task takes place. The original risk assessment can be reviewed instead of performing a new one, provided that nothing has changed and the applicability of the existing procedures is ensured. However the risk assessment should be carried out if there changes in materials, equipment, operations/procedures, etc. The same risk assessment can be reviewed used upto 5 times within a one month period. For the sixth operation or the operation being conducted after one month’s period, a new risk assessment is to be completed. Identification and implementation of new Risk Control measures The most important step in the RA process is the identification and implementation of risk control measures to reduce or eliminate the identified risks. Control measures can only be effective if they are closely linked to the consequences. Once consequences are known, the needed control measures can be identified. It is wrong policy to take measures without previously having identified the hazarded or consequences. Control measures should be applied in the following sequence:

• Try to remove/replace the hazard it self • Eliminate the likelihood of the occurrence by taking away the causes in the first place • Install rescue devices in your system to ensure an occurrence, once started, will stop timely • Isolate the hazard source or reduce exposure time • Take measures to reduce likelihood, usually related to organizational measures • Protect the operator from the hazard • Reduce the impact by providing PPE • Ensure emergency response is efficient in case something goes wrong • The highest level of measure is to remove the hazard itself,

Risk reduction methods could be categorized as:

• Management Method: Methods based on development of a safety culture, improved effectiveness of communication, training, etc.

• Engineering Method: Incorporate additional engineering features to enhance safety • Operational method: Implementing/updating proper procedures • Combination of all of above.



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1


Following the selection of the appropriate control measures, the Risk ranking process should be repeated in order to evaluate if the risk is reduced to a lower Category e.g. from High risk to medium risk or low risk. In case of medium risk, additional control measures would be required to ensure that the risks are acceptable. Additional Notes The risk assessment process never stops because the system will make use of previous experience, new measures will be based on improved measures and so on. The risk assessments records should be filed and organized on board in order to be easily retrievable and shown to auditors and inspectors. Electronic copies are acceptable. Important

1. The contents of this section would be amended as required. More risk assessment would be added based on the review of the SMS system, if required.

2. For critical jobs for which the company has carried out a Risk assessment, the department head to

review the risks and their control measures. They can also include any addition risks or control measures. The risk and the control measures may be of a general nature or specific to their ship.



MANUAL – PART II

RISK ASSESSMENT FOR

CRITICAL OPERATIONS


APPENDIX 1 Index

: MSQR : 31.3.98 : Director (Marine) : 31.1.06 : Jun 2016 : Directors : RA-Navigation : Page 1

Navigation For All Ships :

• Change Of Command • Helicopter Operations • Navigation In Ice • Navigation In Piracy Black Spots • Personnel Transfer at Sea ( Anchor or at Underway) • Trying Out Main Engine At Berth ( Including SBM/Bouys) • Safe Navigation With ECDIS As Primary Means

(!)

(!)

(!)

WALLEM RISK ASSESSMENT Work area :

Work Activity being assessed :

Code : No. ‐ Number, LKH ‐ Likelihood, SVR ‐ Severity, RF ‐ Risk Factor, A.C ‐ Additional controls

Code for Risk Factor : HR ‐ High risk, MR ‐ Medium risk, LR ‐ Low risk

Date of Risk Assessment Last Assessment:

SECTION 1

No. LKH SVR RF LKH SVR RF A.C

1 2 3 LR 1 3 LR NO

2 2 3 LR 1 3 LR NO

3 2 3 LR 1 3 LR NO

4 2 4 MR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6 2 4 MR 1 4 LR NO

7 2 4 MR 1 4 LR NO

8 2 4 MR 1 4 LR NO

9

Section 2 ‐ Additional controls

No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4

Name of Vessel : ALL SHIPS ‐ NAVIGATION

DO JOB

DECK

For unusual jobs and work on critical equipment, copy of risk assessment to be sent to office For Office use : For standard risk assessments in SBM II

Current : 18‐Dec‐13 Last : 30‐Jun‐12

Details provided in Sec I of SBM II(Communication). Charterer's communication details to be in handing over notes

Alternate method of work considered and found not applicable

12‐Jan‐14

Please see below for the risk estimator

07‐Jun‐16

Vessel Delay Vessel ceritficate status to be checked which is part of Master's handing over

Details provided in Sec 12 of SBM I (Cargo Operation Procedures).

Not familiar with important communication requirement. Handing over notes to cover communication details

CHANGE OF COMMAND

Safety of Vessel

Not familiar with charter party/Voyage orders pertaining to

Cargo , Grades , Carriage, Segregation , Tank/hold Prepration

& documentation

Proper passage plan to be prepared

Details provided in Sec 7of SBM I (Personnel). Handover Period & Handover Notes .

Risk rating

If any hazard manifests itself even after effective control measures were taken or develops unexpectedly, then work

should be stopped and office informed

Residual Risk

ControlsConsequenceHazardMissing or Expired / expiring certificates and overdue COC or

surveys

Unaware of Important messages / circulars from company

during leave period

Claims and Delays

Claims and Delays Important messages to be kept seperately in a folder and included in handing over notes. All required to carry out pre-joining briefing online test to ensure familiarity with company circulars

Not familiar with routine messages / communication Claims and Delays

Not familiar with bridge equipment

Vessel's immediate movement after change of command Safety of Vessel

Bridge procedure checklist 1 to be completed

Claims and Delays

Insufficient time to get familiar with vessel manoeuvring

characteristics

Safety of Vessel

Prepared by:

Any new hazard or missed hazard ( If Yes, Mention in comments and to

be considered when doing next risk assessment for the same job )

Date and time when all controls are in place

Acceptable/Intolerable

Controls to ALARP ( As Low as reasonably practical)

Evaluation of Risk Assessment after completion of work

No

To Be completed prior commencement of work

Review dates

Discussed hazards and controls with team

Shut down period for this RA (For work on critical jobs only)

DO JOB If ALARP then fill Additional controls in section 2

A risk assessment can be reviewed and then used within one month period

basis no change in hazard or control measures ‐ (NA for SMMS)

Yes

Ver 2.0 / Nov 13






SECTION 1


1 5 5 HR 1 5 MR YES

2 3 5 HR 1 5 MR YES

3 4 5 HR 1 5 MR YES

4 4 4 HR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6 2 4 MR 1 4 LR NO

7 2 4 MR 1 4 LR NO

8

9


No.

1 Yes No

2Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



All safety precautions as per shipboard safety checklist from Guide to helicopter/ship operations to be followed correctly


12‐Jan‐14


12‐Jan‐14

Damage to Ship / Equipment Shipboard Safety checklist from Guide to helicopter/ship operations to be followed correctly


Danger of Static discharge Ship crew to allow the line from the Helicopter to come in contact with deck prior to handling line.

HELICOPTER OPERATION

Damage to Ship / Equipment

Dangers of surface ventilation , High pressure in cargo tanks

& vapour emission on deck .

Test communication with Pilot prior helicopter operation. Discuss contingency plan & backup communication in case of main communication failure.


Risk rating



Residual Risk

ControlsConsequenceHazardDanger of Fire / Explosion


Injury to ships crew or pilot/helicopter crew Injury to Personnel

Damage to ship structure & helicopter

Communication failure Damage to Ship / Equipment



Danger of Operating in rough weather , strong wind & heavy

spray / sea on deck


Prepared by:





Checklist to be filled diligently ‐ positive verification

To be discussed in toolbox meeting prior to the

operation

To be discussed in toolbox meeting prior to the

operation



No

Acceptable

Acceptable

Acceptable


Review dates



ALARP If ALARP then fill Additional controls in section 2



Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 1 5 MR YES

2 4 5 HR 1 5 MR YES

3 4 4 HR 1 4 LR NO

4 3 5 HR 1 5 MR YES

5 2 4 MR 1 4 LR NO

6 3 5 HR 1 5 MR YES

7

8

9


No.

1

Yes No

2

Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


Reduce speed in strong winds to reduce ice accretions.

Consider altering course to avoid beam wind in order to

reduce ice accretion.



No

Acceptable

Acceptable

Acceptable

Acceptable






Additional & effective lookout by all available means.

Safe speed . Latest weather monitored & ice reports

plotted. Bridge watch level 2.

Consider assistance from ice breaker/consider longer

route to avoid the situation if possible.

Frequent rotation of crew on exposed areas to allow

warming up inside accommodation.


Prepared by:

Hazard to crew from freezing temperature Injury to Personnel

Frost bite / injury to lookout and crew due to slips.

Radar scanner stuck Damage to Ship / Equipment

Good winter PPE and walkways kept clear of Ice

Loosing stability due heavy ice accretion on deck from

headwinds

Injury to Personnel

Residual Risk

ControlsConsequenceHazardIce damage to vessel and its equipments


NAVIGATION IN ICE


To be kept always turning.

Alter course to avoid ice accretion. Ensure adequate stability considering additional weight of ice on exposed areas at the onset of voyage.

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Ship / Equipment Proper passage plan incorporating latest ice data & contingencies

Getting struck/trapped in Ice Keep moving. Never stop. Always maintain momentum.

DECK



Accommodation heating systems in good working order.


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 5 5 HR 2 5 MR YES

2 4 5 HR 2 5 MR YES

3 4 5 HR 2 5 MR YES

4 4 5 HR 2 5 MR YES

5 4 5 HR 2 5 MR YES

6

7

8

9


No.

1

Yes No

2Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



All crew assembled in designated assembly point during any suspected attack. No crew should be open to attacks.


20‐Dec‐13


07‐Jun‐16

Damage to Vessel, Crew, Claim to Owner

Comply latest version of best management practices to deter piracy. If in GoA or somalia basin or west Africa HRA, use citadel space and call coalition warship. Do not panic and do not confront/contradict pirates.

Damage to ship due to Hijack attempt Evasive maneuvers / charged fire hose / contingency planning

NAVIGATION IN PIRACY BLACK SPOTS

Duty Officer to be aware of Load by-pass programme from bridge to avoid undue load

Risk rating



Residual Risk

ControlsConsequenceHazardHijacking

Damage to Vessel

Crew Injury Injury to Personnel

M/E failure due excessive load when doing zig zag maneuver

to avoid pirates.

ME Overload due to sudden maneuvering when vessel is in

UMS condition

Activation of alarms and trips and damage to ME

Caution duty engineer to keep good watch on load. Only 10 Deg rudder each side will not cause undue load

Damage to Vessel / Equipment

Prepared by:





All important contact no.to be posted near sat phone. If

in GoA, use irridium phone to call UKMTO & portable

VHF radio to call coalition warship from citadel space.

Anti shatter screens for the bridge glass , frequent drills

/ damage control.

Briefing / drills to emphasise the importance of crew

safety . Avoid resistance to Pirates

Reduce few RPM before attempting zig zag maneuver.

Duty Officer to be aware of by‐pass programme. Master

and CE to ensure same. To inform Duty Engineer if time

and situation permits.



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 4 5 HR 1 5 MR YES

3 3 5 HR 1 5 MR YES

4 3 5 HR 1 5 MR YES

5 2 5 MR 1 5 MR YES

6 3 5 HR 1 5 MR YES

7 2 5 MR 1 5 MR YES

8 3 5 HR 1 5 MR YES

9 3 5 HR 1 5 MR YES


No.

1

Yes No

2

Yes No

3

4

From To

5

6

7

8

Comments :

Rank

9 1

2

3

4




Yes

Review dates


The access to be kept free of grease, ice and all

obstructions, all obstructions in vicinity to be marked

conspicuosly

The personnel transfer basket to be approved type with

certificate and proof tested as per maker's

requirements

Acceptable

Acceptable



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable




Acceptable



Confirm the access ladder is rigged on the lee side with

correct hieght above water level as advised by the lauch

Provide better lee, if still no better , abort transfer if

weather conditions & sea state unsafe, pick up anchor

at open anchorages or postpone

The personnel deployed to be well briefed of transfer

procedure, wait untill sufficient man power is available.

Steer at a suitable heading at minimum speed, abort

personnel tranfer if vessel's movements are not within

safe range

In an event fo poor visibility due heavy fog or snow,

suspend the operation until conditions improve for safe

transfer. Rig additional lights if lighting from the fixed

lights is not sufficient


Prepared by:

Ensure the lifesaving equipment (Lifejackets, lifebuoys) are kept ready

Personnel Deployed for safe transfer not sufficient Injury to Personnel

Vessel Rolling/Pitching

Poor Visibility due fog, rain, snow. Personnel Transfer Area

not well lit

Injury to Personnel

Vessel to maintain a heading ensuring minimum vessel movements

Injury to Personnel

The Personnel Transfer Basket if deployed is in poor condition

Injury to Personnel

Poor Communication

Residual Risk

ControlsConsequenceHazardGangway, Combination Ladder, pilot ladder not safely rigged

for personnel transfer

Life Saving equipment not ready or available

Injury to Personnel

Injury to Personnel

PERSONNEL TRANSFER AT SEA (Anchor or at Underway)

Injury to Personnel

Slip/Trip Hazards

Suspend transfer operation until visibility improves. Ensure the transfer area is adequtely illuminatedEnsure the personnel tranfer basket is inspected closely prior use

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Ensure the Gangway, Combination ladder/pilot ladder is rigged safely under supervision of a responsible Officer.

The gangways, pliot ladder to be free of grease, ice and obstructions

Environmental Condition not favorable for safe transfer Check the direction of the wind, sea/swell and provide adequate lee

DECK


Personal floatation Device to be used by the personnel

embarking/disembarking and vessel to provide PFD.

The person in charge to be in communication with

Bridge, the OOW to establish good communication with

launch


Ensure adequate personnel are provided for the transfer


Practice closed loop communications

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 4 4 HR 1 4 LR NO

4 3 5 HR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 3 5 HR 1 5 MR YES

7

8

9


No.

1 Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



Moorings to be tight and should be monitored during the period.


20‐Dec‐13


07‐Jun‐16

Damage to Equipment Person to visually check propeller is clear

Damage to small crafts close to propeller Person to visually check propeller is clear

TRYING OUT MAIN ENGINE AT BERTH ( INCLUDING SBM/BOUYS)

Damage to Equipment and personnel

Gangway to be hoisted up and clear of jetty prior testing. No transfer of equipments and personnel during try out

Risk rating



Residual Risk

ControlsConsequenceHazardPropeller getting damaged by fouling

Damage to Equipment / Other Crafts

Ship surging at berth Damage to Equipment

Damage to shore equipment i.e.. chicksan/ hoses for tanker

and loaders/cranes for other ships

Damage to Gangway Damage to Equipment

Moorings to be tight and should be monitored during the period. For Bulk Cargo vessels the Shore loader must be clear from the vessel, Hatch covers preferably closed or atleast drawn closer inside from the railings & No overhanging of any ship's equipment. Chicksans/hoses to be disconnected and clear from railings on tankers.

Transfer of Equipments and personnel

Damage to Equipment

Prepared by:





Tankers should obtain approval from terminal/pilot

prior to testing of main engines



NoAcceptable

Acceptable


Review dates


Liason and proper communication with shore personnel





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 3 3 MR YES

2 4 4 HR 3 3 MR YES

3 4 4 HR 3 3 MR YES

4 4 4 HR 3 3 MR YES

5 4 4 HR 3 3 MR YES

6 4 4 HR 3 3 MR YES

7 4 4 HR 3 3 MR YES

8 4 4 HR 3 3 MR YES

9 4 4 HR 3 3 MR YES


No.

1

Yes No

2

Yes No

3

4

From To

5

6

7

8

Comments : Bridge Team/ Master to ensure.

Rank

9

that ECDIS Checklists 1,2,3 &4 are used in conjunction

1

with the ECDIS operations. Ship specific risk assessment to 2

SHOUMIK GANGULI (SUPTD‐SIDHK) 3

4




Yes

Review dates


CHECK PROGRAM IS RUN AFTER INSTALLATION OF

CORRECTIONS TO ENSURE CORRECTION COMPATABILTY

ECDIS TRAINING PROVIDED BY WALLEM TRAINING

CENTERS. ONBOARD FAMILIARISATION CONDUCTED

FOR ALL NEW JOINING OPERATORS.

Acceptable

Acceptable



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable




Acceptable



EQUIPMENT UNDER PLANNED MAINTENANCE SYSTEM

& SHORE BASED MAINTENANCE

NO OTHER SOFTWARE/NETWORK USED IN/WITH THE

SYSTEM. DIAGNOSTIC TEST AVAILABLE.

POWER DISRUPTION ALARM PROVIDED. GENERATOR(S)

PROVIDE DOUBLE REDUNDANCY

POSITION INFORMATION FAILURE ALARM PROVIDED.

MANUAL POSITION FIXING FEATURE AVAILABLE.

ALL SOFTWARE SCANNED FOR VIRUS PRIOR

INSTALLATION. NO OTHER SOFTWARE/NETWORK USED

IN/WITH SYSTEM.


Prepared by:

USE SYSTEM RECOMMENDED BY FLAG - (RCDS)RASTER CHART DISPLAY SYSTEM or (APC) APPROPRIATE FOLIO OF UPTODATE PAPER CHART.

POWER FAILURE OF ECDIS HAZARD TO SAFE NAVIGATION.

FAILURE OF SENSOR INPUTS TO ECDIS.

VIRUS INFECTION OF ECDIS HAZARD TO SAFE NAVIGATION.

AUTHORISED & LICENSED ANTI VIRUS INSTALLED IN THE ECDIS SYSTEM.

HAZARD TO SAFE NAVIGATION.

OPERATOR ERROR DUE TO LACK OF TRAINING AND/OR

FAMILIARITY WITH ECDIS FITTED ONBOARD.


UNRELIABLE OR INACCURATE ECDIS DATABASE.

Residual Risk

ControlsConsequenceHazardHARDWARE FAILURE OF ECDIS.

LACK OF WORLDWIDE ENC COVERAGE.



SAFE NAVIGATION WITH ECDIS AS PRIMARY MEANS


FAILURE TO UPDATE CHARTS CORRECTLY.

AUTHORISED & LICENSED ANTI VIRUS INSTALLED IN THE ECDIS SYSTEM.

OPERATORS (OFFICERS) PROVIDED GENERIC & TYPE SPECIFIC ECDIS TRAINING ASHORE PRIOR ASSIGNMENTS.

Risk rating




30‐Jun‐12


28‐Feb‐14



HARDWARE TYPE APPROVED &LOCATED IN A PROTECTED POSITION.EQUIPMENT UNDER PLANNED MAINTENANCE SYSTEM & SHORE BASED MAINTENANCE.

CHART CORRECTIONS RECEIVED ONLINE & INSTALLED ON A WEEKLY BASIS.

SOFTWARE FALURE OF ECDIS SOFTWARE TYPE APPROVED. FLAG APPROVED BACK UP REQUIREMENTS COMPLIED.SECOND ECDIS FITTED.


APPROPRIATE SYSTEM AS PER FLAG REQUIREMENTS

PLACED ONBOARD WELL IN ADVANCE OF THE VOYAGE

CONTINUOUS MONITORING & & INFORMATION

VERIFICATION FROM OTHER INDEPENDENT MEANS BY

OOW

Current : 28‐Feb‐14 Last : 30‐Jun‐12

EMERGENCY POWER SUPPLY AVAILABLE

Name of Vessel : M.V./M.T.

USE CATZOC (CATEGORY OF ZONE OF CONFIDENCE) TO DETERMINE THE QUALITY OF SURVEYS OF THE ENC USED.

DO JOB

Ver 2.0 / Nov 13



MANUAL – PART II

RISK ASSESSMENT

FOR CRITICAL OPERATIONS

Prepared by Issue Date Checked by 3rd Edition Rev.No. / Date Approved by APPENDIX 1 Index

: MSQR : 31.3.98 : Director (Marine) : 31.1.06 : Jun 2016 : Directors : RA D&C Forms : Page 1

DETAILED RISK ASSESSMENT (DECK & CARGO)

Deck and Cargo - for all ships : • Ballast Exchange • Brake Rendering Capacity Testing For Mooring Winches • Combination Ladder - Rigging and Hoisting / Securing • Enclosed Space Entry • Gangway and Mot Ladder - Rigging and Hoisting • Greasing Deck Cranes - Point Greasing (Sheaves, Rollers ETC) • Greasing of Windlass and Mooring Winches • Hot Work • Lifeboat - Lowering Lifeboat • Lifeboat Weekly And Monthly Movement • Mooring and Unmooring Operations – Berth • Personnel Transfer Basket • Pilot Ladder - Rigging and Hoisting / Securing • Renewing Crane Wire / Changing Crane Luffing or Hoisting Wire • Single Point / Buoy Mooring • Inspection on Deck during heavy weather • CABA Compressor operation for charging BA bottles • High Pressure Hydro-Blasting Operations • Rigging Razor Wire

Deck and Cargo - for all Bulk Carriers:

• Ballasting / Deballasting Cargo Hold at Sea • Cargo Hold Cleaning • Lightering From Barges • Loading Mineral Concentrates • Loading Steel Cargo • Opening / Closing Hatch Covers

Deck and Cargo - for all Tankers: • Connecting / Disconnecting Cargo Hose • Crude Oil Washing • Tank Cleaning • Discharging Operations • Gas Freeing & Inerting / Gassing up • Lining Up Cargo System • Loading Operations • Opening Sea Chest For Ballasting • Pressure Testing Lines and Systems • STS Operations • Topping up Cargo Tank • Water washing of Cargo tanks

(!)

(!)

(!) (!) (!!) (!) (!)



MANUAL – PART II

RISK ASSESSMENT


Prepared by Issue Date Checked by 3rd Edition Rev.No. / Date Approved by APPENDIX 1 Index

: MSQR : 31.3.98 : Director (Marine) : 31.1.06 : Jun 2016 : Directors : RA D&C Forms : Page 2

Deck and Cargo - for Gas Tankers:

• Changing Valve on Vapour / Cargo Line

• Maintenance on Compressor

• Sampling of Cargo

Deck and Cargo - for Chemical Tankers:

• Cargo Planning Process Including Cargo Compatibility Evaluation

• Tank Cleaning

• Ullaging / Sampling of Cargo

Deck and Cargo - for Petroleum Tankers:

• Ullaging / Sampling of Cargo

Deck and Cargo - for PCC:

• Greasing of Ramp Wires

• Lowering / Lifting of Panels - Lowering / Lifting of Panels

• Maintenance of leading push Cylinder

• Opening / Closing of Gas Tight Sliding Bulkhead Doors

• Opening / Closing of Movable Ramps

• Opening / Closing of Ramps

• Painting in Car Decks

Deck and Cargo - for Reefer:

• Carriage of Reefer Cargo

• Controlled Atmosphere Transportation

• Discharging of Reefer Cargo

• Loading Reefer Cargo

• Movement of Spreader from Stowage Position

Deck and Cargo - for Container:

• Cargo Operation 1 of 2

• Cargo Operation 2 of 2

• Handling of Reefer Containers

(!)

(!)

(!)

(!)

(!)

(!)

(!)

RISK ASSESSMENT

Deck and Cargo (for all ships)






SECTION 1


1 3 4 MR 1 4 LR NO

2 4 4 HR 1 4 LR NO

3 3 4 MR 2 4 MR YES

4 3 4 MR 2 4 MR YES

5 3 4 MR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 2 4 MR 1 4 LR NO

8 2 4 MR 1 4 LR NO

9


No.

1Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable






If there is a loss of stability at any stage, corrective

action to be taken to restore stability and operations

suspended

Weather reports to be obtained and original condition

restored prior to arrival of bad wx.


Prepared by:

Ballast tank vents floats to be in good operational condition and flow checked when the tank is being ballasted/emptied.

Loss of stability / Propeller immersion during operations Damage to Property

Damages due to weather and sea condition

Damages to ship structures in overflow method Damage to Property

Ballast exchange to be only carried out in BF 5 or less as stipulated in the ballast exchange manual.

Damage to Property

Slip injury due water on deck in overflow method ( Slip, trip

and fall) / Impact injury when opening covers

Damage to Property

Residual Risk

ControlsConsequenceHazardWrong method of ballast exchange planned

Over/under pressure of tanks.

Damage to Property

Damage to Property

BALLAST EXCHANGE

Injury to Personnel

Pipeline damage / pressure surge in empty/refill method of

exchange

Sufficient openings to be kept open to ensure flow of water and ensure that structures are not subjected to undue pressure

Training to be provided to staff prior commencement of operation as per guidelines in ballast exchange manual.

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Property Ballast exchange should only be carried out as per the method specified in the ballast exchange manual.

Correct procedure to be followed for ballasting/emptying the tanks to avoid pressure surge. Correct procedure to be followed for ballasting/emptying the tanks to avoid pressure surge.Never leave ballast console unattended and constantly monitoring of the progress

Exceeding permissible maximum allowable limits with respect

to SF/BM

Specific Ballast exchange plan should be prepared based on the sample plans in the Ballast exchange manual.

DECK



Ballast exchange to be carried out strictly as per the prepared plan and should be monitored at each stage.

Name of Vessel : ALL SHIPS

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 3 5 HR 1 5 MR YES

3 3 3 MR 2 3 LR NO

4 3 5 HR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 2 3 LR 1 3 LR NO

7 3 4 MR 1 4 LR NO

8 2 4 MR 1 4 LR NO

9


No.

1

Yes No

2Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable

Acceptable






Correct rated connecting arms and hydraulic jacks to be

used. kept separately & stencilled.

Apply dunnage/padding to spread load and avoid point

loading.

Proper safety shoes to wear and areas to be cleaned

prior testing to avoid slip/trip and fall.


Prepared by:

Use of correct PPE, safety shoes / boiler suits

Weather and Sea Conditions Damage to Equipment, Injury to Personnel

Cleanliness, slippery areas

Physical injury ‐ High pressure hose / heavy movable parts for

connecting to winches

Injury to Personnel

The area must be maintained clean to avoid slipping, no oil leaks or grease around the testing areas

Damage to Equipment

Job allocation ‐ personnel's involved, familiarity

Injury to Personnel

Residual Risk

ControlsConsequenceHazardCorrect tools / equipment not used

Correct PPE not worn

Damage to Equipment

Injury to Personnel

BRAKE HOLDING CAPACITY TESTING FOR MOORING WINCHES

Injury to Personnel

Damage to machinery if engaging gear of winches is not

disengaged.

Tools box meeting, discuss correct procedures and proper PPECompetent person to carry out the job who has done it before, else training to be given.

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Equipment, Injury to Personnel

Use correct Testing tools - correct type connecting arms, Rated correct Hydraulic Jack, Proper connecting hoses for hydrailic jack

Ensure that the winch engaging gear is disengaged prior testing

Deck deformation due to point loading Check and ensure that the force applied via the hydraulic jack does not exceed the permissible load limit.

DECK



Weather forecast to be checked, if likely to deteriorate, Testing of winches to postpone


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 3 5 HR 1 5 MR YES

3 3 3 MR 2 3 LR NO

4 3 5 HR 1 5 MR YES

5 3 3 MR 1 3 LR NO

6 3 4 MR 1 4 LR NO

7 2 4 MR 1 4 LR NO

8 3 3 MR 1 3 LR NO

9 2 3 LR 1 3 LR NO


No.

1 Yes No

2Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable






Sufficient crew to be available for picking up the ladder

If navigational situation does not permit deck lights,

sufficient hand torches to be used for safe operations


Prepared by:

The emergency hoisting/lowering mechanism handle to be kept ready for use.

Injury due weather and sea condition Injury to Personnel

Personal injury due poor illumination

Damage to gangway due lashings that have not been

removed

Damage to PropertySufficient illumination to be provided

Injury to Personnel

Fall hazard when rigging/ removing stanchions,

connecting/disconnecting pilot ladder to gangway and safety

lines on the gangway

Injury to Personnel

Fall and slip hazard due condition of gangway

Residual Risk

ControlsConsequenceHazardFall due defective pilot ladder

Failure of the motor when lowering/hoisting up the gangway

Injury to Personnel

Damage to Property

COMBINATION LADDER ‐ RIGGING AND HOISTING/SECURING ( in

Injury to Personnel

Fall or slip due gangway slipping down or due uncontrolled

lowering

Proper check to be done to ensure that all lashings are removedFall arrestor to be used with safety harness and work vest

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Pilot ladder including the ropes should be thoroughly inspected. Ensure the steps are clean and free of oil & not Painted.

Through inspection of the lowering mechanism including safety interlocks and maintenance as per SMMS

Back injury when picking pilot ladder Proper procedure to be followed when picking up the ladder as per code of safe working practice.

DECK



Suitable lee to be provided for the crew working at site, if applicable


Gangway to be inspected and maintained as per SMMS. Gangway to be inspected prior rigging and steps kept clean.

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 1 5 MR YES

2 3 4 MR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 4 4 HR 2 4 MR YES

5 4 4 HR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 3 4 MR 1 4 LR NO

8 2 4 MR 1 4 LR NO

9


No.

1Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



Toolbox meeting for support staff


20‐Dec‐13


07‐Jun‐16

Injury to Personnel Enclosed space entry checklist from Safety manual to be used

Close loop communication and person stand by at the entrance for communication. Bridge to kept informed at all times

Trips and falls ‐ based on location Proper PPE and Tool box meeting prior Job activity.

ENCLOSED SPACE ENTRY

Injury to Personnel

Interference in communication

Gas instrument check to be only carried out by C/Officer or a crew member trained in using gas instrument (on board training by C/O)

Toolbox meeting to discuss and senior officer to ensure that sufficient illumination is available

Risk rating



Residual Risk

ControlsConsequenceHazardDangers from lack of oxygen and presence of toxic gas

Flooding of tank ‐ Ballast tank

Injury to Personnel

Injury to Personnel All valves to the tank to be isolated and valve system to be locked out. Isolation Permit and LO-TO System to be complied with.

Object falling from aloft / above Injury to PersonnelWeather and sea hazard

Incorrect use of Gas instrument Injury to Personnel

Enclosed space entry to be carried out only in fair Wx condition

Injury to Personnel

Insufficient illumination

Injury to Personnel

Prepared by:





Gas Instrument to be calibrated prior use as per

instructions in the manual

Additional precautions like fall preventer to be used for

entry in moderate wx condition.



No

Acceptable

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 3 4 MR 1 4 LR NO

2 3 5 HR 1 5 MR YES

3 4 3 MR 1 3 LR NO

4 3 5 HR 1 5 MR YES

5 3 3 MR 1 3 LR NO

6 5 5 HR 1 5 MR YES

7 5 5 HR 1 5 MR YES

8 2 4 MR 1 4 LR NO

9 3 4 MR 1 4 LR NO


No.

1 Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


Fall Preventer Device to be used.




No

Acceptable

Acceptable

Acceptable



be considered when doing next risk assessment for the same job ) Acceptable







Prepared by:

Through inspection of the lowering mechanism including safety interlocks if applicable) and maintenance as per SMMS

Injury due weather and sea condition Damage to Equipment


Damage to gangway due lashings that have not been

removed

Damage to EquipmentSufficient illumination to be provided

Injury to Personnel

Fall hazard when rigging/ removing stanchions and safety

lines on the gangway

Injury to Personnel

Damage to Shore Installation while rigging MOT ladder

Residual Risk

ControlsConsequenceHazardFall and slip hazard due condition of gangway

Fall or slip due gangway slipping down or due uncontrolled

lowering

Injury to Personnel

Injury to Personnel

GANGWAY AND MOT LADDER ‐ RIGGING AND HOISTING

Injury to Personnel

Fall hazard when connecting/disconnecting pilot ladder to

gangway

Proper check to be done to ensure that all lashings are removeFall arrestor to be used with safety harness and work vest (if applicable)

Risk rating




20‐Dec‐13


07‐Jun‐16

Damage to Equipment

Injury to Personnel Gangway to be inspected and maintained as per SMMS. Gangway to be inspected prior rigging and steps kept clean.

Fall arrestor to be used with safety harness and work vest (if applicable)

Failure of the heaving motor when hoisting up or lowering

the gangway

The emergency hoisting/lowering mechanism handle to be kept ready for use

DECK





Proper procedures to be followed and correct overviewing by responsible person

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 4 MR 1 4 LR NO

2 4 4 HR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 4 5 HR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 2 3 LR 1 3 LR NO

7 3 4 MR 1 4 LR NO

8 3 4 MR 1 4 LR NO

9 2 4 MR 1 4 LR NO


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

3

4


Use Working aloft checklist

DO JOB

DECK



The area must be maintained clean to avoid slipping. No oil leaks.


20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Use correct tools - greasing guns, nipple type, test pneumatic grease pumps before job (if APPLICABLE)

One person to be machinery start / stop controls

Injury due Weather and Sea Conditions Weather forecast to be checked, if likely to deteriorate, greasing to be postpone

GREASING DECK CRANES ‐ POINT GREASING ( SHEAVES, ROLLERS

Injury to Personnel

Starting / running of machineries while greasing

Good visual communication, at least twp persons to be allocated to the jobCompetent person to carry out the job who has done it before, else training to be given.

Risk rating



Injury due fall if working at heights

Residual Risk

ControlsConsequenceHazardInjury due Improper tools / equipment

Injury due lack PPE or poor condition of PPE

Injury to Personnel / Damage to Equipment

Injury to Personnel PPE to be used and their condition to be discussed during toolbox meeting

slips & trips due to slippery areas Injury to Personnel

Physical injury ‐ entanglement of body parts with machinery

Communication Injury to Personnel

Tools box meeting, discuss correct procedures for greasing

Injury to Personnel

Injuries due crew selected for the job not being familiar with

job requirement

Injury to Personnel

Prepared by:





Work to be carried out under supervision of

responsible person



No

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 1 4 LR NO

2 3 3 MR 2 3 LR NO

3 3 4 MR 1 4 LR NO

4 5 5 HR 1 5 MR YES

5 4 5 HR 1 5 MR YES

6 3 4 MR 1 4 LR NO

7 4 5 HR 1 5 MR YES

8 3 4 MR 1 4 LR NO

9 3 5 HR 1 5 MR YES


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


Greasing to be done in stop condition, greasing person

to move away when m/c required to turn

Acceptable



No

Acceptable

Acceptable




Acceptable



Use of long wooden brushes, greasing not to be done on

running machinery

If dedicated person at the control of m/c is not

available, job to be postponed or cancelled


Prepared by:

Correct greasing equipment to be used, avoid direct contact with machinery. Use of correct PPE, no loose or torn boiler suits that could be entangled with M/C

Cleanliness, slippery areas Injury to Personnel



Tools box meeting, discuss correct procedures

Injury to Personnel

Job allocation ‐ personnel's involved, familiarity

Injury to Personnel

One man operation

Residual Risk

ControlsConsequenceHazardCorrect tools / equipment not used

Damage to machinery due use of wrong equipment for

greasing. Correct PPE not worn



GREASING OF WINDLASS AND MOORING WINCHES

Injury to Personnel


Good and visual communication, at least two persons to be allocated to the job

Competent person to carry out the job who has done it before, else training to be given.

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel


Use correct tools - greasing guns, nipple type, test pneumatic grease pumps before job

One person to be allocated to the machinery start / stop controls

Weather and Sea Conditions Weather forecast to be checked, if likely to deteriorate, greasing of forward winches to postpone

DECK





The area must be maintained clean to avoid slipping, no oil leaks


At least two persons to be allocated to job

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 5 4 HR 1 4 LR NO

2 4 4 HR 1 4 LR NO

3 4 4 HR 1 4 LR NO

4 4 4 HR 1 4 LR NO

5 4 4 HR 1 4 LR NO

6 4 4 HR 1 4 LR NO

7

8

9


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No







Prepared by:

Asphyxiation ‐ based on location Injury to Personnel

Personal burn injury during hot work

Faulty equipment (leaking torches, hoses, cables etc) Fire and electrocution hazards

Trained welder and tool box meeting before job

Sparking due to improper earthing of the welding return

cable.

Injury to Personnel

Residual Risk

ControlsConsequenceHazardFire and explosion hazard due to hot work

Injury to Personnel

HOT WORK

Fire/Explosion

All equipment to be thoroughly checked before putting into use. Welding cables to be inspected and connecters ensured to be fault-free.All welding must be undertaken only with return cable connected directly to work-piece.

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel, Damage to Property and Enviournment

Specific Hot work checklist from Safety Manual to be complied with strictly

Trips and falls ‐ based on location Proper PPE and Tool box meeting prior Job activity.

DECK



Well ventilated area outside accommodation and gas meters used at timely intervals


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 1 4 LR NO

2 3 5 HR 1 5 MR YES

3 3 5 HR 1 5 MR YES

4 2 4 MR 1 4 LR NO

5 2 5 MR 1 5 MR YES

6 3 5 HR 1 5 MR YES

7 4 4 HR 1 4 LR NO

8 4 4 HR 1 4 LR NO

9 3 4 MR 1 4 LR NO


No.

1Yes No

2

Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4


Adjustment marking on falls to confirm prior lowering & on load release to be tested just above water level. if boat retrieve with uneven ford & aft fall lengths, boat to lower & adjust the fall

DO JOB

DECK



Correct maintenance and inspection as per SMMS. Brakeman to have clear line of sight with boat when lowering. Good communication


20‐Dec‐13


20‐Dec‐13

Damage to Equipment


Lifeboat to be only lowered in calm sea conditions.

Toolbox meeting held prior drill. Situational awareness stressed. Correct PPE used. Adequate persons to lift items and area kept clean

Failure in lowering and hoisting of boat or Hook premature

release/failure/seizure

Maintenance and inspection as per SMMS. Equipment to be serviced as per approved service agent. Inspection prior lowering. Crew to be trained on the operation of the specific hook in use

LOWERING LIFEBOAT

Damage to Equipment

Personal injury to crew due body parts getting entangled with

moving equipment, back injury and slips due grease

Toolbox meeting to be conducted prior to the drill & crew to be briefed on their assigned duties.Before lowering ensure plugs are shipped. Gripes removed, painters passed, no obstruction overside and falls clear.

Risk rating



Chance of Ford & aft falls adjustment shifted during on load

release test if release gear does not open ford & aft blocks

simultaneously or due to uneven jerk

Residual Risk

ControlsConsequenceHazardDamage to lifeboat / injury to crew due Weather & sea

condition

Crew Injury during lifeboat launching and hoisting


Injury to Personnel Assigned operating crew should not be required to be onboard lifeboats during launching unless Master uses overriding authority

Slipping of brake and uncontrolled lowering of the boat or

damage to boat by impact with davit when hoisting up.


Communication failure

Incorrect launching ‐ correct launching procedure not

followed by crew


Communication equipment are fully ready and tried out before the drill.

Injury to Personnel

Lifeboat damage during movement

Damage to Equipment

Prepared by:





Boat to be first lowered to 1 mtrs and then picked up.

During hoisting up, limit switch to be tried out.

FPD (Fall preventer device) to be used until lifeboat is 1

meter above water and should be fitted back when

launching

Launching procedure should be posted at site



No

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


Gripes should be cleared from the boat after they are

released. Coir Fenders to rig on the fashion plate





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 3 MR 2 3 LR NO

2 4 4 HR 1 4 LR NO

3 2 3 LR 1 3 LR NO

4 2 4 MR 2 3 LR NO

5 3 3 MR 1 3 LR NO

6 3 4 MR 1 4 LR NO

7 3 3 MR 1 3 LR NO

8

9


No.

1Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



To be lowered by handle for the brake at the main drum.


20‐Dec‐13


20‐Dec‐13

Damage to Equipment Must not be lowered if there is swell & wind force above 4.

Battery charger disconnected. Eletrician standby.

Damage to lifeboat as vessel is making way( if brakes fail and

boat goes all the way down).

Maintenance strops to be connected prior to releasing the lashing of the boat. Strops to be removed once boat is lashed after the work

LIFEBOAT WEEKLY AND MONTHLY MOVEMENT

Injury to Personnel

Charger connections

Toolbox meeting to be held and staff advised to be alert and to be clear of moving wires/drums

Toolbox meeting to be held and staff advised to be alert and have good situational awareness.

Risk rating



Residual Risk

ControlsConsequenceHazardWeather & sea condition

Damage to Equipment

Slipping of brake Damage to Equipment

Fall injury while Working aloft to connect/disconnect the

maintenance strop

Body injury due moving gears/equipment Injury to Personnel

Safety harness to be worn by the crew who are assigned the work of connecting/disconnecting the maintenance strop

Damage to Equipment

Slip, trip and fall injury at work site

Injury to Personnel

Prepared by:







No


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 4 4 HR 1 4 LR NO

3 4 5 HR 1 5 MR YES

4 3 3 MR 1 3 LR NO

5 2 4 MR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 2 5 MR 1 5 MR YES

8 3 4 MR 1 4 LR NO

9 3 4 MR 1 4 LR NO


No.

1

Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


Timely communication while staying safe from snap back zone.& ensure parted line is reported and retrieved .

DO JOB

DECK



Toolbox meeting should discuss these issues and the importance of alertness. Crew to stay clear of Snap Back Zone.


20‐Dec‐13


07‐Jun‐16

Damage to Equipment

Damage to Equipment Berthing checklist as per Sec 3.5 of BPM used and discuss the plan with the pilot. Sufficient tugs should be available for the operation

Weather condition (tide, wind etc.) should be discussed with pilot and suitable countermeasure taken ( extra tug, waiting etc)

Personal injury to mooring crew, Slip and trip fall injuries

during mooring/unmooring ops

Toolbox meeting to be held prior start of operation. All mooring crew to have suitable PPE. Anti skid painting to be applied over the mooring area

MOORING AND UNMOORING OPERATIONS ‐ BERTH

Damage to Equipment

Damage to vessel/jetty from weather and sea conditions.

All machinery to be checked and tried out prior commencement of operations. All gears to be checkedMinimum of 2 walkie talkie at each location and the communication systems to be checked. Closed loop communications to be used. When addressing stations on radio, ship's name to be used as a prefix to avoid confusion with other vessels. Duty officers manning stations to discuss mooring plan using drawings on bridge with Master & Pilot before proceeding to stations. Same to be re-discussed with all hands when holding a tool-box meeting.

Risk rating



Tug Line(Either use ship's line or tug line) parting & chance of

getting entangled in propellor of vessel or tug.

Residual Risk

ControlsConsequenceHazardContact damage to vessel or jetty during mooring /

unmooring due to speed of approach to jetty

For Hydraulic winches oil leakages due to line fracture

Injury to Personnel

Damage to Equipment and Enviornment

Ensure all sccuppers are plugged prior starting winches and inspection/testing of hydraylic lines regularly to ensure wasted/weak section are renewed

Injury due to line parting / standing in bight of rope Injury to Personnel

Injury from messenger line

Mooring machinery not working or gear not in good

condition

Damage to Equipment

Proper monkey fist should be made on the heaving line. The monkey fist should not have any metal or other weig

Damage to Equipment


Injury to Personnel

Prepared by:





Portable ship fenders to be kept ready for use in case

the vessel is coming heavily on to the berth.

Snap back zones to be discussed during toolbox

meetings. If space permits, they should be marked on

deck. Tug line to be inspected and should be in good

condition. Crew member to keep clear of snap back

zones.



No

Acceptable

Acceptable


Review dates


Mooring operation to be suspended in case of bad

weather





Yes

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 3 3 MR 2 3 LR NO

3 3 5 HR 1 5 MR YES

4 3 4 MR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6 3 3 MR 1 4 LR NO

7 2 4 MR 1 4 LR NO

8 3 4 MR 1 4 LR NO

9 3 5 HR 1 5 MR YES


No.

1Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


Acceptable



No

Acceptable

Acceptable






Crane and the Transfer basket dummy test to be carried

out prior actual transfer.

Operation to be done only when rolling is less than 5

Deg. Proper safety Instructions to be given to the

person being transferred and ensure that he is aware of

it.


Prepared by:

Agreed hand signals must be used. Adequete lighting for night transfers.

Personnel Injury due to ergonomic condition including sea,

swell visibility due to rain or squall, basket lands heavily on

deck or due pendulum movement of the basket

Injury to Personnel

Injury due to not wearing the appropriate clothing and/or life‐

saving appliances

Job allocation ‐ personnel's involved, familiarity insufficient or

inexperienced or untrained crane operator.

Injury to Personnel

To Ensure proper PPE and a life vest is worn while riding a basket. Do not allow transfer without a life vest.

Injury to Personnel

Poor communication between ships, on deck or with the

person being transferred, and language problems.

Injury to Personnel

Crane operator not being able to see the sea/weather for

landing the basket on the other side

Residual Risk

ControlsConsequenceHazardPoor crane performance, crane failure, wires, blocks, hooks,

hydraulics, brakes.

Crane driver not being able to see the lift when over the side

especially during night‐time transfers

Injury to Personnel

Injury to Personnel

PERSONNEL TRANSFER BASKET

Injury to Personnel

Inappropriate transfer equipment/basket.

Competent person to operate the crane, else training to be given. The crane driver should be trained and have a clear view of operations

Visual and radio communication must be established by allparties involved, including the bridge.

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Rigorous inspection and testing to ensure that the equipment is in good order by following SMMS schedules.

Proper certified transfer basket to be used only.

Inability of ship to remain in position and sudden movement

of other ship

Check and ensure that the relative position of the ship is maintained and no sudden movement is given during transfers.

DECK


One person to be nominated on deck to signal to the

crane operator & operator should only follow his signal.


Transfer operation to take place only with wind speed less than 25 knots, combined sea/swell height less than 3 metres, visibility more than 300 metres. The basket should be equipped with cushion material to reduce jarring when landed. breifing to be done to persons using the basket if they are not regular users of the basket.


Proper/ clear signals given to the crane operator from the designated person on deck

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 3 5 HR 1 5 MR YES

3 3 3 MR 2 3 LR NO

4 3 5 HR 1 5 MR YES

5 3 5 HR 1 5 MR YES

6

7

8

9


No.

1 Yes No

2Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable

Acceptable






Sufficient crew to be available for picking up the ladder



Notice or stencil to be put on location that the stowage

should be carried out by atleast two persons.


Prepared by:

Injury due weather and sea condition Injury to Personnel


For pilot ladder stowed on drums with pneumatic or other

motors, injury due to uncontrolled movement of drum due

handling by one person

Injury to PersonnelSufficient illumination to be providedInjury to Personnel

Residual Risk

ControlsConsequenceHazardFall due defective pilot ladder

Injury to Personnel

PILOT LADDER ‐ RIGGING AND HOISTING/SECURING

One person to be at the control lever and another person to adjust the stowage on the drum

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel Pilot ladder including the ropes should be thoroughly inspected. Ensure the steps are clean and free of oil & not Painted.

Back injury when picking pilot ladder Proper procedure to be followed when picking up the ladder as per code of safe working practice.

DECK





DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 1 4 LR NO

2 4 3 MR 2 3 LR NO

3 3 4 MR 1 4 LR NO

4 4 5 HR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 3 3 MR 1 3 LR NO

7 3 4 MR 1 4 LR NO

8 4 4 HR 1 4 LR NO

9 4 4 HR 1 4 LR NO


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable






Work to be carried out under supervision of responsible

person.


Prepared by:

PPE to be used and their condition to be discussed during toolbox meeting. Rubber gloves to be worn over leather gloves for hand greasing and roller brush to be used when possible.

slips & trips due to slippery areas Injury to Personnel



Tools box meeting, discuss correct procedures for greasing

Injury to Personnel

Injuries due crew selected for the job not being familiar with

job requirement

Injury to Personnel

Injury due fall if working at heights

Residual Risk

ControlsConsequenceHazardInjury due Improper tools / equipment

Injury due lack PPE or poor condition of PPE , Injury due sharp

knuckles / Broken wire in strands


Injury to Personnel

RENEWING CRANE WIRE / CHANGING CRANE WIRE

Injury to Personnel


Good visual communication, at least two persons to be allocated to the jobCompetent person to carry out the job who has done it before, else training to be given.

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Use correct tools - greasing guns, nipple type, test pneumatic grease pumps before job (if APPLICABLE)

One person to be machinery start / stop controls

Injury due Weather and Sea Conditions Weather forecast to be checked, if likely to deteriorate, greasing to be postpone

DECK



The area must be maintained clean to avoid slipping. No oil leaks.


Use Working aloft checklist

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 3 4 MR 2 4 MR YES

4 2 4 MR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6 2 4 MR 1 4 LR NO

7 2 4 MR 1 4 LR NO

8 2 4 MR 1 4 LR NO

9 2 4 MR 1 4 LR NO


No.

1 Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4


All equipments to be checked for safety (guards/covers in place)

DO JOB

DECK


Current : 18‐Dec‐13 Last : 28‐Feb‐13

Mooring equipment / ropes inspected regularly for any defects.


20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Toolbox meeting to be held prior start of operation. All mooring crew to have suitable PPE

Weather condition (tide, wind etc.) should be discussed with pilot and suitable countermeasure taken ( extra tug, waiting etc)

Trips and falls in the work area Mooring area inspected and Clutter free. All unwanted loose gear removed.

SINGLE POINT / BOUY MOORING

Damage to Property

Damage to bouy during operation caused by wind or tide

effect on the vessel

Toolbox meeting should discuss these issues and the importance of alertness.

All machinery to be checked and tried out prior commencement of operations. All gears to be checked

Risk rating



Entangling of body parts

Residual Risk

ControlsConsequenceHazardPersonal injury to mooring crew


Injury to Personnel

Damage to Property, Damage to Enviornment

Minimum of 2 walkie talkie at each location and the communication systems to be checked.

Parting of ropes/ failure of equipments Injury to Personnel, Damage to Property

Damages while making fast and Casting off tug Boat

Injury due to line parting / standing in bight of rope Injury to Personnel, Damage to Property

Toolbox meeting carried out

Damage to Property, Damage to Enviornment

Mooring machinery not working or gear not in good

condition

Damage to Property

Prepared by:





Snap back zones to be discussed during toolbox

meetings. If space permits, they should be marked on

deck. Crew member to keep clear of snap back zones.



No

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 5 4 HR 2 4 MR YES

2 4 5 HR 2 4 MR YES

3 3 4 MR 2 4 MR YES

4 4 4 HR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7

8

9


No.

1

Yes No

2

Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4

Name of Vessel : MV/MT

DO JOB


Current : Last :

Inexperienced ship staff (Cadets/Trainees) should not be sent for inspection on deck during bad weather.


03‐Mar‐14


03‐Mar‐14

ttip/slip/fall injuries. Loose objects can cause injuries/ damage to property

Vessel to take all heavy weather precautions and comply with the checklists available in the Bridge Procedures Manual and the type specific manual. If the vessel is rolling/pitching heavily, vessel to adjust course and speed to minimise the effect of adverse weather conditions, if necessary reduce the speed to minimum and hove to.

Shipping Seas/ Heavy Sprays Vessel to adjust course and speed to minimise shipping seas/ Heavy sprays, it is recommended to adjust the course and keep the sea/swell on quarter.

Inspection on deck during bad weather

Result in Hypothermia

The person leading the team and the back up person to carry walkie talkies and establish closed loop communication with bridge. Notices and announcements to be made prohibiting personnel to go on deck during bad weather conditions.

Proper PPE to be donned, including rain coats, parka jackets as appropriate to minimise getting wet and exposure to cold weather conditions

Risk rating



Residual Risk

ControlsConsequenceHazardVessel rolling/pitching heavily

Result is severe injuries due waves/ shipping seas, can result in personnel going overboard.

Ship staff inexperienced & unaware of the hazards Result in serious injuries, getting washed overboard

Loose /Unsecured objects/Inadequate strength of lashings for

the deck cargo/vessel's equipment

Poor Communication This can result in failure to comply with established procedures/seamanship & thus result in accident/injuries

Ensure all objects/spare parts/cargo units and equipment is well secured using wire ropes and bottle scre arrangements. Atleast two independent lashings to be taken to ensure failure of one lashing shall not result in shifting/moving of heavy objects. Cargo vessels to strictly comply with cargo securing manual - the adequacy of lashings to be checked/verified orior departure port.

Exposure to water/sprays/rain

Result is severe injuries & damage to vessel/cargo

Prepared by:





The ship staff to use the Fore and after centerline safe

walkway and make use of lifelines, lifejackets, adeqate

PPE. The OOW to monitor and supervise the personnel

and maintain effective communication throughout

during the time period on new course.

The ship staff to use the Fore and after centerline safe

walkway and make use of lifelines, lifejackets, adeqate

PPE. The OOW to monitor and supervise the personnel

and maintain effective communication through out.

Prior proceeeding for the inspection a detailed tool box

meeting to be carried out and staff explained in details

of the hazards and precautions necessary by a

responsible officer

Ensure the lashings are checked by a responsible officer

and tightened at regular intervals. Vessel to obtain and

monitor regular weather forecasts obtained via weather

fax/EGC broadcasts & other sources



No

Acceptable

Acceptable

Acceptable

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 3 4 MR 2 4 MR YES

5 2 4 MR 1 4 LR NO

6 2 4 MR 1 4 LR NO

7 3 4 MR 1 4 LR NO

8 3 4 MR 2 4 MR YES

9


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4




Yes

Review dates


Acceptable



No

Acceptable






Caba Compressor Air quality test to be done annualy


Prepared by:

SCBA Bottles to be color coded, Oxygen bottles to have different colour coding

Failure of filling of hose and/or the couplings/adapters used

to connect the BA bottles

Result in injuries

Poor Quality of Air

CABA compressor inoperable in an emergency case of black

out (power failure)

This affects emergency preparedness and response and result in insufficient charged BA bottles during an emergecy which needs donning of BA set

a long hose of suitable size to be provided at the suction side of the compressor and air is drawn from open atmosphere (not from the room where the CABA compressor is installed. The filters to be regularly cleaned/changed as per Maker's manual.

Result in failure of BA bottels

Use of CABA compressor in hazardous space (for tankers)

health hazard for personnel donning BA sets

Residual Risk

ControlsConsequenceHazardUnfamiliar with CABA compressor operation

Only BA bottles to be charged with CABA compressor

Can result in failure of CABA compressor. The pressure relief valve not operating can result in serious accidents due over-pressurisation Choked/clogged filters can result in poor air qualit in the BA bottles

Injury/Explosion Hazard, if wrong cylinderis charged

Operating CABA compressor for charging BA bottles

Fire Hazards

BA bottles over pressuried during filling, i.e pressure

exceeding the designed operating pressure.

CABA compressor to be connected to the emergency switchboard

CABA compressor to be installed in a non hazardous space. Caba compressor not to be removed from the space where it is installed. For charging life boat air bottles - hoses of appropriate rating and length to be made available onboard

Risk rating




12‐May‐14


12‐May‐14

Injury to personnel, Damage to the BA Compressor

BA compressor to be used as per Maker's instructions under supervision of responsible officer. Operating instructions to be posted conspicuously adjacent to the BA compressor. Ship staff to be trained/familiaried with CABA compressor during on board training/drill sessions

The BA bottles to be kept submerged in cold water while filling and the pressure to be monitored continuosly throughout until the bottles are filled up to the deisgned operating pressure.

Poor conditon CABA compressor CABA compressor to be maintained as per Maker's instructions. The job descriptions as per the Maker's manual to be entered in the SMMS and complied with. Pre-starting checks to be done as per Maker's instruction. The filters to be replaced as per the running hours/conditon monitoring as stated in the Maker's manual


The ship staff to be familiar with the color code of the

BA bottle

Current : Last :

The hoses/couplings and adapters in use to be well maintained and inspected for satisfactory condition prior putting in use. Poor hoses, adapters/couplings to be immediately replaced.

Name of Vessel : MV/MT

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 2 4 MR 1 4 LR NO

4 2 4 MR 1 4 LR NO

5 3 4 MR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 2 4 MR 1 4 LR NO

8 3 4 MR 1 4 LR NO

9


No.

1

Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : All items in the Safety manual Rank

9 Checklist 19.8 to be complied with and office 1

approcal obtained for hydro blasting operation 2

3

4




Yes

Review dates




No







Prepared by:

Ensure closed loop communication is complied with. The pump operator to be in direct line of sight of the lance operator, in case this is not possible a signal man to be in place who is in direct sight with the pump operator and the lance operator. The walkie talkies in use to be checked for satisfactory operation and batteries to be full charged prior to the operation.

Improper PPE Serious injury

Lack of personnel

Slip, Trips & fall Serious injury

A minimum of 3 people to be assigned the work with the Hydroblaster as per company policy. 2 persons to fully don all the safety gear, one person should be operating & other person ( assistant) stays behingd the operator at a safe distance observing the operator closely, the 3 rd person to be at the emergency stop controls with means of communication with the assistant.

Serious injury/ Damage to equipment

Fatigue due to lengthy duration of operating the

Hydroblaster.

Serious injury

08‐May‐2014 / 0800 LT

Residual Risk

ControlsConsequenceHazardUntrained personnel using the Hydroblaster.


Serious injury

Serious injury

High Pressure Hydro‐blasting operation

Serious injury.

Over‐pressurisation

The area to be attended to be 1st cleared of all tripping hazards, one assitant to remain behind the operator at a safe distance who monitors the operator & if any doubt he calls the person standby at the emergency stop to stop the hydroblaster immediately.

2 persons should be ready with all the safety gear to change hands between them every 15-20 minutes of operation .

Risk rating




31‐May‐14


31‐May‐14

Serious injury All crew trained on the use of the Hydroblaster by following the specific guidelines given in the Manual.

Check the operation of the Dump back arrangement, when the trigger is released after the operation the dump back system should dump the pressure to the water tank releasing the line pressure.

Recoil of the lance when using the Hydroblaster The minimum lance length to be more than 1 mtr so as to not have a strong recoil.

Deck


Current : Last :

All the involved personnel to have full PPE as supplied with the Hydroblaster, which includes, Heavy duty water proof suit, Reinforced shoes, Safety helmet, Safety Visor, Safety Goggles & gloves.

Name of Vessel : MT/MV

DO JOB

Ver 2.0 / Nov 13

RISK ASSESSMENT

Deck and Cargo (for Bulk Carrier)






SECTION 1


1 3 5 HR 1 5 MR YES

2 4 5 HR 2 5 MR YES

3 3 5 HR 1 5 MR YES

4 3 5 HR 2 5 MR YES

5 3 5 HR 1 5 MR YES

6

7

8

9


No.

1

Yes No

2

Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable


Any new hazard or missed hazard ( If Yes, Mention in comments and to be

considered when doing next risk assessment for the same job )



Vessel to carry out ops at anchor or drifting off port limits

if weather condition is not favorable at Sea for

ballast/deballast.

Office Approval (Fleet Cell/ Technical or Marine

department ) to be obtained prior to commencement of

cargo hold ballasting/deballasting.

Posting of notice in the ballast control room regarding the

ventilation procedure prior to ballasting and deballasting

holds.

Keep hold ballast at least almost full and keep re‐filling

during passage once content has reduced.

Duty officer and engineer to be in close communication to

check and advise water level and engine room to check

suction pressure to regulate the valves.


Prepared by:

Damage to ship due to Improper vent procedure Damage to Equipment

Sloshing damage due to rolling and pitching of vessel

Suction loss during deballasting due to lack of water head Damage to equipment

Alter course to ensure that rolling and pitching is absolutely minimal.

Damage to Equipment

Residual Risk

ControlsConsequenceHazardDamage to ship structure due sloshing ‐ Wx condition is NOT

Calm

Damage to Equipment

BALLASTING / DEBALLASTING CARGO HOLD AT SEA

Control of discharge of ballast by throttling of required valves as per water level

Risk rating




20‐Dec‐13


07‐Jun‐16

Damage to Equipment Wx condition to be monitored prior commencement of ballasting or deballasting of cargo hold.

Damage to ship structure due sloshing ‐ Wx condition

deteriorates during operation

Wx forecast to be checked prior commencement of ballasting or deballasting.

DECK



Hold vent should be open prior to any ballasting or deballasting operation.

Name of Vessel : BULK CARRIER

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 2 5 MR YES

2 3 5 HR 1 5 MR YES

3 4 5 HR 1 5 MR YES

4 4 5 HR 1 5 MR YES

5 4 4 HR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 3 3 MR 1 3 LR NO

8 3 5 HR 1 5 MR YES

9 3 5 HR 1 5 MR YES


No.

1Yes No

2Yes No

3

4From To

5

6

7

8

Comments :

Rank

9 1

2

3

4




Yes

Review dates


Acceptable

Acceptable



No

Acceptable

Acceptable

Acceptable

Acceptable






Vessel to adjust course and speed to reduce rolling

when cleaning holds, if required.

Danger of standing on trackway to be discussed in

toolbox meeting

Washing hose should not be aimed at any person and

always to be in control of the hose handler.

Control measure for hazard to be discussed in toolbox

meeting.


Prepared by:

Proper PPE to be worn

Impact injury from cleaning equipment (Fire hose , combi‐

gun, high pressure washing machine

Injury to Personnel

Fall injury from extendable ladder or normal ladders.

Fall injury from stage / scaffolding. Injury to Personnel

Ladder condition to be checked prior use. Ladders to be secured prior to person climbing up.

Injury to Personnel

Slip & trip hazard as hold bottom would be wet and present

additional hazard

Injury to Personnel

Unfamilair crew e.g motoraman and wiper not used to

working in hold and/or handling charged hose

Residual Risk

ControlsConsequenceHazardWeather condition

Hazard from chemicals used for cargo holds cleaning .

Injury to Personnel

Injury to Personnel

CARGO HOLD CLEANING

Injury to Personnel

Communication

Proper tools to be used in rigging scafolding. When scaffolding/ stage is to be moved, person on it should disembark. Use safety harness

Proper PPE and good situational awareness.

Risk rating




20‐Dec‐13


07‐Jun‐16

Injury to Personnel

Injury to Personnel Monitor weather condition , Stop cleaning operations in deteriorating weather or if bad weather is forecast

Good and visual communication, at least two persons to be allocated as one group

Danger of fall if crew stand on hatch coming track way and

fall down to cargo holds

No crew are allowed to stand on hatch coming for cargo residues removal.

DECK


Toolbox meeting. MSDS to be discussed and training for

crew on hazards of the chemical.

Unfamilar crew to be monitored when handling senstive

jobs like handling charged hose.


Proper training of operation of High Pressure Equipment . At least 3 persons using the equipment. Overviewing by responsible person. No crew are allowed to stand on hatch coming for cargo residues removal.


Toolbox meeting to be used to inform the unfamilair crew on the jobs that can be done by them and the various associated danagers.

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 4 5 HR 2 5 MR YES

3 4 4 HR 2 4 MR YES

4 4 5 HR 2 5 MR YES

5

6

7

8

9


No.

1Yes No

2

Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable

Acceptable

Acceptable






Chain checked periodically for strain and lead.

Good communication with barge is essential. Vessel

should keep portable fenders ready for use. Barge to be

well fendered

Duty officer to monitor the barge and the weather

Barge to be cast Off when there is movement of barge

due sea and swell condition.


Prepared by:

Movement of barge when alongside and contact damage Damage to Equipment and Enviornment

Movement of barge due to deteriorate weather condition Weather forecast to be monitored and operations suspended when weather deteriorates


Residual Risk

ControlsConsequenceHazardDragging Anchor ‐ collide with other vessel at anchor or

running aground


LIGHTERING FROM BARGES

Risk rating




20‐Dec‐13


20‐Dec‐13


Good anchor watch maintained as per BPM. Checklist followed.

Poor approach by barge leading to contact damage Barge to be monitored as she comes alongside and a parallel approach to be made by the barge

DECK



Barges should be properly fendered.


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 3 5 HR 2 5 MR YES

3 4 4 HR 1 4 LR NO

4 2 4 MR 1 4 LR NO

5 3 3 MR 1 3 LR NO

6

7

8

9


No.

1

Yes No

2

Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



Watch for sign of excessive moisture in cargo loaded. Carry out can test. Inform SID , Charterer, Owners if can test fails.


20‐Dec‐13


20‐Dec‐13

Loss of Life, Property and damage to enviornment

Cargo moisture content should not exceed TML. Shipper has to submit certificate stating TML and cargo moisture content prior to start of loading.

Invalid certificate by shipper ‐ Moisture content not the

correct value

Watch for sign of excessive moisture in cargo loaded. Carry out can test and inform SID , Charterer, Owners if can test fails.

LOADING MINERAL CONCENTRATES

Stop loading , check moisture content of portions of the cargo already loaded /being loaded. If above TML, inform office

Risk rating



Residual Risk

ControlsConsequenceHazard Shifting of Cargo due to liquefaction which can lead to

capsizing

Damage to Property

Cargo is kept in open areas and exposed to rain and the port

area has experienced rain over the last few days

Damage to Property

loading from open barges in rainy conditions

During loading , Cargo splattered onto bulkheads, slopping

lower side plating and shell plating

Damage to Property

Reject cargo from any open barges which are not covered during rain.

Damage to Property

Prepared by:





Test for moisture content should have been within last

7 days prior to loading. Carry out can test as per BC code

Vessel to insist for valid certificate. In case of doubt,

scan and send the certificate to the office.



No

Acceptable

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 4 5 HR 1 5 MR YES

3 4 4 HR 1 4 LR NO

4 4 4 HR 1 4 LR NO

5 4 4 HR 1 4 LR NO

6 4 5 HR 1 5 MR YES

7 4 4 HR 1 4 LR NO

8

9


No.

1Yes No

2Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


Toolbox meeting to be held prior to loading of steel

cargoes



No

Acceptable

Acceptable

Acceptable






Carry out silver nitrate test on sections of hold.

Hatch cover sealing tape (Ramnek tape) to be used to

supplement


Prepared by:

Damage to cargo and ship structure due to poor Stowage Damage to Cargo

Damage to cargo and ship structure due to dunnage

Hazards of coils to ship structure Damage to Equipment

Dunnage with sufficient thickness to be used. Dunnage should be sufficient for avoid to exceed tank top acceptable strength.

Cargo Claims

Personal injury from loaded steel product

Damage to Cargo

Residual Risk

ControlsConsequenceHazardDamage to cargo due poor condition of cargo hold prior to

loading

Damage to Cargo

LOADING STEEL CARGO

Injury to Personnel

Pre existing damage or poor condition of cargo

stowed across ship with their axis for and aft .stout Dunnage ,Wedge for each coils on the bottom, key coils to be used for tighten the stow

Crew should not stand in the fall or swing zone of lifted steel

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Cargo Cargo holds to be prepared to Grain standard. Hold should be clean and dry. Hold to be rinsed with fresh water.

P & I surveyor attending. Mate's receipt to be caused

Hatch cover leakage Pre-loading , watertight test by hose or ultrasonic and repair if leakage found. Hatch cover maintenance as per SMMS

DECK



Hold strong points to be marked on tank top & dunnage to be properly positioned during loading, Avoid stowage in space without parallel side.


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 2 4 MR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6

7

8

9


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No







Prepared by:

Damage from improper securing in open or closed position Damage to Equipment

Damage due to poor communication

Entanglement of body part from the running wheel of the

hatch cover

Injury to Personnel

Good visual communication with at least two person assigned for the job.

Damage to Equipment

Residual Risk

ControlsConsequenceHazardDamage to hatch cover when opening

Damage to Equipment

OPENING / CLOSING HATCH COVERS

Body of person monitoring closure to be well clear of the track way.

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Equipment Visual check all cleats to ensure they are unsecured by at least by 2 persons. No obstruction in the path of the hatch cover wheels

Damage to hatch cover when closing Visual check all cleats to ensure they are unsecured by at least by 2 persons. No obstruction in the path of the hatch cover wheels

DECK



Proper procedures for securing the hatch cover as stipulated by the manufacturer is to be followed.


DO JOB

Ver 2.0 / Nov 13

RISK ASSESSMENT

Deck and Cargo (for Tankers)






SECTION 1


1 3 4 MR 1 4 LR NO

2 4 4 HR 1 4 LR NO

3 4 4 HR 1 4 LR NO

4 4 5 HR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6

7

8

9


No.

1 Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable






Toxic gas procedures to be followed from Safety manual

and tanker manual to be followed.


Prepared by:

Oil pollution due to oil leak Damage to Enviornment

Toxic gas hazard for the crew

Failure of Hose Handling Crane Damage / Injury to Personnel & Property, Delays.

Crew handling hoses to be provided with personal gas meter when handling cargo with toxic gas hazard

Damage to Enviornment and Risk to Personnel

Residual Risk

ControlsConsequenceHazardInjury due to improper handling of crane

Injury to Personnel and Property

CONNECTING / DISCONNECTING CARGO HOSE

Hose handling Cranes should be rigerously tested. Pre-Arrival Checklist should be closely followed. Regular maintenance should be carried out as per SMMS schedule.

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel Duty officer to supervise operations, only a trained crane operator to handle the crane

Injury due to parting of crane wire or failure of crane Proper inspections and maintenance to be carried out as per SMMS

DECK



Flange on the hose to be correctly tightened, drip tray drain valve to be closed and scuppers to be in place

Name of Vessel : TANKER

DO JOB

Ver 2.0 / Nov 13

WALLEM RISK ASSESSMENT

Work area :





SECTION 1


1 4 5 HR 1 5 MR YES

2 3 4 MR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 5 5 HR 1 5 MR YES

5 4 4 HR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 3 4 MR 1 4 LR NO

8

9


No.

1 Yes No

2

Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

C/O 3

4

Name of Vessel : Tanker

DO JOB

Deck



Crude Oil Washing

Damage to envoirnment and damage to property/equipment

Slip, trip and fall at work place

Follow manfufacturers guidelines in SMMS for maintenance of COW Machine. Deck crew to be standby on tank being washedClosed loop communication to be carried out at all times and instruction from CCR must be repeared back clearly

Risk rating




06‐Dec‐15


16‐Jan‐16

Personal casulaty, Damage to Environment & damage to vessel

COW Checklist should be complied with diligently

Work area to be free of oil, grease, or ice

Pressure surge in the COW Line / Excessive pressure in line Pressure in the lines to be increased slowly. Pressure in COW line to be adjusted when changing tanks. Pressure in tank cleaning line not to exceed maximum operating pressure

Residual Risk

ControlsConsequenceHazardFailure to comply with requirements of COW Checklist

Damage to Environment

Release of toxic vapours Risk to personal, damage to envoirnment and fines

Carry over of oil sheen or spill by rainwater at time of heavy

rain

Leak from COW Machine Damage to Environment

Work Practice on Scupper control procedure to be followed

Personal injury

Communication failure / Improper communication

Damage to Environment

All operations to be carried out in closed mode.Crew to muster at safe area inside Accommodation and comply with company's


Corss check specific anti pollution measures by a second

Operation to be suspended if rain is very heavy and

unable to control flow of rain water over fish plate


Prepared by:



No

Acceptable

Acceptable








Yes

Review dates


Ver 2.0 / Nov 13






SECTION 1


1 3 4 MR 1 4 LR NO

2 2 4 MR 1 4 LR NO

3 2 4 MR 1 4 LR NO

4 2 4 MR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6 1 1

7 1 1

8

9


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4

Name of Vessel : PETROLEUM TANKER

DO JOB

DECK



All scupper plugs to be checked and ensure correct sealing.


20‐Dec‐13


7‐Jun‐16

Damage to Enviornment, Property, Injury to Personnel

Procedures from ICS Tanker Safety Guide and TOM to be strictly followed

S & P Hazard from Pressurized COW Lines Pressure test COW Lines prior operation and check/verify the integrity.

TANK CLEANING

IG to be running continiously and the atmosphere of Slop tank to be monitored at regular intervals to verify that Oxygen content is not crossing the permitted level.

Risk rating



Residual Risk

ControlsConsequenceHazardSafety & Pollution hazard from improper procedure for tank

cleaning

Damage to Enviornment, Property

S & P Hazard from loose Scuppers Damage to Enviornment, Property

S & P Hazard from oxygen rich atmosphere in Cargo Space

during operation.

S & P Hazard from oxygen rich atmosphere in Slop Tank

where washing medium ir recirculated.

Injury to Personnel, Damage to Enviornment, Property

IG to be running continiously and the atmosphere of tanks to be washed to be checked for the required concentrations prior operation and the oxygen content of the IG supplied to be monitored continiously.

Injury to Personnel, Damage to Enviornment, Property

Prepared by:







No


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 1 4 LR NO

2 3 5 HR 1 5 MR YES

3 4 4 HR 1 4 LR NO

4 4 4 HR 1 4 LR NO

5 3 4 MR 1 4 LR NO

6 2 4 MR 1 4 LR NO

7 3 4 MR 1 4 LR NO

8 3 4 MR 1 4 LR NO

9 2 4 MR 1 4 LR NO


No.

1 Yes No

2

Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable






Portable pumps to be kept ready and should be checked

prior commencement of loading


Prepared by:

All lifting gear equipments to be inspected and checked. Deck officer and Crew to liaise with mooring master and follow orders.

Slips, Trips and fall Injury to PersonnelMovement of vessel at berth or breaking away

Release of toxic vapours Damage to Enviornment / Risk to Personnel

Moorings to be monitored at all times. Wx to be monitored and logged

Damage to Enviornment/Property

Fire hazard due to flammable gases


Sampling and ullaging of cargo

Residual Risk

ControlsConsequenceHazardOver flow and release / damage to enviornment

Loading arm / Hoses ‐ connection and disconnection

Damage to Enviornment


DISCHARGING OPERATIONS

Damage to Enviornment / Property / Personnel

Weather conditions deteriorating

Crew to muster at safe area inside accommodation and comply with company's procedure for toxic vapour release

Comply with requirements of ship shore checklist.

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Enviornment / Risk to Personnel

Damage to Enviornment Discharging as per prepared Discharging plan (as per ISGOTT 22.6). Continuous monitoring of cargo ullages & surrounding waters.

Monitor Weather forecasts and be prepared for contingency

Pipeline failure and spill into Enviornment Pressure in the lines to be increased slowly. Lines to be tested as per company guidelines. Cargo tanks to be monitored. Scuppers to be kept plugged and should be watertight.

DECK



Proper PPE to be worn.


Proper procedure to be followed and correct PPE to be used.

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 1 4 LR NO

2 4 4 HR 1 4 LR NO

3 4 4 HR 2 4 MR YES

4 4 4 HR 2 4 MR YES

5 3 4 MR 1 4 LR NO

6 3 4 MR 2 4 MR YES

7 3 4 MR 2 4 MR YES

8

9


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


Constantly monitoring of Oxygen in tank, monitoring IG.

O2

Closed loop communication to be followed.



No

Acceptable

Acceptable

Acceptable






Hydrocarbon content to be brought below 2% prior

commencement of gas freeing by air

All doors to be kept closed during gas freeing


Prepared by:

Safety hazard from Cargo vapour in tank Risk to Personnel

Explosive atmosphere on deck due to explosive gases

Weather and Sea Conditions Risk to Personnel

All precautions to be taken as would be applicable when vessel alongside a terminal.

Risk to Personnel / Damage to Property

Hazards due to poor Communication

Risk to Personnel / Damage to Property

Residual Risk

ControlsConsequenceHazardDangers from remnants of previous cargo ‐ Liquids

Risk to Personnel

GAS FREEING & INERTING / GASSING UP

Risk to Personnel

Ensure a non‐flammable condition during subsequent gassing‐

up /inerting .

Weather forecast to be checked, if likely to deteriorate or Thunderstorm with Lighting, gas freeing to be suspended till weather improves.

Good VHF and visual/verbal/telephone communication to be established.

Risk rating




20‐Dec‐13


20‐Dec‐13

Risk to Personnel Crude oil tankers to inert under inert condition. Product tankers and chemical tankers to wash as per guidelines in ISGOTT/ Chemical tanker guide.

Oxygen concentration must be reduced from 21 per cent to a maximum of five per cent by tank volume

Dangers from remnants of previous cargo ‐ Gas Any remaining cargo liquid to be removed. Pressure to be released with caution.

DECK



Purging to remove cargo vapour in the tank with inert gas


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 4 4 HR 1 4 LR NO

4 3 3 MR 1 3 LR NO

5

6

7

8

9


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



The line up should be verified by another officer prior to start of loading


20‐Dec‐13


20‐Dec‐13

Damage to Property and Enviornment

Vessel to open valves so as to ensure that there is not pressure surge when loaded or partially loaded. ( as per plan)

Damage to Pipeline as tank valve not open on start of loading Correct line up and tank valve should be open.

LINING UP CARGO SYSTEM

Risk rating



Residual Risk

ControlsConsequenceHazardDamage to Pipeline and pumps due to pressure surge caused

by wrong sequence of valve operations

Damage to Property and Enviornment

Damage to pipeline due to correct valve not being open Damage to Property and Enviornment

Contamination of cargo due to opening of wrong tank valve Valves of tanks with a different cargo should be tagged and marked to prevent inadvertent operation.

Damage to Cargo

Prepared by:







No


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 1 4 LR NO

2 3 5 HR 1 5 MR YES

3 4 4 HR 1 4 LR NO

4 4 4 HR 1 4 LR NO

5 3 4 MR 1 4 LR NO

6 2 4 MR 1 4 LR NO

7 2 4 MR 1 4 LR NO

8 3 4 MR 1 4 LR NO

9 2 4 MR 1 4 LR NO


No.

1 Yes No

2

Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable






Portable pumps to be kept ready and should be checked

prior commencement of loading


Prepared by:

All lifting gear equipments to be inspected and checked. Deck officer and Crew to liaise with mooring master and follow orders.

Slips, Trips and fall Injury to PersonnelMovement of vessel at berth or breaking away

Release of toxic vapours Damage to Enviornment / Risk to Personnel

Moorings to be monitored at all times. Wx to be monitored and logged


Fire hazard due to flammable gases


Sampling and ullaging of cargo

Residual Risk

ControlsConsequenceHazardOver flow and release / damage to enviornment

Loading arm / Hoses ‐ connection and disconnection



LOADING OPERATIONS

Damage to Enviornment / Property / Personnel

Weather conditions deteriorating

Crew to muster at safe area inside accommodation and comply with company's procedure for toxic vapour release

Comply with requirements of ship shore checklist.

Risk rating




18‐Dec‐13


18‐Dec‐13

Damage to Enviornment / Risk to Personnel

Damage to Enviornment Loading as per prepared loading plan. Continuous monitoring of cargo ullages & surrounding waters.

Monitor Weather forecasts and be prepared for contingency

Pipeline failure and spill into Enviornment Loading rate to be increased slowly. Filling in tanks to be monitored. Tank valve opening/closing to be monitored to avoid pressure surge. Scuppers to be kept plugged and should be watertight.

DECK



Proper PPE to be worn.


Proper procedure to be followed and correct PPE to be used.

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 2 4 MR YES

2 4 4 HR 2 4 MR YES

3 4 4 HR 1 4 LR NO

4

5

6

7

8

9


No.

1

Yes No

2

Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable






Cargo pump must be running with negative pressure on

suction gauge prior to opening the sea chest valve.

Cargo pump must be running with negative pressure on

suction gauge prior to opening the sea chest valve.


Prepared by:

Pump not developping enough suction Damage to Enviornment

Residual Risk

ControlsConsequenceHazardPollution hazard when opening sea chest for taking dirty

ballast.


OPENING SEA CHEST FOR BALLASTING

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Enviornment All associated to be stripped thoroughly. Suction line to be under negative suction. Discharge valve to be opened under control

Pollution hazard when opening sea chest for taking water in

slop tank

All associated to be stripped thoroughly. Suction line to be under negative suction. Discharge valve to be opened under control

DECK



Discharge valve to be opened under control. Continious attendance at the Sea Chest Valve for immediate closure if required


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 3 4 MR 2 4 MR YES

4 2 4 MR 1 4 LR NO

5

6

7

8

9


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK


Current : 26‐May‐15 Last : 18‐Dec‐13

When cargo with toxic vapours are being used for test, staff checking the lines for leaks to carry personal gas monitors.


26‐May‐15


26‐May‐15

Damage to Enviornment and Property

Anti pollution gear ready and all scuppers plugged.

Damage to line or any of its components due to over

pressurisation.

Pressure testing should not exceed the design pressure of the pipeline or any of its components.

PRESSURE TESTING LINES AND SYSTEMS

Risk rating



Residual Risk

ControlsConsequenceHazardPollution risk due to line rupture.

Damage to Property

Danger from toxic gas to deck. Risk to Personnel

Damage to line or any of its components due to wrong

procedure used for testing.

In case of annual testing, where the lines are tested to 100% of SOP/MAWP, use only COP for both filling and testing to the required pressure. Incase of 30M pressure testing where the test pressure is 1.5 times the SOP/MAWP, Correct operation is to use stripping pump, not COP. Line to be filled with COP and pressure to be built with stripping pump.

Damage to Property

Prepared by:





Toolbox meeting to discuss the hazards associated with

the cargo being used for testing.



No

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 2 5 MR 1 5 MR YES

2 3 5 HR 2 5 MR YES

3 2 5 MR 1 5 MR YES

4 2 5 MR 1 5 MR YES

5 2 5 MR 1 5 MR YES

6 3 4 MR 2 4 MR YES

7 3 4 MR 2 4 MR YES

8 2 5 MR 1 5 MR YES

9 2 5 MR 1 5 MR YES


No.

1Yes No

2

Yes No

3

4

From To

5

6

7

8Comments : 1. CONTINGENCY MEASURES AND

Rank

9ABORT ACTIONS TO BE DISCUSSED WITH MOORING

1

MASTER PRIOR APPROACH 2

3

4




Yes

Review dates


Use of Alternate winch to be considered as an option.

Appropriate additional PPE to be worn, if requiired

Acceptable

Acceptable



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable




Acceptable



Assess of weather conditions. Check position of fenders

(primary and secondary)

Recommend manoeuver as per STS transfer guide. If

tug's used, sufficient tug power available.

Abort STS operation if the risk of collision becomes

persistant.

Back up radio with charged battery to be available. VHF

back up channel should be agreed as back up. If

required, additional personnel to be employed in order

to comply with rest requirements.

Emergency abort procedure discussed in event of such

failure for both vessel.


Prepared by:

STS drill to be conducted within 24 hours of operation. In case vessel is on regular lightering trade, the STS drill to be conducted every 3 Months.

Risk of Collision with other vessels in the vicinity Damage to Enviornment and Property

Communication failure and Fatigue

Engine / steering failure during approach Damage to Enviornment and Property

Test communication prior STS operation. Discuss Emergency manoeuvres and abort condition with mooring Master. Ensure all officers and crew are adequately rested prior STS ensuring they would be sufficietly rested for expected duration of operations.


Hazards associated with cargo vapour pressure/ Toxic gases


Hoses ‐ connection and disconnection

Residual Risk

ControlsConsequenceHazardContact between vessel due to weather and sea conditions

while making approach/casting off.

Various other Emergencies like mooring failure/Fire/Pollution


Damage to Enviornment and Property / Risk to personnel

STS OPERATIONS

Risk to Personnel

Failure of hydraulic system/winches.

Engines and steering to be tested prior making approach. Bridge and E/Room manned to Level 2 Information on the previous cargoes carried to be sought and mitigation steps to be agreed.

Risk rating




20‐Dec‐13


20‐Dec‐13



STS checklists 1,2,3 & 5 and contingency checklist to be complied with. Recommended Manoeuvres and approach speeds and headings to be followed as per STS Transfer Guide and agreed with the mooring master.

System to be tried out before use, Any abnormalities to be reported and rectified prior commencement of operation

Contact while carrying out STS operation with vessel of

similar size

Fenders to be placed at most appropriate location. Small helm orders to be given especially when vessel are in loaded condition.

DECK


STS drills should be practical and consider various

emergencies

Flexible hose certification to be checked, if avilable


Correct signals to be displayed. VHF announcements prior approach and casting off. Monitor traffic in the area


All lifting gear equipments to be inspected and checked. Deck officer and Crew to liaise with mooring master for operation

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 3 5 HR 2 4 MR YES

4 2 3 LR 1 3 LR NO

5 4 5 HR 2 4 MR YES

6 3 3 MR 2 3 LR NO

7 3 5 HR 2 5 MR YES

8 2 4 MR 1 4 LR NO

9


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



Closed loading to be done. Personal gas meters in use on deck. Gauger to stand upwind of gauging point


20‐Dec‐13


20‐Dec‐13

Damage to Enviornment Overflow alarms. Topping up with MMC. All tanks to be monitored every hour and more frequently when closer to topping up ullage

Remote reading to be compared with UTI reading to verify both readings.

Cargo overflow due to failure of valve to close Open reserve tank or tank which is not full while problem with valve is sorted. If required, stop loading. Hand pump to be kept ready.

TOPPING UP CARGO TANK


Danger of Overflow from SAAB tank / remote gauging failure

or wrong reading on remote system

Topping up to be well planned & rate reduced as required. The next tank to be topped up to be opened prior closing topped up tank.

Competent person to carry out the job who has done it before. New staff to be trained .

Risk rating



Residual Risk

ControlsConsequenceHazardCargo Overflow due poor monitoring

Danger of Overflow from Uncalibrated UTI's or insufficient

UTI's


Damage to Enviornment Vessel to have sufficient UTI's as stipulated in Tanker Manual and they should be calibrated as per manufacturer's instructions.

Risk to personnel due exposure to toxic vapours from cargo

which emit toxic vapours.

Risk to Personnel

Static hazard from gauging equipment.

Damage to pipeline including shore line due pressure surge Damage to Property / Enviornment

Follow instructions from manufacturer including any instructions on grounding the equipment


Danger from incorrect Job allocation ‐ personnel's involved,

familiarity

Damage to Enviornment / Property and Risk to Personnel

Prepared by:



Acceptable



Canister type masks to be used for the specific toxic

when handling such gases.

Manifold pressure gauge to be monitored during

topping up.



No

Acceptable

Acceptable


Review dates


Staffs to be aware to change over to UTI readings in

case of failure of remote gauging system





Yes

Ver 2.0 / Nov 13

WALLEM RISK ASSESSMENT

Work area :





SECTION 1


1 4 5 HR 1 5 MR YES

2 4 4 HR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 3 4 MR 1 4 LR NO

5 3 4 MR 1 4 LR NO

6 4 5 HR 1 5 MR YES

7 3 4 MR 1 4 LR NO

8 3 4 MR 1 4 LR NO

9


No.

1 Yes No

2

Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

C/O 3

4

Name of Vessel : Tanker

DO JOB

Deck


Current : 28‐Jan‐16 Last : 30‐Jun‐12

Water washing of cargo tanks

Personal casualty and explosion

Time pressure to complete the washing operation at the

earliest may lead to errors

Work area to be free of oil, grease, or ice

Slops must be inerted and intert gas must be operational/venting from slop tank when educting the tanks being re-washed or stripped

Risk rating




06‐Dec‐15


16‐Jan‐16

Personal casualty, Damage to Environment & damage to vessel

Water washing plan to be prepared in standard format and sent to office for approval

Discuss with Marine Superintendent to ensure that the washing and gas freeing is carried out safely

Safety violation during washing The COW checklist is to be used for washing and items which are not applicalbe to be maked as N/A (Not applicable)

Residual Risk

ControlsConsequenceHazardPoor planning of the operation

Unintentional introduction of O2 in to the cargo tank which is

inerted as the IG line is used in fresh air mode

Personal casualty, Damage to Environment & damage to vessel

Personal casualty and explosion Prior changing to fresh air mode in IG Line, any tank which is inerted condition must be blanked and the status of oxygen content is slop must be monitored perodically

Pressure surge in the COW Line / Exceess pressure in the line Damage to pipeline

Communication failure / Improper communication

Slip, trip and fall at work place Personal injury

Closed loop communication to be carried out at all times and instruction from CCR must be repeared back clearly

Personal casualty and explosion

Washing or re‐washing or stripping of gas free tanks may lead

to increase in oxygen level in slop tank from educting the tank

being washed

Damage to property/equipment

Pressure in the lines to be increased slowly. Pressure in COW line to be adjusted when changing tanks. Pressure in tank cleaning line


Marine Superintendent to review and approve plan


Prepared by:

Oxygen content in slop tank must be checked

perodically during washing and educting



No

Acceptable

Acceptable








Yes

Review dates


Ver 2.0 / Nov 13

RISK ASSESSMENT

Deck and Cargo (for Gas Tankers)






SECTION 1


1 3 4 MR 1 4 LR NO

2 4 4 HR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 4 5 HR 1 5 MR YES

5 4 4 HR 1 4 LR NO

6 3 5 HR 1 5 MR YES

7 4 5 HR 1 5 MR YES

8 3 5 HR 1 5 MR YES

9 4 5 HR 1 5 MR YES


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4

Name of Vessel : GAS TANKER


DO JOB

DECK


Appropriate tools such as chain blocks etc. to be tested

prior works

If dedicated person is not available, job is to be

postponed or cancelled




20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Use correct tools - non spark instruments. Avoid dropping down working instruments. New valve rating correct and appropriate for Low Temperature. Use of correct PPE, no loose or torn boiler suits, personal gas detection equipment

Line pressure to be lowered to minimum. Adjacent branches to be blanked. Cross check to be done prior start of job.

Dangers from Weather and Sea Conditions Weather forecast to be checked, if likely to deteriorate, works to be postponed, instruments secured.

CHANGING VALVE ON VAPOUR /CARGO LINE

Injury to Personnel

Safe access to the valve to be replaced



Risk rating



One man operation

Residual Risk

ControlsConsequenceHazardDanger from Correct tools / equipment not used / Correct

PPE not worn


disconnection/connection the valve


Damage to Equipment Correct "non spark" equipment to be used. New Gasket must be correct size and design.





Injury to Personnel


familiarity

Injury to Personnel

Prepared by:



Acceptable



Cold work permit to be issued. OOW to be informed

when job started and completed.



No

Acceptable

Acceptable


Review dates


Commence to unbolt the flange only when sure the

pressure is zero and section isolated from system.



Acceptable

Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 3 4 MR 1 4 LR NO

2 4 4 HR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 4 5 HR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 3 5 HR 1 5 MR YES

7 4 5 HR 1 5 MR YES

8 2 5 MR 1 5 MR YES

9 4 5 HR 1 5 MR YES


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4



DO JOB

DECK


Appropriate tools such as chain blocks etc. to be tested

prior works

If dedicated person is not available, job is to be

postponed or cancelled




20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Use correct tools - non spark instruments. Avoid dropping down working instruments. New valve rating correct and appropriate for Low Temperature. Use of correct PPE, no loose or torn boiler suits, personal gas detection equipment

Pressure to be lowered to Zero & condenser gas side fully disconnected from cargo system. Stop cargo machinery if possible during this job.

Dangers from Weather and Sea Conditions Weather forecast to be checked, if likely to deteriorate, works to be postponed, instruments secured.

MAINTENANCE ON COMPRESSOR

Injury to Personnel

Dangers from unsafe access to the working area



Risk rating



One man operation

Residual Risk

ControlsConsequenceHazardDanger from Correct tools / equipment not used / Correct

PPE not worn


disconnection/connection the valve


Damage to Equipment Correct "non spark" equipment to be used. New Gasket must be correct size and design.





Injury to Personnel


familiarity

Injury to Personnel

Prepared by:



Acceptable



Cold work permit to be issued. OOW to be informed

when job started and completed.



No

Acceptable

Acceptable


Review dates


Check before starting pipe disconnection for cold spots

in the bottom indicating liquid still remaining inside pipe



Acceptable

Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 2 5 MR 1 5 MR YES

2 4 4 HR 1 4 LR NO

3 4 5 HR 1 5 MR YES

4

5

6

7

8

9


No.

1

Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable






SCBA to be used during sampling if TLV‐TWA of toxic gas

is more than permissible limit. Crew to stay upwind,

wind sock to be hoisted on deck. Condition of sampling

hoses to check. Connections to sampling point to be

tight.

Gloves goggles and necessary protective clothing to use

if sampling cargo


Prepared by:

Effect of cargo coming in contact with the person's body (in

applicable cases)

Injury to Personnel

Residual Risk

ControlsConsequenceHazardRisk to personnel due exposure to toxic vapours from cargo


Injury to Personnel

SAMPLING OF CARGO

Risk rating




20‐Dec‐13


07‐Jun‐16

Injury to Personnel Close Loop method for sampling to be done. Personal gas meters in use on deck.

Static hazard from Sampling equipment. Follow instructions from manufacturer including any instructions on grounding the equipment

DECK



Proper PPE to be used.


DO JOB

Ver 2.0 / Nov 13

RISK ASSESSMENT

Deck and Cargo (For Chemical Tankers)






SECTION 1


1 2 4 MR 1 4 LR NO

2 2 4 MR 1 4 LR NO

3 2 4 MR 1 4 LR NO

4 2 4 MR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6 2 4 MR 1 4 LR NO

7 2 5 MR 1 5 MR YES

8

9


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


Reference to Appendix 1 (b) 'dangerously reactive

exceptions to the compatibility chart' must be made

during preparation of the stowage plan.



No




Acceptable




Prepared by:

Safety & Pollution hazard as tank vent requirement does not

meet the requirement

Damage to Enviornment / Property

Safety & Pollution hazard as environmental control does not

meet the requirement

S & P hazard as electrical equipment, fire protection &

emergency equipment does not meet requirement


Vessel to carry out environmental Control as specified in the IBC code for the cargo


S & P hazard as Gauging requirement and vapour detection

does not meet requirement


Residual Risk

ControlsConsequenceHazardSafety & Pollution ( S & P ) hazard Vessel standard not

designed for type of cargo


CARGO PLANNING PROCESS INCLUDING CARGO COMPATIBILITY


S & P hazard as Cargo compatibility not checked correctly

S & P hazard as electrical equipment, fire protection & emergency equipment does not meet requirement

S & P hazard as electrical equipment, fire protection & emergency equipment does not meet requirement

Risk rating




20‐Dec‐13


20‐Dec‐13


Cargo carriage to be checked against ship type ( Type I/II/III) in the IBC code

USCG compatibility chart to be used.

Safety & Pollution hazard as cargo tank type requirement

does not meet the requirement

Cargo carriage to be checked against Tank type in the IBC code

DECK



Vessel to carry out Control or open venting as specified in the IBC code for the cargo

Name of Vessel : CHEMICAL TANKER

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 3 4 MR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 3 4 MR 1 4 LR NO

5 3 4 MR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 3 4 MR 1 4 LR NO

8

9


No.

1

Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable






Continuous mechanical ventilation in order to avoid the

accumulation of pockets or zones of explosive

atmosphere during spot cleaning


Prepared by:

S & P Hazard from Undesired reactions of Drying/Hardening

(Formation of hard debris)


S & P Hazard from Reaction with water (Violent reaction of

an Isocyanate after Pre‐Cleaning with water)

Corrosion hazard to crew and to the ships structure Injury to Personnel, Damage to Property

Procedures from ICS Tanker Safety Guide (Chemicals) to be strictly followed


Exposure to toxic substances by tank entry


Residual Risk

ControlsConsequenceHazardSafety & Pollution hazard from improper procedure for tank

cleaning


TANK CLEANING

Injury to Personnel

Environmental damage due discharge of tank washing

Full chemical suit to be worn where required and proper procedures followed

Wearing a full chemical suit and SCBA [self-contained breathing apparatus] where required by ICS tanker safety guide

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Enviornment, Property, Injury to Personnel


Emissions to the water should be reduced to the absolute minimum in compliance with Marpol I and II

S & P Hazard from Undesired reactions like Polymerization,

Saponification (hard soap layer forming on the tank)


DECK





DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 3 4 MR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4

5

6

7

8

9


No.

1

Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK





20‐Dec‐13


07‐Jun‐16

Injury to Personnel Closed gauging / sampling to be done. Personal gas meters in use on deck. Closed UTI / MMC to be used

Static hazard from gauging equipment. Follow instructions from manufacturer including any instructions on grounding the equipment

ULLAGING / SAMPLING OF CARGO

Risk rating



Residual Risk



Injury to Personnel


applicable cases)

Injury to Personnel

Prepared by:





SCBA to be used during ullaging/sampling if TLV‐TWA of

toxic gas is more than permissible limit. Crew to stay

upwind, wind sock to be hoisted on deck.



No

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13

RISK ASSESSMENT

Deck and Cargo (For Petroleum Tankers)






SECTION 1


1 2 5 MR 1 5 MR YES

2 2 4 MR 1 4 LR NO

3 2 4 MR 1 4 LR NO

4

5

6

7

8

9


No.

1

Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4

Name of Vessel : PETROLEUM TANKER

DO JOB

DECK





20‐Dec‐13


07‐Jun‐16

Injury to Personnel Closed gauging / sampling to be done. Personal gas meters in use on deck. Gauger to stand upwind of gauging point

Static hazard from gauging equipment. Follow instructions from manufacturer including any instructions on grounding the equipment

ULLAGING / SAMPLING OF CARGO

Risk rating



Residual Risk



Injury to Personnel


applicable cases)

Injury to Personnel

Prepared by:





SCBA to be used during ullaging/sampling if TLV‐TWA of

toxic gas is more than permissible limit. Wind sock to be

hoisted on deck.



No

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13

RISK ASSESSMENT

Deck and Cargo (For PCC)






SECTION 1


1 3 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 2 4 MR 1 4 LR NO

4 2 5 MR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 3 4 MR 1 4 LR NO

8

9


No.

1 Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable






New persons to be given on the job training to gain

experience and familiarity with procedures and

operation


Prepared by:

Oil Leaks Damage to Equipment, Enviornment

Injury to crew due to inexperience of operator

Poor communication Damage to Equipment

Experienced persons who are well familiar with the procedures and operations to operate.Training to be given to new staff

Injury to Personnel

Cargo damage

Injury to Personnel

Residual Risk

ControlsConsequenceHazardDamage to Flaps

Damage to Equipment

OPENING / CLOSING OF GAS TIGHT SLIDING BULKHEAD DOORS

Damage to Cargo

Injury to personnel

Proper communication to be established between controls and the person on the other hold.Ensure visually that no cargo close to the doors. Keep cones near the lock, so that cargo is loaded clear of it.

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Equipment Flaps to be cleared off the channel prior operation.

Ensure no persons passing through the door during operation.

Locks /wedges removed Correct operating procedure to be followed. Visual check to confirm wedges closed/open fully apart from indication lamps.

DECK



Regular checks as per maintenance schedule in SMMS. To renew flexible hoses every 2 years.

Name of Vessel : PCC

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 1 5 MR YES

2 4 5 HR 1 5 MR YES

3 3 5 HR 1 5 MR YES

4 3 4 MR 1 4 LR NO

5 3 5 HR 1 5 MR YES

6 4 4 HR 1 4 LR NO

7 4 4 HR 1 4 LR NO

8 2 5 MR 1 5 MR YES

9 3 4 MR 1 4 LR NO


No.

1

Yes No

2 Yes No

3

4 From To

5

6

7

8Comments :

Rank

9 1

2

3

4


Visual checks prior to operation and during the operation.

DO JOB

DECK


The person stand by to clear any other persons coming

close to the panel


All obstructions cleared. Correct operation and visually ensuring all wedges in position prior setting the panel in required position.


20‐Dec‐13


07‐Jun‐16

Damage to equipment

Damage to Equipment Lifter truck supports to be aligned properly on the markings on deck. Vessel not to have excessive list or trim.

Visual check that there is NO cargo on the panels to be lifted. If stowed, only to operate after the cargo has been shifted/discharged.

Wedges damaged Wedges to be Secured prior lowering, after taking weight on the lifter. To be visually confirmed.

LOWERING / LIFTING OF PANELS

Damage to Cargo, Equipment, Injury to Personnel

Cargo damage due improper verification of status of cargo

Experienced person to carry out job. New staff to be familarised with the procedures prior being assigned this job.

Good communication between lifter operator and the person checking wedges and clearance of panels.

Risk rating



Electrical cables of the lights and fire sensors getting

obstructed and parting during hoisting

Residual Risk

ControlsConsequenceHazardPanel damage as panel not being lifted or lowered evenly

Injury to crew from panel falling

Damage to Equipment

Injury to Personnel No persons allowed to be on the panel being lifted.

Panel damage due obstructions Damage to Equipment

Oil leaks ‐ slippery surface and damage to cargo

Injury due to poor Job allocation and inexperience of the

crew assigned for the job. Lack of familiarity with the job.

Injury to Personnel

Regular checks of Lifter Truck as per SMMS. Visual check prior to operation and during operations

Damage to Cargo

Injury or damage due to poor Communication

Damage to Equipment, Enviornment, Injury to Personnel

Prepared by:





Double Check wedges along the movable route are well

inside & not jutting out. Resting wedges to be fully out

& secured.

Double check to confirm wedges secured.

Double check to confirm wedges secured.

New crew to be given on the job training to gain


operation



No

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 1 5 MR YES

2 4 5 HR 1 5 MR YES

3 3 4 MR 1 4 LR NO

4 3 4 MR 1 4 LR NO

5 3 5 HR 2 5 MR YES

6 3 4 MR 1 4 LR NO

7 3 5 HR 2 5 MR YES

8

9


No.

1Yes No

2

Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


All measures to be taken to prevent oil falling into the

sea.



No

Acceptable

Acceptable

Acceptable






Supervision to be done at all time by senior officer.

Weather forecast to be checked. Job postponed if

conditions detoriate from the idle condition required

for the job.

Notice placed below on car deck cautioning danger of

falling tools. Vehicles to be protected by plywood

barrier


Prepared by:

Slipping and falling due to slippery area caused by oil and

grease.

Injury to Personnel

Injury or damage as correct tools/equipment not used.

Proper spares available.

Injury or damage to vhicles due to tools dropping down Injury to Personnel, Damage to Equipment

Proper tools to be used. Check if the required seals and other spares are available before carrying out the job

Damage to Cargo, Equipment, Enviornment


crew assigned for the job. Lack of familairty with job

Injury to Personnel, Damage to Equipment

Residual Risk

ControlsConsequenceHazardPerson falling down from rigged staging.

Injury to Personnel, Damage to Equipment

MAINTENANCE OF LEAKING PUSH CYLINDER

Injury to Personnel

Spillage of hydraulic oil onto the vehicles and or into the Sea

Tools to be tied to the box with sufficient rope to facilitate workingExperienced person to carry out job. New staff to be familarised with the procedures prior being assined this job.

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel Working aloft checklist from Safety Manual to be followed. Safety harness to be used

Hydraulic oil to the cylinder cut off. Containment drum to be positioned below push cylinder.

Injury to crew or damage to due Weather and sea conditions

and location of the vessel

Area to be cleaned and kept free of oil/ and grease. Responsible person to check area cleanliness. Saw dust or absorbent pads used.

DECK



Area to be cleaned and kept free of oil/ and grease. Responsible person to check area cleanliness. Saw dust or absorbent pads used.


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 2 4 MR 1 4 LR NO

4 2 5 MR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 3 4 MR 1 4 LR NO

7 3 4 MR 1 4 LR NO

8 2 5 MR 1 5 MR YES

9


No.

1 Yes No

2 Yes No

3

4

From To

5

6

7

8

Comments :

Rank

9 1

2

3

4


DO JOB

DECK


Area to be cordoned off during the operation and no

personnel to stand inside the cordonned off area.


Regular checks as per maintenance schedule in SMMS. To renew flexible hoses every 2 years.


20‐Dec‐13


07‐Jun‐16

Damage to Equipment Flaps to be cleared off the channel prior operation.

Ensure no persons passing through the door during operation.

Locks /wedges removed Correct operating procedure to be followed. Visual check to confirm wedges closed/open fully apart from indication lamps.

OPENING / CLOSING OF GAS TIGHT SLIDING BULKHEAD DOORS

Damage to Cargo

Injury to personnel

Proper communication to be established between controls and the person on the other hold.Ensure visually that no cargo close to the doors. Keep cones near the lock, so that cargo is loaded clear of it.

Risk rating



Residual Risk

ControlsConsequenceHazardDamage to Flaps

Wire Parting during hoisting/lowering

Damage to Equipment

Damage to equipment/Injury to person

Regular checks as per maintenance schedule in SMMS

Oil Leaks Damage to Equipment, Environment

Injury to crew due to inexperience of operator

Poor communication Damage to Equipment

Experienced persons who are well familiar with the procedures and operations to operate.Training to be given to new staff

Injury to Personnel

Cargo damage

Injury to Personnel

Prepared by:





New persons to be given on the job training to gain


operation



No

Acceptable


Review dates


Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 1 5 MR YES

2 3 5 HR 1 5 MR YES

3 3 5 HR 1 5 MR YES

4 3 4 MR 1 4 LR NO

5 4 5 HR 1 5 MR YES

6 3 4 MR 1 4 LR NO

7 3 4 MR 1 4 LR NO

8 3 4 MR 1 4 LR NO

9 3 5 HR 1 5 MR YES


No.

1Yes No

2Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


No persons allowed to stand below the ramp. The person on the jetty stands clear.

DO JOB

DECK


The person on the jetty to clear any others coming

below the ramp and instruct the operator accordingly.


One person to standby on jetty to ensure that subflap is always clear of any obstructions.


20‐Dec‐13


07‐Jun‐16

Injury to Personnel

Damage to Equipment Maintenance as per SMMS. Wires properly lubricated & checked for damage. Condition of brake bands of winches checked.

Speed to be slowed down before securing the ramp and before putting the ramp on the jetty to avoid contact damage.

Locks or wedges damaged Correct operating procedure to be followed. Indication lamp to be checked. Visual check to confirm wedges closed/open.

OPENING / CLOSING OF RAMPS


Damage to ramp due to speed of movement

Experienced person to carry out job. New staff to be familarised with the procedures prior being assigned this job.

Good communication to be established between Ramp controller and crew on jetty and deck below monitoring the ramp movement.

Risk rating



Injury to crew

Residual Risk

ControlsConsequenceHazardRamp falling down

Damage to ramp hinges or to the nose of vehicles due to

incorrect angle of ramp with jetty or Improper landing of the

ramp on the pier , Ramp hitting the ship structure while

securing.

Damage to Equipment

Damage to Equipment, Cargo Angle between ramp & jetty to be between 7 & 13 degrees downwards. Insert wedges between main and sub flap for required angle. Reduce the hoisting speed at the final stages of Securing. Never take weight on the Sub wire once the Ramp is in almost vertical position. Visual checks during the operation and placing of plywood sheets under the ramp before the ramp touches the jetty.

Sub Flap damage Damage to Equipment

Oil leaks


crew assigned for the job. Lack of familiarity with the job.

Injury to Personnel

Maintenance as per SMMS. Visual check prior operation. Push Cylinder to be checked whenever opportunity available

Damage to Equipment

Injury or damage due to poor Communication

Damage to Equipment, Enviornment

Prepared by:





Tool box meeting to be held and all procedures

discussed

Importance of visual check to be discussed in Tool box

meeting.

The person operating to also monitor from top and have

good communication with the person on the jetty

New crew to be given on the job training to gain


operation



No

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 3 4 MR YES

2 3 4 MR 1 4 LR NO

3 3 4 MR 1 4 LR NO

4 3 4 MR 1 4 LR NO

5

6

7

8

9


No.

1

Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable






Personnel Gas monitors to be provided. Painting jobs to

be suspended and space evacuated in event of any

alarms noted on the personal gas monitors.


Prepared by:

Slip/trip hazards due to wet paint. Result in injuries

Paint not drying up in time Minimum 7 days of window period to be maintained between completion of painting and port arrival/ Tyre test to be carried out.

Damage to cargo during loading

Residual Risk

ControlsConsequenceHazardLack of Oxygen, presence of toxic and flammable gases

Result in malfunction, failure of fire detectors

Painting in car decks

Risk rating




31‐May‐14


07‐Jun‐16

Result in aphyxiation of personnel, fire hazard

The space to be well ventilated, checks for toxic, flammable gases and O2 content to be done at regular intervals.

Fire detectors in car deck getting covered with paint film Painting to be done using paint rollers and paint brushes only. Spray painting machine not to be used.


Current : Last :

Appropriate notices to be posted, baricades made to avoid personnel inadvertently walking on the wet paint.

Name of Vessel : MV

DO JOB

Ver 2.0 / Nov 13

RISK ASSESSMENT

Deck and Cargo (For Reefer)






SECTION 1


1 2 4 MR 1 4 LR NO

2 3 4 MR 1 4 LR NO

3 3 5 HR 1 5 MR YES

4 4 4 HR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6 3 5 HR 1 5 MR YES

7 3 5 HR 1 5 MR YES

8 3 4 MR 1 4 LR NO

9 3 4 MR 3 4 MR YES


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4

Name of Vessel : REEFERS

All sensors to be calibrated / ice tested every quarter and renewed if error +/- 0.2 degrees C

DO JOB

DECK


Pulp temperatures checked AM and PM to determine /

ascertain same within permissible limits


Maintenance of hatch covers to ensure weather tight hatches. Hose test of hatch covers and checking of Non return valves.


20‐Dec‐13


20‐Dec‐13

Chilling / Damage to Cargo

Damage to Cargo Compartment temperature to be monitored AM and PM

Notice to be hung on the wooden door of the entry to reefer compartment that personnel are inside.

Contamination with hydraulic oil and grease Maintenance of hydraulic system as per SMMS. Cleaning up grease

CARRIAGE OF REEFER CARGO

Injury to Personnel

Danger of being locked in when entering the compartment to

check pulp temperature

AM and PM sounding to be taken and bilges pumped out regularly.

Locked in alarm to be tested prior every loading and used when necessary

Risk rating



Incorrect maintenance of Delivery Air Temperature due

defective / malfunctioning sensors

Residual Risk

ControlsConsequenceHazardGrowth of microorganism due to high commodity

temperature

Damage to cargo from smell of FO through wasted air pipes

of bunker tanks

Damage to Cargo

Damage to Cargo Bunker tank air pipes to be checked in drydock and at suitable opportunities

Contamination with sea water Damage to Cargo

Bunker smell from leaky fuel pipes within insulation

Filling of water in lower hold due to excessive condensation

of Fruit cargo such as bananas and subsequent damage to

cargo.

Damage to Cargo

Good engine room procedures to ensure that pipes do not get pressurised.

Injury to Personnel

Danger of being locked in the reefer chamber

Damage to Cargo

Prepared by:



Acceptable



SMMS to be diligently followed to ensure air tightness

of hatches



No

Acceptable

Acceptable


Review dates


Use Walkie Talkie when entering the compartment and

be in contact with bridge.

Reefer engineer / Electrician must inform ECR & leave a

placard in the control room indicating his entry in the

reefer chambers.

Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 4 HR 3 4 MR YES

2 3 4 MR 3 3 MR YES

3 3 3 MR 2 3 LR NO

4 3 3 MR 1 3 LR NO

5 3 4 MR 3 4 MR YES

6 4 4 HR 3 4 MR YES

7 3 4 MR 3 3 MR YES

8 3 3 MR 3 3 MR YES

9


No.

1

Yes No

2Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4

DECK

DO JOB

20:00

Bilge water overflowing into compartment


For Office use : For standard risk assessments in SBM II

Bilges to be sounded AM and PM and pumped out as

required

Current : Last :

Name of Vessel :

Dizziness, nausea, decrease in muscular power, and collapse due to inability to support body weight leading to death

Fresh air supply and exhaust trunking for each compartment to be blanked/sealed.

Brine expansion valves to be checked / overhauled during ballast passage

Bilge air pipe sealed.

REEFERS

Hatch covers to be pressure tested prior loading

Notices regarding Oxygen depletion and restricted entry posted

Risk rating



CONTROLLED ATMOSPHERE TRANSPORTATION


Blanks to be removed from flow gas re-circulation lines during ballast passage

Relief valves to be checked / overhauled during ballast passage and left opened

20‐Dec‐13

Brine expansion valves for control of delivery air temperature

inoperable


20‐Dec‐13

Leakage of Nitrogen gas from bilge air pipes.

Flow gas will not return to CA container

For unusual jobs and work on critical equipment, copy of risk assessment to be sent to office

Excess gas pressure in compartment

Flow gas re‐circulation lines blanked

Leakage of Nitrogen Gas from Hatch Covers Inability to maintain CA condition of compartment + ashyxiation due Nitrogen inhalation

Residual Risk

ControlsConsequenceHazardLeakage of Nitrogen gas from fresh air supply and exhaust

trunking.

Bilge level alarms inoperable


Bilge alarms / floats to be tested / overhauled during ballast passage

Relief valves for compartment under CA inoperable

Inability to maintain required delivery air temperature.

Complement entering adjoining spaces / deck houses


Prepared by:

Portable O2 analyser to be used prior entry into Deck

houses for confirming atmosphere safe for entry. Run

fresh air exhaust fan for deck house.

Portable O2 analyser to be used in vicinity of bilge air

pipes to confirm no leakage

Switch to manual control of opening / closing expansion

valve to maintain required delivery air temperature

Crew training and discussions during safety meetings

and complement advised / reminded of hazards



Acceptable



Acceptable

Acceptable

12/22/2013 13:00

Acceptable

23:00

Leaks if any observed during loaded passage to be

stopped / sealed with High Expansion foam.

Acceptable

No



Yes

Acceptable






Review dates

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 2 4 MR 1 4 LR NO

3 2 4 MR 1 4 LR NO

4 2 5 MR 1 5 MR YES

5 2 5 MR 1 5 MR YES

6 2 5 MR 1 5 MR YES

7 3 5 HR 1 5 MR YES

8 3 5 HR 1 5 MR YES

9 3 5 HR 1 5 MR YES


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4




Yes

Review dates


Checked during routine rounds by duty officer and

report to chief officer



Acceptable

Acceptable



NoAcceptable

Acceptable

Acceptable




Acceptable



SMMS to be diligently followed to ensure air tightness

of hatches




Prepared by:

Maintenance of gratings prior loading operation as per SMMS. Protective railings fitted. Collapsible ladders securely fitted.

Contamination of cargo when opening tween decks, grease

and hydraulic oil dropping on the cargo.

Damage to Cargo

Damage to cargo due to rain or excessive heat in tropics.

Danger of stevedore or crew falling inside the hold from

tween deck. Also possibility of falling through booby hatch

opening in tween deck and from weather hatch covers

trackways.

Injury to Personnel

Close hatches

Injury to Personnel

Damage to opened hatch covers and tween decks and

possibly personnel in the vicinity due to violent swinging of

cargo onto the pontoons.

Damage to Cargo

Tripping or falling of stevedores and crew due to slings and

other packing material lying around on passage to lower

hatch openings.

Residual Risk

ControlsConsequenceHazardPhysical contamination by stevedores / crew

Tripping or falling of stevedores and crew due to loose or

improperly fitted gratings inside cargo holds; Falling into

unprotected booby hatch in tween decks or due to

improperly fitted ladders in booby hatch

Damage to Cargo

Injury to Personnel

DISCHARGING OF REEFER CARGO



tween deck.

Rig stanchions and tiger popes in tween deck, when opened. Stanchion and guard railing rigged over booby hatch opening and main hatch covers trackways. All opened hatch ways are properly gaurded and no standing on trackway allowed

Opened hatch covers and tween deck covers secured on port and starboard sides by locking levers.

Risk rating




20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Damage to Cargo Personal hygiene. Cargo handling material ( walking boards)

Rig stanchions and tiger ropes in tween deck, when opened. Stanchion and guard railing rigged over booby hatch opening.

Microbiological contamination by stevedores / crew Personal hygiene of stevedores crew.

DECK







Cleaning of excess grease. Maintenance of hatch cover hydraulic cylinders to stop leaks. Tween deck covers to be swept.


Slings and other packing material to collected and stowed clear of walkway and passages.

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 2 5 MR 1 5 MR YES

3 4 5 HR 2 5 MR YES

4 2 5 MR 1 5 MR YES

5 3 5 HR 1 5 MR YES

6 4 5 HR 2 5 MR YES

7 3 5 HR 1 5 MR YES

8 3 5 HR 1 5 MR YES

9 4 4 HR 1 4 LR NO


No.

1 Yes No

2Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4




Yes

Review dates


Stanchions and ropes kept in readiness before tween

decks opened. C/Off to verify rigging of stanchions and

ropes.

Safety meeting called and crew advised. Notice placed

at each hold entrance.

Acceptable



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable




Acceptable



Checked during Inspection rounds by chief officer

Checked during Inspection rounds by chief officer and

reported to chief engineer for stopping the leaks. Cargo

holds to be inspected by chief officer prior loading

Weather directives to be discussed in toolbox meeting

If possible check pulp temperatures ashore.


Prepared by:

Opened hatch covers and tween deck covers secured on port and starboard sides by locking levers.

Stevedore or Crew tripping/falling down from slippery crane

ladder, due to loose or improperly fitted gratings inside cargo

holds.

Injury to Personnel

Damage to cargo due to rain or excessive heat in tropics.

Frozen cargo found whitish in appearance Damage to Cargo

Close hatches

Injury to Personnel

Toxicity due to ozonisation of holds

Damage to Cargo

Risk of drugs and stowaways hidden inside the holds.

Residual Risk

ControlsConsequenceHazardPhysical contamination by stevedores / crew

Damage to opened hatch covers and tween decks and

possibly personnel in the vicinity due to violent swinging of

cargo onto the pontoons.

Damage to Cargo

Damage to Equipment

LOADING REEFER CARGO

Injury to Personnel


tween deck. Also possibility of falling through booby hatch

opening in tween deck and from weather hatch covers

trackways.

Check pulp temperature of frozen cargo. Reject cargo if pulp temperature is found higher. Owners Charterers and P & I club informed.

Crew advised not to enter holds, until sufficiently ventilated.

Risk rating




20‐Dec‐13


20‐Dec‐13

Stowaway Claims, Vessel/Crew gets arrested

Damage to Cargo Personal hygiene. Cargo handling material ( walking boards)

Rig stanchions and tiger popes in tween deck, when opened. Stanchion and guard railing rigged over booby hatch opening and main hatch covers trackways. All opened hatch ways are properly gaurded and no standing on trackway allowed

Contamination of cargo when opening tween decks, grease

and hydraulic oil dropping on the cargo.

Cleaning of excess grease. Maintenance of hatch cover hydraulic cylinders to stop leaks. Tween deck covers to be swept.

DECK


Duty Officer to verify that pontoons are locked and

secured.


Crane ladder steps cleaned of oil. Oil on decks of crane housing thoroughly cleaned. Maintenance of gratings prior loading operation as per SMMS


ISPS checks to be strictly enforced. Verification of photo ID at the gangway, strictly enforced.

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 3 5 HR 1 5 MR YES

2 3 5 HR 1 5 MR YES

3 3 4 MR 1 4 LR NO

4 3 5 HR 1 5 MR YES

5 2 4 MR 1 4 LR NO

6 3 5 HR 1 5 MR YES

7 3 5 HR 1 5 MR YES

8

9


No.

1

Yes No

2Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


During tool box meeting crew instructed to be alert and

stay clear off the hook.

During tool box meeting crew instructed to hold that

part of the link or hook which will not result in crushing

injury.



No

Acceptable

Acceptable

Acceptable

Acceptable




Acceptable



If unable to stow in sight of crane operator. Ensure

proper signaling. Do not allow personnel in vicinity

when lifting.

Use steadying line to hold spreader instead of pushing

the spreader by hand.

Bosun to carry out signaling, monitored by chief officer


Prepared by:

Inability to release spreader from housing due to frozen lock Damage to Cargo, Equipment

Uncontrolled swinging of spreader due to Crane jib head not

being plummed vertically above the spreader

Swinging of the spreader causing damage to containers or

injury to personnel due to inexperienced crew members

operating/signaling crane.

Damage to Cargo, Equipment

Signal man to ensure that the crane jib head is plummed directly above the spreader when lifting the spreader.

Injury to Personnel

Crushing injury to fingers of crew members when connecting

crane hook to the link of the spreader.


Residual Risk

ControlsConsequenceHazardUncontrolled swinging of spreader due to being out of sight

of crane operator

Injury to Personnel

MOVEMENT OF SPREADER FROM STOWAGE POSITION

Injury to Personnel

Injury to head due to hit by crane hook. Injury to toe due to

accidental dropping of crane hook on the Toe

Experienced seaman to operate crane. Bosun to signal the crane operator.

Connecting of the hook to be done when the hook is steady and not swinging. Do not use cotton gloves. Be alert.

Risk rating




20‐Dec‐13


20‐Dec‐13

Damage to Cargo, Equipment Ensure spreader is stowed in location visible to crane operator.

Wear helmet with mfg date within last five years. Stay clear of swinging hook. Wear Safety Shoes. Be Alert.

Crushing injury to crew member Crew member must not stand between the spreader and container or bulkhead opposite so as to avoid getting crushed.

DECK



Spreader locking lever to be maintained operational and greased.


DO JOB

Ver 2.0 / Nov 13

RISK ASSESSMENT

Deck & Cargo (For Container)






SECTION 1


1 4 5 HR 1 5 MR YES

2 3 4 MR 1 4 LR NO

3 4 5 HR 2 5 MR YES

4 3 5 HR 2 5 MR YES

5 2 4 MR 1 4 LR NO

6 3 5 HR 1 5 MR YES

7 3 5 HR 1 5 MR YES

8 4 5 HR 2 5 MR YES

9 3 5 HR 1 5 MR YES


No.

1 Yes No

2 Yes No

3

4

From To

5

6

7

8Comments :

Rank

9 1

2

3

4

Name of Vessel : CONTAINER

All cross decks / walkways must be clear of any obstruction e.g. loose lashing material, broken steel gratings etc.

DO JOB

DECK


If possible open top containers to be checked from top.

Check that cross decks are cleared during routine

rounds.


No person must work in adjacent bays to bays with container movement. Crew working on top of containers must be supervised use secured ladders. Working aloft permit to be issued.


20‐Dec‐13


20‐Dec‐13

Injury to Personnel

Injury to Personnel Proper PPE to be worn by crew as well as shore workers involved in cargo operations.( Hard Hat ,Safety Shoes)

Keep Hold Bilges clean and ready to use all the times prior arrival to port. Test pumping arrangement as per schedule in SMMS

Stability problem due wrong stowage plan Stowage plan available prior arrival. Stowage plan checked ( correct current port, Loading, Discharging & Re-Handling details marked).

CARGO OPERATION ‐ PAGE 1/2

Damage to Equipment

Hold filling with water due to continued operation in rain

Separate Plans are issued to crew for Special Cargo which includes IMDG ,Reefer and Over dimension cargoUse Auto heeling Tank. Use other ballast tks to adjust heel and trim if auto heeling tank not sufficient to control list

Risk rating



Tripping hazards in cross decks and walkways

Residual Risk

ControlsConsequenceHazardPersonal injury to crew or shore workers

Risk of stowaways and pilferage of cargo due broken seal

Damage to Equipment

Damage to Equipment, Cargo Claim, Stowaway Claim

Security Seals of all stuffed containers should be checked if intact. Any broken seal must be reported immediately to C/Off or master.

Possibility of falling from top of containers when fitting or

checking container lashings / fittings

Injury to Personnel

Improper segregation and stowage of dangerous cargo

Improper stowage of over height or over wide containers Damage to Equipment

Separate Plans are issued to crew for IMDG cargo

Damage to Equipment

Abnormal Heel of v/l due to loading/discharging of containers

Damage to Equipment

Prepared by:



Acceptable



Tool Box Meeting prior cargo operation

Working in adjacent bays should not be allowed unless

absolutely necessary. Supervision by officer essential.

Chief Officer to check & report to Master that IMDG

containers are segregated & Stowed as per stowage

plan.



No

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


Hold Bilges should be kept clean and dry prior arrival

port. Regularly check the high level alarm floats for early

warning.

Check cargo working plans and confirm with the

terminal the likelihood of list developing.

Acceptable

Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 2 5 MR YES

2 4 5 HR 2 5 MR YES

3 4 5 HR 2 5 MR YES

4 2 4 MR 1 4 LR NO

5 2 4 MR 1 4 LR NO

6

7

8

9


No.

1

Yes No

2

Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

DECK



Crew NOT to be between spreader and container when lifting spreader & crane to be plummed directly above the spreader


20‐Dec‐13


20‐Dec‐13

Damage to Cargo and Equipment

Check the securing of all base/auto twist locks. All lashing rods/turn buckles should be well secured and as per ship's lashing plan

Fall hazard into hold while crossing along the cross deck

walkway

Stanchion with safety rope to be rigged on the open side of holds. If both sides are open, the safety rope to be rigged both sides

CARGO OPERATION ‐ PAGE 2/2

Vessel should have the same type of twist locks to the extent possible. Twist locks operating in opposite direction to be marked

Risk rating



Residual Risk

ControlsConsequenceHazardDangers due to poor condition of Container securing fittings.

Bad Lashing Arrangement

Injury to Personnel

Crushing injury to personnel when shifting spreader Injury to Personnel

Damage due to Spreader Malfunction in case ship's spreader

being used

Container damage due to Left/Right locking twist locks Damage to Cargo and Equipment

Maintenance as per SMMSDamage to Cargo and Equipment

Prepared by:





Check container lashings prior use. Discard corroded

and defective lashing. Check the securing of container

lashings

If any stevedore is crossing, a written notice should be

given to the stevedore supervisor/ terminal.

Risk assessment to be carried out separately



No

Acceptable

Acceptable

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 2 5 MR YES

2 4 5 HR 2 5 MR YES

3 3 4 MR 1 4 LR NO

4 3 4 MR 1 4 LR NO

5 3 4 MR 1 4 LR NO

6 2 5 MR 1 5 MR YES

7 4 5 HR 2 5 MR YES

8 4 5 HR 2 5 MR YES

9 3 4 MR 1 4 LR NO


No.

1Yes No

2

Yes No

3

4 From To

5

6

7

8

Comments :

Rank

9 1

2

3

4


Reefer engineer/Electiricain or senior officer to check that the reefer continer cable is plugged to power source

DO JOB

DECK


Charterer to be informed, protest lodged, Signature of

stevedores obtained. If IQF or VQF container P & I to be

informed.


Reefer Containers machinery must face socket as per reefer loading plan. Machinery should be in well ventilated area free of sea sprays.


20‐Dec‐13


20‐Dec‐13


Injury to Personnel, Damage to Cargo, Equipment

Risk assessment for cargo operation to be followed

If cargo is IQF or VQF it is very sensitive and must not be taken on board.

Risk of eclectic shock when cargo operation is in progress

during rain ‐ connecting power supply

Reefer Power not to be connected if socket/plug is wet.

HANDLING OF REEFER CONTAINERS


Container received on board with higher temperature than

on the cargo manifest.( IQF or VQF cargo)

The cable should be disconnected prior to unloading of the reefer containers coiled and stowed in the machinery recess.

Check Temperature chart (Partlow chart) on the container. If Temperature records show higher temperature than manifest reject container.

Risk rating



Damage due to forgetting to plug reefer continer to power

source

Residual Risk

ControlsConsequenceHazardHazards as for normal container cargo operations

Damage/puncture to reefer container due to impact with

corner of adjacent container during loading.

Injury to Personnel

Damage to Cargo, Equipment Punctured containers to be rejected. Stevedore damage report to be made. Small damages may be repaired on board provided there is sufficient time and average container temperature does not drop over 24 hour period.

Damage to cargo in reefer container due reefer machinery

problems. Possibility that reefer containers are loaded with

machinery facing forward and exposed to sea sprays.


Damage to reefer cargo due lack of ventilation.

Damage to reefer container electric cable when unloading

due connected cable


Cargo hold ventilation must be started if reefer container is being loaded under deck. Check cargo Manifest for information of ventilation requirement. Flaps on container to be opened accordingly.


Container received on board with higher temperature than

on the cargo manifest.


Prepared by:



Acceptable



Risk assessment as for normal container operations

First isolate the circuit of that particular bay from E/R

,connect the power and then switch on the circuit

breaker



No

Acceptable

Acceptable

Acceptable


Review dates


For IQF or VQF cargo, advance notice to be given to

vessel & container temperature to be checked on jetty.

Check temperature of cargo on manifest.

Acceptable





Yes

Ver 2.0 / Nov 13



MANUAL – PART II

RISK ASSESSMENT


Prepared by Issue Date Revised by 3rd Edition Rev.No. / Date Approved by APPENDIX 1 Index

: MSQR : 31.3.98 : Director (Marine) : 31.1.06 : Jun 2016 : Directors : RA-Engine Forms : Page1

DETAILED RISK ASSESSMENT (ENGINE)

Engine for all ships: E01 - Changeover From HSFO to LSFO and Vice Versa

E02 - Emergency Procedure In Case of Engine Room Fire

E03 - Emergency Procedure In Case of Grounding

E04 - Fuel Lubricating Oil Transfer E05 - Handling of Waste Oil & Bilge Water

E06 - Procedures In Heavy Weather E07 - Procedures In Extreme Cold and Icy Waters

E08 - Operation of Main and Auxiliary Engine

E09 - Oily Water Separator Operation E10 - Operation of Purifier Plant E11 - Operation of Steam Plant E12 - Manoeuvring in Narrow or Congested Water E13 - Heavy Large Machinery Overhaul E14 – Main and A/E Fuel valve Testing

Engine for Tankers:

ET01 - Operation Of Cargo Oil Pump Turbines

(!)

(!)

(!)

(!)

(!)

RISK ASSESSMENT

ENGINE (For all ships)






SECTION 1


1 4 5 HR 1 5 MR YES

2 4 5 HR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4 4 3 MR 1 3 LR NO

5 4 5 HR 1 5 MR YES

6 4 5 HR 1 5 MR YES

7 2 4 MR 1 4 LR NO

8 4 5 HR 1 5 MR YES

9 2 3 LR 1 3 LR NO


No.

1

Yes No

2Yes No

3

4 From To

5

6

7

8Comments :

Rank

9 1

2

3

4


FOLLOW THE PROCEDURE MANUAL. MONITOR CLOSELY.

DO JOB

ENGINE


CHIEF ENGINER TO BE PRESENT DURING CHANGE OVER

TO MONITOR


MAINTAIN A VERY CLOSE & CONSTANT WATCH.


18‐Dec‐13


18‐Dec‐13

Damage to Equipment

Damage to Equipment USE LUBRICITY IMPROVERS. ORDER CORRECT BUNKER. MAINTAIN CORRECT TEMPERATURE DURING CHANGEOVER AND USE

CONSTANT MONITORING. KEEP SPARE FILTER ELEMENTS READY FOR USE

OIL LEAK FROM PUMP GLANDS, FUEL INJECTION PUMPS ‐ FIRE

HAZARD

MAINTAIN A VERY CLOSE & CONSTANT WATCH. WIPE OFF LEAKS. PROVIDE EXTRA MAN POWER IN WATCH

CHANGEOVER FROM HSFO TO LSFO AND VICE VERSA

Damage to Equipment

CLOGGING OF FUEL FILTERS

USE CORRECT TBN CYLINDER OIL. ADJUST FEED RATECONSTANT MONITORING AND INSPECTION

Risk rating



MIXING OF LS AND HS FUEL OR INCOMPLETE FLUSHING OUT

OF FUEL

Residual Risk

ControlsConsequenceHazardDAMAGE TO MACHINERY DUE TO LOW LUBRICITY & LOW

VISCOCITY

THERMAL SHOCK TO ENGINES

Damage to Equipment

Damage to Equipment GRADUAL CHANGEOVER. MAINTAIN LOW TEMPERATURE GRADIENT. MONITOR VISCOSITY OF FUEL AT INLET TO ENGINE

LO CONTAMINATION BY FUEL OIL Damage to Equipment

IMPROPER COMBUSTION IN BOILER

ABNORMAL DEPOSITS ON THE MAIN ENGINE PISTON RINGS

AND LINERS

Damage to Equipment

CLOSELY WATCH FUEL PRESSURE AND REGULATE. ADJUST AIR DAMPER FOR CORRECT FUEL/AIR RATIO

Damage to Equipment

DAMAGE TO MACHINERY DUE TO POOR COMBUSTION

Damage to Equipment

Prepared by:





CHIEF ENGINEER TO CHECK REPORT AND DECIDE

ADDITION OF IMPROVER. CHIEF ENGINEER TO ENSURE

CORRECT ORDER OF BUNKER. MONITOR TEMPERATURE

DURING CHANGEOVER PROCEDURE

ALL WATCH KEEPERS TO BE EXTRA VIGILANT. CHIEF

ENGINEER TO MONITOR

CHECK CONDITION OF SUMP OIL VISUALLY. DO SPOT

TEST

CHIEF ENGINEER TO CONSULT MAKER'S INSTRUCTION

AND TAKE CORRECT MEASURE



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


ALL WATCH KEEPERS TO BE EXTRA VIGILANT. CHIEF

ENGINEER TO MONITOR

Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 1 5 MR YES

2 2 5 MR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4 4 5 HR 1 5 MR YES

5 4 5 HR 1 5 MR YES

6 3 5 HR 1 5 MR YES

7 2 5 MR 1 5 MR YES

8 2 5 MR 1 5 MR YES

9 2 5 MR 1 5 MR YES


No.

1Yes No

2Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4


Monitor functioning of the Priming P/P while trying out the Fire P/P

DO JOB

ENGINE


DISCUSSION AND BRIEFING DURING SAFETY MEETING.

ALL MAINTENANCE TO BE CARRIED OUT AS PER SMMS,

VESSEL TO MAINTAIN ON BOARD MIN. CRITICAL SPARES

AT ALL TIMES


HOSES, NOZZLES AND EXTINGUISHER TO BE KEPT IN THERE ASSIGNED PLACES.


18‐Dec‐13


07‐Jun‐16

Injury to Personnel, Damage to Property/Cargo


ACTIVATE ALARM. INFORM BRIDGE. MAKE ANNOUNCEMENT BY THE PUBLIC ADDRESS SYSTEM

REGULARLY TRY OUT EMERGENCY GENERATOR IF PROVIDED AND EMERGENCY FIRE PUMP.

UNAVAILIBILITY OF FIRE FIGHTING WATER OR SUFFICIENT

WATER DUE TO FAILURE OF FIRE LINE INTEGRITY ON DECK

KEEP VALVES FOR FIRE PUMP ALWAYS OPEN. START FIRE PUMP IMMEDIATELY AND LAY UP HOSES WITH NOZZLES ATTACHED. ALL STAFF TO BE AWARE OF ISOLATION VALVES AND SAME TO BE TESTED REGULARLYFOR PROPER FUNCTIONING

EMERGENCY PROCEUDRE IN CASE OF ER FIRE


EMERGENCY SOURCES OF POWER AND FIRE FIGHTING WATER

INOPERABLE

STOP ALL FANS. CLOSE ALL DOORS AND SKYLIGHTS. OPERATE QUICK CLOSING VALVES.DO NOT FIGHT THE FIRE ALONE WAIT FOR ASSISTANCE. TAKE HEAD COUNT BEFORE DISCHARGING CO2. KEEP ESCAPE ROUTES MARKED, LIT AND CLEAR.

Risk rating



Fire P/P not taking suction ( priming p/p not working )

Residual Risk

ControlsConsequenceHazardSOME STAFF UNAWARE OF THE FIRE

MISTAKES DUE TO PANIC



DRILL AND TRAINING

UNAVAILIBILITY OF FIRE FIGHTING EQUIPMENT Injury to Personnel, Damage to Property/Cargo

SPREADING OF FIRE BEYOND CONTROL

SPREADING OF FIRE BEYOND CONTROL DUE TO INGRESS OF

AIR/FUEL OR RE‐IGNITION


USE PORTABLE FIRE EXTINGUISHER IMMEDIATELY. QUICKLY JUDGE CONDITION. USE FIXED FIRE EXTINGUISHING MEDIUM.


INJURY TO PERSONNEL


Prepared by:



Acceptable



PERIODIC TRAINING, POSTERS IN CONTROL ROOM

REGARDING FIRE FIGHTING

CHIEF ENGINEER TO REGULARLY CHECK AND CONFIRM

FIRE PUMP IN READINESS ALWAYS

REGULAR CHECK OF FIRE FIGHTING EQUIPMENT

REGULAR TRAINING AND DRILL

REGULAR TRAINING AND DRILL. REGULAR TEST OF

EMERGENCY STOPS AND QUICK CLOSING VALVES



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


MASTER TO CONFIRM FROM CHIEF ENGR. THAT

EMERGENCY EQUIPMENT IN GOOD RUNNING ORDER.

REGULAR TRAINING AND DRILL. SENIOR OFFICERS TO

CHECK THE EMERGENCY ESCAPE ROUTE REGULARLY

Acceptable

Acceptable





Yes

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 2 5 MR YES

2 4 4 HR 1 4 LR NO

3 4 5 HR 2 5 MR YES

4 4 5 HR 2 5 MR YES

5 2 4 MR 1 4 LR NO

6 4 5 HR 2 5 MR YES

7 3 4 MR 1 4 LR NO

8

9


No.

1Yes No

2 Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


CHIEF ENGR. TO BE PRESENT DURING MEASUREMENT

AND COMPARE WITH PREVIOUS READING.



No

Acceptable

Acceptable

Acceptable

Acceptable






CHIEF ENGR. TO CONFIRM ENGINE IS STOPPED

CHIEF ENGR. TO MAINTAIN RECORD AND NOTE IF THERE

IS ANY INCREASE OR DECREASE OF SOUNDING

ENGINE ROOM TO BE MANNED WITH EXTRA

MANPOWER. REPORTING TO C/E EVERY HOUR


Prepared by:

DAMAGE TO DB TANKS AND INGRESS OF WATER OR

DISCHARGE OF OIL INTO SEA

Damage to Enviornment, Vessel and Safety of Personnel

FLOODING OF ENGINE ROOM

DAMAGE TO MACHINERY Damage to Machinery/Euipments

CONSTANTLY MONITOR BILGE LEVEL. TAKE ROUNDS FOR ANY OTHER VISIBLE DAMAGE TO STRUCTURE OR SEA WATER LEAKS. IN CONSULTATION WITH MASTER AND DPA USE THE MAIN EMERGENCY BILGE SUCTION / EMERGENCY BILGE SUCTION FOR FIRE AND G/S P/P .

PROBLEM IN REMOVING WATER CONTENT FROM THE FUEL

DAMAGE TO MAIN ENGINE CRANKSHAFT

Damage to Enviornment, Vessel and Safety of Personnel

Residual Risk

ControlsConsequenceHazardDAMAGE TO MAIN ENGINE AND PROPELLER

Damage to Machinery/Euipments

EMERGENCY PROCEUDRE IN CASE OF GROUNDING


DAMAGED RUPTURED BOTTOM OF DB FUEL TANK CAUSING

CONTAMINATION OF FUEL BY WATER

CHECK ALL MACHINERY FOR ABNORMAL VIBRATION NOISEAFTER REFLOAT CHECK CRANKSHAFT DEFLECTION

Risk rating




18‐Dec‐13


07‐Jun‐16


STOP ENGINE IMMEDIATELY

TRANSFER FUELS OF AFFECTED DB TANKS TO OTHER AVAILABLE TANKS.

CLOGGING OF COOLERS AND CONDENSER CHANGE OVER TO SUCTION TO HIGH SEA. CLOSE LOW SEA SUCTION

ENGINE



TAKE SOUNDING OF ALL DB AND VOID TANK, COFFERDAM AND VOID SPACES IMMEDIATELY AFTER GROUNDING AND HOURLY THEREAFTER


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 1 5 MR YES

2 4 5 HR 1 5 MR YES

3 2 4 MR 1 4 LR NO

4 2 4 MR 1 4 LR NO

5

6

7

8

9


No.

1 Yes No

2

Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

ENGINE



CHECK PUMP AND MOTOR PERIODICALLY FOR ABNORMAL NOISE, VIBRATION OR HEAT. CHECK PUMP SUCTION AND DISCHARGE PRESSURE. CHECK MOTOR AMPERE.


18‐Dec‐13


07‐Jun‐16

Damage to Enviornment TAKE SOUNDING OF TANK RECEIVING OIL BEFORE START OF TRANSFER AND THEN EVERY 30 MINUTES THEREAFTER

SUCTION FROM OR DISCHARGE TO TANK OTHER THAN THE

ONE INTENDED

CHECK ALL VALVES AND SHUT AND SECURE ALL VALVES NOT REQUIRED

FUEL/ LUBRICATING OIL TRANSFER

Risk rating



Residual Risk

ControlsConsequenceHazardOVERFLOW OF OIL

Damage to Enviornment, Cargo

OVERHEATING OF PUMP OR MOTOR Damage to Equipment

MIXING OF FUEL OILS WHICH ARE NON COMPATABLE VALVE LINE UP TO BE RE-CHECKED BY A SENIOR ENGINEER. PLAN FUEL TRANSFER IN ORDER TO AVOID MIXING OF NON COMPATABLE FUEL

additional sludge formation

Prepared by:





CHIEF ENGINEER TO SIGHT SOUNDING

CHIEF ENGINEER TO CONFIRM CORRECT VALVES ARE

OPEN AND OTHER VALVES SHUT AND SECURED



No

Acceptable

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 2 5 MR 1 5 MR YES

2 4 5 HR 1 5 MR YES

3 4 5 HR 1 5 MR YES

4 2 4 MR 1 4 LR NO

5 2 5 MR 1 5 MR YES

6 2 5 MR 1 5 MR YES

7 4 5 HR 1 5 MR YES

8

9


No.

1

Yes No

2Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

ENGINE



DRAINS AND CHANNELS ALONG M/E C/CASE DOORS TO KEEP CLEAR. OIL LEAKS TO BE IMMEDIATELY RECTIFIED.


18‐Dec‐13


18‐Dec‐13

Damage to Enviornment OVERBOARD VALVES TO BE SECURED AND LOCKED

DRAINING OF WASTE OIL TK. WATER TO BE DONE UNDER SUPERVISION OF OOW.

INGRESS OF OIL/CHEMICALS/DETERGENTS INTO BILGES NOTICES PUT UP PROHIBITING POURING OF OIL,CHEMICAL OR DETERGENT WATER IN BILGES OR WASHBASINS IN ENGINE ROOM

HANDLING OF WASTE OIL & BILGE WATER


CONTAMINATION OF BILGE WATER IN HOLDING TANK WITH

FINE CARBON PARTICLES OR OIL

EMERGENCY BILGE SUCTION VALVES TO TIGHTLY SHUT AND SEALS PUT

HANDLING PROCEDURE TO BE POSTED NEAR BILGE AND SLUDGE PUMPS AND IN ENGINE CONTROL ROOM

Risk rating



Residual Risk

ControlsConsequenceHazardDISCHARGE OVERBOARD OF WASTE OIL OR BILGE WATER

ABOVE 15 PPM


INGRESS OF OIL INTO BILGES Damage to Enviornment / Property

COOLING OR OVERHEATING OF WASTE OIL TANK

BILGE WATER IN BALLAST LINE Damage to Enviornment / Property

WASTE OIL TANK TEMPERATURE TO BE MONITORED


INCINERATOR OR OILY WATER SEPR. INOPERABLE DUE TO

FOLLOWING OF INCORRECT PROCEDURES


Prepared by:



Acceptable



CHIEF ENGR. TO KEEP THE KEY AND OPEN ONLY WHEN

DISCHARGING TO SHORE RECEPTION OR USING OWS

CHIEF ENGINEER TO ENSURE SUCH NOTICES ARE IN

PLACE

2ND ENGR. TO REGULARLY CHECK FOR OIL LEAKS AND

CLEANLINESS

CHIEF ENGR. TO REGULARLY CHECK THAT SEALS ARE

INTACT



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


FREQUENTLY CHECK SAMPLE OF WATER BEING

DRAINED.

CE & 2E TO CONDUCT TRAINING ON HOW TO OPERATE

THE EQUIPMENT TO ALL ENGINE CREW





Yes

Ver 2.0 / Nov 13






SECTION 1


1 2 5 MR 1 5 MR YES

2 2 5 MR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4 2 5 MR 1 5 MR YES

5 3 4 MR 1 4 LR NO

6 2 4 MR 1 4 LR NO

7 2 5 MR 1 5 MR YES

8

9


No.

1Yes No

2

Yes No

3

4

From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


CHIEF ENGR. TO ENSURE THAT SWITCH IS IN MANUAL

POSITION



No

Acceptable

Acceptable

Acceptable

Acceptable



considered when doing next risk assessment for the same job ) Acceptable



CHIEF ENGR. TO CHECK ALL ITEMS FIRMLY SECURED

MASTER TO INFORM CHIEF ENGR. OF IMPENDING BAD

WEATHER AND ENSURE ALL STAFF INFORMED ABOUT IT.

CLOSE WATCH OF MAIN ENGINE BY WATCH KEEPERS.

MONITORING OF ME BY CHIEF ENGR. ENGINE ROOM TO

BE MANNED.

ENGINE ROOM TO BE MANNED. TOOLS AND FILTER

ELEMENTS KEPT READY FOR FILTER CLEANING.


Prepared by:

DAMAGE TO MAIN ENGINE DUE TO OVERLOAD OR

FLUCTUATION OF RPM

Damage to Equipment

CHOKING OF FUEL FILTERS

MAIN AND AUX. ENGINE LO PUMP INTERMITTENT SUCTION

LOSS

Damage to Equipment

KEEP CLOSE WATCH ON FUEL PRESSURE. DRAIN SERVICE TANK FREQUENTLY. USE HIGHER LEVEL SUCTION VALVE WHERE PROVIDED.

Damage to Equipment

LOSS OF FO TRANSFER PUMP SUCTION RESULTING IN LOW

SERVICE TANK LEVEL

Damage to Equipment

Residual Risk

ControlsConsequenceHazardSHIFTING OF HEAVY PARTS OR OTHER ITEMS

Injury to Personnel

PROCEDURES IN HEAVY WEATHER

Damage to Equipment

DAMAGE TO MAIN ENGINE AUXILIARY BLOWER DUE TO

FREQUENT START/STOP

MAINTAIN HIGHER LO SUMP LEVEL

USE BUNKER TANK WHICH IS FULL, WHERE POSSIBLE. KEEP CONSTANT WATCH ON PUMP AND TANK LEVEL. OPERATE PUMP MANUALLY.

Risk rating




18‐Dec‐13


18‐Dec‐13

Damage to Equipment EXTRA LASHING TO BE TAKEN. FREQUENT CHECKS TO BE MADE

SET BLOWER SWITCH TO MANUAL

INJURY TO PERSONNEL ALL STAFF TO BE INFORMED OF IMPENDING OF BAD WEATHER AND INSTRUCTED TO HOLD ONTO RAILS WHEN MOVING AROUND

ENGINE



SET GOVERNOR TO ROUGH WEATHER MODE OR REDUCE RPM TO OPTIMUM LEVEL.


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 4 5 HR 1 5 MR YES

2 2 5 MR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4 4 4 HR 1 4 LR NO

5 4 5 HR 1 5 MR YES

6 2 5 MR 1 5 MR YES

7 4 4 HR 1 4 LR NO

8 4 5 HR 1 5 MR YES

9 4 4 HR 1 4 LR NO


No.

1Yes No

2Yes No

3

4 From To

5

6

7

8Comments :

Rank

9 1

2

3

4




Yes

Review dates


CONSTANT MONITORING OF CHARGE AIR

TEMPERATURE.

Acceptable



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable






CLOSE MONITORING BY WATCH KEEPERS. ADD ANTI

FREEZE IN OIL IF PERMITTED

CHIEF ENGINEER TO CONFIRM THAT PUMPS ARE

RUNNING AND HEATING IS ON

CHIEF ENGINEER TO CONFIRM HEATING OPEN AND

MONITOR CONSTANTLY.

CHIEF ENGR. TO CONFIRM STEAM OPEN OR INTERNAL

TANK USED. CLOSE MONITORING OF TEMPERATURES OF

ENGINES


Prepared by:

USE BUNKER TANK CLOSE TO PUMP. KEEP CIRCULATING FROM TANK TO TANK IF SHIFTER PUMP ARRANGEMENT NOT PROVIDE.

COOLING DOWN OF ENGINE Damage to Equipment / Property

LOWERING OF ELECTRICAL MOTORS MEGGER VALUE

LACK OR LOSS OF SEA WATER SUCTION Damage to Equipment / Property

PROVIDE HEATING LAMPS FOR MOTORS WHICH ARE NOT RUNNING

Damage to Equipment / Property

ACID CORROSION OF MAIN ENGINE LINERS


FREEZING OF SW AND FW PIPELINES

Residual Risk

ControlsConsequenceHazardFO/LO BECOMING VERY VISCOUS OR FREEZING

HO TRANSFER LOSS OF SUCTION



PROCEDURES IN EXTREME COLD AND ICY WATERS


INSUFFICIENT OR SUDDEN DROP OF STEAM PRESSURE

OPEN STEAM TO FILTERS AND SEA CHEST. CHANGE OVER SUCTION TO TANK PROVIDED AND COOLERS OUTLET TO THE SAME TANKMAINTAIN CHARGE AIR TEMP. ABOVE DEW POINT. THROTTLE AIR COOLER SW OUTLET VALVE.

Risk rating




18‐Dec‐13


18‐Dec‐13


Damage to Equipment / Property MAINTAIN TEMPERATURE. ENSURE TRACING STEAM FULLY OPEN. IN PORT KEEP CIRCULATING PUMPS RUNNING. RUN AE ON DO

KEEP OIL FIRING OF BOILER ON. PUT OFF ENGINE ROOM FANS NOT REQUIRED. SHUT STEAM TO UNNECESSARY PLACES LIKE DRYING ROOM.

CRANES AND WINCHES INOPERABLE DUE TO COLD OIL KEEP OIL PUMPS RUNNING. HEAT OIL IN TANK

ENGINE


CONSTANTLY MONITOR PUMP AND SERVICE TANK

LEVEL. OPERATE PUMP MANUALLY


OPEN STEAM TO EXPANSION TK. USE PREHEATER. USE SAME COOLER FOR ME AND AE. OPEN S.W RECIRCULATING VALVE


DRAIN ALL PIPES NOT IN USE OR CIRCULATION.

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 5 MR 1 5 MR YES

2 2 5 MR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4 2 5 MR 1 5 MR YES

5 2 5 MR 1 5 MR YES

6 2 5 MR 1 5 MR YES

7 2 5 MR 1 5 MR YES

8 2 5 MR 1 5 MR YES

9


No.

1 Yes No

2Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4




Yes

Review dates


CHIEF ENGR. TO MONITOR PURIFIER OPERATION AND

NO. OF BACKWASHES BY BACKWASH FILTER DAILY

CHIEF ENGR. TO ENSURE TEST/TRY OUT CARRIED OUT

AND RECORDED

Acceptable



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable




Acceptable



CHIEF ENGINEER TO MONITOR DAILY

CHIEF ENGINEER TO CHECK SUPPLIERS & LAB REPORT

FOR SULPHUR PERCENTAGE

CHIEF ENGINEER TO MONITOR DAILY

DAILY VISUAL INSPECTION OF HP PIPES BY CHIEF

ENGINEER

CHIEF ENGINEER TO ENSURE MAINTENANCE AND ALARM

TESTING IS CARRIED OUT AS PER SCHEDULE


Prepared by:

PERIODIC TESTING OF TRIPS AND CUT OUTS

THERMAL SHOCK, DAMAGE TO PARTS Damage to Machinery / Equipment

SPRAY OF HIGH TEMP. OIL CAUSING E.R. FIRE/HUMAN INJURY

DAMAGE OF MACHINERY PARTS Damage to Machinery / Equipment

PERIODIC MAINTENANCE OF HP PIPES, REGULAR PATROL

Damage to Machinery / Equipment

REMOTE CONTROL TROUBLE

Injury to Personnel , Damage to Machinery / Equipment

Residual Risk

ControlsConsequenceHazardOVERLOADING OF ENGINE, DAMAGE TO PARTS

MALFUNCTION OF SAFETY DEVICES



OPERATION OF MAIN AND AUXILIARY ENGINE


WEAR OUT OF PARTS DUE TO CATFINES IN FUEL OIL

ROUTINE INSPECTION AND OVERHAUL AS PER MAKER'S/COMPANY'S RECOMMENDATION.

PERIODIC TEST OF REMOTE STARTING FOR AUX. ENGINES. PERIODIC TEST OF EMERGENCY MANOEUVRING FOR MAIN ENGINE

Risk rating




18‐Dec‐13


18‐Dec‐13


CHECK RPM & FO CONSUMPTION AND COMPARE WITH MANUFACTURER'S DATA. BE IN THE PERMISSIBLE REGION

PURIFIER AND BACKWASH FILTER TO BE RUN CORRECTLY. SERVICE TANKS TO DRAINED EVERY 4 HOURS

AIR POLLUTION BUNKER USED TO BE AS PER REGULATION

ENGINE


CONFIRM TO CARRY OUT PMS TEST AND INSPECTION

REGULARLY


ALL PARAMETERS TO BE MAINTAINED AS PER MAKER'S RECOMMENDATION


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 5 MR 1 5 MR YES

2 2 5 MR 1 5 MR YES

3 2 4 MR 1 4 LR NO

4 2 4 MR 1 4 LR NO

5 2 5 MR 1 5 MR YES

6 2 5 MR 1 5 MR YES

7

8

9


No.

1Yes No

2Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

ENGINE



CHECK THAT OIL DISCHARGE VALVE IS NOT LEAKING.


18‐Dec‐13


18‐Dec‐13

Damage to Enviornment TEST 15 PPM MONITOR BEFORE OPERATION. CLEANING FRESH WATER VALVE TO BE KEPT OPENED DURING OPERATION

DISCHARGE OF OILY WATER OVERBOARD THROUGH SHORE

DISCHARGE

SHORE DISCHARGE VALVE TO BE KEPT SHUT AND FLANGE BLANKED.

OILY WATER SEPERATOR OPERATION


ENSURE THAT SEA WATER PRIMING VALVE AND OVERBOARD AND ALL OTHER VALVES ARE SHUT AFTER THE OPERATION IS COMPLETEDBEFORE OPERATION CHECK THAT DATE AND TIME IS CORRECT

Risk rating



Residual Risk

ControlsConsequenceHazardDISCHARGE OF OILY WATER ABOVE 15 PPM OVERBOARD


FILLING UP OF BILGE SEPERATED OIL TANK Damage to Enviornment / Property

DAMAGE TO OILY WATER SEPERATOR

FILLING UP BILGE HOLDING TANK BY SEA WATER Damage to Enviornment / Property

DO NOT OVER PRESSURISE THE SEPERATOR ADJUST PUMP DISCHARGE PRESSURE. ENSURE OVERBOARD VALVE OPEN BEFORE START.

OIL CONTENT METER, DATE & TIME NOT MATCHING WITH

LOCAL TIME OR GMT. (Risk applicable to those vessel which

have OCM of such type fitted.)


Prepared by:





CHIEF ENGR. TO TEST, SHUT AND LOCK FW VALVE AND

THEN ALLOW OPERATION.

CHIEF ENGR. TO ENSURE VALVE SHUT AND SECURED AND

FLANGE BLANKED.

CHIEF ENGR. TO ENSURE ALL VALVE SHUTS AND SECURED



No

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


CHIEF ENGR. TO ENSURE BEFORE ALLOWING OPERATION





Yes

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 2 5 MR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4

5

6

7

8

9


No.

1 Yes No

2Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

ENGINE



BEFORE STARTING TO CHECK TOP HOOD LOCKS SECURED, BRAKES RELEASED. DO NOT START WITH TOP HOOD OPEN


18‐Dec‐13


18‐Dec‐13

Damage to Property / Machinery PERIODIC OVERHAUL AS PER MAKER'S/COMPANY'S RECOMMENDATION. DAILY CHECK FOR ABNORMAL NOISE OR VIBRATION.

POOR PURIFICATION OF OIL RESULTING IN DAMAGE TO

EQUIPMENTS

DAILY ONCE MANUAL DISCHARGE. CHECK EVERY WATCH FOR MAINTENANCE OF CORRECT TEMPERATURE AND THROUGHPUT

OPERATION OF PURIFIER PLANT

Risk rating



Residual Risk

ControlsConsequenceHazardDAMAGE TO MACHINERY

Damage to Property / Machinery

PARTS THROWN OUT OF MACHINE WHNE STARTED Injury to Personnel/Damage to Property Or Machinery

Prepared by:





DUTY ENGINEER TO MONITOR THE PARAMETER

SAFETY PROCEDURES TO BE DISCUSSED IN TOOL BOX

MEETING. CHECK THOROUGHLY BEFORE STARTING



No

Acceptable

Acceptable


Review dates






Yes

Ver 2.0 / Nov 13






SECTION 1


1 2 4 MR 1 4 LR NO

2 2 5 MR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4

5

6

7

8

9


No.

1 Yes No

2Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates




No

Acceptable

Acceptable






DUTY ENGINEER TO MONITOR THE PARAMETER

SAFETY PROCEDURES TO BE DISCUSSED IN TOOL BOX

MEETING. CHECK THOROUGHLY BEFORE STARTING


Prepared by:

PARTS THROWN OUT OF MACHINE WHNE STARTED Injury to Personnel/Damage to Property Or Machinery

Residual Risk

ControlsConsequenceHazardDAMAGE TO MACHINERY

Damage to Property / Machinery

OPERATION OF PURIFIER PLANT

Risk rating




18‐Dec‐13


07‐Jun‐16

Damage to Property / Machinery PERIODIC OVERHAUL AS PER MAKER'S/COMPANY'S RECOMMENDATION. DAILY CHECK FOR ABNORMAL NOISE OR VIBRATION AND CURRENT DRAWN BY THE PURIFIER

POOR PURIFICATION OF OIL RESULTING IN DAMAGE TO

EQUIPMENTS

DAILY ONCE MANUAL DISCHARGE. CHECK EVERY WATCH FOR MAINTAININGOF CORRECT TEMPERATURE AND THROUGHPUT

ENGINE



BEFORE STARTING TO CHECK TOP HOOD LOCKS SECURED, BRAKES RELEASED. DO NOT START WITH TOP HOOD OPEN


DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 5 MR 1 5 MR YES

2 2 5 MR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4 2 4 MR 1 4 LR NO

5 2 5 MR 1 5 MR YES

6 3 5 HR 1 5 MR YES

7

8

9


No.

1

Yes No

2

Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4


DO JOB

ENGINE


Current : 18‐Dec‐13 Last :

BOTH STEERING TO BE IN OPERATION. FREQUENT CHECKS OF STEERING TO BE MADE. STEERING TRIED BEFORE ENTRY.


18‐Dec‐13


18‐Dec‐13

Damage to Vessel, Equipment, Machinery, Cargo and Safety of Personnel.

TWO GENERATORS SHOULD BE RUNNING. STAND BY GENERATOR KEPT READY FOR START

LOSS OF MAIN ENGINE REMOTE MANOEUVRING EMERGENCY MANOEUVRING SHOULD BE IN READINESS. CONFIRM THAT ANY TOOLS REQUIRED FOR CHANGE OVER IS KEPT AT EMER. STAND

MANOEUVRING IN NARROW OR CONGESTED WATER


MAIN OR AUX. ENGINE IF RUNNING ON HEAVY FUEL TO BE CHANGED OVER TO DIESEL OIL

TWO AIR COMPRESSORS TO BE KEPT RUNNING. IN CASE OF LOSS OF AIR MASTER TO BE INFORMED IMMEDIATELY.

Risk rating



Residual Risk

ControlsConsequenceHazardLOSS OF ELECTRICAL POWER


FAILURE OF STEERING GEAR Damage to Vessel, Equipment, Machinery, Cargo and Safety of Personnel.

FAILURE OF ANY AUXILIARY MACHINERY

AUXILIARY BOILER FAILURE Damage to Vessel, Equipment, Machinery, Cargo and Safety of Personnel.

STAND BY MACHINERY TO BE IN READINESS

LOSS OF MAIN ENGINE START AIR


Prepared by:





MASTER TO CONFIRM FROM CHIEF ENGR. THAT TWO

GENERATORS RUNING AND STAND BY READY

CHIEF ENGR. TO CONFIRM ALL TOOLS REQUIRED ARE

THERE NEAR THE CONTROL STAND

MASTER TO ENSURE STEERING GEAR TRIED OUT.

CHIEF ENGR. TO ENSURE DO TANK IS FULL AND ALL

OFFICERS AWARE OF CHANGE OVER PROCEDURE



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable


Review dates


CONSTANT WATCH ON COMPRESSORS AND STARTING

AIR PRESSURE TO BE KEPT.





Yes

Ver 2.0 / Nov 13






SECTION 1


1 2 5 MR 1 5 MR YES

2 2 4 MR 1 4 LR NO

3 3 5 HR 1 5 MR YES

4 2 5 MR 1 5 MR YES

5 2 4 MR 1 4 LR NO

6 2 5 MR 1 5 MR YES

7 2 5 MR 1 5 MR YES

8 2 5 MR 1 5 MR YES

9 2 5 MR 1 5 MR YES


No.

1 Yes No

2 Yes No

3

4From To

5

6

7

8Comments :

Rank

9 1

2

3

4




Yes

Review dates


Good comm./co‐ordination/job allocation must be

ensured without fail

E/R Overhead crane to be only operated by a responsible

engr (CE or 2E)

Acceptable

Acceptable



No

Acceptable

Acceptable

Acceptable

Acceptable




Acceptable



Extra lashings, chain block to be used

The area must be repeatedly cleaned to keep it oil free

and dry

Procedures to be discussed among all engrs prior

commencement


Prepared by:

To confirm with bridge prior turning engine

Possibility of staff getting hurt in absence of PPE, Cleanliness

of the working area

Injury to Personnel

Possible damages in case Maker's procedures are not followed

Securing arrangements of Cyl Head, Piston and other items in

open condition

Damage to Equipment / Machinery

To discuss in tool box meeting, photocopy of procedures to hand over to staff

Injury to Personnel, Damage to Equipment / Machinery

Lifting appliances. Injury to personnel due to parting of sling.

Load getting caught in beams, supports etc.


Key items like starting air system, fuel, water, L.O. isolated.

Residual Risk

ControlsConsequenceHazardWeather conditions

Propeller Clear / no hindrances in case of Main Engine overhaul



HEAVY/LARGE MACHINERY OVERHAUL


Communication / co‐ordinations, Safety Notices, Job Allocation

Stand for cyl head, piston etc. to keep ready

Visual check of wire, limit switches and cut outs to try prior starting the job. Crane operator should always be watching load & sling to note smooth load movement, wire tautness etc.

Risk rating




18‐Dec‐13


18‐Dec‐13


Injury to Personnel, Damage to Equipment / Machinery

Weather forecast to be checked, if likely to deteriorate, additional measures to be taken

Good communication, job allocation, notice on T/G etc to be done

Hydraulic hoses, jacks, p/p and all other associated tool proper

functioning

Visual (if possible operational) check on these items to be done prior starting

ENGINE


Look out to be posted when engine is being turned

Senior engineer to veify positive isolation of these system

Current : 18‐Dec‐13 Last :

To ensure all staff allocated for this job has proper PPE, The area must be maintained clean to avoid slipping


Postive isolation procedures to be followed

DO JOB

Ver 2.0 / Nov 13






SECTION 1


1 2 2 LR 1 2 LR NO

2 2 2 LR 1 2 LR NO

3 2 3 LR 1 3 LR NO

4 2 2 LR 1 2 LR NO

5 3 3 MR 1 3 LR NO

6 3 2 LR 1 2 LR NO

7 1 3 LR 1 1 LR NO

8 3 3 MR 1 3 LR NO

9 2 3 LR 1 3 LR NO


No.

1 Yes No

2 Yes No

3

4 From To

5

6

7

8 Comments : Rank

9 1

2

3

4

Name of Vessel : M.T. /M.V.

To discuss in Tool Box meeting. Procedure to h d t t ff

DO JOB

FUEL V/V TEST RM


Current : Last :

Visual checks to be carried out prior test.


07‐May‐14


07‐May‐14

Machinery damage

Personnel Injury, Machinery d

Checks to be carried out prior test.

Proper PPE such as gloves, eye protector and t l t b d

Testing Equipment not in good condition. Checks to be carried out prior test.

MAIN AND A/E FUEL VALVE TESTING

Personnel Injury

Incorrect PPE.

Ensure no source of flame/spark in the vicinity while carrying out testChecks to be carried out prior test.

Risk rating



Possible damages in case Maker's procedures are not

f ll d

Residual Risk

ControlsConsequenceHazardTesting Equipment not properly secured

Slip, trip and fall.

Personnel Injury, Machinery d

Personnel Injury Area to be maintained clean.

Pipe / hose in bad condition Personnel Injury, Fire

Pipe / hose connections are loose.

Presence of flame/spark nearby Fire

Checks to be carried out prior test.

Personnel Injury

Fuel valve infirmly secured to test bed.

Personnel Injury

Prepared by:







No


Review dates






Yes

Ver 2.0 / Nov 13

RISK ASSESSMENT

ENGINE (For Tankers)






SECTION 1


1 2 5 MR 1 5 MR YES

2 2 5 MR 1 5 MR YES

3 2 5 MR 1 5 MR YES

4 2 5 MR 1 5 MR YES

5 2 5 MR 1 5 MR YES

6 2 5 MR 1 5 MR YES

7

8

9


No.

1

Yes No

2

Yes No

3

4From To

5

6

7

8 Comments : Rank

9 1

2

3

4




Yes

Review dates


REQUIRED MINIMUM SPARES TO BE MAINTAINED TO

RECTIFY ANY FAULT IF FOUND DURING TESTING



No

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable

Acceptable






2ND ENGINEER TO DISCUSS THE MATTER IN THE

TOOLBOX MEETING PRIOR ARRIVAL DISCHARGE PORT

2ND ENGINEER TO DISCUSS THE MATTER IN THE

TOOLBOX MEETING PRIOR ARRIVAL DISCHARGE PORT

CHIEF ENGINEER TO CONFIRM MONITORING BY OOW

CHIEF ENGINEER TO CONFIRM MONITORING BY OOW

MONITORING BY SENIOR OFFICERS


Prepared by:

DAMAGE TO TURBINE Damage to Equipment / Machinery

DAMAGE TO PUMP

FIRE HAZARD Damage to Equipment / Machinery. Injury to Personnel

MONITOR PARAMETERS DURING OPERATION. MAINTAIN CLOSE AND CLEAR COMMUNICATION BETWEEN ENGINE & CARGO CONTROL ROOM

SAFETY TRIPS AND ALARMS ( LOW VACCUM , LOW LO PR ,

HIGH CASING TEMP , HIGH BRG TEMP , HIGH SHAFT SEAL

TEMP , GLAND STEAM PR LOW , PUMP VIBRATION HIGH ,

HIGH RPM ) OF COPT NOT WORKING


Residual Risk

ControlsConsequenceHazardINJURY TO PERSONNEL


OPERATION OF CARGO OIL PUMP TURBINES

DAMAGE TO MACHINERY

CHECK NO LEAK FROM GLAND/MECH. SEAL. CONFIRM THAT BEARINGS ARE NOT RUNNING HOT.

TESTING AND CALIBRATION OF ALARMS AND TRIPS TO BE DONE METICULOUSLY , ANY DEFECT / DEVIATION FROM DESIRED SETTING TO BE DEALT IMMEDIATELY IN CONSULTATION WITH MAKER'S MANUAL / TECHNICAL SUPERINTENDENT

Risk rating




18‐Dec‐13


07‐Jun‐16

Injury to Personnel WEAR CORRECT PPE. STEAM LINES TO BE DRAINED SLOWLY TO PREVENT SPLASHING OF HOT WATER

DAMAGE TO STEAM PIPES DUE TO WATER HAMMERING FOLLOW WARM UP PROCEDURES

ENGINE



FOLLOW WARM UP & START PROCEDURE AS PER INSTRUCTION MANUAL. CHECK LO LEVEL BEFORE START TEST ALARMS & TRIPS. MONITOR PARAMETERS


DO JOB

Ver 2.0 / Nov 13



MANUAL – PART II

HAZARD / RISK FACTOR & CONTROL MEASURE FOR ALL OTHER OPERATION

Prepared by Issue Date Revised by 3rd Edition Rev.No. / Date Approved by APPENDIX 2

: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : Jun 2010 : Managing Director Page - 1 -

Appendix 2 of SBM II

Hazard Identification and control measures for All Other Operations

(The list is not inclusive and ship staff would discuss the hazard and control Measure in the toolbox meeting

for any job that in not included in Appendix 1 and 2 of SBM II)

Note :

1. The contents of this section would be amended as required. More jobs would be added based on the review of the SMS system, if required.

2. Department head to carry out Hazard identification/risk assessment and control

measure any job that is not included in sec 1 and Sec 2 of this manual. This should then be discussed in the toolbox meetings which are conducted prior to commencement of the job.






Appendix 2 of SBM II : Hazard Identification / Risk Assessment and control measures for Non Critical jobs

Bridge Procedures

DESCRIPTION OF OPERATION OPERATIONS ASSESMENT HAZARD / RISK FACTORS DETAILS OF CONTROL MEASURE

Bridge Team management whilst under pilotage

Damage to vessel


Injury to Personnel

Failure to follow procedures

Not working as a team

Follow correct procedures as per BPM

Change of OOW procedures Damage to vessel


Information missed out during change

As per checklist in BPM

Change of pilots Damage to vessel


Information missed out during change of pilots

Change over hand/auto steering (testing once per watch)

Damage to vessel


Not tested

Wrong testing procedure

Familaristation as familarisation checklist in BPM

Corrections of Charts & Publications Damage to vessel


Correction missed out

Corrections not done correctly

Verification of chart correction by Master Checked during Bridge procedure audits by Training superintendents.

Distress alarms

Damage to vessel

Damage to environment False alarm sent out by mistake during maintenance

Follow correct procedures as per BPM to avoid false distress alarms. In case false alert is sent, vessel to follow poster procedure to inform MRCC

Drifting, awaiting cargo orders/port to open

Damage to vessel

Damage to environment Drifting close to danger

Follow correct procedures as per BPM.

Vessel to drift at safe distance from dangers and keep engines ready






DESCRIPTION OF OPERATION OPERATIONS ASSESMENT HAZARD / RISK FACTORS DETAILS OF CONTROL MEASURE

Familiarisation with bridge equipment Damage to vessel


Familarisation not done

Some equipment missed out during familarisation

Familarisation checklist in BPM to be used

Questioning and/or countermanding pilots advice

Damage to vessel


Insufficient judgement prior countermanding

Proper judgement to excersied by Master prior countermanding

Navigational Emergency drills

Damage to vessel

Damage to environment Not practiced as per requirement To be practiced as per drill matrix

Storing/Crew change whilst underway

Damage to vessel


Excessive speed

Weather conditions

Speed to be maintained to allow for safe operations Course and speed to be adjusted to counteract weather effects.

Testing bridge equipment, daily at noon Damage to vessel


Some equipment missed out during testing

Checklist from BPM to be used for daily checks at noon.

Tug positioning, making fast/casting off

Damage to vessel


Injury to personnel

Tug to be positioned correctly

Injury to crew while making fast and casting off

Briefing to be done on tug positioning. Dangers from making fast and casting off tug to be discussed with crew during toolbox meeting.





: Director (SID) : 31.3.98 : Marine Supdt (SID) : 31.1.06 : Jan 2012 : Managing Director Page - 4 -

Deck & Cargo Procedures (General )

DESCRIPTION OF OPERATION OPERATIONS ASSESMENT

HAZARD / RISK FACTORS DETAILS OF CONTROL MEASURE

Anchoring - Deck Injury to personnel

Damage to equipment

Eye injury due flying debris

Injury to mooring crew

Slip, trip & fall to crew

Anchor slipping

Oil leaks

Goggles to be worn by crew

Correct PPE to be worn

Toolbox meeting

Maintenance as per SMMS

Anchor to be paid out on gear on bigger ships

Anchoring in abnormal depth Injury to personnel

Damage to equipment

As for anchoring and anchoring running out at full speed

As for anchoring.

Anchor to be lowered till a few meters above ground and the let go or anchoring to be done on gear

Arrival Port Damage to environment

Injury to personnel

Damage to equipment

Poor preparation Arrival checklist from ship type specific operation manual “Appendices” A to be used All items in the checklist to be positively checked and verified by senior officers

Ballasting/De-ballasting Damage to vessel


Injury to personnel

Damage to equipment

Unexpected trim/list

Tankers : Contamination

Slip if tank overflowed in port

Pressure surge damage to pipeline and pump.

Ballasting/De-ballasting operation to be planned

Ballast to be checked prior pumping out

Ballast should not be overflowed in port

Careful operation with good seamanship to avoid pressure surge.

Ballasting or deballasting by gravity should not be done through pump.








Cargo handling equipment & machinery operation

Injury to personnel

Damage to equipment

Wrong operation

Unfamiliar crew or new crew

Poor condition of equipment

Toolbox meeting

Familiarisation and training

Maintenance and Inspection as per SMMS

Proper PPE

Cargo handling equipment & machinery rigging

Injury to personnel

Damage to equipment

Wrong operation


Poor condition of equipment

Toolbox meeting


Maintenance and Inspection as per SMMS

Proper PPE

Cargo operation in wet weather Injury to personnel

Slip, trip and fall Toolbox meeting and PPE

Change of watch Damage to vessel


Injury to personnel

Damage to equipment

Slack mooring

Oil leaks on deck

Trip hazards

Poor handling

Proper round before taking over

Discussed in meeting prior arrival port

Checking watertight integrity of upper deck & accommodation

Damage to vessel


Left in open condition Proper checks

Closed loop conditions

Connecting/disconnecting bunker hose Damage to environment

Injury to personnel

Damage to equipment

Flange not tightened

Swinging hose


Proper verification of flange tightness

Toolbox meeting









Corrosion prevention - Chipping machine Injury to personnel

Damage to equipment Poor PPE

Location with sensitive equipment

Toolbox meeting

Goggles in good condition and in use

Corrosion prevention - Sandblasting Injury to personnel

Damage to equipment Poor PPE

Location with sensitive equipment

PPE in good condition

Toolbox meeting

Departure Port Injury to personnel

Damage to equipment Poor preparation Departure checklist from ship type specific

operation manual “Appendices” All items in the checklist to be positively checked and verified by senior officers

Emergency drills Damage to vessel


Injury to personnel

Damage to equipment

Emergency preparedness affected if drill not carried out realistically.

Various drills to be carried out as per Matrix in Safety manual.

Checklist from MCCM to be used for drills

Evaluation form from Safety Manual to be used for fire drills

Extreme Cold Weather Injury to personnel

Damage to equipment Frost bites

Cold weather damage

Cold Weather checklist from ship type specific operation manual “Appendices” to be used

Fire & Safety rounds Damage to vessel


Injury to personnel

Damage to equipment

Fire hazard if rounds not carried out effectively.

Procedures in BPM to be followed

Discussed in safety meetings

Heavy Weather Damage to vessel


Injury to personnel

Damage to equipment

Movement of unsecured item

Proceeding at full speed into very heavy seas

Procedures in BPM to be followed

Heavy weather checklist to be followed

Weather forecasts to be monitored








Internal transfer of heavy and/or dangerous items

Injury to personnel

Damage to equipment

In way of the item being transferred

Poor condition of liftig equipment

Toolbox meeting

Lifting item to be inspected prior use

Operation of cranes Injury to personnel

Damage to equipment


Poor condition of crane

Safety interlocks bypassed


Toolbox meeting


Operation of windlass / mooring winches Injury to personnel

Damage to equipment


Poor condition of crane

Safety interlocks bypassed


Toolbox meeting


Pilot embarkation/disembarkation ( Deck) Injury to personnel

Poor condition of pilot ladder or broken steps or spreaders

Not tested prior deployment

Not secured on top

Condition checked prior use

Good seamanship – Test by standing on top 2 steps and secured on top


Sounding tanks/bilges Damage to environment

One man error Toolbox meeting

Specification/ordering of PPE/Safety equipment

Injury to personnel

Poor supply

Not as per specification

To be returned and new item procured

Separate requisition for PPE to be made by ship








Storing Damage to environment

Injury to personnel

Damage to equipment

Storing whilst underway Damage to environment

Injury to personnel

Damage to equipment

Pipeline – removal, changing Injury to personnel

Damage to equipment

Impact injury

Eye injury

Crush injury

Toolbox meeting

Correct PPE

Proper slings and lifting gear



Matrix for Personal Injury Activities

Routine washing and cleaning Injury to personnel

PPE not used or in poor condition

Ship specific hazards


Toolbox meetings

Routine Chipping and corrosion prevention work

Injury to personnel


Ship specific hazards


Toolbox meetings

Routine painting work Injury to personnel


MSDS not available


Toolbox meetings

MSDS to be available








Routine shifting of equipment and stores Injury to personnel

Incorrect posture

Heavy or bulky load

Toolbox meeting

Refer to Chapter 19 of COSWP

Hand tool - usage Injury to personnel

Impact injury

Worn or damaged tool

Toolbox meeting

Awareness to avoid impact injury

Power tools Injury to personnel


Accessories and tool piece( drill bits, chisel) not secured

Electric – risk of shock

Toolbox meeting

Safety guards in place

Accessories and tool pieces should not be changed with tool connected to power source

Risk of shock to be discussed in toolbox meeting

Workshop and bench machines Injury to personnel

Unfamiliar or new crew


Accessories and tool piece( drill bits, chisel) not secured

Training and Familarisation

Toolbox meeting

Safety guards in place

Accessories and tool pieces should not be changed with tool connected to power source

Risk of shock to be discussed in toolbox meeting

Tools – Abrasive wheels Injury to personnel



Improper mounting

Training and familarisation

Correct type of wheel as per manufacturers instructions

Mounting to be done by trained crew

Speed of spindle should not exceed maximum permitted speed of wheel

Toolbox meeting and correct PPE






Windlass and winches – Changing brake lining

Injury to personnel

Impact injury

Eye injury

Movement of heavy object

Crush injury

Toolbox meeting

Correct PPE


Air pipes / Vents / PV Valves : Overhauling / Inspection by removal of head or cowl

Injury to personnel

Damage to equipment

Impact injury

Eye injury

Movement of heavy object

Crush injury

Toolbox meeting

Correct PPE


Galley routines work Injury to personnel Cut injury

Slip, trip and fall injury

Rolling and pitching

Care when using knife

Care when cutting fish

Galley to be kept clean

Walking space in galley to be clear of obstructions

Accommodation cleaning and other work within accommodation

Injury to personnel Slip, trip and fall injury

Cut injury


Care when climbing up or down stairways in accommodation

Care when climbing up or down with sharp objects or objects like plates which can break and have sharp edges if they were to fall

Cabin Injuries Injury to personnel Slip, trip and fall injury

Cut injury


Anti slip mat to be put outside toilets so personnel do not fall after bath

Cabin to be kept clean

Sharp objects to be handles with care.






Routine Jobs – Not covered in this section Injury to personnel

Damage to equipment

Various as decided by department head and his team

Toolbox meetings

Unusual Jobs – Not covered in this section Injury to personnel

Damage to equipment

Various as decided by department head and his team

Risk Assessment to be carried out by the department head

Safety meetings

Toolbox meetings






Deck & Cargo Procedures – Bulk Carriers


HAZARD / RISK FACTORS

DETAILS OF CONTROL MEASURE

Loading/Discharging Plan Damage to vessel

Damage to equipment

Wrong planning and execution


Plan to be prepared and verified by Master.


Stress & Stability Calculations Damage to vessel


Loadicator error

Loadicator not operational

Loadicator test results to be checked every quarter and to be verified by Master

Communication ship/terminal Damage to vessel


Inoperative Communication to be checked at regular intervals

Communication internal Damage to vessel



Cargo damages by stevedores Damage to vessel

Damage to equipment

Poor handling Careful watch kept and protest to be issued immediately once damage is noticed

Stevedore damages to vessel Damage to vessel

Injury to personnel

Poor handling Careful watch kept and protest to be issued immediately once damage is noticed

Monitoring/sounding/checks of ballast tanks

Damage to equipment

Injury to personnel

Over flowing in port

Running pump dry

Not securing valves properly after completion of deballasting

Ballast tank to be monitored as per plan Soundings to be checked as per plan Tank should not be over flowed in port Valves to be secured after completion of deballasting Soundings of all ballast tanks to be taken after valve secured.






Cargo stowing Damage to vessel

Injury to personnel

Damage to equipment

Poor planning

Not executing the plan

Stowing to be as per plan

Toolbox meeting

Loading/discharging heavy lift cargo Damage to vessel

Injury to personnel

Damage to equipment

Poor planning

Loading and discharging as per plan

Toolbox meeting

Loading dangerous/explosive cargo Damage to vessel


Injury to personnel

Damage to equipment

Incompatible cargo Loading and discharging as per plan and the IMDG code.

Toolbox meeting






Deck & Cargo Procedures – Tankers (Oil, Chemical and Gas)


HAZARD / RISK FACTORS



Damage to environment Damage to equipment





Ship shore checklist from safety manual to be used

Ship shore information exchange from Tanker manual to be used



Injury to personnel

Damage to equipment

Poor tanker procedures

Safety guards not in place

Plan to be discussed with officers and crew

Good tanker procedures to be followed when handling pumps

Cargo heating/monitoring Injury to personnel

Damage to equipment

Heat injury to personnel

Thermal shock

Toolbox meetings


Warming up steam lines to be done slowly

Cargo operation in wet weather (Weather assessment of electrostatic hazards)

Damage to vessel


Injury to personnel

Damage to equipment

Lightning damage – Mast riser fire

Oil leaks on deck

Slip hazard

Venting / loading to be stopped when lightening in vicinity

Decks to be kept free of oil

Crew to be advised of slip hazard when working on deck

Cargo segregation Damage to Cargo Insufficient segregation Level of segregation to be checked with charterers

Two valve segregation to be maintained as required






Cargo operations Damage to vessel


Injury to personnel

Damage to equipment

Error in operation Cargo operation to be discussed in safety meeting

One man error to be avoided

Communication internal Damage to vessel



Communication ship/terminal Damage to vessel



Draining tanks Damage to environment

Damage to equipment

Operational error Soundings to be checked after valve secured

All tanks to be sounded by a different person to confirm tank is empty ( avoiding one man error)

Inerting/Purging of cargo tanks Damage to vessel

Injury to personnel

Damage to equipment

Still air condition

Oxygen content not as required

Follow tanker procedures

Watch wind for dispersing gases

Toolbox meeting

Monitoring/sounding/checks of ballast tanks

Damage to equipment

Injury to personnel

Over flowing in port

Running pump dry

Not securing valves properly after completion of deballasting

Ballast tank to be monitored as per plan

Soundings to be checked as per plan

Tank should not be over flowed in port

Valves to be secured after completion of deballasting

Soundings of all ballast tanks to be taken after valve secured.






Starting/stopping Steam on deck and to pumproom

Injury to personnel

Damage to equipment

Heat Injury

Thermal shock

Steam to be started or stopped gradually/slowly

Toolbox meeting and pre arrival meeting to inform crew on hazard of steam

Stress & Stability Calculations Damage to vessel Damage to environment

Loadicator error

Loadicator not operational

Loadicator test results to be checked every quarter and to be verified by Master

Tank cleaning Damage to vessel


Injury to personnel

Damage to equipment

Tank condition and machine output is not matching

Lifting hazard when moving machine/hose

Compatibility of product with water – adverse reaction

ISGOTT requirements to be followed to prevent electrostatic build up

Plan to be prepared for tank cleaning

Toolbox meeting

Testing & calibrating instruments Damage to vessel


Injury to personnel

Damage to equipment

Not properly calibrated


Not calibrated prior major operation like tank entry

Follow manufacturer’s procedures


Fixed O2 analyser to be calibrated prior discharge operations.

Portable gas instrument to be calibrated prior tank entry

Testing alarms Damage to environment

Injury to personnel

Damage to equipment

Important equipment missed


To be done as per SMMS


Testing emergency stopping devices & over-speed trips of cops


Damage to equipment

Certain locations missed

Certain pumps missed

All pumps to be tested

All location for emergency stopping devices to tested on each occasion.






Turning pumps Injury to personnel

Damage to equipment

Safety guards

Toolbox meeting

Vapour emission Damage to vessel


Oxygen content high

Fall in pressure

Follow procedures as per class approved manual






Deck & Cargo Procedures – PCC / PCTC / Ro-Ro

DESCRIPTION OF OPERATION OPERATIONS ASSESMENT HAZARD / RISK FACTORS




Damage to equipment





Car Deck cleaning Injury to personnel

Damage to equipment

Throwing the securing material

Trip hazards

Movement of truck

Toolbox meeting

Communication






Deck & Cargo Procedures – Reefer vessels





Damage to equipment






Injury to personnel

Damage to equipment


Poor condition of machinery


Toolbox meeting

Inspection and maintenance as per SMMS

Cargo hold cleaning Injury to personnel

Damage to equipment

Wrong posture

Throwing the securing material

Openings in the hold

Toolbox meeting






Deck & Cargo Procedures – Container vessels





Damage to equipment





Clearing the container lashings Injury to personnel

Damage to equipment

Wrong posture

Throwing lashings

Toolbox meeting






Appendix 2 of SBM II: Hazard Identification / Risk Assessment and control measures for Other jobs

ENGINE - GENERAL


HAZARD FACTORS DETAILS OF CONTROL MEASURE

Change of watch Damage to vessel

Damage to environment Damage to equipment Injury to personnel

Lack of knowledge of present status of running and stand by machinery, position of vessel and condition of Engine room.

Chief Engineer’s night order book.

Verbal and/or written change of information regarding present status of machinery, vessel, engine room and any other relevant matter in person in the Engine control room.

Test routines of emergency equipment Injury to personnel

Damage to equipment

Non availability of equipment

Lack of operational knowledge

Lack of Emergency preparedness

Safety meeting

Follow the prepared testing plan.

Read and follow instructions in manual

Procedures in extreme heat Injury to personnel

Damage to equipment

Loss of body water

Overheating

Toolbox meetings

Take salt tablets and lot of water

Maintain all equipment parameters

Heavy oil/Diesel oil change over Damage to vessel


Damage to equipment

Thermal shock

Loss of Propulsion or Electric power

Toolbox meeting

Follow correct procedure of change over of fuel as per the instruction manual

Change over procedures to UMS Damage to vessel


Damage to equipment

Non availability of stand by machinery

Non availability of Bridge control of Main engine

Alarms not operational or in active state

Follow checklist. Take a thorough round of engine room before change over to UMS

Take Chief Engineer permission

Inform Bridge before change over

Ensure no alarms are in activated state. Test alarms periodically






Sounding of tanks Damage to environment

Damage to cargo

Lack of fuel

Incorrect sounding leading to overflow or lack of fuel.

Incorrect Calculation

When taking sounding take two times.

Take sounding periodically.

Chief Engr. to verify calculation and maintain record

Draining of fuel tanks Damage to equipment

Injury to personnel

Water and/or Catfines in oil

Splashing of hot oil

Toolbox meeting

OOW to confirm draining is carried out every watch

Boiler entry Injury to personnel Hot surface. Lack of air

Boiler not positively cut off

Toolbox meeting

Permission from Chief Engineer before entry.

Use of chemicals Damage to equipment

Injury to personnel

Wrong or excess chemical used

Contact with body parts

Toolbox meeting

Wear correct PPE

Read MSDS sheets

Storing of chemicals and fuel sample Injury to personnel


Storing in wrong location

Drums/Containers not lashed

Contact with body parts due to spill or leak

Safety meeting

Storing in chemical locker only

Proper lashing and checking of lashing regularly

Regular checks for damage to containers and leaks

Correct PPE & MSDS sheets kept in the locker

Ballasting/De-ballasting Damage to vessel

Damage to equipment

Running pump dry

Undue stresses of structurals

Leaky or wrong valves operated

Toolbox meeting

Ballasting/De-ballasting as per plan

Soundings to constantly monitored

Pump to be checked periodically during operation

Clear communication with deck department






Sewage Plant operation Damage to equipment

Injury to personnel


Discharge overboard of non treated sewage

Running pump or blower dry

Alarms non operational

Operation of plant as per instruction manual

Regular maintenance of equipment and testing of alarms

Monitoring during operation

Incinerator plant operation Injury to personnel

Damage to equipment


Damage to vessel

Contact with hot surface

Burning prohibited item

Use in prohibited areas

Fire hazard

Toolbox meeting

Operation of plant as per instruction manual

Regular maintenance of equipment and testing of alarms

Monitoring during operation

Turning M/E whilst at Port Damage to equipment Injury to personnel

Propeller hitting boats or any person

Propeller entangled with ropes

Toolbox meeting Clearance from deck OOW Notice put up at the stern

EGB Washing Injury to personnel

Damage to equipment

Contact with hot surface

Inhalation of carbon dust

Uptake fire

Water ingress to Main Engine

Toolbox meeting

Wear correct PPE. No leaks in water or air hoses.

Permission from senior officer before start of work

Inspection by senior officer before closing door

Close monitoring during cleaning






Blowing through and trying out main engine prior departure

Injury to personnel

Damage to equipment

Damage to shore equipment, structures or personnel

Indicator cocks closed

Cargo gears not removed

Moorings slack

Boat or ropes near propeller

Toolbox meeting

Clear instruction from Bridge and movement of telegraph.

Clear verbal confirmation that all indicator cocks are open.

Clear visual confirmation that all personnel are away from cylinder head platform.

Before trying out on fuel - clear verbal confirmation that all indicator cocks are closed.

Testing & Maintenance of OWS Damage to environment

Injury to personnel

Damage to equipment

Handling heavy weights

Slip, trip and fall

Error in 15 ppm monitor

Use of prohibited tools or chemicals for cleaning

Toolbox meeting

Use correct PPE.

Use correct and tested tools and tackles

Follow instructions of the manual

Test the monitor onboard and ashore periodically