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CONBULK SHIPMANAGEMENT CORPORATION FLEET INSTRUCTIONS MANUAL (FIM)
CONTROLLED COPY No.: ( 13 )
DOCUMENT CONTROL INFORMATION VALID FROM
ISSUED BY D.P.A.
APPROVED BY G.M.
10/04/2019
MICHAIL BILALAKOS
ANDREAS MAROUDAS
Name / Signature
Name
Effective Date: 06/05/2019
Issue/Revision: 2/1
Page 1 of 1
CONBUL K SHIPMANA SHIPMANAGEMENT GEMENT CORP.
FLEET INSTRUCTIONS MANUA L
Controlled Documentation Documentation List
M/V GH MELTEMI (Manual control No.13)
SECT SE CTIO ION N
TI TITLE TLE OF DOCU DOCUME MENT NT
IS ISSU SUE E DATE DATE
IS ISSU SUE E
REV. REV. DATE DATE
RE REVI VISI SION ON
Cover Page
31/12/2018
2
06/05/2019
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Controlled Documentati Documentation on List
31/12/2018
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01/09/2020
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Record of Amendments & Revisions
31/12/2018
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Contents
31/12/2018
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Introduction Introductio n
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A
Safety and He Health alth
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B
Environmental Protection
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C
Operations
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D
Cargo Care
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Engineering
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MLC Instructions Instructi ons and procedures
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL Record Re cord of Amendme Amendments nts & Revisions M/V GH MELTEMI (Manual control No.13)
S/N
SECTION PAGE
1.
A LL M ANUAL P AGES
TITLE FLEET INSTRUCTIONS MANUAL RE-ISSUED (ISSUE 2) TO INCLUDE FLAG ADMINISTRATION ADMINISTRA TION VESSELS S SPECIFIC PECIFIC REQUIREMENTS
REV. NO.
EFFECTIVE DATE
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31/12/18
(CURRENT ISSUE 2/0 SUSPEND THE PREVIOUS ONE INCLUDING AMENDMENTS)
2.
COVER P AGE
REVISED TO OMIT INCLUDE DPA’S NAME
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CONTROLLED DOCUMENTATION LIST
REVISED TO INCLUDE AMENDMENTS DATED 06/05/19
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RECORD OF AMENDMENTS & REVISIONS
REVISED TO INCLUDE AMENDMENTS DATED 06/05/19
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CONTROLLED DOCUMENTATION LIST
REVISED TO INCLUDE AMENDMENTS DATED 10/10/19
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RECORD OF AMENDMENTS & REVISIONS
REVISED TO INCLUDE AMENDMENTS DATED 10/10/19
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06/05/19
REVISED TO INCLUDE PANAMA FLAG ADMINISTRATION REQUIREMENT TO 3.
CONTENTS A
ONBOARD COMPLAINT PROCEDURES
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REVISED PARAGRAPH 6 “SAFETY DRILLS / TESTS” TO INCLUDE SOLAS REQUIREMENTS
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10/10/19
REVISED IN ORDER TO: F
1. INCLUDE PANAMA FLAG ADMINISTRATION REQUIREMENTS IN PARAGRAPH 2 - ONBOARD COMPLAINT PROCEDURES
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2. REMOVE CYPRUS FLAG ADMINISTRATION REQUIREMENTS IN PARAGRAPH 2 - ONBOARD COMPLAINT PROCEDURES CONTROLLED DOCUMENTATION LIST
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RECORD OF AMENDMENTS & REVISIONS
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01/01/20 CONTENTS
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FORMATING REVISED
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REVIS ED T O I NCLU DE C OVID -19 REQU IREM ENTS
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AMENDMENTS & REVISIONS
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PARAGRAPH 2.1 “GARBAGE” REVISED TO AMEND PROCEDURES
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL Record Re cord of Amendme Amendments nts & Revisions CONTROLLED DOCUMENTATION LIST
REVISED TO INCLUDE AMENDMENTS DATED ON 01/09/20
6
RECORD OF AMENDMENTS & REVISIONS
REVISED TO INCLUDE AMENDMENTS DATED ON 01/09/20
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CONTENTS
REVISED TO REMOVE U.K. FLAG INFORMATION FROM SECTIONS A & F
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7.
01/09/20 A
REVISED TO REMOVE U.K. FLAG INFORMATION AND TO AMEND COVID-19 REQUIREMENTS
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REVISED TO AMEND PARAGRAPH 2.1.8 “CHANGING OVER THE WATCH” PROCEDURES
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F
REVISED TO AMEND PARAGRAPH 2.2 “ON BOARD COMPLAINT PROCEDURES”. U.K. FLAG INFORMATION REMOVED AND MINISTRY OF SOCIAL AFFAIRS AND LABOR KIEV (UKRAINE) CONTACT POINTS ADDED
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP..
FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL INTRODUCTION Contents
Introduction
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP..
FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A Contents
Section A – Safety and Health Health 1. General Safety 2. Permit System 2.1 Instructions for Hot Work 2.1.1
General
2.1.2 2.1.3 2.1.4 2.1.5 2.1.6 2.1.7 2.1.8
Authorisation Fire Watch Protective Clothing Precautions against Fire and Explosions Electric Welding Equipment Precautions during Electric Welding Gas Welding and Cutting
2.2 Entry into Dangerous Spaces 2.2.1 2.2.2 2.2.3
2.2.4
Precautions on Entering Dangerous Spaces Duties and Responsibilities of the Responsible Officer Identifying Potential Hazards 2.2.3.1 Oxygen Deficiency 2.2.3.2 Other Hazards Arrangements before Entry
2.2.5 2.2.6 2.2.7 2.2.8
Arrangements for Entry Arrangements during Entry Rescue from Dangerous Spaces Rules to Remember
2.3 Work Permits 2.4 Entry into Dangerous Spaces and Hot Work Permit 3. Safe Safe Working Practices 3.1 Protective Clothing and Equipment 3.2 Working Aloft and Overboard 3.2.1 3.2.2 3.2.3 3.2.4
General Stages Ropes Portable Ladders
3.3 Working in Cargo Spaces 3.3.1 3.3.2 3.3.3 3.3.4
Access Lighting in Cargo Spaces Fencing General Precautions
3.4 Electrical Work 3.4.1 3.4.2
General Electrical Hazards and Precautions
3.5 Safety Markings and Warning Warning Signs 3.6 Breathing Apparatus 3.6.1 3.6.2 3.6.3
General Self-contained Breathing Apparatus Air Line Breathing Apparatus
3.6.4 3.6.5 3.6.6
Maintenance Stowage Training
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A Contents
3.7 Asbestos on Ships 3.7.1 3.7.2 3.7.3 3.7.4 3.7.5
What is Asbestos Regulation General Recognizing Asbestos Containing Materials Where is Asbestos Found on Ships
3.7.6 Procedures for Verifying that Materials are Asbestos Free 4. Dangerous Dangerous G Goods oods 4.1 General 4.2 Stowage 4.3 Segregation 4.4 Fire Precautions 5. Safe Use of Pesti Pesti cides 5.1 Treatment of Infestation 5.2 In-transit Fumigation 6. Safety Safety Drills / Tests 6.1 Within 12 Hours Before Departure 6.1.1
Steering Gear Testing and Drills
6.1.2 Periodic Checks of Navigational Equipment 6.2 Weekly 6.2.1 6.2.2 6.2.3 6.2.4 6.2.5
Life Saving Appliances Lifeboat Engine Running Test Emergency Lights, Alarms Emergency Diesel Generator Running Test Emergency Fire-pump Running Test
6.3 At Least Every Month 6.3.1 6.3.2
Abandon Ship Drill Fire Drill
6.4 At Least Every Two Months 6.4.1
Rescue from Enclosed Space
6.5 At Least Every Three Months 6.5.1 6.5.2 6.5.3 6.5.4 6.5.5 6.5.6 6.5.7
Oil Pollution as per S.O.P.E.P. Requirements Steering FearDrill Failure Man Overboard Search and Rescue Recovery of Persons from the Water Lowering of Lifeboat and Running Engine Around V Vessel essel (During A Abandon bandon Ship Ship Drill) ECDIS Failure Drill
6.6 At Least Every Six Months 6.6.1 6.6.2 6.6.3 6.6.4 6.6.5
Collision or Grounding or Hull Failure or Flooding Power Failure or Main Engine Failure Heavy Weather or Shifting of Cargo or Excessive List Seruious Injury or Helicopter Operation Free fall Lifeboats Lifeboats (During Abandon Ship Drill)
7. Housekeeping 7.1 Food Handlers 7.2 Food Preparation 7.2.1
Thawing / Defrosting
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A Contents
7.2.2 7.2.3 7.2.4
Contamination Temperature Control Leftovers / Reheating
7.3 Food Supplies and Storage 7.4 Cleaning 7.5 Housekeeping Rules for the Engine Department 8. Onboard Me Medi dical cal Care 8.1 Hospital 8.2 Standard of Competence Competence for Medical First Aid / Medical Care 8.3 Vessel’s Medicine Chest 8.3.1
Content of Medicine Chest
8.4 Carriage Requirements for Medicines and Medical Supplies 8.4.1
Vessels without a Doctor Onboard
8.5 Medicines for Ship’s Carrying Dangerous Cargoes 8.6 Controlled Drugs 8.7 Medicine Supply, Supply, Labering, Re-supply, Replacement and Stowage 8.8 Disposal of Controlled Drugs 8.9 Inspection and Certification Requirements 8.10 Recordkeeping Requirements 8.10.1 Inventory of Medicines 8.10.2 Medical Log 8.10.3 Controlled Drugs Register 8.10.4 Electronic Records 8.11 Responsibilities and Training 8.12 International Health Regulations 8.13 Pest Management 8.14 Mosquito Protection 8.15 Sickness 8.16 First Aid 8.17 Medical Aspects and Survival 8.17.1 Drowning 8.17.2 Hypothermia 8.17.2.1 Treatment of Hypothermia 8.17.3 Bleeding 8.18 Malaria 8.18.1 8.18.2 8.18.3 8.18.4 8.18.5
General Information Cause and Types of Malaria Symptoms Treatment Prevention of Malaria 8.18.5.1 External Protection 8.18.5.2 Internal Protection 8.18.5.3 Drug Therapy 8.18.5.4 Conclusion
9. Appendices 9.1 Appendix 1 – Asbestos on Ships – Declaration of Equipment 9.2 Appendix 2 – Asbestos on Ships – Declaration of Company
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Contents
Section Se ction B – Enviro Enviro nmental Protection 1. Oil Poluti on 1.1 Bunkering Instructions 1.2 Bunkering Checklist 1.3 Oil Record Book 1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6
Ballasting or Cleaning of Oil Fuel Tanks Discharge of Dirty Ballast or Cleaning Water from Oil Fuel Tanks Collection and Disposal of Oily Residues (Sludge) Discharge Overboard or Disposal otherwise of Bilge Water Accumulated in Machinery Spaces Accidental or other Exceptional Di Discharges scharges of Oil Bunkering of Fuel or Bulk Lubricating Oil
1.4 Control of Discharge of Oil 2. Dispos al of Waste Ma Material terial 2.1 Garbage 2.1.1 Minimising the amount of potential garbage 2.1.2 Garbage handling and storage 2.2 Sewage 3. Pollution Incidents 4. Ships Energy Effi cienc y Management Management Plan ((SEE SEEMP MP))
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Issue/Revision: 2/3
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION C Contents
Section C – Operations 1. Departure 1.1 Ships on Departure - Safety Items to be Checked 1.2 Passage Planning 1.2.1 Appraisal (the Responsibility of the Master) 1.2.2 Planning (the Responsibility Responsibility of the Navigating Office Officer) r) 1.2.3 Monitoring 1.3 Charts Outfit Correction 1.3.1 Charts Outfit 1.3.2 Chart Correction Log and Folio Index 1.3.2.1 Charts 1.3.2.2 Radio Navigational Warnings 1.3.2.3 Sailing Directions 1.3.2.4 Admiralty List of Lights 1.3.2.5 Admiralty List of Radio Signals 1.3.2.6 Admiralty T Tide ide Tables 1.3.2.7 Chart 5011 – Symbols and Abbreviations used on Admiralty Charts 1.3.3 New Charts / New Editions 1.3.4 On Receiving a Chart Additional to the Outfit 1.3.5 On Receiving a Weekly Edition of Admiralty Notices to Mariners 1.3.6 Correction of Charts 1.3.6.1 Last Correction 1.3.6.2 Alterations 1.3.6.3 Blocks 1.3.6.4 Completion of Corrections 1.3.7 Electronic Chart Display and Information Systems (ECDIS) 1.3.8 Bridge Navigational Watch Alarm System (BNWAS) (BNWAS) 1.4 Navigating Officer 1.4.1 General 1.4.2 Charts and Navigational Publications Publications 1.4.3 Weather, Current and Meteorological Meteorological Reports 2. At S Sea ea 2.1 Officer of the Watch at Sea 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6 2.1.7 2.1.8 2.1.9
General Principal Duties Control of M Main ain Engine Checks on Navigational Equipment Use of Automatic Pilot Calling the Master Emergency Systems Changing Over the Watch Deck Log Book Entries
2.2 Navigating in Adverse Conditions 2.2.1 2.2.2 2.2.3 2.2.4
Navigation in Coastal Waters Restricted Visibility Navigating in Heavy Weather Navigating in Ice
2.3 Squat 2.4 Pilots 2.4.1 Responsibilities and Information Exchange Effective Date: 01/09/2020
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION C Contents
2.4.2 Embarking / Disembarking Pilots 3. Anchoring 3.1 General 3.2 Training 3.3 Inspection of Windlass and Winches 3.4 Precautions Before Arrival at the Anchorage 3.5 Anchor Watches 4. Arrival 4.1 Towing 4.2 Ship on Arrival in Port - Items to be Checked Prior Entry 4.3 Go / No Go Situation Situation 5. Port 5.1 Watch Duties in Port 5.1.1 5.1.2 5.1.3 5.1.4 5.1.5
Moorings Gangway Signs and Safety Plans Fire and Safety Rounds Lights and Flags
5.1.6 Reporting 5.2 Security and Stowaways 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5
General Awareness Access to the Vessel Locking of Spaces Onboard Security Stowaway Search
5.3 Piracy 5.3.1 Preventive Measures 5.3.2 Actions Following Following Successful Attacks 5.4 Mooring 5.4.1 Personnel Safety 5.4.2 Mooring Layout 5.4.3 5.4.4 5.4.5 5.4.6
Mixed Moorings Tension Winches Correct Reeling Shore moorings
5.5 Immobilisation of Engines
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION D Contents
Section D – Cargo Cargo Care 1. Preparatio Preparatio n of Holds 1.1 Washing Holds 1.2 Clearing of Blocked Bilge Suctions 1.3 Preparation Of Bilges 1.4 Hold Inspections 1.5 Holds Preparation Procedure 1.6 Bulk Carrier Vessels Additional Procedures 1.6.1 1.6.2 1.6.3 1.6.4
Dry Cargoes Preparation for Hold Cleaning Drying of Holds Final Preparations
2. Plannin g the Loading 2.1 General Approach 2.2 Trim, Stability and Strength Calculations 2.2.1 Trim and Stability 2.2.2 Strength 2.3 Stowage Plan 2.4 Loading / Deballasting Procedure 2.4.1 Guidelines for Preparation Preparation of Loading / Deballasting 2.4.2 Loading the Optimum Amount of Containers/Cargo 2.4.3 Bulk Carrier Vessels Additional Procedures 2.4.4.1 Ways of Adjusting 2.4.4.2 Block Loading 2.4.4.3 Trimming 2.5 Discharging / Ballasting Procedure 2.6 Planning the Loading Procedure 3. Loading Operatio Operatio ns 3.1 Pre-loading Survey 3.2 Acceptability of Containers/Cargo to be Loaded 3.3 Duties of the Officers 3.3.1 Duties of the Officer of the Watch 3.3.1.1 Loading / Deballasting Programm Programme e must be Studied and Understood 3.3.1.2 Containers/Cargo Loading Process must be Monitored 3.3.1.3 Deballasting must be Monitored 3.3.1.4 Work of Crew Members must be Supervised 3.3.1.5 Liaison with tthe he Loading F Foreman oreman 3.3.1.6 Loading with Ship's Gear 3.3.1.7 Pollution Avoidance 3.3.1.8 Weather must be Observed and Recorded 3.3.2 Chief Officer's Role 3.3.2.1 Deviation from the Loading Plan Plan 3.3.2.2 Damage Claims 3.3.2.3 Additional Duties on Bulk Carrier Vessels 3.3.2.3.1 Commencement of Loading 3.3.2.3.2 Monitoring of Tonnages Delivered 3.3.2.3.3 Trimmingoff Pours 3.3.2.3.4 Topping of Holds 3.3.3 Master's Role 3.4 Damage to the Ship Effective Date: 01/09/2020
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP..
FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION D Contents
3.5 Damage to the Cargo 3.6 Safety during Containers/Cargo Loading 3.7 Loading Operations Procedure 4. Loaded Voyage 4.1 Soundings 4.2 Checking of Container/Cargo Lashings 4.3 Ventilation (Bulk Carrier Vessels Vessels Only) 5. Dis chargin g Operatio Operatio ns 5.1 Care for the Container/Cargo 5.2 Care for the Ship 5.2.1 Damage during Discharging 5.2.2 Stevedores’ Damage 5.3 Crew Work
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP..
FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION E Contents
Section E – Engineering 1. Operatio Operatio nal Practices, Duti Duti es 1.1 Unattended or Unmanned Machinery Machinery Space (U.M.S.) Operation 1.2 Bridge Control for Engines 1.3 Engineers of the Watch (Duty Engineers) Engineers) 1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6 1.3.7 1.3.8 1.3.9 1.3.10 1.3.11 1.3.12 1.3.13 1.3.14
Routine for Taking Over a Watch Standing Orders and Instructions Inspections of Machinery Steering Gear Inspections Water Levels in Boilers and Heat Exchangers Alterations to Main Engine Speed Actions in the Event of Machinery Defect Lubrication of Machinery Examination of Bilges Steam, Compressed Air and Fresh Water on Deck Fuel Economy Prevention of Accidents Log book Engineer of the Watch in Harbour and at Anchor
1.4 Vessel in Port 1.5 Vessel at Anchor 1.6 Vessel in Stand-by Condition 2. Engineering Practice 2.1 General Instructions 2.1.1 2.1.2 2.1.3 2.1.4 2.1.5 2.1.6 2.1.7 2.1.8 2.1.9 2.1.10 2.1.11 2.1.12 2.1.13 2.1.14 2.1.15 2.1.16 2.1.17
Manufacturers and Suppliers Manuals Cleanliness Alterations Vibration Valves Permit to Work Systems Main Engine Power Lagging Pipeline / Valve Identification Pipe System / Valve Care Safety and Relief Valves Flexible Hoses and Bellows Use and Inspection of Cranes, Hoists and Lifting Gear Economic Use of Machinery Machinery Maintenance - Safety Precautions Precautions when Admitting Steam Steam to Cold Systems Systems Access and Lighting
2.2 Main Propulsion Machinery 2.2.1
2.2.2
General 2.2.1.1 Operating Manuals 2.2.1.2 Turning and Testing after Shut-down 2.2.1.3 Speed Governors 2.2.1.4 Running Repairs Diesel engines 2.2.2.1 Warming Through 2.2.2.2 Starting Precautions
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION E Contents
2.2.2.3 Manoeuring on Heavy Fuel Oil (H.F.O.) 2.2.2.4 Fuel Injection Temperatures 2.2.2.5 Lubricating Oil Sump Level 2.2.2.6 Normal Operating Conditions 2.2.2.7 Diesel Engine Overheating / Protection against Crankcase Explosion 2.2.2.8 Scavenge Fires 2.2.2.9 Temperature and Pressure Limits 2.2.2.10 Turboblower Failure 2.2.2.11 Low Power Running 2.2.2.12 Cutting-out Cylinders 2.2.2.13 Smoke Emission 2.2.3 Shafting and Stern Gear 2.2.3.1 Shaft Bearings 2.2.3.2 Simplex Seals Type 2.2.3.3 Tufnol Lined Stern Tubes 2.2.4 Steering Gear 2.2.4.1 Steering Engine Room Maintenance 2.2.4.2 Testing 2.2.4.3 Emergency Steering Drill 2.2.4.4 Steering Unit Change-over 2.3 Steam Generation Systems 2.3.1 2.3.2
2.3.3 2.3.4 2.3.5 2.3.6 2.3.7 2.3.8 2.3.9 2.3.10 2.3.11 2.3.12 2.3.13
Precautions before Lighting Boilers Raising System 2.3.2.1 Fuel Quality 2.3.2.2 Purging 2.3.2.3 Firing Rate 2.3.2.4 Flow Through Superheaters 2.3.2.5 Venting 2.3.2.6 Boiler Operation 2.3.2.7 Cutting Out Boilers 2.3.2.8 Forced Draft Fan System Maintenance, Testing and Use of Boiler Gauge Glasses Testing Boiler Water Controls, Regulators, Alarms and Trips Boiler Water Tests and Treatment Boiler Chemicals Blowing down Boilers Boiler Maintenance at Sea Sootblowing / Cleaning Gas Side Surface Preheating Waste Heat Boilers Smoke Emission Fuel Emergency Shut-offs Safety Precautions during Boiler Maintenance and Cleaning
2.4 Electrical Power Systems 2.4.1 2.4.2 2.4.3 2.4.4 2.4.5 2.4.6 2.4.7
Unauthorised Electrical Equipment Switchboard Power Generation while Manoeuvring Power Generation in Open Waters Emergency Diesel Alternators Alternators Batteries 2.4.7.1 Non-sealed Type 2.4.7.2 Sealed “Maintenance Free” Type 2.4.8 Generators - Frost Precautions 2.4.9 Flameproof and Intrinsically Safe Equipment 2.4.10 Gangway Cables
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION E Contents
2.4.11 2.4.12 2.4.13 2.4.14 2.4.15
Safety Equipment Diesel Driven Main Alternators Electrical Equipment Maintenance and Repairs Electric Motors Stand-by Machinery
2.5 Main Auxilliary Systems 2.5.1
2.5.2
2.5.3
2.5.4
2.5.5
2.5.6 2.5.7
Fuel Oil Systems 2.5.1.1 Bunker Quantities 2.5.1.2 Bunkers Quality / Specifications 2.5.1.3 Bunker Margins 2.5.1.4 Bunkering 2.5.1.5 Bunker Handling 2.5.1.6 Bunkers Onboard at Dry-docking 2.5.1.7 Fuel Purification (Heavy Oil) - Diesel Main Engine Lubricating Oil Systems and Lubricants 2.5.2.1 Lubricating Oil Levels, Main and Auxiliary Machinery 2.5.2.2 Lubricating Oil Sampling 2.5.2.3 Lubricating Oil Treatment 2.5.2.4 Lube Oil Tanks and Sump Tank 2.5.2.5 Lube Oil Strainers and Filters 2.5.2.6 Lubrication and Lubricating Oil – Diesel Main Engines Cooling Water Systems (FW and SW) 2.5.3.1 Diesel Engine Cooling Water Quality 2.5.3.2 Topping-up Diesel Engine Systems 2.5.3.3 Condensers and Heat Exchangers Steam, Feed Water and Condensate Systems 2.5.4.1 Reserve Feed Water Quantity 2.5.4.2 Raw Water Feed 2.5.4.3 Evaporators (Distilling Plant) Compressed Air Systems - Ship service Air 2.5.5.1 Emergency Air Compressor 2.5.5.2 Air Supply to Whistle 2.5.5.3 External Air Compressors - Frost Precautions Hydraulic Systems Pneumatic Systems - Control Air System
2.6 Miscellaneous Systems 2.6.1
2.6.2
2.6.3
2.6.4 2.6.5 2.6.6
Bilge, Fire and Washdeck Systems 2.6.1.1 Bilge System Operation and Maintenance 2.6.1.2 Bilge Water in Bilge Holding Tanks 2.6.1.3 Bilge Water Beneath Machinery, Motors or Other Equipment 2.6.1.4 Firefighting Systems 2.6.1.5 Emergency Fire Pump Domestic Fresh Water and Sanitary Systems 2.6.2.1 Domestic Fresh Water Production 2.6.2.2 Domestic Fresh Water - Margin on Sailing 2.6.2.3 Domestic FW - Quality 2.6.2.4 Sanitary System Refrigeration Installation 2.6.3.1 Cold Room Temperatures 2.6.3.2 Access to Refrigerated Compartments 2.6.3.3 Defrosting 2.6.3.4 Refrigeration Recharging or Adding Gas 2.6.3.5 Empty Refrigerant Cylinders Air Conditioning Installation Galley and Hotel Service Machinery Windlasses and Winches
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION E Contents
2.6.7 2.6.8
Lifeboat Engines Frost Precautions
2.7 Instruments, Gauges and Alarms 2.7.1 2.7.2 2.7.3
Routine Testing Unmanned Machinery Space (UMS) Operation Fire Detection Systems
2.8 Spare Gear 2.8.1 Care of Spare Gear 2.8.2 Essential Spares 2.9 Critical Equipment 2.10 Stand-by Equipment
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F Contents
Section Se ction F – MLC MLC Instruct ions and Procedures 1. Acc omodati ons, recreational Facilit Facilit ies, F Food ood Water Water and and Catering Catering 1.1
General
1.2
Food Water and Catering
1.3
Company’s Standards
1.4
External Inspections
1.5
Internal Inspections
1.6
Recreational Facilities
1.7
Inspections
1.8
Diversity
1.9
Living Accommodation
1.10 Heating and Ventilation 1.11 Lighting 1.12 Sleeping Rooms 1.13 Noise and Vibration and and Other Other Am Ambient bient Factors 1.14 Messrooms 1.15 Sanitary Facilities 1.16 Hospital Accommodation 1.17 Laundry Facilities 1.18 Open Deck Space 1.19 Offices 1.20 Mosquito Protection 1.21 Food Catering and Drinking Water 1.22 Harassment and Bullying 2. Onboard Complaint Procedures 2.1
General
2.2
Onboard Complaint Procedures 2.2.1 Liberian Flagged Vessels 2.2.2 Marshall Islands Flagged Vessels 2.2.3 Portuguese Flagged Vessels 2.2.4 Panamanian Flagged vessels
2.3
Conciliation, Mediation and Arbitration of Labor Disputes, Differences of Grievances 2.3.1 Arbitration Rules 2.3.2 Arbitration Proceeding
2.4
External Authorities
3. Seafarers Seafarers Employm ent Agreements 3.1
General
3.2
Reasons for Discharge
3.3
General Clause
3.4
Seafarer’s Identification and Record Books 3.4.1 3.4.2 3.4.3 3.4.4 3.4.5
Requirements Qualifications Validity and Renewal Penalty for Non-Possession Certificate of Service
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F Contents
4. Payment of Wages Wages 4.1
Terms Used
4.2
Companys’ Obligations
4.3
Salary Plans
4.4
Profit Sharing
4.5
Overtime 4.5.1 Terms Used 4.5.2 Rate 4.5.3 Exceptions
5. Workin g Hours Hours , Rest Hours and Overtime 5.1
General
5.2
Limits on Hours of Rest
5.3
Additional Provisions
5.4
Right of the Master
5.5
Record
5.6
Flag Administration Excemptions
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CONBULK SHIPMANAGEMENT
FLEET INSTRUCTIONS MANUA MANUAL L INTRODUCTION
“ INTR INTROD ODUC UCTI TION” ON”
Effect ive Date: 31/12 31/12/2018 /2018
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CONBULK SHIPMANAGEMENT
FLEET INSTRUCTIONS MANUA MANUAL L INTRODUCTION
INTRODUCTION Users of this manual should note that it is a controlled document and, therefore, forms an integral part of the Conbulk Shipmanagement Corporation Corporation Management System. The purpose of this manual is to provide instructions to seafarers and gather the general and specialised knowledge and experience which a Master, his officers and crew require if they are to operate vessels safely and efficiently. This manual contains much information in the way of practical operating instructions and practices. Senior officers shall be aware of the context of this manual and encourage crew to read it and apply it. The effective implementation of the Conbulk Shipmanagement Corparation Management System depends on compliance with methods and practices outlined in this manual. The methods and practices described are those that should be followed by shipping companies, Masters and senior officers who run hard-working ships with competent officers, adequate manning, manning, and sufficient sufficient stores and spares. Conbulk Ship Shipmanagement management sets sets high, but necessary, standards if ships are to be operated safely and efficiently and maintained in good condition. The seafarers are extremely important in working with the system. They are the people who make it happen and the end users of the system. Their participation and involvement is a prerequisite for the implementation of the system. Corrections to this manual will be issued by the Operations Manager from the Headquarters, and will be in the form of replacement pages. Obsolete pages will be kept in obsolete documents file when have been replaced. A record of amendments will be maintained on the Amendment Sheet Sheet at the beginning beginning of this manual manual when change changes s have been effected. effected.
Effect ive Date: 31/12 31/12/2018 /2018
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A
“ SAFETY SAFETY A AND ND HE HEALTH ALTH”” SECTION A
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1. GENERAL SAFETY The safety and health of personnel must always take place over all other operational considerations. The safe operation of the vessel is dependent upon the observance of safe practices by all personnel. While responsibility for enforcing the observation of safety precautions rests largely with the Master and ship's officers, it is a matter of concern to all personnel on board to see that they are observed. All personnel are responsible for reporting any hazardous conditions or operations, which they may have observed, to their supervisor, department head, or to the deck or engine officer on watch. Recognised practices to ensure operational safety are to be followed at all times. Many such practices are specified in the sections of this manual dealing with specific operations and are not repeated in this section. Seafarers must make sure that they have a thorough knowledge of the vessel's safety instructions and the contingency plan as soon as possible. If a seafarer is in doubt about anything, he should ask others on board who have the knowledge that he is seeking. The crewmembers of each vessel prevention, appoint or elect fromperson amongst the crew shall a suitable suitable person committee responsible for accident and such or committee in addition to or anya other duties assigned by the Master hold safety meetings, conduct routine inspections and ensure that any conditions aboard the vessel not in substantial compliance with the applicable provisions of the accident prevention code or codes and guidelines currently approved or provided by the Maritime Administration are brought to the prompt attention of the Master. Company ensures that seafarers are provided with occupational health protection and live, work and train on board vessels in a safe and hygienic environment. Compliance with the requirements of applicable international instruments on acceptable levels of exposure to workplace hazards on board vessels and on the development and implementation of vessel occupational safety and health policies and programs shall be considered as meeting the requirements of this regulation.
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2. PERMIT SYSTEM A permit to work system is a system which requires step by step formal actions to be taken by people responsible for a particular job in order to achieve a more effective control and obtain a satisfactory basis on ensuring the safety of those engaged in a high risk operation. Such a system may be instituted by use of a "permit to work", which essentially is a document which sets out the work to be done and the precautions to be taken in doing it, together with the confirmation that the precautions were taken. In order for ships to continue operating efficiently, it is essential that they are able to undertake repairs involving hot work in the interval between shipyard repair periods. It is of paramount importance that conditions are achieved which allow such repairs to be carried out safely. If the repairs involve entry into a dangerous space, the instructions contained in this section regarding the issue of a dangerous space entry permit must be complied with, in addition with instructions for hot work. Achieving the appropriate conditions for hot work and/or entry in dangerous spaces requires stringent attention to these instructions. Masters must advise the Headquarters, if for any reason, the necessary conditions cannot be achieved, or these instructions cannot be complied with. Before any hot work or entry or rescue from a dangerous space is permitted, the Master / Chief Engineer must review the task to be undertaken, by carryin g out a specifi c for the task “ RI RISK SK ASSES ASSESSM SMEN ENT” T” to identify the potential risks (ie lack of oxygen / life threatening atmospheric condition inside the space, risk the of fire / explosion in performing hot work) and establish all necessary safety procedures, augmenting instructions contained in this section, as conditions demand. The Master / Chief Engineer will undertake the task of ensuring that these procedures and instructions are observed at all times. These instructions must be complied with at all times. The presence of Headquarters' personnel on board a ship does not relieve the Master / Chief Engineer of responsibility for full compliance with these instructions.
2.1 2.1.1
INSTRUCTIONS FOR HOT WORK General
Experience indicates that burning and welding are among the most fire producing activities on board. Experience also indicates that these activities can be performed safely if proper precautions have been taken both before and during such work. The basic precaution is that no work involving burning, welding or other spark igniting activity shall begin until authorised by the Master / Chief Engineer. Operators should be competent in the process, familiar with the equipment to be used and instructed where special precautions need to be taken. Where portable lights are needed to provide adequate illumination, they should be clamped or otherwise secured in position, not hand-held, with leads kept clear of the working area. Special care should be taken when welding or flamecutting in dangerous spaces to provide adequate ventilation since oxygen can be depleted by harmful fumes and noxious gases. In confined spaces breathing apparatus may be required.
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A
Authorisation
A permit to work should be issued for welding and flame cutting operations elsewhere than in the workshop and a copy of the permit is kept in the appropriate Master's file. The authorisation is to be granted only after the Master / Chief Engineer or a responsible person delegated by them, has personally inspected the area in which the work is to be done, when this person has determined that it is safe to proceed and after he has been assured that there is a thorough understanding of the work to be accomplished and of the operation conditions under which it is to be conducted. When requesting authorisation to carry out hot work the following process must be complied with: each job must be the subject of a separate request. each request must give sufficient details of the actual hot work involved for the job to be properly assessed. each request must confirm that the precautions required have been complied with. each request must give the anticipated start and finishing times of the job.
A hot work authority will normally remain valid for not more than 24 hours. After this period an extension of the authorisation must be requested, confirming the status of the job commenced and the precautions taken. Jobs must not be started until authorisation has been received. For further information regarding work permits refer to par. 2.3 of this section.
2.1.3
Fire Watch
Burning or welding shall not be performed by a person working alone. The Chief Engineer shall delegate as many persons as necessary to act as a "fire watch" with specific instruction to observe flying sparks and falling slag in order to recognise and prevent possible fire hazards. Persons assigned to "fire watch" shall have no other duties while so employed. The Chief Engineer shall be particularly alert to the assignment of an additional "fire watch" on the opposite side of any bulkhead, deck or overhead subjected to burning or welding. The "fire watch" shall be equipped with a fire extinguisher. He may also be equipped with a running water hose when practical. The Chief Engineer should establish a prearranged means of signalling, whereby burning or welding should cease immediately when a hazardous situation arises. Fire mains must be pressurised. At least two fire hoses fitted with spray nozzles are to be at instant readiness at the working site. The hoses are to be kept pressurised with the spray nozzle in the shut position. If this is in a tank, in order to avoid kinking at the main deck level, a tank cleaning hose and saddle should be used for the first hose length entering the tank. Foam equipment is to be kept in constant readiness on the main deck. Foam hoses with branch pipes are to be located adjacent to the area of work and operable by the opening if the hydrant valve on deck. Two dry power fire extinguishers are to be located at the working site.
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A
Protect ive Cloth ing
Protective clothing should be worn by the operator to protect him from particles of hot metal slag and from accidental burns and their eyes and skin from ultraviolet and heat radiation. The operator should normally wear: welding helmet with suitably suitably coloured coloured transparent eye piece. Eye Eye goggles or hand-held shield may be suitable alternatives in appropriate circumstances. leather working gloves. leather apron. long-sleeved natural fibre boiler suit or other approved protective clothing.
Clothing should be free of grease and oil and other flammable substances.
2.1. 2.1.5 5
Precautions Precautions against against Fire and Explosions
Before welding or flame cutting is to begin, a check should be made that there are no combustible solids, liquids or gases, at, below or adjacent to the area of work, which might be ignited by heat or sparks from the work. Welding ororother hot worksubstances. should never undertaken on sediment surfaces must covered with grease, other flammable combustible All be sludge, scale and be removed fromoil anor area of at least 10 metres around the area of hot work, including reverse sides of frames, bulkheads, etc. Other areas that may be affected by the hot work should also be cleaned, e.g. the area immediately bellow the place where the hot work is being undertaken. Local cleaning of areas where work is to be carried out, in order to make them safe for hot work, should not be done by using solvents of any kind. Where work is being done close to or at bulkheads, decks or deckheads, the remote sides of the divisions should be checked for materials and substances which might ignite, and for cables, pipelines, or other services which may be affected by the heat. Hot work on pipelines should only be permitted when the appropriate section has been detached from the system by cold work and the open ended sections of the remaining system have been sealed off. Fuel tanks, cargo holds or other tanks or spaces that have contained flammable substances should be certified as being free of flammable gases before any repair work is commenced. The area will be well ventilated throughout the work period and periodic testing will be carried out to check that no concentrations of flammable or toxic gases develop. Welding and flame cutting operations should be properly supervised and kept under regular observation. Suitable fire extinguishers should be kept at hand ready for use during the operation.
2.1.6 2.1 .6
Electri c Welding Equip ment
Cable connectors should be fully insulated when connected, and so designed and installed that current carrying parts are adequately recessed when disconnected. Electrode holders should be fully insulated so that no live part of the holder is exposed to touch and, where practicable, should be fitted with guards to prevent accidental contact with live electrodes and as protection from sparks and splashes of weld metal. Effective Date: 01/09/2020
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A
Precautions Precautions during Electri Electri c Welding Welding
The welding operator should wear the protective clothing stated in Section B par.3, but should additionally wear non-conducting safety footwear. Clothing should be kept as dry as possible as some protection against electric shock. It is particularly important that gloves should be dry, because wet leather is a good conductor. An assistant should be in continuous attendance attenda nce during welding operations. o perations. He should be alert to the t he risk of accidental shock to the welder, ready to cut off power instantly, raise the alarm and apply artificial respiration without delay. For details on artificial respiration refer to Section B par.8. In restricted spaces, where the operator may be in close contact with the ship's structure or is likely to make contact in the course of ordinary movements, protection should be provided by dry insulating mats or boards. In no circumstances should a welder work while standing in water or with any part of his body immersed. The electrode holder should be isolated from the current supply before a used electrode is removed and before a new electrode is inserted. This precaution is necessary because some electrode coatings have extremely low resistance. Even a flux coating which is normally insulating can become damp from sweating hands and thus potentially dangerous. When the welding operation is completed or temporarily suspended, the electrode should be removed from the holder. Hot electrode ends should be ejected into a suitable container and not be handled with bare hands. Spare electrodes should be kept dry in their container until required for use.
2.1.8 2.1 .8
Gas Welding and Cutti ng
The pressure of oxygen used for welding should always be high enough to prevent acetylene flowing back into the oxygen line. Acetylene should not be used for welding at a pressure exceeding 1 atmosphere gauge as it is liable to explode, even in the absence of air, when under excessive pressure. Should a backfire occur, the valves on the oxygen and acetylene cylinders should be closed as soon as possible. A watch should be kept on the acetylene cylinders and, should one become hot, it should be immediately removed to the open, kept cool either by immersion or with copious amounts of water and the cylinder stop valve opened fully. If this cannot be done with safety, consideration should be given to jettisoning the cylinder overboard. Any acetylene cylinder suspected of overheating should be treated with care, because an impact could set off an internal ignition which might cause an explosion. Only those hoses specially designed for welding and cutting operations should be used to connect an oxy-acetylene blowpipe to gas outlets. Any length of hose in which a flashback has occurred should be discarded. The connections between hose and blowpipe, and between hoses, should be securely fixed with metal fittings such as hose bands.
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Hoses should be so arranged that they are not likely to become kinked or tangled or be tripped over, cut or otherwise damaged by moving objects or falling metal slag, sparks, etc. A sudden jerk or pull on the hose is liable to pull the blowpipe out of the operator's hands or cause a cylinder to fall or a hose connection to fail. Hoses in passageways should be covered to avoid them becoming a tripping hazard. Soapy water only should be used for testing leaks in hoses. Blowpipes should be lit with a special friction igniter, stationary pilot flame or other safe means. When a blowpipe is to be changed the gases should be shut off at the pressure-reducing regulators. During a temporary stoppage or after completion of the work, supply valves on gas cylinders and gas mains should be securely closed and blowpipes, hoses and moveable pipes should be removed to lockers that open on to the open deck, to prevent a built-up of dangerous concentrations of gas or fumes.
2.2
ENTRY INTO DANGEROUS SPACES
The term "Dangerous Space" can been redefined and be equivalent to "Enclosed Space". The definition includes all spaces which may be open to atmosphere but allow gas concentrations to accumulate, as well as spaces which could suffer from lack of oxygen. The atmosphere of any dangerous space may put at risk the health or life of any person entering it. Such spaces may be cargo holds, double bottoms, fuel tanks, ballast tanks, void spaces, sewage tanks, battery lockers, chain lockers, storage rooms for CO2 and other media used for fire extinguishing. When it is suspected that there could be a deficiency of oxygen in any space, or that toxic gases, vapours or fumes could be present, then such a space should be considered to be a dangerous space.
2.2.1 2.2 .1
Precautio ns on Enterin g Dangero Dangero us Spaces
The following precautions should be taken before a potentially dangerous space is to be entered, so as to make the space safe for entry without breathing apparatus and to ensure it remains safe whilst persons are within the space.
A competent person should make an assessment of the space and a responsible officer to take charge of the operation should be appointed.
The potential hazards should be identified. The space should be prepared and secured for entry.
The atmosphere of the space should be tested.
A permit to work should be issued. Procedures before and during the entry should be instituted.
No one should enter any dangerous space to attempt a rescue without taking suitable precautions for his own safety since not doing so would put his own life at risk and almost certainly prevent the person he intended to rescue being brought out alive.
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A
Duties and Respons Respons ibilit ies of the Responsi Responsi ble Officer
The responsible officer is in charge of every operation where entry into a potentially dangerous space is necessary. Where the assessment shows that there is no conceivable risk to health or life and that conditions in the space will not change, then entry may be made without restriction. Where the assessment shows that there is a risk immediate or not to health or life then the space should be prepared and secured for entry, the atmosphere should be tested and a permit to work in a dangerous space should be issued.
2.2.3 2.2 .3
Identif ying Potenti al Hazards Hazards
2.2.3. 2.2 .3.1 1 Oxygen Deficienc y If an empty tank or other confined space has been closed for a time the oxygen content may have been reduced due to the oxygen combining with steel in the process of rusting. Oxygen may also be depleted because certain types of cargo or residues such as scrap iron, fresh fruit, absorb oxygen. Cargo holds which contain such an oxygen absorbing cargo may not contain sufficient oxygen to support your life. Holds ora confined havetobeen withSome preservatives or other of coating not contain sufficientspaces supply which of oxygen keepcoated you alive. substances used kinds in coating a tankmay surface may require oxygen for the "curing" process. Lack of oxygen may also occur: in boilers or other pressure vessels. in cargo spaces when oxygen absorbing cargoes, e.g. vegetable and animal bearing products, certain types of wood cargoes, steel products, iron and steel swarf, etc. have been carried. in cargo holds e.g. ore concentrates. after discharge of volatile cargoes.
2.2.3.2 2.2.3 .2 Other Hazard Hazard s The interaction of sewage with sea water may lead to the release of hydrogen sulphide which is very toxic. The disturbance of rust, scale, or sludge residues of cargoes of animal, vegetable or mineral origin, or of water that could be covering such substances may lead to the release of toxic or flammable gases. Do not take chances. Test the atmosphere. Smelling is not a reliable means of testing the atmosphere. Some toxic substances are odourless and still others are toxic before your nose can detect them.
2.2.4 2.2 .4
Arr angements befor e Entry
The appropriate atmosphere checks should be carried out. A steady reading of at least 20% oxygen by volume should be obtained before entry is permitted. Effective ventilation will be maintained continuously while men are in a dangerous space. Compressed oxygen should not be used to ventilate the space.
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Lifelines and harnesses are ready for immediate use. They should be long enough for the purpose and be easily detached by the wearer should they become entangled, but should not otherwise come away from the rescue harnesses. Approved breathing apparatus and resuscitation equipment are ready for use at the entrance to the dangerous space. Care should be taken to ensure that the integrity of the approved lighting system is maintained. If additional lighting is required, only approved equipment should be used. The number of persons entering the tank is kept to a minimum consistent with the work to be performed. Means of communication are provided and a system of signals is agreed and understood by the personnel involved. Spare sets of breathing apparatus and resuscitators are available outside the compartment, and a standby party is in attendance in case of emergency. Any essential work that tha t is to be undertaken is carried out in a manner that will avoid creating an ignition hazard.
2.2. 2.2.5 5
Arrangements for Entry
If the atmosphere is considered to be suspect or unsafe to enter without breathing apparatus, then the space should only be entered if it is essential for testing purposes, the working of the ship, for the safety of life or for the safety of the ship. The number of persons entering the space should be the minimum compatible with the work to be performed. Breathing apparatus should always be worn. Respirators cannot be used as they do not provide a supply of clean air from a source independent of the atmosphere within the space. Except in the case of emergency, or where impractical because movement in the space would be seriously impeded, two air supplies should be available to the wearer of the breathing apparatus. He should normally use the continuous supply provided from outside the space and he should immediately make his way out of the space should it be necessary to change over to the self-contained supply. During occupation of the space, precautions should be taken to safeguard the continuity of the outside source of air to the wearer of breathing apparatus. Special attention should be given to supplies originating from the engine room. Where remote testing of the space is not reasonably practicable, or where a brief inspection only is required, a single air supply may be acceptable provided prolonged presence in the space is not required and the wearer of the breathing apparatus is so situated that he can be hauled out immediately in the case of an emergency. When appropriate, portable lights and other electrical equipment should be of a type approved for use in a flammable atmosphere. Should there be any hazard due to chemicals, whether in liquid, gaseous or vapour form, coming into contact with the skin and/or eyes then protective clothing should be worn.
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FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A
Arrangements during Entry
Ventilation should continue during the period that the space is occupied and during temporary breaks. In the event of a failure of the ventilation system any persons in the space should leave immediately. The atmosphere should be tested periodically whilst the space is occupied and persons should be instructed to leave the space should there be any deterioration in the conditions. If unforeseen hazards or difficulties develop, the work in the space should be stopped and the space evacuated so that the situation can be reassessed. If a person in a space feels in any way adversely affected, he should give the pre-arranged signal to the attendant standing by the entrance and immediately leave the space. When available, a rescue harness should be worn to facilitate recovery in the event of an accident. Should an emergency occur the general (or crew) alarm should be sounded so that back-up is immediately available to the rescue team.
2.2.7 2.2 .7
Rescue fro m Da Dangero ngero us Spaces
If any of the conditions stated on the entry permit become unsafe after personnel have entered the tank, space or compartment, they should leave immediately and not re-enter until the safe conditions stated on the permit have been restored. When an accident involving injury to personnel occurs in a dangerous space, the first action must be to raise the alarm. Although speed is often vital in the interest of saving life, rescue operations must not be attempted until the necessary assistance and equipment have been obtained. There are many examples of lives having been lost through hasty, poorly prepared rescue attempts. Preliminary organisation is of great value in arranging a quick and effective response. Lifelines, breathing apparatus, resuscitation equipment and other items of rescue equipment must always be kept ready for use and a trained emergency team must be available. Whenever it is suspected that an unsafe atmosphere has been a contributory factor to the accident, breathing apparatus and, where practicable, lifelines must be used by persons entering the space. A code of signals must be agreed in advance. The officer in charge of the rescue must remain outside the space, where he can exercise the most effective control. It is imperative that every member of a rescue team knows what is expected of him, and regular drills and exercises in rescue from dangerous spaces must be carried out.
2.2.8
Rules to Remember
Before entering a tank/compartment:
Check all of your equipment carefully. Inspect the air hoses, face mask and straps. straps. Check the cylinders for air content. Try the apparatus and see if it functions properly. Remember that faulty equipment can be worse than none at all, especially if you place your trust in it. Know your own limitations and the limitations of the equipment.
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Do not try to do more than you or it can. Exercise caution while you are in the tank or compartment. If you feel sleepy or lethargic or smell something, or in any other way feel affected by vapours do not stay in the tank/compartment. Be careful about keeping your safety line line from becoming entangled with the structures structures of the tank/compartment. Never take off your equipment while in the tank. Never attempt to rescue anyone from a tank or a compartment without notifying others to assist assist you, and never attempt a rescue without wearing proper respiratory equipment and lifeline. If you take a few seconds, to think, maybe you will be able to get the person out of the tank alive and you will get out too. Many accidents of this kind become multiple death tragedies because the rescuers did not stop to think. If you have not been instructed and trained in the use of respiratory equipment do not ever attempt to enter a tank. Drills and training are very important, therefore pay close attention during such. That way you will learn to put the equipment on properly, use and maintain it the way you are directed.
After leaving the tank/compartment: Remove all protective clothing upon leaving the confined space. space. Liquids impregnating shoes, gloves and other protective clothing can do their evil work later.
Do not enter living quarters or messrooms etc. wearing protective garments or other similar equipment. After having removed protective garments which may be contaminated, make certain that the items are properly cleaned before being stowed away in lockers.
2.3
WORK PERMITS
Work permits shall be issued when any hot work is to be done, elsewhere than in the workshop, or when entering a dangerous or a potentially dangerous space. A work permit shall be issued by the Master or Chief Engineer who appoints app oints a responsible officer for the operation. The responsible officer checks and signs for approval that safety checks were carried out. Before commencing work, the work permit must be completed. All items must be ticked and the permit must be signed by the responsible officer. When duly signed, this work permit remains valid only for the duration of a working day. After this time, the conditions must be re-established and a new permit issued, if work is to continue the next day. Any change in the circumstances surrounding surroun ding the issue of a work permit renders that permit invalid. All work must cease, the original conditions must be re-established and a new work permit issued, prior to resuming work. Each individual job must be the subject of an individual work permit. On completion of the work, the responsible officer signs again for confirmation that the work is safely completed. The copy of the completed work permit must be retained on board, available for review, as verification of the ship's work permit p ermit system.
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ENTRY INTO DANGEROUS SPACES AND HOT WORK PERMIT
Before entering any enclosed space all the appropriate safety checks must be carried out by the Chief Engineer or responsible officer and by the person who is to enter the space. Before any hot work is to be initiated all the appropriate safety checks must be carried out by the responsible officer. A hot work permit shall not be given before the checklist has been completed, and the responsible officer is fully satisfied that all precautions have been taken.
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3. SAFE WORKING PRACTICES There are three factors in protection when working on board: Removal of dangerous situations. Abstain from dangerous actions and job situations. Use of protection equipment and clothing.
The Company has regulations and instructions for the use of protective equipment and clothing and is following safe practices in general. However, even when all efforts are made to remove dangerous situations, and everyone is very careful and thoughtful in their work on board, accidents will still happen caused by oneself or others. In practical life it is almost impossible to eliminate all conditions that may cause an accident. That is why it is so important that everyone follows safe working practices and uses protective equipment and clothing, thus avoiding injuries or at least reducing the extent of same.
3.1
PROTECTIVE CLOTHING AND EQUIPMENT
Protective clothing and equipment must be used by both ship personnel and visitors, when considered necessary, in order to protect them from personal injuries. There are many kinds of equipment that protects the body from harmful effects from exterior sources, while same hinder bodily harm to a person from unwanted incidents. Protective equipment must not hamper the work you are to carry out and should be comfortable to use while giving you the necessary protection. Right choice of protective equipment should give you the highest safety and the least amount of strain. Protective garments must: give sufficient protection to the skin give sufficient insulation against cold and heat be fire proof be comfortable to use be suitable for the work that is to be carried out.
Loose fitting garments have a tendency to get caught in the moving parts of a machine. The same goes for wide or ragged arms. Unless the protective garment used gives protection against cold and humidity, the body will stiffen and one's reaction and attention will be reduced and may cause accidents and injuries. Remember that working clothes made of synthetic fibres have a tendency to be easily inflammable and may cause great injuries to the body if set on fire. Synthetic fibre clothing may also be a source of ignition by static electricity electricity giving out sparks large enough to ignite gases. However, it is impossible to find garments that cover all occasions, so just remember to be attentive to the clothing you are wearing considering the work you are to carry out. Protective clothing and equipment such as the ones mentioned below are usually used on board.
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Boiler suits must be worn at all times when working: i) in the engine room, pump room or any other space containing machinery. ii) in any area outside the accommodation or bridge. iii) during storing operations. iv) with paint or blasting equipment. v) with scaling, drilling, grinding and cutting equipment. vi) with acids or other chemicals. Boiler suits should be worn with sleeves and legs secured at the wrist and ankle. The front should be fastened to the top of the chest and there should be no loose pocket flaps. Boiler suits should be changed and washed frequently to avoid the accumulation of oil and chemicals which might lead to skin irritation.
Properly laced safety boots or shoes must be worn by everyone during working hours. This does not apply to the bridge.
A hard hat must be worn at all times when working working outside the accommodation spaces, wheelhouse, engine control room. (N.B. spare helmets must be placed, ready for use in strategic locations such as entrances to engine room, accommodation exits, etc.)
Exposure to excessive noise causes irreversible hearing damage. Ear defenders must be worn whenever possible except when operating rotating machinery tools.
Gloves should be worn whenever possible except when operating rotating machine tools.
3.2 3.2.1
WORKING ALOFT AL OFT AND OVERBOARD OVERBOARD General
A man working at a height may not be able to give his full attention to the job and at the same time guard g uard himself against falling. Proper precautions should therefore always be taken to ensure personal safety when work has to be done aloft or when working overboard. It must be remembered that the movement of the ship in a seaway will add to the hazards involved in work of this type. A stage or ladder should always be utilised when work is to be done beyond normal reach. A safety harness with lifeline or other arresting device should be continuously worn when working aloft, outboard or over side. A safety net should be rigged when necessary and appropriate. Additionally, when work is done over side, buoyancy garments should be worn and a lifebuoy with sufficient line attached should be kept ready for immediate use. Men should not work over side when the vessel is underway. Before work is commenced near the ship's whistle, the officer responsible for the job should ensure that the power is shut off and warning notices posted on the bridge and in the machinery spaces. Before work is commenced in the funnel, the officer responsible should inform the duty engineer to ensure that steps are taken to reduce as far as practicable the emission of steam, harmful gases and fumes. Before work is commenced in the vicinity of radio aerials, the officer responsible should inform the radio officer so that no transmissions are made whilst there is a risk to the seafarer. A warning notice should be put up in the radio room.
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Where work is to be done near the radar scanner, the officer responsible should inform the officer on watch so that the radar and scanner are isolated. A warning notice should be put in the set until the necessary work has been completed. On completion of the work of the type described above, the officer responsible should, where necessary, inform the appropriate officer that the precautions taken are no longer required and that warning notices can be removed. Unless it is essential, work should not be done aloft on a stage or bosun's chair in the vicinity of cargo working. Care must also be taken while work is being done aloft or at a height, to avoid risks to anyone working or moving below. Suitable warning notices should be displayed. Tools and stores should be lowered and sent up by line in suitable containers which should be secured in place for stowage of tools or materials not presently being used. No one should place tools where they can be accidentally knocked down and may fall on someone below, nor should tools be carried in pockets from which they may easily fall. When working aloft, it is often best to wear a belt designed to hold essential tools securely in loops. Tools should be handled with extra care when hands are cold or greasy and where the tools themselves are greasy. 3.2.2
Stages
Planks and material used for the construction of ordinary plank stages must be carefully examined to ensure adequate strength and freedom from defects. A defective item should not be used. Wooden components of staging should be stowed in a dry, ventilated space and not subjected to heat. Gantlines should be kept clear of sharp edges. Particularly, when a stage is over side, the two gantlines used in its rigging should at least be long enough to trail into the water to provide additional lifelines should the operator fall. A lifebuoy and line should still be kept ready at a close position. Where men working from a stage are required to raise or lower themselves, great care must be taken to keep movements of the stage small and closely controlled. 3.2.3
Ropes
The safety of the man aloft or over side depends upon the strength of the line holding him, whether it is a lifeline to his harness or gantline to a bosun's chair or stage. Ropes should be stored away from heat and sunlight, and in a separate compartment from containers of chemicals, detergents, rust removers, paint strippers or other substances capable of damaging them. The person responsible for the work being undertaken should ensure that all ropes, lifelines, gantlines etc. employed for a particular job are resistant to attack by substances that might be used during the course of that job.
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Rope should be inspected internally and externally before use for signs of deterioration, undue wear or damage. This is particularly important if a gantline has not been used for some time. A high degree of powdering between strands of man-made fibre ropes indicates hard wear and impaired strength: the internal wear will be greater with ropes that stretch. Some ropes, for example of polyamide, become stiff and hard when overworked.
3.2.4 3.2 .4
Portabl e Ladders
A portable ladder should be soundly constructed and have adequate adequ ate strength for the purpose for which it is used. A ladder should not be used if any part is defective, for example if any rung depends for support solely on nails, spikes or similar improvisations. All ladders ladde rs should shou ld be inspected at regular intervals and maintained in sound condition. Wooden ladders should not be painted or treated so as to hide cracks and defects. When not in use, portable ladders should be stowed in a dry ventilated space away from heat. Working from ladders should be avoided as far as practicable since there is a risk of overbalancing and falling. Where it is necessary, a safety harness with a lifeline secured above the position of work should be worn when working at a height in excess of 2 meters.
3.3
WORKING IN CARGO SPACES
3.3.1
Access
Cargo spaces should always be well ventilated before entry is made. If it is necessary to enter a hold or other dangerous cargo space, the precautions set out in Section B, par.2.4 should be followed. Whenever practicable, the permanent means of access should be used. In other cases, portable rigid ladders should be used. When necessary, lifelines and safety harnesses should be available and used. Should it be necessary to remove injured persons from a hold, the best available method should be adopted, but where practicable, all access openings should be opened and the following equipment used, where available:
a manually operated davit, suitably secured over the access opening. a cage or stretcher fitted with controlling lines at the lower end.
When hatches are opened, there should be ample clearance for any loads which may have to be raised or lowered.
3.3.2 3.3 .2
Lig hti ng in Cargo Cargo Spaces
Cargo spaces in which work has to be undertaken should be adequately lit. Dazzle and strong contrasts of light and shadow should be avoided. Open or naked lights should not be used. Portable lights, when used, should be adequately guarded and suitable for the intended purpose. Portable lights should not be lowered or suspended by their cables. Leads for portable lights should be kept clear of loads, running gear and moving equipment. Effective Date: 01/09/2020
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Portable lights should be properly secured against accidental displacement. Lights should not be switched off or removed before it has been ascertained that all personnel are clear of the compartment or hold.
3.3.3
Fencing
Before work is done in cargo spaces, all openings through which a person may fall should be adequately guarded or fenced. Guard rails should be tight with stanchions secured in position, and properly maintained. Partly opened unguarded hatches should never be covered with tarpaulins; this would present a very dangerous situation which would not be apparent to a person walking across the hatch.
3.3.4 3.3 .4
General General Precautio ns
Care should be taken when walking over dunnage which is loosely stowed or from which nails may be protruding. When work is to be done on a tall stack of cargo, the cargo should be secured to prevent it falling. If the stack is of bagged cargo, damage to the bags may cause bleeding and subsequent collapse of the stow. Where it is necessary to mount the face of a stow, a portable ladder should be used. When work is being done on a tall stack of cargo or in places where there is a risk of falling, a safety net should be erected. It should not be secured to hatch covers.
3.4 3.4.1
ELECTRICAL ELECTRICAL WORK General
When any electrical work is to be undertaken, the dangerous aspects of such work have to be kept in mind. Such work is only to be carried out by competent persons and all the appropriate precautions must be taken. When operating electrical equipment, crew should proceed according to instructions. They must not experiment. If equipment does not operate properly or in any doubt, call the electrician. Unauthorised persons must not attempt to make repairs to electrical equipment. All unsafe appliances, lines and electrical apparatuses should be reported to the electrician.
3.4.2 3.4 .2
Electri cal Hazards Hazards and Precautio ns
Before any work is done on electrical equipment, fuses should be removed or circuit breakers opened to ensure that all related circuits are dead. Where a fuse has been removed, it should be retained by the man working on the equipment until the job is finished. Additional precautions are necessary to ensure safety when work is to be undertaken on equipment designed to operate at a nominal system voltage in excess of 1 kV. The work should be carried out by, or under the supervision of, a competent person with sufficient technical knowledge. Effective Date: 01/09/2020
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Flammable materials should never be left or stored near switchboards. Cleaning solvents for electrical equipment should be used in accordance with manufacturer's instructions. Work on or near live equipment should be avoided if possible but when it is essential for the safety of the ship or for testing purposes, the following precautions should be taken: A second man competent in the treatment of electric shock should be continually in attendance. The working position adopted should be safe safe and secure to avoid possible possible fatal contact with live parts arising from a slip or stumble or the movement of the vessel. Insulation gloves should be worn where practicable. The use of a dry insulating mat is recommended. Contact with bare metal should be avoided. Wrist watches, metal identity bracelets and rings should be removed. They provide low resistance contacts with the skin.
When some types of equipment are switched off but the mains switches are left on, some parts may remain live. Power should always be cut off at the mains. Avoid contact with electrical power lines. Contact with low voltage lines such as 110 - volt household lighting circuits can result in death. The risks of electric shock are much greater on board than they are normally ashore because the conditions of wetness, high humidity and high temperature (including sweating) reduce theis contact resistance of the body. Hands, shoes and clothing should be dry when electrical equipment being handled. Water or steam should not be used to wash the area near electrical engines or other electrical equipment, unless the power has been cut off. Crew members should avoid stepping on or handling low wiring, lighting units or headlamps found lying on the floor or ground, especially in damp areas. Such a condition should be remedied by opening the circuit and restoring the items to their proper place. Electrical outlets should not be overloaded. Substitutes for fuses such as coins, slugs or any other make-shift connections must never be used. All portable electrical tools shall be circuit-grounded through the third wire of a three - conductor con ductor cord. When changing a broken light bulb make certain that the circuit is de-energised. Keep the glassware on all industrial fixtures clean so that illumination will be at a safe level. Never remove protective globes from vapour proof or explosion proof fixtures longer than necessary to clean or replace. Crew should avoid handling broken fragments of fluorescent lamp tubes and should not breath dust or vapours from a broken lamp. Sufficient time should be allowed for the atmosphere to clear before cleaning up the broken pieces. Should any wounds be received, crew should wash thoroughly and seek immediate medical attention. Burned out tubes should always be disposed of, thus avoiding hazard to other people. Safety lamps and extension cords must be kept in good order. They must be checked for bad insulation and cracked or broken protection globes. The cord shall not be used if it is defective. Take care and avoid wrapping the cord around arms or any part of the body. Avoid standing in water when using the cord. All portable porta ble hand-lights used in hazardous locations must be of explosion proof type. No portable handlight should be used unless the outside globe and metal guard is in place. Effective Date: 01/09/2020
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Doors to and covers over electrical apparatus enclosures shall be kept closed except while making repairs. All non-current carrying enclosures, or structures used in electrical equipment, or circuits shall be grounded. In a grouping of electric apparatus, the ground shall be interconnected. Before starting to work on such enclosures or structures determine that the ground is effective. Always call the electrician.
3.5
SAFETY MARKINGS MARK INGS AND WARNING SIGNS
Safety markings and warning signs required by statutory or Company regulations are to be displayed as specified. Stencilled signs must be kept in a readable condition and if painted over, must be returned to a readable condition as soon as possible.
3.6 3.6.1
BREATHING APPARATUS General
Breathing apparatus must be used emergency entry is made a space which known to contain toxic gasalways or smoke, or towhenever be deficient in oxygen. It must also into be used if there is is a possibility that any of these conditions may exist or occur during the period of occupation. NB. Entry into a dangerous space under these conditions should, however, only be permitted in exceptional circumstances and when there is no practicable alternative. Breathing apparatus is designed to provide the user with an adequate supply of air. The air can either be carried by the user in portable cylinders or supplied through a hose from a source of fresh air. Gas masks and canisters of the type which depend on chemical absorbents to protect the user from poisonous gases do not give protection against petroleum gas in high concentrations or against oxygen deficiency. Gas masks do not manufacture or provide oxygen. They must never be used in place of breathing apparatus. Everyone likely to use breathing apparatus should be instructed by a competent person in its use. 3.6.2 3.6 .2
Self-c Self-c ontained ont ained Breathi ng App aratus
This consists of a portable supply of compressed air contained in a cylinder or cylinders attached to a carrying frame and harness worn by the user. Air is provided to the user through a face mask which can be adjusted to give an airtight fit. A pressure gauge indicates the air pressure in the cylinder and an audible alarm sounds when the supply is running low. Air is admitted to the face mask through a demand valve which opens when the user inhales. The demand valve can be by-passed giving an additional flow of air into the face mask. The use of this by-pass valve causes rapid depletion of the air cylinder and on this type of equipment it should normally be kept closed. If the equipment is of the positive pressure type, no by-pass valve is needed since the air supply system is designed to keep a positive pressure in the face mask at all times.
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When using the equipment, the following precautions are necessary: The face mask must be checked and adjusted to to ensure it is airtight. The pressure gauge must be checked before use. The audible low-pressure alarm should be tested before use. The pressure gauge should be read read frequently during use to check the air supply.
Ample time should be allowed a llowed for fo r getting ge tting out of the t he hazardous atmosphere. In any event, the user must leave immediately when low pressure alarm sounds. It should be remembered that the duration of the air supply depends on the weight of the user and the extent of his exertion. Remember to check the capacity of the air bottles so that you know how much air you have at your disposal. 1 bottle of 7 kilos is equal to 1400 litres 2 bottles of 4 kilos each is equal to 1600 litres. The user must understand the working differences in air consumption under varying working conditions and strains. The following table is a good indicator of air consumption:
- resting - light movement - light work - middle heavy work
approx. " " "
10 to 15 15 to 20 20 to 30 30 to 40
ltr/min " " "
-- heavy heavy strain work "" 3 "" 55 0 tto o5 85 0 - (for a few min.) " 100 " That the user is acquainted with the proper breathing method is essential to maximum utilisation of the apparatus during an emergency. It is also essential that the user does not have a beard. This is so because the masks on regular equipment does not fit properly. However, if the apparatus is of a positive pressure type construction you may have a beard. In any case, if the user has reason to suspect the efficiency of the equipment, he must leave the compartment immediately.
3.6. 3.6.3 3
Air Line Breathing Apparatus
Airline breathing apparatus has been developed to enable compressed air equipment to be used for longer periods than would be possible using self-contained equipment alone and to give easier access to confined compartments. The apparatus consists of a face mask supplied with compressed air through a small diameter air hose. Air from a compressor is suitably filtered and its pressure reduced to the design pressure required to supply air to the face mask. Because of the small diameter of the air hose, it is essential that the air pressure does not fall and the supply should be adjusted to maintain this pressure. If the compressor fails to maintain this pressure, the supply must be switched over to compressed air bottles provided for such an emergency. The user shall then be signalled to leave the compartment. The airline pressure gauge and the control the changing over to an alternative supply must be under the constant supervision of a responsible person who has received instruction in the procedure required. It is recommended that a completely separate supply of clean air should be available under the direct control of the user.
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When using the equipment, the following precautions are necessary: The face mask must be checked checked and adjusted to ensure that it is airtight. The working air pressure should be checked before use. The audible low-pressure alarm should be tested before use. The user should keep his airline clear of projections. The length of air hose used should not exceed 90 metres.
If the user has reason to suspect the efficient of the equipment, he must leave the compartment immediately, switching over to an alternative supply of air, if available.
3.6.4
Maintenance
All types of breathing apparatus should be examined and tested by a responsible officer at regular intervals. Defects should be made good promptly and a record kept of repairs. Air bottles must be refilled as soon as possible after use. Masks and helmets should be cleaned and disinfected after use.
3.6.5
Stowage
Breathing apparatus should be stowed fully assembled in a place where it is readily accessible. Air bottles should be fully charged and the straps kept Units should be sited so as to be available for emergencies in different partsadjusting of the ship or the jettyslack. as appropriate.
3.6.6
Training
Practical demonstrations and training in the use of breathing apparatus must be carried out to give personnel experience in its use. Only trained personnel should use self-contained and airline breathing apparatus since incorrect or inefficient use can endanger the user's life.
3.7 3.7.1 3.7 .1
ASB ESTOS ON SHIPS What is Asb estos
Asbestos is a generic name given to the fibrous variety of six naturally occurring silicate minerals. Silicate minerals make up a large proportion of the rocks on the planet. All asbestos rocks occur in, or separate very easily into, very small fibres or fibrils with a diameter of only a few nanometres.
3.7.2
Regulation
INFORMATION ON PROHIBITING THE USE OF ASBESTOS ON BOARD SHIPS (MSC.1/ Circ.1374 3rd December 2010) a. The Maritime Safety Committee, at its eighty-eighth session (24 November to 3 December 2010), approved information on prohibiting the use of asbestos on board ships, as set out in the annex, with the aim of raising awareness about the dangers involved among parties concerned. b. Ships built before 1 July 2002 are allowed to have asbestos containing materials (ACMs), materials (ACMs), on board. However, the ACMs are only allowed as long as they do not pose a risk to the crew's health. c. Since 1 July 2002, new installation of ACMs on board all ships have been allowed only in exceptional cases. The installation of materials that contain asbestos has, under SOLAS regulation II-1/3-5, been prohibited for all ships, except for some vanes, joints and insulation Effective Date: 01/09/2020
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d. From 1 January 2011, new installation of ACMs on board all ships will, without exception, no longer be allowed and any installation of materials that contain asbestos will, under SOLAS regulation II1/3-5, be prohibited, for all ships without exceptions.
3.7.3
General
Despite the clear and unambiguous prohibition of asbestos containing materials (ACMs), materials (ACMs), asbestos is still found on various locations on board ships. During inspections, asbestos has been found in such places as fire blankets, joints and insulation materials, types of sealants, friction material for brakes, wall and ceiling coverings, cords, remnants, electric fuses, etc. Moreover, ships that initially were free of asbestos appear to have asbestos on board as a result of repairs at shipyards and/or of purchasing spare parts at a later stage.
3.7. 3.7.4 4
Recognizing Recognizing Asbestos Containing Materials Materials
Asbestos is used for its specific characteristics such as fire resistance, thermal insulation, electrical insulation, strength, flexibility, etc. Therefore, asbestos is used in various locations throughout a ship. Inspectors should be aware of the large number of probable asbestos applications on board. Asbestos a fibrous materialwhere and can often be identified visuallyvisually. on that basis. However, most asbestos is used onisboard in materials it cannot easily be identified Whenever an item or material is to be installed, it is ensured that the item or material has a statement of compliance, or similar, with the relevant SOLAS regulation. This may take the form of an "asbestos free declaration". Due diligence should be paid to such statements or declarations and it is recommended that random confirmations are carried out. When asbestos is detected on board, in contravention of SOLAS regulation II-1/3-5, action should be taken to have it removed. The removal – assigned to professional asbestos removal companies – should take place within a time frame of 3 years from the date when the contravention is found and should be conducted in close consultation with and, where applicable, under the supervision of the flag State concerned. In such cases, a suitable exemption certificate should be issued by the flag State.
3.7. 3.7.5 5
Where Where is Asbestos Found on Ships
It can be in: the concrete and tiling on the floor
the wall and ceiling panels and the fire insulation behind them
the doors
the glues and sealants in the windows and furniture
heat insulation and lagging
electrical cables
brake linings and gaskets
mooring ropes
firemen’s outfits
boiler cladding furnace firebricks, and
welding shop curtains and welders’ gloves and in various other places.
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The International Maritime Organization (IMO) has published following detailed list of areas where asbestos can be found. Structur e and and / or equipment
Component • Packing with low pressure hydraulic
Propeller shafting Diesel engine
Turbine engine
Boiler
Structure and/or
Exhaust gas economizer
Incinerator Auxiliary machinery (pump, compressor, oil purifier, crane)
piping • Packiflange ng wit h casing • Brake lining • Clutch • Synthetic stern tubes • Packing with piping flange • Lagging material for exhaust pipe • Lagging material for fuel pipe • Lagging material turbocharger • Lagging material for casing • Packing with flange of piping and valve for steam line, exhaust line and drain line • Lagging material for piping and valve for steam line, exhaust line and drain line • Insul Insulati ation on in in combu combusti stion on c cham hamber ber • Gaske Gaskett for for manhol manhole e • Packing for casing door • Gasket for hand hole • Gas shield packing for soot blower and other hole • Packing with flange of piping and valve for steam line, exhaust line, fuel line and drain line • Lagging material for piping and valve for steam line, exhaust line, fuel line and drain line • Packing for casing door • Packing with hand hole • Packing with manhole • Gas shield packing for soot blower • Packing with flange of piping and valve for steam line, exhaust line, fuel line and drain line • Lagging material for piping and valve for steam line, exhaust line, fuel line and drain line • Packing for casing door • Packing with hand hole • Packing with manhole • Lagging material for exhaust pipe • Packing for casing door and valve • Packing for casing door and
Heat exchanger Valve Pipe, duct Tank (fuel, hot water, tank, condenser), other equipment (fuel strainer, lubricant oil strainer) Electric equipment Airborne asbestos Ceiling, floor and wall in accommodation area
• Brake lining • Gland packing • Lagging material and insulation
valve • Gland packing for valve • Gland packing with valve, sheet packing with piping flange • Gasket with flange of high pressure and/or high temperature • Lagging material and insulation
• Lagging material and insulation
• Insulation material • Wall, ceiling • Ceiling, floor, wall
Fire •• Packing, construction and insulation of the fire door Inertdoor gas system Packing for casing, etc. Air-conditioning system • Sheet packing, lagging material for piping and flexible joint
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Miscellaneous
3.7.6 3.7 .6
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Component • Ropes • Ther erm mal ins nsul ulat atiing materials • Fire shields/fire proofing • Space/duct insulation
• Moulded plastic products • Sealing putt utty • Shaft/valve packing • Electrical bulkhead penetration packing
• El Electrical cable ma materials • Brake linings • Floor tiles/deck underlay • Steam/wa Steam/water/vent ter/vent flange gaskets • Adhesives/mastics/fillers • Sound damping
• Ci Circuit br breaker a arrc c ch hutes • Pipe hanger inserts • Weld shop protectors/burn covers • Fire-fi Fire-fighting ghting blankets/clo blankets/clothing thing equipment equipment • Concrete ballast
Procedu res for Verify Verify ing that Materials are Asb estos Free Free
Ships in Service The management company has established written procedures for purchasing and controlling the supply of asbestos free material and components for repairs, modifications and maintenance. The procedures require:
asbestos free verification methods for supplied products.
The management company shall make available to the RO all asbestos-free declarations for new material, equipment and components (Appendix 1 at the end of this chapter) and an overall declaration of the vessel (Appendix 2 at the end of this chapter). All documentation document ation stated above will be available for f or review to RO during annual surveys for Cargo Ship Safety Construction and Cargo Ship Safety Equipment Certificates.
Documentation The documentation generated from the activities in described in this section are kept on board the ship. The Annexes to this Recommendation contain the forms of the Declaration of Conformity stating that its equipment, components and material are asbestos free, in accordance with SOLAS Regulation II-I/3-5.
Responsibilities In order to comply with SOLAS 2011 Ch. II-1/Reg. 3-5 (New installation of materials containing asbestos), the Company assigned:
The Technical Manager the responsibility to ordering asbestos free equipment and or components, when replacement of equipment, spare parts and or components is required and to obtain asbestos declarations; He is also responsible to control aa maintenance and monitoring program for asbestos in the Company managed vessels as per IMO Circular MSC.1/Circ.1045 and to maintain issu ed declarations declarations forms to Company’s Records f or a period of three (3) (3) years. years. Vessel’s Master in cooperation with the Chief Engineer to verify supplied materials, spare parts and or components conform to asbestos declarations. Heofisthree also(3) to maintain issued declarations declara tions forms to vessel’s Records f or a period (3responsible ) years. years.
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4. DANGEROUS GOODS 4.1
GENERAL
Whenever dangerous goods are stowed together, the documentation, packaging, segregation, etc. of such dangerous goods must always be in accordance with requirements of the International Maritime Dangerous Goods Code. This requirements Code containsfor many provisions to ensure safefire-fighting handling and carriage of dangerous goods including electrical equipment and the wiring, equipment, ventilation, repair work, etc. It is important that reference should be made to this information before dangerous goods are to be handled. Dangerous substances should be loaded or unloaded under the supervision of a responsible officer. Dangerous substances should not be loaded other than in accordance with the regulations, i.e. in accordance with the International Maritime Dangerous Goods Code. When seamen are required to handle consignments containing dangerous substances, adequate information should be available as to the nature of such substances and any special precautions to be observed. Suitable precautions, such as the provision of special lifting gear, should be taken to prevent damage to receptacles containing dangerous substances. In compartments containing cargo having an explosion or fire risk (e.g. explosives, flammable liquids) all electrical circuits and equipment should meet the recommendations of the International Maritime Dangerous Goods Code. When loading or unloading such cargo, fire-fighting equipment should be rigged ready for immediate use. Smoking should be prohibited while cargo handling is in progress, except in authorised places. Where necessary, seamen loading, unloading or otherwise handling dangerous substances should wear appropriate protective clothing and personal protective equipment, including respiratory equipment. Where there is any leakage or escape of dangerous gases or vapours from the cargo, seamen should leave the dangerous area. The area should be ventilated and tested to verify that the concentration of gases or vapours in the atmosphere is not high enough to be dangerous, before personnel are allowed to enter the area again. Seamen required to deal with spillages or to remove defective packages should be provided with and wear suitable breathing apparatus and protective clothing as the circumstances dictate. Suitable rescue and resuscitation equipment should be readily available in case of an emergency.
4.2
STOWAGE
In view of the high protective advantages, stowage under deck has been recommended whenever possible, except for dangerous goods producing smoke or toxic fumes, in which case stowage on deck is recommended. At all times the stowage of dangerous cargoes should be so arranged as to ensure clear walkways and access to all the facilities necessary for the safe working of the ship.
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SEGREGATION
Dangerous goods shall be stowed safely and appropriately in accordance with the nature of the goods. Incompatible goods shall be segregated from one another. The extent of the hazard arising from possible reactions between incompatible dangerous goods may vary as appropriate. Such segregation is obtained by maintaining certain distances between incompatible dangerous goods or by requiring the presence of one or more bulkheads decks them compatible or a combination Intervening spaces between suchsteel goods may be or filled withbetween other cargo with thethereof. dangerous substances in question. Segregation of dangerous goods must always be in accordance with requirements of the International Maritime Dangerous Goods Code. Dangerous goods in packaged form which give off dangerous vapours shall be stowed in a mechanically ventilated space or on deck. Dangerous goods in solid form in bulk which give off dangerous vapours shall be stowed in a well ventilated space.
4.4
FIRE PRECAUTIONS
The prevention of fire in a cargo of dangerous goods is achieved by practising good seamanship, observing in particular the following precautions:
keep combustible material away from ignition sources. protect a flammable substance by adequate packing. reject damaged or leaking packages. stow packages protected from accidental damage or heating. segregate packages from substances liable to start or spread fire. where appropriate and practicable, dangerous goods should be stowed in an accessible accessible position so that packages in the vicinity of a fire may be protected. prohibition of smoking in dangerous areas should be enforced and clearly recognisable "no "no smoking" smoking" notices or signs should be displayed. the dangers from short-circuits, short-circuits, earth leakages or sparking will be apparent. Lighting and power cables should be maintained in good condition. Cables or equipment found to be unsafe should be disconnected. Where a bulkhead is required to be suitable for segregation purposes, cables and conduit penetrations of the decks and bulkheads should be sealed against the passage of gas and vapours. When stowing dangerous goods on deck, the position and design of auxiliary machinery, electrical equipment and cable runs should be considered in order to avoid sources of ignition.
Because of the high risk of poisoning of unprotected personnel by fumes emitted by some substances when involved in a fire, sets of protective clothing and self-contained breathing apparatus should always be used with such substances.
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5. SAFE USE OF PESTICIDES The use of pesticides on board shall be controlled and carried out safely since it is associated with dangers such as contamination of edible cargoes or harm to crew members by contact with pesticides. Emphasis must be given to the fact that pesticides can kill and therefore their full instructions must be studied prior to their use. 5.1
TREATMENT OF INFESTATION
When a minor infestation occurs in accommodation or in an empty hold and when insects are not concealed deep in crevices, the infestation can be eliminated by the use of contact insecticides. These are applied in spray or fog form. Any spray must have dried before cargo can be loaded. Insecticidal lacquers which have to be painted on surfaces must not be used in cargo spaces. A more serious or deep-seated infestation of cargo space or an infestation of cargo must be eliminated with the use of a fumigant. Fumigants are administered as gases or liquid sprays. The gas may be delivered in pellets which decompose during the voyage and give a slow release of gas. Fumigant gases are poisonous to humans and their use requires special equipment and skills.
5.2
IN-TRANSIT FUMIGATION
In-transit fumigation is fumigation which is commenced in port under specialist supervision, but which continues at sea with only the ship's crew aboard to supervise and control the process. In-transit fumigation is hazardous because of the lack of experience of the crew and the dangerous nature of fumigants. Before he agrees to in-transit fumigation the Master must ensure that he has the permission of the ship's Flag State administration, and of the Port State administration. At least one officer and one rating are to receive training to enable them to take responsibility for ensuring safe conditions throughout the ship. They must be familiar with the characteristics and properties of the fumigant and the manufacturer's recommendations regarding methods of detection, symptoms of poisoning, relevant first aid and special medical treatment. Whilst in-transit fumigation is taking place, warning notices should be posted, adequate stocks of gas detection and respirators (with consumables) should be maintained and spaces around the compartment being fumigated should be checked every 8 hours or more often, for gas concentrations and the readings obtained should be logged. Spaces under fumigation should never be entered unless absolutely essential and then only by two persons, both wearing adequate protective equipment, safety harnesses and lifelines. The lifelines should be tended by persons outside the space who should also wear self-contained breathing apparatus. In normal circumstances the ventilators will remain sealed and no ventilation will be attempted for a cargo under fumigation. This will continue either for a stated number of days after which the spaces are to be ventilated or, less commonly, for the entire passage for the discharge port. When a space under fumigation has to be ventilated every effort must be made to prevent gases from entering accommodation or work areas. At least 24 hours before arriving at the discharge port the Master must inform the authorities that a fumigation in-transit is being carried out and must provide relevant details. Personnel employed in opening hatches should wear respirators and the area should be checked for gas concentrations, with readings recorded in the log. Effective Date: 01/09/2020
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6. SAFETY DRILLS / TESTS Drills and tests are required to be carried out regularly in accordance with statutory regulations and Company requirements. Drills and tests have the objective of preparing a trained and organised response to situations of great difficulty which may unexpectedly threaten loss of life at sea. It is important to be carried out realistically, approaching as closely as possible to emergency conditions. Changes in the ship's functions and the ship's personnel should be reflected in corresponding changes in the muster arrangements. The responsible person in charge involved in the lowering or launching of the lifeboat shall: 1. Be thoroughly trained and familiar with the equipment and manufacturer’s instructions, 2. Ensure equipment has been thoroughly and completely examined prior to conducting the drill 3. Establish clear communications with all persons involved in the drill, and 4. Emphasize the value of the drill as a learning experience not just as a task to be completed in order to meet regulatory requirements. In order to minimize risk of injury and loss of life while conducting drills and while performing tests and maintenance onboard lifeboats, the following principles should be followed: a. The lifeboats and the lifeboat launching equipment shall be thoroughly checked by trained crewmen before the drill to ensure all systems will operate properly. b. Crewmembers should be thoroughly trained in and familiar with the functioning, operation and maintenance requirements of the specific type of launching arrangements installed on board. c. Emphasis shall be on safety and learning. Lessons learned in the course of a drill should be documented and made a part of follow-up shipboard training discussions and planning the next drill session. d. The lowering of a boat with its full complement of persons is an example of an element of a drill that may, depending on the circumstances, involve an unnecessary risk. Such drills should only be carried out if special precautions are observed. All the ship's personnel concerned should muster at a drill wearing lifejackets properly secured. The lifejackets should continue to be worn during lifeboat drills and launchings but in other cases they may subsequently be removed at the Master's discretion if they would impede or make unduly onerous the ensuing practice, provided they are kept ready to hand. The timing of emergency drills should vary so that personnel who have not participated in a particular drill may take part in the next. The minimum requirements of the safety drills/tests programme are indicated in the "Safety Drills/Tests Record" which shall be completed and forwarded to the Headquarters each month. Drills and tests are to be carried out regularly at intervals as follows:
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WITHIN 12 HOURS BEFORE DEPARTURE Steering Gear Gear Testing and Drill s
Within 12 hours before departure, the ship's steering gear shall be checked and tested by the ship's crew. The shallgear. include, where applicable, the operation of the following: test the procedure main steering the auxiliary steering gear. the remote steering gear control systems. the steering positions located on the navigating bridge. the emergency power supply. the rudder angle indicators in relation to the actual position of rudder. the remote steering gear control system power failure alarms. the steering gear power unit failure alarms. the automatic isolation arrangements and other automatic equipment.
The tests and checks shall include: the full movement of the rudder according to the required capabilities of the steering gear. a visual inspection of the steering gear and its connecting linkage.
the operation of the means of communication between the navigating bridge and steering gear compartments.
The date upon which the checks and tests prescribed above are carried out and the date and details of emergency steering gear drills, carried out at least every three months in order to practice emergency steering procedures, shall be recorded in the Log Book. The Company may waive the requirement to carry out the checks and tests prescribed above for ships which regularly engage on voyages at least once every week. Refer to: SOLAS Chap. V Reg. 19-2.
6.1.2 6.1 .2
Periodi c Checks of Navigation al Equip ment
Operational tests of shipboard navigational equipment should be carried out at sea as frequently as practicable and as circumstances permit, in particular when hazardous conditions affecting navigation are expected. Navigational equipment should also be checked within 12 hours prior to arrival. Refer to: STCW Resolution 1 No 9B.
6.2
WEEKLY
The following tests and inspections shall be carried out weekly:
6.2.1 6.2 .1
Lif Life e Saving App lianc es
All survival craft, rescue boats and launching appliances shall be visually inspected to ensure that they are ready for use. Inspection of the life-saving appliances, including lifeboat equipment, shall be carried out weekly to ensure they are in good apparent order.
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Lif Lifeboat eboat Engin e Runnin g Test
All engines in lifeboats and rescue boats shall be run ahead and astern for a total period of not less than 3 minutes provided that the ambient temperature is above the minimum temperature required for starting the engine. However, if the characteristics of the motor fitted to a rescue boat would not permit it to be run as described above, it should be run as prescribed in the manufacturer's handbook.
6.2. 6.2.3 3
Emergency Emergency Light s, Alarms
The general emergency alarm system and lights shall be tested. Refer to SOLAS Chap. III Reg. 19.3.3.9.
6.2.4 6.2 .4
Emergency Diesel Generator Runni ng Test
The operation of Emergency Diesel Generators is tested weekly to ensure their preparedness.
6.2.5 6.2 .5
Emergency Fire-pump Runnin g Test
Engine room personnel should start the fire pumps in machinery spaces and see that full pressure is put on fire mains. Any emergency pump situated outside machinery spaces should also be started. All members of the crew should know how to start and operate the pumps. This test can be conducted together with the fire drill.
6.3
AT LEA ST EVERY MONTH
To more closely follow the requirements of SOLAS, Liberian regulation and Company “Policy and Procedures Manual Chapter 8 paragraph 2.1 Emergency Plans” requiring Fire and Boat drills on drills on cargo vessels once a month month supplemented with weekly safety training sessions which should include training in one or more of the following subjects over a six-month period: 1. Safety Management System; 2. Portable Fire Extinguishers; 3. Fire main / Firefighting; 4. Fixed Fire Extinguishing Systems; 5. Self-contained Breathing Apparatus; 6. Thermal Protective Aids, Ring Buoys, Life Jackets and Exposure Exposure suits; 7. Launching Lifeboats and liferafts; 8. Lifeboat / Liferaft Emergency Equipment; 9. EPIRBs & other Emergency Communication Equipment; 10. Flares and other Emergency Emergency Signal; 11. First Aid (including (including CPR); 12. Line Throwing Apparatus; 13. Entering Enclosed Spaces; 14. Pollution Response; 15. Man Overboard Response; 16. Response to spills of Hazardous Materials on board; 17. Loss Vessel 18. of Collision Steering;or Grounding Response; 19. Loss of propulsion;
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How to fight fires on board this vessel; Search and Rescue assistance; Ballast Water Exchange; Waste / Garbage Garbage Management; Oily Bilge Water Management;
The following drills/tests shall be carried out at least once every month: 6.3.1 6.3 .1
Aband on Ship Drill
Each member of the crew crew shall participate in at least one abandon ship drill every month. The drills of the crew shall take place within 24 hours of the ship leaving port if more than 25% of the crew have not participated in abandon ship drills on board that particular ship in the previous month. Refer to: SOLAS Chap. III Reg. 19.3.3. As far as is reasonable and practicable, rescue boats other than lifeboats which are also rescue boats, shall be launched each month with their assigned assigned crew aboard and manoeuvred in the water. In all cases this requirement shall be complied with at least once every 3 months. Refer to: SOLAS Chap. III Reg. 19.3.3. Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Abandon Ship Drill refer to ECL-17.
6.3.2 6.3 .2
Fire Drill
Each member of the crew shall participate in at least one fire drill every month. If more than 25% of the crew have not participated in the fire drills in the previous month, then drills shall take place within 24 hours of ship leaving port. A fire drill d rill should be held simultaneously with the first stage of the abandon ship drill. During the fire drill, any emergency pump situated outside the machinery spaces should also be started. All members of the crew should know how to start and operate the pumps. The locations should be changed in successive drills to give practice in different conditions and in dealing with different types of fire so that accommodation, machinery spaces, store rooms, galleys, and cargo holds or areas of high fire hazard are covered from time to time. Portable fire extinguishers should be available for demonstration of the manner of their use. They should include the different types applicable to different kinds of fire. At each drill, one extinguisher should be operated by a member of the fire party, a different member on each occasion. Extinguishers should then be recharged. Breathing apparatus should be worn by members of the fire-fighting parties so each member in turn has experience of its use. Additionally regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Fire Drill refer to ECL-03.
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AT LEAST LEA ST EVERY TWO MONTHS Rescu Rescu e fro m Enclo sed Space
Regular drills simulating the rescue of an incapacitated person from a dangerous space should be conducted at least every two months. A real-weight dummy may be used for this purpose. If necessary, the space selected shouldin be made safe for the exercise. the drill may be held, for operational convenience, non-dangerous spaces provided Alternatively, that these spaces realistically simulate conditions expected in actual dangerous spaces on the ship. Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Rescue from Enclosed Space refer to ECL-14.
6.5 6.5.1 6.5 .1
AT LEAST LEA ST EVERY THREE MONTHS Oil Pollut ion Dril Dril l as per S.O S.O.P. .P.E.P E.P.. Requi Requi rements
Oil pollution drills shall be carried out every three months in accordance with the vessel's individual Shipboard Oil Pollution Emergency Plan (SOPEP). Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Oil Pollution Drill refer to ECL-18.
6.5.2 6.5 .2
Steering Gear Gear Failure
In addition to the routine checks and tests prescribed in 6.1.1 above, emergency steering drill shall take place at least once every three months in order to practice emergency steering procedures. These drills shall include direct control from within the steering gear compartment, communications with the navigating bridge and, when applicable, the operation of alternative power supplies. Refer to: SOLAS Chap. V Reg. 26-4. Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Steering Gear Failure Drill refer to ECL-09.
6.5.3
Man Overb oard
Man Overboard Drill shall be carried out every three months. Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Man Overboard Drill refer to ECL-11
6.5.4
Search and Rescue Rescu e
Search and Rescue drill shall be carried out every three months. Master should ensure that any single person onboard vessel, is familiarized with vessel’s characteristics, equipment and procedures, related with their duties, including those in a case of emergency. Effective Date: 01/09/2020
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Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Search and Rescue Drill refer to ECL-12.
6.5.5 6.5 .5
Recov Recov ery of Persons fr om the Water
Recovery of persons from the water drill shall be carried out every three months. For further information regarding the planning of crew reaction refer to Company’s manual “Recovery “ Recovery of persons from the water” being part of Safety Management System. Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Recovery of Persons from the Water Drill refer to ECL-20.
6.5. 6.5.6 6
Lowering of Lifeboat and and Running Engine around Ve Vessel ssel (During (During Abandon Ship Drill) Drill)
Davit Da vit Launched Lifeboats Drills Drills Each lifeboat shall be launched with its assigned operating crew aboard and manoeuvred in the water at least lea st on ce every every 3 mont hs during hs during an abandon ship drill. As far as is reasonable and practicable, rescue boats other boats other than lifeboats which are also rescue boats, shall be launched each month month with their assigned crew aboard and manoeuvred in the water. In all cases this requirement shall be complied with at least once every 3 months. months . Refer to: SOLAS Chap. III Reg. 19 / 3.3.7 in connection with Reg. 19.5. The Company may allow ships operating on short international voyages not to launch the lifeboats on one side of their berthing arrangements in port and their trading patterns do not permit launching of lifeboats on that side. However, all such lifeboats shall be lowered at least every 3 m months onths and launched at least annually. Refer to: SOLAS Chap. III Reg. 19.4.3. Arrangements for drills should take account of:
Prevailing weather conditions Crew members taking part inWhere lifeboatappropriate, or life life raft drills should muster wearing warm outerbe clothing and lifejackets properly secured the lowering gear and chocks should inspected and a check made to ensure that all working parts are well lubricated. When turning over davits or when bringing boats or rafts inboard under power, seamen should always keep clear of any moving parts. During drills, lifebuoys and lines should be readily available at the point of embarkation. While craft are in the water, crew should practice manoeuvring by oar, sail or power as appropriate and should operate the water spray system where fitted on enclosed lifeboats. Before craft in gravity davits are recovered by power, the operation of the limit limit switches or similar devices should be checked. Most lifeboat exercises exercises take place under fine weather conditions, because the arrangement and equipment is constructed for the launching of a lifeboat on to the water in a fast and safe way under difficult conditions, and not to bring it on board again during the same conditions. During exercises it will therefore look as if some of the rigging of equipment is totally unnecessary. However, it is important that all preparations are carried out, as if the weather conditions were very unfavourable in order to make the whole crew understands the procedures and to know what kind of equipment they have at their disposal. During the exercises it is is not the speed which is the deciding factor, but it is more important that all tasks are carried out and that the proper procedures are followed.
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Although the Station Bill Bill shows the task of each person on board during preparation for launching, itit is necessary that the whole crew knows all the details regarding preparation and launching of the lifeboat, and likewise the use of the equipment in the boat. While preparing the lifeboat everyone must follow the lifeboat commander's orders. After each exercise all equipment and arrangements must be checked and made ready for use again. During drills crewmembers should not be not be on board a lifeboat when the boat is first lowered from the stowed position. The launch shall be carried out under the supervision of a responsible person who should be an Officer experienced in such procedures. The responsible person shall establish and maintain maintain good communication with the assigned operating crew. Open Lifeboats should first be lowered to approximately 2 meters above the water without crewmembers and then hoisted to a position where the assigned operating crew can safely board the lifeboat. Then lower the boat to the water with no more than two operating crew on board who will grasp the man ropes during the descent. The responsible person will inform the other members of his crew to find secure seating as he is about to release the boat. Once all crew are in secure positions and the boat is waterborne, the responsible person may release the falls. Additional crew, if needed, may then embark via the embarkation ladder. without When possible, closed on lifeboats be lowered to then approximately above thefor water crewmembers board.should The lifeboat should be raised2-3 to meters a suitable level the operating crew to embark via the embarkation ladder or from the embarkation deck, whichever provides the safest access. Once all are seated and secured, the responsible person may again direct the boat to be lowered to the water. Once waterborne, the responsible person will inform the other members of his or her crew to stay seated as he is about to release the boat. Once the responsible person is sure all crewmen are in a secure position, he or she may release the boat from inside. Once waterborne the boats shall be operated in the water and if fitted with a motor the motor shall be operated. The lifeboat shall then be brought alongside for recovery by the operating crew. crew. Under the dir direction ection of the responsible person the lifeboat shall be readied to be hoisted. The responsible person shall ensure the lifeboat is fully and correctly engaged with the recovery system and all unnecessary persons have disembarked the lifeboat using the embarkation ladder before the lifeboat is raised. The responsible person shall make sure the lifeboat lifeboat is properly raised and stowed in accordance with the manufacturer’s instructions. The operational crew is defined as the m minimum inimum number of persons (two to three people) needed to release the boat once lowered into the water, operate the boat and provide assistance to recover the boat once launched.
Free-Fall Lifeboats Drills Free-fall lifeboats should be exercised for drills similar to closed lifeboats. They are required to be operated in operated in the water at intervals not exceeding three month s . Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months recorded to the relevant “S-01 Drills Report” form. For further information regarding Abandon Ship Drilland refer to ECL-17.
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ECDIS ECDIS Failu re Dril l
ECDIS failure drills shall be conducted every three months. Additionally, regular training lecture lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S01 Drills Report” form. For further information regarding ECDIS Failure Drill refer to ECL-21.
6.6 6.6. 6.6.1 1
AT LEAST LEA ST EVERY SIX MONTHS Collision or Grounding or Hull Failure Failure or Floodin Floodin g
Collision or Grounding or Hull Failure or Flooding failure drills shall be conducted every six months. Additionally, regular training lecture on matters matte rs related to the drill should be conducted cond ucted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding above Drills refer to ECL No. 1, 2, 5, 7.
6.6.2 6.6 .2
Power Failure or Main Main Engin e Failure
Power failure or Main engine failure drills shall be conducted every six months. Additionally, regular training lecture on matters matte rs related to the drill should be conducted cond ucted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding above Drills refer to ECL No.10, 8.
6.6. 6.6.3 3
Heavy Heavy Wea Weather ther or Shift Shift ing of Cargo Cargo or Excessive Excessive List
Heavy Weather or Shifting of Cargo or Excessive List drills shall be conducted every six months. Additionally, regular training lecture on matters matte rs related to the drill should be conducted cond ucted at least every six months and recorded to the relevant “S-01 Drills Report” form. For Further information regarding above Drills refer to ECL No. 4, 6.
6.6. 6.6.4 4
Serious Serious Injury or Helicop Helicop ter Operation Operation
Serious Injury or Helicopter Operation drills shall be conducted every six months. Additionally, regular training lecture on matters matte rs related to the drill should be conducted cond ucted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding above Drills refer to ECL No.13, 19.
6.6.5 6.6 .5
Free fall Lif eboats (During Abando n Ship Drill )
Free fall lifeboats either the free-fall method or simulated free fall must be launched in the water at least every six months. Each crewmember should either participate in a free-fall launch within six months of assignment to the vessel or within the last year they shall have received training at an approved facility where said crewman experienced at least one free fall launch during a drill at the facility.
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When performing a free-fall launch drill the boat should be first be lowered to the water, motor tested etc., then raised and restowed. The boat shall be then be launched by the free-fall method. Prior to a free-fall launching the rescue rescue boat should be launched and ready to act as a standby boat to assist the free-fall lifeboat and in re-securing. Free fall lifeboats either the free-fall method method or simulated free fall at least every six months as per guidance here-below.
Guidelines for simu lated launchin launchin g of f ree-fall ree-fall lifeboats a. The purpose of these Guidelines is to provide a basic outline of essential steps to safely carry out simulated launching. These Guidelines are general; the lifeboat manufacturer’s instruction manual should always be consulted before conducting simulated launching. Simulated launching should only be carried out with lifeboats and launching appliances designed to accommodate it, and for which the manufacturer has provided instructions. Simulated launching should be carried out under the supervision of a responsible person who should be an Officer experienced in such procedures. b. Check equipment and documentation to ensure that all components of the lifeboat and launching appliance are in good operation condition. c. Ensure that the restraining device(s) provided by the manufacturer for simulated launching are installed and secure and that the free-fall release mechanism is fully and correctly engaged. d. Establish and maintain g good ood communication between the assigned operating opera ting crew and the responsible person. Disengage lashings, gripes, etc., installed to secure the lifeboat for see or for maintenance, except those required for simulated free-fall. e. Participating crew board the lifeboat and fasten their seatbelts under the supervision of the responsible person. f. All crew, except the assigned operating crew, disembark the lifeboat. The assigned operating crew fully prepares the lifeboat for free-fall launch and secures themselves in their seats for the release operation. g. The assigned operating crew activates the release mechanism when instructed by the responsible person. Ensure that the release mechanism operates satisfactorily and, if applicable, the lifeboats travels down the ramp to the distance specified in the manufacturer’s instructions. h. Resecure the lifeboat to its stowed position, using the means provided by the manufacturer and ensure that the free-fall release mechanism is fully and correctly engaged. i. Repeat procedures from g. above, using the back-up release mechanism when applicable. j. The assigned operating crew disembarks the lifeboat. k. Ensure that the lifeboat is returned to its normal stowed condition. Remove any restraining and / or recovery devices used only for the simulated launch procedure. Additionally, regular training lecture on lecture on matters related to the drill should be conducted at least every six months and recorded to the relevant “S-01 Drills Report” form. For further information regarding Abandon Ship Drill refer to ECL-17.
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7. HOUSEKEEPING 7.1
FOOD HANDLERS
Seafarers that are required to handle foods (i.e., those in the stewards department)should be free of any communicable disease that can be transmitted by food.
i.
ii.
Seafarers expected to be handling food diagnosed with, suspected of, or exposed to any communicable disease shall be restricted from working in any food or food-related areas or operations (i.e., working with exposed food, equipment, utensils, table linens, single-service/use articles or ware-washing)until they are symptom free for a minimum of 48 hours. Communicable diseases that can be transmitted transmitted by food include, but are not limited limited to:typhoid (Salmonella typhi bacteria), shigellosis (Shigellaspp.bacteria), cholera (Vibriospp. bacteria), intestinal disease (Escherichia coli O157:H7 bacteria) and liver disease(hepatitis A virus).
All persons should be restricted, until symptom free for a minimum of 48 hours, from working wi with th exposed food, clean equipment, utensils, table lines, and unwrapped singleservice/use articles or ware-washing, if they have the following symptoms: i. boils, open sores, infected wounds, diarrhea, jaundice, fever, vomiting, sore throat with fever or discharges from the ear, eye, nose or mouth. These conditions should be reported to either the vessel’s Master or medical staff, as appropriate. No person should be penalized for reporting illness. In addition, any cuts, spotsorsores should be completely covered by waterproof
dressings. ii. persistent sneezing, coughing, or runny nose that causes discharges from the eyes, nose or mouth. Food employees must keep their hands, including fingernails, and exposed portions of their arms clean. Hands and exposed portions of arms must be cleaned (soap and water for a minimum of 20 seconds or disinfectant) immediately before engaging in food preparation, including working with exposed food, clean equipment and utensils and unwrapped singleservice/use articles; and
i. after touching-bare human body parts other than clean hands and clean, exposed portionof arms; ii. after using the toilet room; iii. after coughing, sneezing, using a handkerchief or disposable tissue, using tobacco,eating or drinking; iv. after handling soiled equipment or utensils; v. during food preparation, as often as necessary to remove soil and contamination and to prevent cross-contamination when changing tasks; vi. when switching between working with raw food and working with ready-to-eat food; and vii. after engaging in other activities that could contaminate the hands. All persons handling food should should wear hair restraints (e.g., nets, beard restraints, hats, etc.) to prevent hair from contacting food, equipment and other items in the food service areas.
All persons handling food should be clean and tidy, wearing suitable protective clothing and footwear. The wearing of jewellery should be limited.
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FOOD PREPARATION PREPARA TION
7.2.1 7.2 .1
FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION A
Thawing / Defro Defro sting st ing
Never defrost raw meat, meat, poultry or seafood at room temperature. They should only be defrosted in a refrigerator. They should be placed on a drip pan so that they are not resting in the thawed liquid and stored intoarisk covered container, separate from and below other foods in the refrigerator that may be exposed of contamination.
For faster thawing, place food in a leak-proof plastic bag. Submerge it in cold tap water. Change the water every 30 minutes. Alternatively, microwave thawing may be used. Meat, poultry and seafood should be thoroughly defrosted before cooki cooking; ng; and cooked immediately after thawing. Never refreeze thawed food. Never refreeze thawed food. food. As a general rule when handling food during and after preparation would be a single single period of up to 2 hours at room temperature. In very high temperatures the handling period should be reduced to about 1 ½ hours.
7.2.2
Contamination
Always segregate raw and cooked foods, keeping raw m meat, eat, poultry, sea food and their juices away from other foods during preparation and storage. When marinating raw meat, poultry or seafood, do so in a covered dish in the refrigerator. Use separate cutting boards (color-coded boards help to keep them separate) and utensils for raw animal foods (i.e., meat, poultry, seafood, eggs and foods containing them) and produce or other foods. After cutting raw animal foods, wash cutting board, utensils and countertops with hot, soapy water or disinfectant (e.g., one (1) tablespoon of liquid chlorine bleach per one (1) gallon of water). Keep fruits and vegetables separate from ready-to-eat food until they are washed. Raw fruits and vegetables should be thoroughly washed in water to remove soil and other contaminants before being cut, combined with other ingredients, cooked, served, or offered for human consumption. Protect condiments from contamination by keeping in dispensers designed to provide protection or by using individual packets. cross-contamination Be aware of the dangers (hives, of foods mayanaphylactic trigger them.shock, death) associated with food allergies and how Always use clean clean dishes when serving to prevent the serving utensil from contacting a soiled dish and subsequently contaminating other dishes. Food handlers should avoid direct contact between hands and food by utilizing suitable utensils (e.g., deli tissue, spatulas, tongs and single-use gloves, etc.). Food handlers should be prohibited from using a utensil more than once to taste food that is to be served. Seawater should never be used in or near food or food preparation areas. Any food suspected of being contaminated by flies, cockroaches, rodents or other pests should be destroyed.
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Temperature Contr ol
The danger zone for food contamination is between 4° C (40° F) and 62.8° C (145 ° F). In general, perishable foods should not be left in this temperature range for longer than absolutely necessary, and in no case should foods be left in this temperature range longer than two (2) hours, or where the temperature is above 32° C (90° F), longer than one (1) hour. Additionally, food should be placed in a suitable, covered container when in this temperature range, unless under preparation or being served.
In general:
Maintain hot food above 62.8° C (145° F); Keep cold food below 4.4° C (40° F); Keep frozen foods below -12° C (10° F); and Reheat leftovers only one (1) ti time me to a core temperature of 75° C (167° F).
Cook raw animal foods (i.e., eggs, fish, meat, poultry, and foods containing them) thoroughly to the following minimum internal temperatures to destroy bacteria:
Beef, veal and lamb steaks, roasts and chops: 62.8° C (145 ° F); Ground beef, veal, lamb and al alll cuts of pork: 71.1° C (160° F); Ground chicken chicken or ground turkey: 74° C (165° F); Poultry: 77° C (170° F) for breasts; 82° C (180° F) for whole poultry and thighs;
Seafood (including shellfish): shellfish): 63° C (145° F); for ground or flaked fish to 68° C (155° F); F); and 74° C (165° F) for stuffed fish; and Eggs: until egg yolk solidifies (about 70° C (158°F)); or to 71° C (160° F), if used in a recipe with other food items. Use a probe thermometer to determine temperature and check juices to make certain they run clear.
To destroy parasites in raw or partially cooked fish, other than shellfish, freeze throughout to a temperature of -20° C (-4° F), or below, for 168 hours (7 days) in a freezer; or -35° C (-31° F), or below, for 15 hours in a blast freezer. Certain fish in the tuna family may be excluded from this freezing procedure as can fish-related foods (e.g., gravlax, seviche, fish carpaccio or sashimi) prepared in food processing plants that are certified parasite free.
7.2.4
Leftovers/Reheating
Cooling food too slowly prior to refrigeration is a main factor in food poisoning. While small amounts of food may cool relatively quickly, the process should be speeded up when this is not the case. Once cold, leftovers should be date-marked, suitably stored in the refrigerator and used within two (2) days. If not used cold, which is preferable, food should be rapidly and thoroughly reheated one (1) time only, as provided in section 7.2.3.2, above.
7.3
FOOD SUPPLIES AND STORAGE
Always load ships with the safest food available available by selecting food suppliers that can demonstrate adequate controls over their foodstuffs and suitable transport to the vessel. Food should be clean, wholesome, free from spoilage and adulteration, and otherwise safe for human consumption. Food should not be stored on the floor, including the kitchen, cooling and freezing room floors. Storage of food at least 15 cm (six (6) inches) above deck is recommended. Maintain refrigerator temperature at 4.4° C (40° F) or below, and freezer temperature at -17.7° C (0° F) or below.
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Always stack cooked food and ready to eat food above raw food in order to avoid any liquids from raw foods draining into other foods. Raw meat, poultry and seafood should be kept in a covered container with a drip pan when refrigerated to avoid cross-contamination caused by liquid draining. Cut and sliced fruits should be stored in sealed containers and placed in the refrigerator, unless used for immediate consumption. Cut, raw vegetables (e.g., celery or carrot sticks, cut potatoes and tofu) may be immersed in ice or water from potable water sources, but should be stored in the refrigerator until consumption. Inspect fresh provisions daily. Ripe fruits fruits and vegetables should be used as soon as possible. Milk, cheese and other perishables should be date-checked. Discoloured, moulded or spoiled products, or those of questionable quality, including those with foul odours, should be disposed of immediately.
Store canned products in a cool, clean and dry place (where possible possible around 10° C (50° F). Inspect canned products monthly. If they are past the expiration date, dispose of them. Also dispose of any dented, leaking, bulging or rusted cans. Unused portions of canned goods should never be stored in their original cans. They should be placed in a suitable, closed container and stored in the freezer or refrigerator, as appropriate.
7.4
CLEANING
To avoid a build up a dirt and waste, a “c “clean lean as you go” routine routine should be applied. Trays, kni knives, ves, cutting boards, food preparation machinery and work tops etc that come into contact with food should be thoroughly cleaned and disinfected. Mechanical dishwashers disinfect by virtue of the high temperature (around 82 C). Where dishes are hand washed, they should be left to dry rather than use drying cloths, so long as they are put away as soon as they are dry. Cloths and towels are a perfect breeding ground for bacteria so they must be washed regularly or discarded. Mops and waste bins should also be regularly washed and stowed in designated places. Galley spaces should be cleaned at the end of each working day. Time should be set aside to do a regular systematic thorough clean of all areas including cupboards, store rooms, the deck and bulk heads, extractor fans and canopies. Greasy ventilation ducting is a serious fire hazard and should therefore be cleaned regularly. The frequency of cleaning should be determined using a risk assessment process. Care should be taken to protect food and equipment during cleaning operations. Cleaning ˚
products and equipment should be safely stored away, preferably in a designated locker. Garbage and food waste segregation and disposal arrangements should maintain operational health and safety standards and be in accordance with the ship’s garbage management plan. It should be noted that lids on waste bins can increase the risk of cross contamination.
Company requires documented inspections of all spaces and equipment used for food preparation, handling, storage and service. To ensure that all parts of the food handling establishment are appropriately hygienic, a written cleaning and disinfection program is recommended. Daily, weekly and monthly inspections as well as daily temperature readings of cold storage units should be included in this program. To protect food safety and provide for the proper cleaning of food, utensils and equipment, equipment, the food handling area should have an adequate supply of hot and cold potable water at all times. Disinfection may be necessary after cleaning. Chemicals used for disinfection must be stored in clearly identified containers away from the food handling areas, unless otherwise specified by the manufacturer.
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HOUSEKEEPING RULES FOR THE ENGINE DEPARTMENT
The Chief Engineer is responsible for the work carried out by the personnel working in the engine department. Always keep the engine room clean and tidy. When floor plates have been removed, make sure that the opening is properly secured, roped off or guarded to avoid accidents. When removing or replacing floor plates make sure that lifting handles are used. Do not try to open with fingers. When staging is being erected make sure that the planks are in good condition, condition, dry and clean. Check that the staging is properly secured before use. Check ropes on staging. When working on a stage, remember to use safety harness. Do not leave any machinery running unattended, not even for a short while. Metal turnings or fillings fillings must not be removed while the machine is rrunning. unning. Do not remove same with hands, use suitable rake or similar. Do not start any machinery that you have not learned how to operate. Any oil spill must be cleaned up immediately. Throw used waste or rags into suitable containers containers designated for such residues. Do not leave any objects in such a way that they will constitute an obstruction to the firefighting appliances in the engine room. Do not smoke in unauthorised parts of the engine room. Remember that fire hazards in the engine room are very dangerous. Never attempt to carry out any tasks that you are not qualified for as this may constitute a serious risk to you and other personnel or the vessel. Do not use loose fitting garments with wide arms, loose belt, tie or scarf that may get caught in moving machinery. Long hair should be secured under the helmet. Always use goggles when you are chipping rust or using using the grinding machine. Remember that it takes only a small piece of a foreign body to cause loss of eyesight. Keep your place of work neat and clean. Remember to use a piece of canvas if you work on a grating, or any other place where your tools may fall down and injure other persons or make sparks that could cause fire or explosion.
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8. ONBOARD MEDICAL MEDICAL CARE General Company provides coverage through an insurance policy that guarantees the protection of health as well as the rapid and adequate access of seafarers to healthcare while on board. The insurance coverage lasts the same as the working agreement of seafarers. The protection and healthcare stated in the previous paragraph are provided at no cost to seafarers. The healthcare on board vessels and on land provided at the Company’s expense for seafarers working on board vessels, includes:
The supply of necessary medicines as well as the medical equipment and services required for the diagnosis and treatment and the information and medical advice. The right without any delays to a qualified medical or dentist visit in the port of call, whenever possible.
Health promotion programs and sanitary education, such as preventive measures.
Hospitalization services whenever necessary.
8.1
HOSPITAL
The Company ensures that all its vessels carrying 15 or more seafarers and engaged in a voyage of more than three (3) days duration provide separate hospital accommodation to be used exclusively for medical purposes and that will, in all weathers, be easy of access, provide comfortable housing for the occupants and be conducive to their receiving prompt and proper attention.
8.2
STANDARD OF COMPETENCE FOR MEDICAL FIRST AID / MEDICAL CARE
The Company ensures that all vessels have one (1) seafarer on board who is in charge of medical care and administering medicine as part of their regular duties and one (1) seafarer on board competent to provide medical first aid. A single individual may serve in both capacities, provided he/she is certified for the two (2) competencies. Seafarers designated to provide medical first aid or designated to take charge of medical care shall meet the standard of competence respectively specified in the applicable sections of the International Convention on Standards of Training, Certification and Watchkeeping, 1978, as amended, and as established by the Maritime Administrator, and shall undergo, at approximately fiveyear intervals, refresher courses to enable them to maintain and increase their knowledge and skills and to keep up-to-date with new developments.
8.3
VESSEL’S MEDICINE CHEST
The Maritime Labour Convention, 2006, (MLC, 2006) establishes standards for medical care on board ship and ashore. Company adopts, as guidance, the Quantification Addendum: International Medical Guide for Ships, 3rd Edition, published by the World Health Organization (WHO) and specifically addresses:
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Ship’s Medicine Chest: the kinds and amounts of medicines, medical supplies and equipment that should be considered for a ship’s medicine chest, and requirements for their re-supply, replacement and disposal; Recordkeeping: requirements for inventorying and recording medicines, including controlled drugs; introduction of the Seafarer Injury and Illness Medical Record to facilitate the exchange of medical medical information between ship and shore and the Ship Master’s Report Form to record each medical case managed on board; and Responsibilities/Training: owner/operator, Master Master and others with responsibilities for medical care. care.
All vessels shall carry a medicine chest containing: a. medical supplies and equipment as per WHO; and b. the latest edition of applicable publications, forms and charts
8.3.1 8.3 .1
Content of Medicin e Chest
Except for ships carrying dangerous goods, the content of a ship’s medicine medicine chest is not mandated through any statutory requirement to which the Administrator is a party. However, guidance on the medicines and medical supplies that should be maintained on board is provided in the International Medical Guide for Ships and its Quantification Addendum published by the World Health Organization (WHO).
This guidance, is well-accepted by the international maritime community and is recommended by MLC Guideline B4.1.1.4 for consideration when determining the contents of the medicine chest and medical equipment.
8.4
CARRIAGE REQUIREMENTS REQUIREMENTS FOR MEDICINE AND MEDICAL SUPPLIES
All vessels shall stock their medicine chests so that the inventory (types, dosage and quantities of medicines, medical supplies and equipment) is appropriate to the particular vessels route, operation and number of persons on board. All vessels of greater than 500 gross tons shall, in addition to any other requirement, provide commercially available first aid kits for their engine room and galley.
8.4.1 8.4 .1
Vessels wit hou t a Docto r Onboard
The Company requires its vessels without a doctor onboard, to utilize the tables contained in WHO as guidance in establishing the contents of their medicine chest. The types, amounts and quantities indicated by these tables are expected to vary based on the vessel route, operation and the number of persons onboard.
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MEDICINES FOR SHIP’S CARRYING DANGEROUS CARGOES
Ships, including ferries, carrying dangerous cargoes or their residues, shall, in addition, comply with the International Maritime Dangerous Goods (IMDG) Code and the guidance in the latest edition of Medical First Aid Guide for Use in Accidents Involving Dangerous Goods (MFAG). Medicines and equipment already available in the IMGS list may be counted toward the MFAG numerical requirement, if appropriate. They be stored and which registered togetheraswith the regular medicines and medical supplies carried on should board. Where a cargo is classified dangerous has not been included in the most recent edition of MFAG, the necessary information on the nature of the substances, the risks involved, the necessary personal protective devices, the relevant medical procedures and specific antidotes should be made available to the seafarers via the ship’s occupational safety and health policies. For a listing of medicines and supplies, refer to MFAG Vol.III, which is required to be maintained on board.
8.6
CONTROLLED DRUGS
Controlled drugs are drugs that are graded according to the harmfulness attributed to the drug when it is misused. For this purpose, there are three (3) drug categories: Class A includes heroin, morphine, and a nd opium,
Class B includes barbiturates and codeine, and
Class C includes, among other othe r drugs, anabolic steroids.
A ship must not carry excess quantities of Class A or Class C drugs unless authorized by the Flag Administration. Morphine Sulphate is the only Class C lass A drug authorized to be carried abo aboard ard Company’s vessels. Some countries do not allow the sale of controlled drugs to ships not registered in that country; therefore, ship-managers are encouraged to become familiar with the controlled drug distribution laws in the countries where their ships are trading and to communicate directly with the cognizant authorities to learn of the options available for the procurement and delivery of controlled drugs to ships operating in these areas. Controlled drugs shall be kept in the Master’s safe or behind a double-lock system.
8.7
MEDICINE SUPPLY, LA BERING, RE-SUPPLY, REPLACEMENT REPLA CEMENT AND STOWAGE
Medicines and medical equipment shall be re-supplied as necessary. Medicines with expiration dates shall be replaced at the earliest possible date after the expiration date, and in any case within three (3) months of the expiration date. Once replaced, expired medicines should be removed from the vessel and disposed of in accordance with § 8.9.1, below. It should be noted that some countries impose fines on ships entering their territory with expired medicinal items on board. All medicines shall be stored in accordance with the manufacturer’s recommendation. All medicines and medical devices shall be stored under lock and key.
properly Disposal in of accordance Medicines Medicines and Supplies Supplies Medicines Medici and medical supplies shall be disposed disposed of withMedical all applicable local andnes national laws and regulations of the State in which disposal is occurring and any applicable international requirements.
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Disposal of Non-Controlled Medications and Medical Supplies
1.
Expired medicines and medical supplies should be: a. returned to the supplier where possible; or b. sent to an approved shoreside contractor contractor for disposal.
2.
3.
8.8
If disposal under 8.7.1 is not possible, expired medicines medicines and medical supplies may be incinerated atincineration sea where aatvessel has in temperatures place a writtenbywaste disposal policy and program that includes appropriate exclusively authorized personnel. Records of such incinerated medicines and medical supplies shall be kept as part of the medical inventory. It should be noted that there are licensed pharmaceutical distribution centers that handle the supply and disposal of prescription and non-prescription medications for marine vessels on a global basis.
DISPOSAL OF CONTROLLED DRUGS
There are various methods for disposing of controlled drugs lawfully. They include: 1. giving them to a person who may lawfully supply them, such as a qualified doctor or pharmaci pharmacist; st; 2. incineration; 3. waste encapsulation; and 4. inertization. Whatever method of disposing of a controlled drug is utilized, the following conditions must be met: The method utilized must be properly implemented;
The entire process from unpacking throughout the final destruction of the controlled drug must be witnessed by at least two (2) persons and documented in the Controlled Drugs Register (see § 3.5, below).
8.9
INSPECTION AND CERTIFICATION REQUIREMENTS
MLC Standard A4.1.4(a) requires regular inspection by the competent authority of the s ship’s hip’s medicine chest which is to be conducted at regular intervals not exceeding 12 months. In this regard, shipowners may rely upon the inspection and certification of medicine chests by a pharmacist/pharmacy providing this service that has been approved by the competent authority in which it is located. Inspection and certification of the medicine chest can be carried out on board or remotely. Where physical attendance on board is not feasible, the Master shall: Ensure that the medicines and supplies packaging are not damaged and the medical equipment is usable and free from damage. Provide to the entity conducting the inspection the updated medicine list required in paragraph 3.1, below. Provide information to the entity conducting the inspection whether the ship fall falls s into WHO Category A, B or C based on ship type and distance from shore (see section 1.3.3, Table 1, above) and whether the medicine chest is stocked in accordance with the recommendations contained in Appendix 1 of this Notice or with other guidance. In either case, the recommendations/guidance on which the medicine chest is based shall be identified and forwarded to the entity conducting the inspection.
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Confirm with the entity conducting the inspection the number of persons allowed on board by the safety equipment certificate. Inform the entity conducting the inspection of whether the vessel carries dangerous good/chemicals.
The Master shall instruct the entity conducting the inspection to review the information provided in 2.2, above. If the review shows the medicine chest is stocked so that the inventory is appropriate to the particular vessel’s route, operation and number of persons on board, then documentation certifying that this is the case shall be obtained from the entity conducting the inspection. Such documentation shall include a statement that all required contents of the medicine chest are present and will not expire during the period covered by the issued documentation. The documentation (which may or may not take the form of a certificate) shall also include, to the extent possible: IMO Number
Name of Vessel
Registry of Vessel
Unique document/certificate serial number/ID code
Dates of issuance and expiry
The documentation / certificate shall be signed and stamped by the entity conducting the inspection whose full name and title shall appear on the documentation/certificate.
Should the results of the review show that the medicine medicine chest is not appropriate tto o the particular vessel’s route, operation and number of persons on board, the Master shall take corrective action. Signed and stamped documentation from the entity conducting the inspection (whose full name shall appear on the documentation/certification) shall be obtained by the Master once the medicine chest is deemed appropriate by the entity conducting the inspection.
8.10 RECORD KEEPING REQUIREMENTS REQUIREMENTS 8.10.1 Inventory of Medicines An inventory list of medicines and medical supplies supp lies shall be maintained on board all company’s vessels. The inventory list must be regularly updated containing for each item the expiry date, storage conditions, quantities remaining after purchase or use and disposal information. All items contained in the medicine chest should have an expiration date and should be re-supplied as necessary by the expiry date. The control of the medicine chest, its contents and conformity, as well as the conditions of storage and the expiry dates shall be ensured by the master by means of periodi c ins pections, at least, lea st, once per month. This cont rol sh all be duly recorded.
8.10.2 8.1 0.2 Medical Log Each vessel shall keep a medical log book wherein shall be entered every case of illness or injury happening to any member of the crew, passenger or other persons engaged in the business of the vessel; the nature thereof; and the medical treatment.
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8.10.3 Controlled Drugs Register
A register of controlled drugs must be maintained by the Master. Controlled drugs must be entered into the controlled drugs register on reception reception by the vessel. The information logged shall include the type, quantity, supplier name and date received.
The following shall also be recorded in the Controlled Drugs Register: the doses given, including the name of the person ordering the dose, the name of the person giving it and the name of the person receiving it;
date and time when a dose is lost or spoiled (e.g., broken ampoule, drug prepared, but not injected, etc.); a running count of remaining stocks, stocks, updated after each use; a count, made at least weekly, of remaining ampoules, tablets, etc. in store, to be checked against records of use and the running count; and information on disposal, including including method, drug type, amount, date, time, receipts and witness documentation, including signatures (e.g., control signature form).
The register of controlled drugs shall be kept for a period of two (2) years after the date of last entry.
8.10.4 Electronic Records All records required under this section may be kept and managed electronically.
8.11 RESPONSIBILITIES RESPONSIBILI TIES AND TRAINING
Company is ultimately responsible for the content of the medicine chest on board a vessel and, therefore when putting together the medicine chest, should seek qualified medical consulting, particularly when considering travel to areas with certain medical risks (e.g., malaria). The Master is is responsible for keeping and managing medical supplies kept on board to ensure that the medications are properly dispensed and that records are kept of their disposition. This responsibility may be delegated to a properly trained and certified crew member. Seafarers in charge of medical care or first aid shall report to the master on health-related conditions on board, and shall present the medical logbook to the master on request Seafarers on board whom are designated to provide provide medical care or first aid shall have training as required by the International Convention on Standards of Training, Certification and Watchkeeping, 1978, as amended, (STCW). The training should be based on the contents of the most recent editions of the IMGS, MFAG and the medical section of the International Code of Signals (published by the IMO). Such persons should undergo refresher training approximately every five (5) years to ensure proper utilization of all medicines or medical supplies on board. This certification is not required required of, nor will it be iss issued ued to ship’s doctors or ship’s nurses. It is the responsibility of the Company to verify the validity of such persons’ medical certification. Full use of all available (24-hour per day) medical advice by radio or radiotelephone shall be made by the Master or other persons designated with responsibilities for medical care or first aid. Seafarers with such responsibilities shall be instructed in the use of the vessel’s medical guide and the medical section of the most recent edition of the International Code of Signals to enable them to understand the type of information needed by the advising doctor as well as the advice received.
However well-trained, crew members are not medically qualified. A doctor should always be consulted about serious illness or injury or when any doubt exists about the action to take in treating a patient.
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8.12 INTERNATIONAL INTERNATIONAL HEALTH REGULATIONS REGULATIONS The WHO International Health Regulations (2005) (IHR (2005)) provide a code of procedures and practices for preventing the transboundary spread of infectious disease. Article 37 of the regulations require, in general, a Master of a ship arriving from a foreign port to provide a State that is a Party to IHR (2005) with a Maritime Declaration of Health (MDH) prior to arrival in port. The MDH contains a series of health-related questions, including those addressing illness, death and sanitary measures on board, to which a Master must attest. Additionally, and in view of the WHO pandemic Covid-19 declaration, CONBULK SHIPMANAGEMENT CORPORATION adopted in its SMS (Policy and Procedures manual, Chapter 6 - Resources and Personnel) supplementary procedures, procedures, related related to health pr otective measures which measures which shall apply for the total duration of the pandemic period as to comply with IMO Circular Letter 4204 Add. 14 of May 05, 2020 titled “Recommended framework of protocols for ensuring safe ship crew changes and travel during the corona virus (COVID-19)”. Additionally to the amended SMS procedures, a more detailed document titled “CoVID “CoVID-19 -19 and and oth er Infectious Diseases Management plan” plan ” was issued as to include guidelines given from International Chamber of Shipping, Bureau Veritas Guidance Note NI 673 DT R00E of June 2020 and World Health Organization 2020 document reference number WHO/2019-nCoV/Ships/2020.2. The scope of such supplementary health protective measures is to assess all identified risks to the safety of ships and personnel, establishing all necessary safeguards for the different aspects and risks associated with the corona virus (COVID-19) on their ship operations. Elements of this framework of protocols have been integrated within the SMS as appropriate (See SMS Policy and Procedures manual - Chapter 6 – Resources and Personnel and Company Circular Letters Crew Circular 01-2020). Health protection measures, such as personal protectiv e equipment equipment (PPE), (PPE), as referred to in these protocols, are provid ed, in principl e, at no cost to seafarers seafarers,, in accordance with the ILO MLC, 2006. CONBULK SHIPMANAGEMENT CORP. recognising health worker rights:
assume overall responsibility to ensure that all necessary preventive and protective measures are taken to minimize occupational safety and health risks;
provide information, instruction, and training training on occupational safety and health, including; 1. refresher training on infection prevention and control (IPC); 2. use, putting on, taking off and disposal of personal protective equipment (PPE);
provide adequate IPC and PPE supplies (masks, gloves, goggles, gowns, hand sanitizer, soap and water, cleaning supplies) in sufficient quantity to those caring for suspected or confirmed COVID-19 patients, such that workers do not incur expenses for occupational safety and health requirements;
familiarize personnel with technical updates on COVID-19 and provide appropriate tools to assess assess,, triage, test, and treat patients, and to share IPC information with patients and the public;
provide appropriate security measures as needed for personal safety; provide a blame-free environment in which health workers can report on incidents, such as exposures to blood or bodily fluids from the respiratory system, or cases of violence, and adopt measures for immediate follow up, including support to victims; advise health workers on self-assessment, symptom reporting, and staying home when ill;
maintain appropriate working hours with breaks; consult with health workers on occupational safety and health aspects of their work, and notify the labour inspectorate of cases of occupational diseases;
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allow health workers to exercise the right to remove themselves from a work situation that they have reasonable justification to believe presents an imminent and serious danger to their life or health, and protect health workers exercising this right from any undue consequences;
not require health workers to return to a work situation where there has been a serious danger to life life or health until any necessary remedial action has been taken;
honour the right to compensation, rehabilitation, and curative services for health workers infected with COVID-19 following exposure in the workplace – considered as an occupational disease arising from occupational exposure;
provide access to mental health and counselling resources; and enable cooperation between management and health workers and their representatives.
Health workers should:
follow established occupational safety and health procedures, avoid exposing others to health and safety risks, and participate in employer-provided occupational safety and health training; use provided protocols to assess, assess, triage, and treat patients;
treat patients with respect, compassion, and dignity; maintain patient confidentiality;
swiftly follow established public health reporting procedures of suspected and confirmed cases;
provide or reinforce accurate IPC IPC and public health iinformation, nformation, including too concerned people who have neither symptoms nor risk;
put on, use, take off, and dispose of PPE properly; self-monitor for signs of illness and self-isolate and report illness to managers, if it occurs;
advise management if they are experiencing signs of undue stress or mental mental health challenges that require supportive interventions; and report to their immediate supervisor any situation which they have reasonable justification to believe presents an imminent and serious danger to life or health. Details of such additional procedures imposed, are contained in Chapter 6 of Policy and Procedures manual, Company Circular Letters and Section F of Fleet Instructions manual.
8.13 PEST MANAGEMENT MANA GEMENT
The presence of insects, rodents and other pests s shall hall be controlled to prevent the transmission of illness and disease to seafarers and other persons on board a vessel. In controlling pests, it is important to note that very few pesticides are suitable for use against all kinds of pests that may occur aboard or in different parts of the ship. It is therefore necessary to consider the pesticides individually and utilize them in accordance with manufacturer instructions and as recommended in the IMDG Code Supplement, Revised Recommendations on the Safe Use of Pesticides in Ships. In developing a pest control strategy, cruise ships and commercial yachts also may want to consider recommendations regarding pest control contained in §8 of the United States Centers for Disease Control and Prevention, Vessel Sanitation Program Operations Manual.
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8.14 MOSQUITO PROTECTION Ships regularly trading to mosquito-infested ports shall be fitted with appropriate devices (e.g., nets, screens) as prophylaxes against mosquitoes and carry mosquito and antimalarial medications. The quantity and formulation (depending on area of travel) of the anti-malarial medications shall be adequate to protect all crew before, during and after the arrival/departure of the vessel to and from the malaria endemic area. Mosquito repellent should be in a quantity of at least one per crew member. The WHO provides International Health Regulations and Guide to Ship Sanitation within which are ship designer and constructor guidelines for the control of insects, more particularly for sleeping quarters, mess rooms, and dining rooms, indoor recreational areas, as well as all food spaces, where vessels are in transit in areas where flies and mosquitoes are prevalent. Control measures that may be employed by the master and crew are also provided. Notwithstanding, the quantity and formulation (depending on area of travel) of the anti-malarial medications shall be adequate to protect all crew before, during and after the arrival/departure of the vessel to and from the malaria endemic area.
8.15 SICKNESS As far as sick seamen are concerned, the following process should be followed: i) The Master upon his discretion will will send send any sick seaman to doctor justifiably. justifiably. ii) The Master will provide the sick seaman with with his letter containing full details of him as well as the reason of visiting the doctor. iii) The sick seaman upon his visit to doctor is obliged to ask for a medical report or at least the doctor's diagnosis which can be written on Master's letter. iv) Any pre-existed illness should be reported to the Insurance Company within seven days from the date of occurrence. v) All seamen who visited visited doctors as well as the doctor's diagnosis to be reported in the Master's deck log book. vi) In case of a seaman who needs treatment and has to be repatriated, the Master will issue his report. Taking into consideration the above mentioned process, the Master is kindly requested to comply with the following, thus enabling the Company to submit proper claims: 1. At any port and upon the Master's understanding that a seaman was found sick by doctor for any reason, he should notify the fact to Headquarters either by cable or telex within three (3) months. 2. Upon departure from each port the Master should mail a letter to Headquarters enclosing the following documents:
Master's letter sending each seaman to the doctor. Doctor's report/diagnosis. A ratified copy of the deck log book mentioning the seaman who visited the doctor. A copy of the seaman book mentioning his full name and date of employment. A copy of ship's articles.
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8.16 FIRST AID In the case of injuries on board, e.g. drowning electrical shock poisoning due to gas
suffocation, it is necessary to immediately give first aid without loss of valuable time. The treatment should start as soon as the injured person is resting safely. It must be remembered that each second counts. Do not waste time on transportation to sickbay, start first aid on the spot.
Immediate action must be taken in case of: unconsciousness loss of perspiration loss of heart beat
a) The first step to be taken is to make sure the air tract is open: Lay the injured down on a solid surface Put one hand under the neck and the other on the brow. Bent the head far backwards. Clean the oral cavity, remove possible dentures.
Lay the injured in a stable side position when he is breathing as follows: Push the nearest foot up against the seat, so that the knee forms an acute angle. Push the nearest hand in in under the seat. Draw the other hand against you, so that the injured rolls over on the side. Steady up with a hand on the knee. Bend the head backwards backwards and leave the head low, with a hand as support under the skin. Draw the other hand a little away from the back.
b) Artificial respiration: If the injured does not breath, blow two times strongly according to the mouth-to-mouth. Feel the pulse on the throat. If the pulse can be felt, continue blowing at a rate of 12 blows a minute. Immediately start heart compression if the heart function is not recovered. c) Heart compression: If a sick person is found and his pulse cannot be felt: start external heart compression 90/min. depress breast bone 4-5 cm. The pressure should be exerted with straight arms and increasing force. The movement must be rhythmic and forceful. The patient must lie on a hard surface.
When heart compression and artificial respiration must be carried out simultaneously: Two air blows and 15 heart compressions. Mouth-to-mouth method and external heart compression (one person).
It is too late to learn such practices when the accident has happened. First aid for revival should be included in the training program and practised by everybody on board. Many persons have been saved due to correct action taken according to the methods which have been described here. Possibilities for saving lives given by modern revival methods are by far sufficiently utilised. The survival percentage could increase considerably if everybody on board can master the technique for the mouth-to-mouth method and heart compression.
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8.17 MEDICAL ASPECTS AND SURVIVAL 8.17.1 Drowning Elements that can contribute to drowning accidents: distress - after leaving vessel
cold - can cause victim victim to gasp and subsequently subsequently hyperventilate waves - disrupts breathing pattern.
Treatment for drowning casualty: Clear airways (Expired air resuscitation) - when victim resumes breathing, keep warm and comfortable (in the unconscious position) Keep a constant check on victim until rescued. There is a condition called secondary secondary drowning which may not be immediately apparent.
8.17.2 Hypothermia In order to maintain a fit and healthy body, the core of the inner body temperature must be kept within 0.5
of 36.9 Theahuman body is temperature designed so (i.e. as towhen be able regulate of cold heat so asCelsius. to maintain constant core the to body is hot,external blood isfactors circulated nearand to the surface of the skin which allows heat to be dissipated by surrounding air and when the body is cold, it produces heat by exercise or shivering. Exercise in water however, sheds large amounts of body heat). A person whose core temperature drops to 35 Celsius is considered to be hypothermic. It is always worth remembering that a naked person in water will lose body heat at a rate 26 times greater than he would to air of the same temperature. 8.17.2 8.1 7.2.1 .1 Treatment Treatment of Hypothermi Hypot hermi a The symptoms of hypothermia are the following: Cold and Shivering. Signs of abnormal behaviour. Irritability. Lethargy. Amnesia.
Appropriate remedy for hypothermia victims is as follows: Put victim in safe place. Do not man-handle (unduly). Place victim in the unconscious position. Protect victim against any further heat loss.
8.17.3 Bleeding Arrest severe external bleeding by pressure of your hand directly on the wound, then apply a padded dressing directly on the wound and bandage using a firm pressure. If bleeding persists and dressings become saturated apply further dressing on top of first one. Do not apply tourniquet as this often worsens bleeding. If victim is conscious, start water ration immediately.
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8.18 MALARIA 8.18.1 General Information Today, malaria is still one of the most frequent and dreadful infectious diseases in the world, over 200 million cases world-wide each year and killing more than one million people in Africa alone each year. Malaria is actually on the increase everywhere in the Tropics and Subtropics. This is the result of individuals underestimating the problem and not protecting themselves from the bite of the malaria-carrying mosquito and the increasing resistance of the malarial parasite to the present medication as well as the changing picture of the frequency of occurrence in the most dangerous areas, leading to a miscalculation of the risks. Sometimes, seamen spending long periods of time in malarias’ area or on-board ship, fail to appreciate the importance of regular medication, they then frequently develop serious malaria, and if they are close to a port, they can be treated quickly and efficiently. However, if they suffer an attack at sea, the situation is potentially fatal if the correct treatment scheme is not followed. Unfortunately, 100% protection is no longer possible and so, all protective measures must be applied, i.e. external (mosquito net, mosquito lotion), as well as internal (medication). There is no vaccination available as yet. Because of this the correct use of anti-malarial tablets cannot be over-stressed. It is the responsibility of every seaman to prevent malaria. No country in the world has special preventative requirements for malaria, indeed, many countries deny that they have a malaria problem. Increasingly, on board there are mixed nationality crews and some may feel that they have an immunity to the disease, but only people constantly living in a malaria area build up a degree of immunity, and even they can develop attacks which require treatment. Another problem is seamen who travel frequently in tropical areas often have the false impression that they have built up an immunity to malaria. It is probably better therefore, for everyone on board to follow the classical prevention scheme.
8.18.2 8.1 8.2 Cause Cause and Types o f Malaria Malaria is spread by the bite of the female anopheles mosquito, which picks up the malarial parasite by biting an infected person, and transmits the disease when it bites someone else. The incubation period (the interval between the bite and the onset of symptoms) is around 2 weeks. However, it is possible for symptoms to be delayed for as much as a year. The pattern of the symptoms differs with the different types of plasmodium, e.g. one type causes irregular bouts of fever and is the most dangerous because a massive infection of the red blood cells can occur which may finally cause anaemia, kidney and liver damage and even coma. This complication is seen especially in people who only sporadically come in contact with malaria and so cannot built up any immunity. This is often difficult to diagnose because there can be such a range of symptoms: - feeling generally unwell, headaches, nausea, vomiting, diarrhoea and pain in the limbs, the fever, as mentioned above, comes on at irregular intervals. The patient often deteriorates very rapidly, if not diagnosed and treated in the early stages.
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8.18.3 Symptoms A classic malaria case is characterised by a sudden fever which lasts for several hours. Three successive and clearly distinct stages can be observed (looks similar to attack of influenza). 1) Cold Stage: fever is rising, patient, however, feels cold, shivering, ashen colour, temperature increasing rapidly, seeks more bedclothes because feels cold. 2) Hot Stage: throws off all blankets, looks red and congested, feels very warm, temperature very high, splitting headache and severe neck pains. 3) Sweat Stage: sud suddenly denly breaks out in perspiration, clothes and bed a are re soaked with sweat, temperature falls quickly, feels better, often gets appetite back and falls asleep. The length of an attack is no longer than 10-12 hours, but can be extremely exhausting. If you suspect malaria, then you require to take the person's temperature every 2 or 3 hours initially to confirm this. If an attack is developing then the individual will require the assistance of one of the officers.
8.18.4 Treatment In the first stage, the patient can be covered but do not apply a great deal of heat. In the second stage, remove the blankets and sponge him down with tepid water. Take care not to chill. Give cool drinks. In the third stage, change clothing and bedding, give more cool drinks in small quantities at a time. Apply cold compresses to the forehead. During an attack, pay attention to the patient's mental state because becoming confused is quite common and there is the danger of him falling overboard. Convulsions are also possible due to the high temperature, these are treated with an intramuscular injection of Valium, tepid sponging and antipyretic tablets or suppositories, preferably, Paracetamol 500mg 3 times/day. Reducing the temperature is vital but must not be done too fast or the heart can be affected. Do not try to restrain a person having a convulsion, just ensure that he cannot hurt himself. The drug treatment programme for malaria must also be followed, of course. It is very important to understand that any fever in tropic areas should be treated as suspected malaria until proven to the contrary. This is even more important when the patient has been careless in taking his preventative anti-malarial medication, or when he has had gastro-enteritis and has vomited or has insufficiently absorbed the medication due to diarrhoea. Even if he took his medication properly malaria cannot be ruled out. It can be stated that all port areas (ports and inland) of Africa, Asia, Central and South America situated between 25 NB and 25 SB are contaminated.
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8.18.5 8.1 8.5 Preventio n of Malaria Malaria The fight with malaria must go on in three fields: 1) Try, literally to hold the mosquitoes at bay by external protective measures. 2) Take in advance (preventively) anti-malarial tablets (chemoprophylactic) so that a barrier is being built up in the blood in order to prevent the malarial parasite multiplying, in the event of a bite, despite the external precautions. In other words, to prevent an attack of malaria. This is the internal protection. 3) If an attack of malaria should nevertheless break through, it is important to know at once what to do to stop this malaria. 8.18.5 8.1 8.5.1 .1 Extern Extern al Prot ectio n It is aimed to avoid contact of the mosquito with the human skin, therefore remember the following: In the cabins an insecticide based on pyrethrum shall be pulverised or vaporised (anti-mosquito spiral). An insecticide with long duration (effective for 12 months) Deltamethrine can be applied on the mosquito nets. A new mosquito mosquito net impregnated impregnated with Deltamethrine or one checked for holes shall be used and put well underneath the mattress and corners. Mosquitoes are especially especially attracted by refuse and small puddles on deck - for this reason deck and corridors shall be kept clean and dry.
Refuse bags (plastic bags are best) or drums shall be sealed properly. If this is done, the mosquito plague often goes down spectacularly, especially on ships lying a few meters off shore. The kitchen shall be well ventilated, but doors and windows shall be covered up with mosquito netting. Sleeping spaces or cabins shall be kept closed and ventilated via ventilation holes covered with mosquito netting. After dark, all doors shall be kept closed, windows shall only be left open when mosquito netting is in front of it. Should, in spite of these measures, mosquitoes penetrate the room or cabin try to kill them with an insecticide spray. Spray especially under tables, chairs and in dark corners. After use of insecticide spray wait a little while before sleeping in this room or cabin. On deck or on shore, wear light coloured clothing, covering the legs as much as possible (mosquitoes avoid white surfaces). At the same time, smear the remaining uncovered parts of the body (hands, wrists, ankles) which are exposed to mosquito bites, with mosquito repellent renewing
every four/six hours. There shall be no receptacles or places where water can stagnate and dew water can collect. In these small quantities of water, mosquitoes can lay their eggs. Pay particular attention to keeping lifeboats, dry and ensure that rain pools are removed or emptied and swabbed. On ships without air conditioning the ventilation grid - vent holes and all openings through which the mosquitoes can penetrate shall be covered up with the usual mosquito netting, large ventilation holes or covering grids shall be covered up with clothing. Sleeping on deck is strictly prohibited. Clear lights on board shall be covered up; the light attracts the mosquitoes. Bear in mind that when anchored off shore mosquitoes may appear onboard even at a distance of up to 2 or 3 km away from the shore. Cases of malaria have occurred sailing within this area parallel with he coast line. If a seaman dies on board quite unaccountably after leaving a malaria area (after the usual legalities by the Master and the officers) one shall always consider that cerebral malaria may be the cause of death. The corpse shall be kept in deep freeze storage (container) because later, a pathological examination can still reveal if it was a malaria case or not, even when the body is already decomposing. The determination of natural death caused by a disease or an accident is of utmost importance for the Company, the insurance company and the next of kin.
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Avoid reflecting jewels and perfumes. These attract mosquitoes. Avoid being outside after sunset and especially avoid parties near swimming pools and lakes. Avoid ointments which are perfumed and local insect repellents. Most of them are expensive expensive and not scientifically proven.
8.18.5 8.1 8.5.2 .2 Intern Intern al Prot ectio n Internal protection means the taking of medication. This medication does not stop the malaria parasites from entering the bloodstream but it does prevent an acute attack of malaria, provided the medication is taken correctly. If someone has never taken anti-malarial medication, the best way is to start a full week in advance, to see if he develops allergic reactions. If medication has been taken before, it is sufficient to start a few days in advance, with Nivaquine 300mg (once per week) and Paludrine (1 to 2 x 100mg tablets every day). The medication shall continue to be taken until at least four weeks after leaving the coast or one to two weeks longer if mosquitoes are still to be found on board. Continuing to take malaria medication after leaving the malarial area is necessary because, as stated earlier, the incubation period of malaria in the human body can take several weeks. This means that many seamen as well as people leaving full time on shore must take anti-malarial drugs for several months. The Master and the officers must ensure that the crew correctly take the preventive medication. The best way is to give one man (e.g. the Second Officer) the responsibility of controlling the taking of medication, and the time of taking shall be mentioned in the medical logbook. If a seaman refuses to take the antimalarial drugs this shall be mentioned in the medical logbook and the seaman as well as the Master and the Second Officer shall be asked to sign on this effect. 8.18.5.3 Drug Therapy In order to provide therapy for a malaria attack, the correct medication scheme must be followed, if not, the patient may fall into coma and even die. Any fever in a tropical area (or in the months following a stay in a tropical area) is suspect for malaria till proven to the contrary. When chloroquine prevention has been taken regularly and malaria has been diagnosed or is most likely , there is a good chance chloroquine resistant malaria is prevalent. In this case the treatment is as follows: Scheme A - Halofantrine - given that no Lariam or Quinine has been taken in the last 24 hours. Scheme B - Quinine & Tetracycline Scheme C - Quinine & Fansidar Scheme D - Mefloquine Scheme E - Nivaquine.
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8.18.5 8.1 8.5.4 .4 Conclu sio n Prevention :
Treatment :
- Nivaquine only - Nivaquine & Paludrine
- Halfan - Quinine & Tetracycline
- Lariam
- Quinine & Fansidar - Lariam
The prevention and treatment of malaria remains a necessity for every seaman and countryman. We realise that so far there is no scheme offering a 100% protection against the four parasites. Again and again new combinations and new drugs shall have to be taken to protect ourselves from malaria and hopefully a vaccine will be available in the near future.
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9. APPENDICES 9.1
APPENDIX 1 – ASB ESTOS ON SHIPS – DECLARATION DECLA RATION OF EQUIPMENT Appendix 1 1 Declaration of Conformity Conformity As bes to s Fr ee Const Con st ru ct io n i n ac co rd anc e with wi th SOLAS SOLA S Regulat Regu latio io n II-I/3-5
This is to declare that; Equipment / component / material manufacturer Has supplied the following equipment / components / material ____________________ _________________________________ ________________ __________________________________ _________________________________ ________________ and that these components / equipment / material do not contain asbestos. These components / equipment / materials is/are installed in the following ship* in accordance with: SOLAS Regulation II-1/3-5: Name of Ship: Distinctive number or letters: Port of Registry: IMO Number: Hull Construction Number: Components / equipment / material type, number * If specific ship is known
This Declaration is based upon the following Requirements and procedures of the components / equipment / material manufacturer: SOLAS Regulation II-I/3-5, New Installation of Asbestos IMO MSC.1/Circ.1379 ISO 9001 IMO MSC.1/Circ.1426 Manufactures’ other relevant internal procedures (to be listed):
Place and date:
Manufacturer’s representative (Name, position, title).
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APPENDIX 1 – ASBESTOS ASB ESTOS ON SHIPS – DECLARATION DECLA RATION OF OF COMPANY
Appendix 2 2 Declaration of Conformity Conformity As bes to s Fr ee Const Con st ru ct io n i n ac co rd anc e with wi th SOLAS SOLA S Regulat Regu latio io n II-I/3-5
_________________________________ ________________ __________________________________ __________________________________ ___________________ __ Company (as defined in SOLAS Chapter IX - ISM Code)
declares that the new installations since the last annual/periodical survey on the following ship is asbestos-free is accordance with SOLAS Regulation II-1/3-5: Name of Ship: Distinctive number or letters: Port of Registry: IMO Number:
This Declaration is based upon the following Requirements and procedures of the Company: SOLAS Regulation II-I/3-5, New Installation of Asbestos IMO MSC.1/Circ.1379 ISO 9001 IMO MSC.1/Circ.1426 Company other relevant internal procedures (to be listed):
Place and date;
Company representative (Name, position, title). title).
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“ ENVIRONMENT ENVIRONMENTAL AL PRO PROTEC TECTIO TION” N” SECTION B
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta The Master and Chief Engineer shall ensure that MARPOL and Company requirements for environmental environmen tal management are satisfied and communicated to all officers and crew, as applicable to the vessel and trade. This may be achieved through verbal briefings and Safety Committee meetings. It must be understood that the importance of pollution prevention and environmental protection cannot be overemphasised.
1. OIL POLLUTION POLLUTION 1.1
BUNKERING BUNK ERING INSTRUCTIONS
Environmental protection and pollution prevention shall be considered as top priority matters by all crew. Environmental All seamen must be aware aware of the significance of environment environment protection protection and the importance of bunkering bunkering operations. Everyone should be aware that the consequences of a pollution incident during bunkering are becoming increasingly unpredictable. Such is the importance of pollution prevention, that any spill, no matter how small, may result in penalties and costs ffar ar outweighing the apparent gravity of the event, reinforcing the need for every ship-owner to eliminate risks. The following has been written in order to reiterate practices which should be observed on board while a vessel is bunkering with a view to eradicating such such risks. As a practical measure, the recommendations recommendations are summarised in the form of a check list (section B par. 1.2). Utilising a check list and following a predetermined predetermine d routine can minimise the likelihood of important safeguards being overlooked. A senior engineer should should always be appointed to co-ordinate co-ordinate and take charge of the bunker bunkering ing plan, and it is intended that the check-list be used by this officer. He should first ensure all crew members members involved in the exercise are fully conversant with the specification and quantity of fuel to be lifted, the ship's fuelling and tank surrounding surrounding arrangements, arrangements, the alarm system and the loading seque sequence. nce. It is of primary importance that all personnel on board are made aware of the intention to bunker so that the vessel's emergency response plan can be activated without delay should a spill occur in the event of an accident. In addition, it should not be forgotten that the bunkering facility itself may be the source of a spill, and the contingency arrangements arrangements of the barge or terminal should be checked and discussed beforehand. Clear and detailed drawings of the vessel's bunkering system should be available for use by members of the ship's bunkering team during the operations. As well as aiding the routine checking of pipeline configurations, configuration s, access to such diagrams may prove indispensable indispensable in an emergency. When agreeing signalling procedures with the terminal or barge, members of the bunkering team are advised to consider using an audible alarm to supplement an emergency stop, recognisable by all parties. This additional defence may secure a swifter response than relying entirely on VHF contact or other methods of signalling. signalling. To reduce the chance of misunderstandings still further, the key elements of the bunker plan may be summarised in writing and signed by both the responsible bunkering officer and the supplier as confirmation of mutual agreement. During the course of bunkering, representative representative samples should be taken and retained. The duty officer should be kept in close contact with the bunker team throughout. Moorings must be tended to ensure that the movement of the vessel is restricted to a minimum and that the ship, as far as practicable, is kept upright and on an even keel. If these basic principles of bunkering are followed, exposure to losses resulting from over-filling etc. can almost certainly be reduced. For further operational instructions, regarding bunkering bunkering processes, refer to section E par2.5.
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BUNKERING BUNK ERING CHECKLIST
For “Bunkering Checklist please refer to the relevant form in the Forms Manual 1.3
OIL RECORD BOOK
The Oil Record Book shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following machinery space operations take place in the ship. Each operation described below shall be fully recorded without delay in the Oil Record Book so that all entries in the book appropriate for the operation are completed. Each completed operation shall be signed by the officer in charge of the operation and each completed page shall be signed by the Master. The Oil Record Book shall be kept in such a place as to be readily available for inspection at all reasonable times and shall shall be preserved for a period of three years after the last entry has been made. The following paragraphs show comprehensive lists of items of machinery space operations which are, when appropriate, to be recorded in the Oil Record Book. 1.3.1 1.3 .1
Ballasting Ballast ing or Cleanin Cleanin g of Oil Fuel Tanks
Identity of tanks ballasted.
Whether cleaned cleaned since they last contained contained oil and, if not, not, type of oil previously carried.
Cleaning process, i.e. i) position of ship and time at the start start and completion completion of cleaning, cleaning, ii) identify tanks in which one or another method has been employed (rinsing through, steaming, cleaning with chemicals, type and quantity of chemicals used), iii) identity of tanks into which cleaning water was transferred.
Ballasting, i.e.
i) position of ship and time at start and and end of ballasting, ii) quantity of ballast ballast if tanks are not cleaned, cleaned, iii) position of ship at start of cleaning, iv) position of ship at start of ballasting. 1.3.2 1.3 .2
Disch arge of Dirt Dirt y Ballast or Cleaning Cleaning Water Water fro m Oil Oil Fuel Tanks
Identity of tanks.
Position of ship at start start of discharge.
Position of ship ship at completion of discharge. discharge.
Ship's speed during discharge.
Method of discharge, i.e. i) through 100 ppm equipment, ii) through 15 ppm equipment, iii) to reception facilities.
Quantity discharged.
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Collection Collect ion and Dispo sal of Oily Residues (slud ge)
Quantities of oil oil residues retained retained on board board at the end of the voyage, voyage, but not more frequently frequently than once a week. When ships are on short voyages, the quantity should be recorded weekly:
i) separated sludge sludge (sludge resulting from from purification of fuel and lubricating lubricating oils) and other resi residues, dues, if applicable applicable:: identity of tank(s), capacity of tank(s), total quantity of retention. ii) other residues (such as oils residues resultin resulting g from drainages, leakages, exhaus exhausted ted oil, etc., in the machinery spaces), if applicable due to tank agreement in addition to the above: identity of tank(s) capacity of tank(s), total quantity of retention.
Methods of disposal, disposal, stating quantity quantity of oil residues residues disposed of, the tank(s) emptied emptied and the quantities of contents retained:
i) to reception reception facilities (identify port), ii) transferred to another (other) (other) tank(s) (indicate tank(s) tank(s) and the total content of tank(s)), iii) incinerated (indicate total time of operation, iv) other method (state which). 1.3. 1.3.4 4
Discharge Overboard Overboard or Disposal otherwise of Bilge Wa Water ter Accumulated in Machinery Machinery Spaces
Quantity discharged or disposed of.
Time of of discharge discharge or disposal (start and and stop).
Method of discharge or disposal, i.e. through 100 ppm equipment, through 15 ppm equipment, to reception facilities, transfers to slop tank or holding tank.
1.3. 1.3.5 5
Accid ental or Other Other Exceptional Exceptional Discharges Discharges of Oil
Time of occurrence.
Place or position of ship.
Approximate quantity and type of oil.
Circumstances Circumstances of discharge discharge or escape, escape, the reasons reasons therefore and general general remarks.
1.3. 1.3.6 6
Bunkering of Fuel Fuel or Bulk Lubricating Oil
Time of bunkering.
Place of bunkering.
Type and quantity quantity of fuel oil / lubricating lubricating oil and identity identity of tank(s) (state (state quantity added added and total content of tank(s)).
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta 1.4
CONTROL OF DISCHARGE OF OIL
Any discharge into the sea of oil or or oily mixtures is prohibited except except when all the the following conditions conditions are satisfied: the ship is not within a special area area (see section C par.2.1)
the ship is more than 12 nautical miles miles from the nearest nearest land.
the ship is proceeding en route.
the oil content content of the discharge discharge is less than 100 parts per per million.
the ship has in operation an oil discharge monitoring and control system, oily water separating equipment, equipmen t, oil filtering equipment or other installation as required by MARPOL regulations.
The above requirements shall not apply to the discharge of unprocessed oily mixtures which without dilution have an oil content not exceeding 15 parts per million (refer to MARPOL regulations).
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta 2. DISPOSAL DISPOSAL OF WASTE MATERIAL MATERIAL
2.1
GARBAGE
Garbage means all kinds, of victual, domestic and operational waste excludin excluding g fresh fish and parts thereof. 2.1. 2.1.1 1
Minimisin g the Amount of Potential Garbage Garbage
All crew should should minimise the taking taking aboard o off potential garbage garbage and onboard onboard generation generation of garbage. Domestic wastes may be minimised through proper provisioning practices. Some options available to decrease the amount of domestic waste generated onboard shall include the following: Bulk packaging packaging of consumable consumable items (however, (however, inadequate shelf-life must be considered). considered).
Reusable packaging and containers can decrease the amount of garbage being generated. Use of disposable cups, utensils, dishes, towels, rags and other convenience items should be limited and replaced by washable items when possible.
Where practical, practical, provisions packaged packaged in or made made of materials other other than plastic should be selected selected to replenish ship supplies unless reusable plastic alternative is available.
Operational waste may be minimised by taking appropriate actions as listed below: Consider stowage systems and methods that reuse coverings, dunnage, shoring, lining and packing materials.
Dunnage, lining lining and packaging packaging materials materials generated in port during cargo cargo discharge discharge should preferably preferably be disposed of to the port reception facilities and not retained on board for discharge at sea.
Cargo residues are created through inefficiencies in loading, unloading and on board handling. It is recommended recommended that cargo is unl unloaded oaded as efficiently efficiently as possible possible in order to avoid avoid or minimise cargo residues, since it is difficult for port reception facilities to handle such residues.
Spillage of cargo cargo during transfer transfer operations operations should be carefully carefully controlled controlled both on board board and from dockside.
All the above measures measures will no nott have the desired results without without the Master and the Chief Chief Officer’s support. The Master and the Chief Officer, and or the person responsible for implementing the procedures of this section, being in direct contact with the local suppliers and having a clear picture of materials delivered to the vessel, is the only ones who can ensure that unnecessary and/or undesired items are not taken on board. 2.1.2 2.1 .2
Garbage Handl Handl ing and Storage
Limitations on the discharge of garbage are summarised in the following table. Although discharge discharge at sea, except in special areas, of a wide range of ship-generated ship-generated garbage is permitted outside specified distances from the nearest land, preference should be given to disposal at shore reception facilities.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta Summary of at Sea Garbage Disposal Regulation
Garbage Type
Food waste comminuted or ground Food waste not comminuted or ground Cargo residues not contained in wash water
Al l s hi ps exc ept pl atf or ms Within Special areas* Outside special areas and Arctic waters** and Arctic waters Regulation Re gulation 6 Regulation Re gulation 4 (Distances (Distances are fr om (D (Distances istances are fr om nearest land, nearest nearest land) ice-shelf ice-she lf or n earest earest fast ice ≥ 3 nm, en route and as ≥ 12 nm, en route and far as practicable as far as practicable ≥ 12 nm, en route and as Discharge prohibited far as practicable
Offshore platforms located more than 12 nm from nearest nearest land and ships when alongside or within 500 500 metres of s uch platforms4 Regulation Re gulation 5 Discharge permitted Discharge prohibited
Discharge prohibited ≥ 12
≥ 12
Cargo residues
nm, en route and as far as practicable
contained in wash water
Cleaning agents and additives contained in cargo hold wash water Discharge permitted Cleaning agents and additives in deck and external surfaces wash water Animal carcasses carcasses (should be split or otherwise treated to ensure the carcasses will sink immediately) All other garbage garbage including plastics, synthetic ropes, fishing gear, plastic garbage bags, incinerator ashes, clinkers, cooking oil, floating dunnage, lining and packing materials, paper, rags, glass, metal, bottles, crockery and similar refuse
nm, en route and as far as practicable (subject to conditions in regulation 6.1.2 and paragraph 5.2.1.5 of Part II-A of the Polar Code) ≥ 12 nm, en route and as far as practicable (subject to conditions in regulation 6.1.2 and paragraph 5.2.1.5 of Part II-A of the Polar Code)
Discharge prohibited
Discharge prohibited
Discharge permitted Must be en route and as far from the nearest land as possible. Should be > 100nm and maximum water depth
Discharge prohibited
Discharge prohibited
Discharge prohibited
Discharge prohibited
Discharge prohibited
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta 1. When garbage is mixed with or contaminated contaminat ed by other harmful substances prohibited from discharge or having different discharge requirements, the more stringent requirements shall apply. 2. Comminuted or ground food wastes must be able to pass through a screen with mesh no larger than 25 mm. 3. The discharge of introduced avian products products in the Antarctic area is not permitted unless incinerated, autoclaved or otherwise treated to be made sterile. In polar waters, discharge shall be made as far as practicable from areas of ice concentration exceeding 1/10; in any case food wastes shall not be discharged onto the ice. 4. Offshore platforms located 12 nm from nearest land and associated ship ships s include all fixed or floating platforms engaged in exploration or exploitation or associated processing of seabed mineral resources, and all ships alongside or within 500 m of such platforms. 5. Cargo residues mean only those cargo residues that cannot be recovered using commonly available methods for unloading. unloading. 6. These substances substances must not be harmful to the marine enviro environment. nment. Collecting garbage should be based on consideration of what can and cannot be discarded overboard while en route. To reduce or avoid the need for sorting after collection, it is recommended that distinctively marked garbage receptacles receptacles are provided for plastics, for food wastes and for other garbage which can be disposed at sea. Garbage collected from living and working areas throughout the ship should be processed according to the processing equipment, if any, that the vessel has (e.g. incinerators, incinerators, compactors, comminuters etc.). It is then delivered to a storage location. Food wastes and associated garbage which are returned to port and which may carry diseases or pests should be stored in tightly covered containers and be kept separate from garbage which does not contain such food wastes. Different types of garbage should be stored separately to avoid incorrect disposal and treatment on land. The disposal regulations described in this Section do not apply when: a. The disposal of garbage garbage from the ship is necessary for the purp purpose ose of securing the safety of the ship and those onboard, or saving life at sea; or b. The escape of garbage resulting from damage damage to the ship or her equipment, provided all reasonable reasonable precautions have been taken before and after the occurrence of the damage, for the purpose of preventing such escape; or c. The accidental loss of synthetic synthetic fishing nets material incid incidental ental to the repair of such nets, provide provided d that all reasonable precautions have been taken to prevent such loss. * Special areas According to Regulation Regulation 1.14 1.14 of Annex V to MARPOL MARPOL 73/78, a special area means a sea area where for recognised technical reasons in relation to its oceanographical and ecological condition and to the particular character of its traffic, the adoption of special mandatory methods for the prevention of sea pollution by garbage is required. Special areas include those listed in Regulation 1.14 of Annex V to MARPOL 73/78, which is reproduced as follows: The special areas areas are t he Mediterranean Sea area, area, the B altic Sea area, the Black Sea area, the Red Re d Sea area, area, the Gulfs area, area, the Nort h Sea area, area, the Ant arcti c area and th e Wider Caribbean Region, Re gion, whic h are defined defined as follow s: The Me Medit dit erranean Sea area Sea area means the Mediterranean Sea proper including including the gulfs and seas therein with the boundary between Mediterranean themeridian Black Sea constituted by the 41° N parallel and bounded to the west by the the Straits of Gibraltar and at the 5°36 ′ W. W. The Baltic Sea Sea area means the Baltic Sea proper with the Gulf of Bothnia and the Gulf of Finland and
the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57 44.8 N. N. Effective Date: 03/06/2020
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta The Black Sea area Sea area means the Black Sea proper with the boundary between the Mediterranean and the Black Sea constituted by the parallel 41° N. The Red Sea area Sea area means the Red Sea proper including the Gulfs of Suez and Aqaba bounded at the south by the rhumb line between Ras si Ane (12°28.5 ′ N, N, 43°19.6′ E) E) and Husn Murad (12°40.4′ N, N, 43°30.2′ E). E). The Gulfs Gulfs area area means the sea area located north-west of the rhumb line between Ras al Hadd (22°30 ′ N, 59°48′ E) E) and Ras al Fasteh (25°04′ N, N, 61°25′ E). E). The North Sea area Sea area means the North Sea proper including seas therein with the boundary between: the North Sea southwards of latitude 62°N and eastwards of longitude 4° W; the Skagerrak, the southern limit of which is determined east of the Skaw by latitude 57°44.8′ N; N; and the English Channel and its approaches eastwards of longitude 5° W and northwards of latitude 48°30′ N. The An The An tar ct ic area means the sea area south of latitude 60° S. The Wider Caribbean Region, Region , as defined in article 2, paragraph 1 of the Convention for the Protection and Development of the Marine Environment of the Wider Caribbean Region (Cartag (Cartagena ena de Indias, 1983), means the Gulf of Mexico and Caribbean Sea proper including the bays and seas therein and that t hat portion of the Atlantic Ocean within the boundary constituted by the 30° N parallel from Florida eastward to 77°30′ W W meridian, thence a rhumb line to the intersection of 20° N parallel and 59° W meridian, thence a rhumb line to the intersection of 7°20 ′ N N parallel and 50° W meridian, thence a rhumb line drawn south-westerly to the eastern boundary of French Guiana.
** Polar Polar Waters According to Regulation Regulation 13 of Annex V to MARPOL MARPOL 73/78, polar waters means waters means Arctic waters, as defined in the next paragraph, and/or the Antarctic area, as it has been defined in this chapter. Ar ct ic waters wat ers means those waters which are located north of a line from the latitude 58º00΄.0 N and longitude 042º00΄.0 W to latitude 64º37΄.0 N, longitude 035º27΄.0 W and thence by a rhumb line to latitude 67º03΄.9 N, longitude 026º33΄.4 W and thence by a rhumb line to the latitude 70º49΄.56 N and longitude 008º59΄.61 W (Sørkapp, Jan Mayen) and by the southern shore of Jan Mayen to 73º31'.6 N and 019º01'.0 E by the Island of Bjørnøya, and thence by a great circle line to the latitude 68º38΄.29 N and longitude 043º23΄.08 E (Cap Kanin Nos) and hence by the northern shore of the Asian Continent eastward to the Bering Strait and thence from the Bering Strait westward to latitude 60º N as far as Il'pyrskiy and following the 60th North parallel eastward as far as and including Etolin Strait and thence t hence by the northern shore of the North American continent as far south as latitude 60º N and thence eastward along parallel of latitude 60º N, to longitude 056º37΄.1 W and thence to the latitude 58º00΄.0 N, longitude 042º00΄.0 W.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta 2.2
SEWAGE
Discharge of sewage is prohibited except when: the ship is discharging comminuted and disinfected sewage using a system approved by Flag Administration Administratio n at a distance of more more than 4 nautical nautical miles from the n nearest earest land, or sewage sewage which is
not comminuted or disinfected at a distance of more than 12 nautical miles provided the ship proceeds at not less than 4 knots and a moderate rate of discharge is kept. the ship has an approved sewage sewage treatment plant plant which has been been certified by the Flag Administration Administration
the ship is situated situated in the waters under under the jurisdiction jurisdiction of a State and is discharging sewage in accordance with such less stringent requirements as may be imposed by such State.
When the sewage is mixed with wastes or waste water having different discharge requirements, the more stringent requirements shall apply.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta 3. POLLUTION INCIDENTS INCIDENTS
Whenever an oil spill occurs, it is the duty of the t he person finding the spill to immediately inform the Master or responsible officer, who should call out the vessel's Oil Pollution Prevention Team (refer to SOPEP). Remember that an oil spill may create a fire or explosion hazard, requiring safety precautions to be observed. It is important for all seafarers to always keep in mind that: any oil spillage should be treated as an emergency. it is vital vital to prevent prevent any escape of of bunkers from flowing flowing overboard. overboard. each one has has a responsibility responsibility to prevent pollution.
For further information on requirements and actions to be taken during a pollution incident refer to the Shipboard Oil Pollution Emergency Plan (SOPEP).
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION B Environmentall Protection Environmenta 4. SHIPS ENERGY ENERGY EFFICIENCY MANAGEMENT MANA GEMENT PLA PLA N (SEEMP)
Regulation 22.2 of MARPOL Annex VI specifies that, "On or before 31 December 2018, in the case of a ship of 5,000 gross tonnage and above, the SEEMP shall include a description of the method that will be used to collect the data required by regulation 22A.1 of this Annex and the processes that will be used to report the data to the ship's Administration." Furthermore Regulation 5.4.5 of MARPOL Annex VI requires that Administrations shall ensure that for ship of 5,000 gross tonnage and above, the SEEMP complies with regulation 22.2 of MARPOL Annex VI. CONBULK SHIPMANAGEMENT CORPORATION, in order to fulfil this requirement, has prepared internally for all Company’s managed vessels a ship-specific SEEMP based on the guidelines developed by the IMO Marine Environment Protection Committee (MEPC). taking into account the guidance provided in IMO Resolution MEPC.282(70) – 2016 Guidelines for the development of a Ship Energy Efficiency Management Plan (SEEMP). Part II of the Ship Fuel Oil Consumption Data Collection Plan (SEEMP) contains the methodology and processes, providing the ship-specific method to collect, aggregate, and report ship data with regard to annual fuel oil consumption, 22A of MARPOL Annex VI. distance travelled, hours underway and other data required by regulation All vessels developed developed SEEMP SEEMP are approved by the relevant Class Class Society. Finally, it is the intent of COMPANY for continuous improvem improvement ent through periodical review of this Plan.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP..
FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION C Operations
“ OPER OPERA ATION TIONS” S” SECTION C
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1. DEPARTURE 1.1 SHIP ON DEPARTURE – SAFETY ITEMS TO BE CHECKED Any prudent master master will make arrangements arrangements and prepare his vessel vessel prior sail out out from a port. Summarized below are some basic check items. These procedures are only indicative, not exhaustive in nature and one must always be guided by practices of good seamanship. 1.
All crew crew present present on on board: board: Deck Deck dept. dept. Engine Engine dept. Catering dept.
2. 3.
Replenishment Replenishment of bunkers, lubes, stores and spares Replenishment Replenishment of provisions and freshwater.
4.
Confirmation of draft , stability and hull strength
5. 6.
Confirmation of water tightness of openings Confirmation of necessary necessary legal legal documents, documents, trading trading certificates certificates and and port port clearance clearance
7. 8.
Completion of cargo cargo and related work including lashings Disembarkation Disembarkation of labors/ stevedores/ terminal personnel / agent agent etc.
9. Confirmation of securing securing or lashing of movable objects 10. Completion of repairs repairs and disembarkation disembarkation of workers/ contractors/ technicians technicians etc. 11. Disembarkation Disembarkation of all visitors & collection of passes issued issued to visitors, any missing passe passes s reported to SSO 12. Stowaway search search carried out (as per SSP search cards) cards) 13. Engine Room given given adequate (at least 1 hour) notice notice for preparing M/E / Bow Thruster 14. Confirmation of readiness readiness for main engine trial (condition of gangway, bow and stem, manifolds, and others) 15. Stations for departure planned planned & crew advised advised of Stand-By time 16. Confirmation Confirmati on of power supply & operation of winches and windlass 17. Passage Plan for intended intended voyage prepared prepared and signed 18. All charts and publications publications for voyage up to date and cours courses es laid 19. Latest weather forecast and and navigational warnings warnings for area at hand 20. Tidal calculations calculations for departure departure ready ready 21. Main Engine tried out ahead ahead and astern, correct print-o print-out ut on telegraph logger logger (where fitted) 22. Confirmation of of binoculars and and daylight signal signal lights 23. Preparation of Pilot card and and information exchange exchange and bell book 24. Ships clocks checked and and synchronized, synchronized, including with E/R 25. Steering gear tested tested individually individually and as per SOLAS SOLAS V/26 26. AIS correctly set to sea mode (transmission (transmission power, etc) & ship data upda updated. ted. SVDR status checked - NO ALARMS 27. Bow Thruster tried out (where (where fitted) 28. Compass repeaters repeaters aligned (incl. in strg flat where where fitted) 29. Gyro error checked and and magnetic compass compass illuminated illuminated 30. Whistle tried out (unless prohibited) 31. Radars on standby (operational (operational only when when permitted by port), speed inpu inputt set for ARPA through water 32. Echo sounder switched switched on / Zero alignment done / anno annotated tated 33. Confirmation of VHF channel channel in use 34. Navtex receiver set set to correct station & information information checked checked
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35. "Course Recorder Recorder checked for paper and time/course synchroniz synchronization, ation, and annotated" 36. GMDSS equipment equipment switched on and and functional 37. Navigation lights switched switched ON and tested 38. Other equipment equipment checked 39. Confirmation of meeting meeting with the Pilot about passage passage plan 40. Sailing report required required by Port Regulations Regulations including notification notification to VTS if applicable 41. Confirmation for watch schedule 42. Fire detection detection system operational
1.2 PASSAGE PLANNING Regarding planning planning and achievement of a safe passage, the following stages are important: 1.2. 1.2.1 1
Appraisal (the responsibi lity of the Master) Master)
This is a process of collecting all the relevant information concerning the intended passage. It may involve an ocean passage, coupled with an intervening coastal passage consisting of routing systems, and ending up with a coastal pilotage and berthing schedules. A suggested sequence sequence for items items of scrutiny could involve involve the follow following ing influences: influences: Climatic: Ocean routes, great circle, mercator. Meteorological: Meteorological: Hurricanes, Hurricanes, typhoons, fog banks, banks, icebergs, icebergs, night/day. Environmental: Environmental: Tankers in routing systems systems (which are are updated constantly), proximity proximity to land, land, fishing grounds.
Political: War zones, "pirates". Economic: Owners/charterers Owners/charterers instructions.
Hydrographic Hydrographic publications: publications: e.g. pilot books/sailing books/sailing directions, light lists, current current atlas, tidal tidal atlas, tidal tidal tables, Notice to Mariners and books detailing routing systems, and radio aids to navigation. Charts: to cover cover all areas areas of the intended intended voyage voyage including including all the large scale scale charts to execute a purposeful safe passage. All these to be corrected up to date in respect of both permanent and temporary Notice to Mariners. A detailed study of the above to highlight navigational navigational lights and marks, which in turn will substantiate any "modern" methods of navigation: e.g. Satellite Navigator, Global Positioning Systems (GPS), Decca, besides Omega, Loran and D/F.
Characteristics Characteristics of the ship: ship: Draught of ship during during the whole whole voyage with particular particular attention to the vessel's manoeuvring manoeuvring data - bow thrusters, thrusters, stern thrusters, variable pitch propeller, Becker rudder.
1.2. 1.2.2 2
Planning Planning (the (the responsibi lity of the navigating offi cer)
Having correlated all the pertinent and available information concerning the intended voyage, the navigating officer can act on the Master's instructions to formulate a detailed plan of the passage, be it ocean, coastal, near coastal or pilotage/berthing. Whilst an ocean passage may involve minimal preparation in terms of courses, distances and "way points", the navigation of coastal and pilotage waters requires concentrated preparation. In particular, it should delineate the areas where the ship must not go, and the precautions required to achieve those conditions.
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This process could involve some or all of the following tasks: All courses laid off in in gyro/magnetic gyro/magnetic in 360 notation. No go areas lightly pencilled and hatched.
Alter course positions shown shown on larger larger scale charts in pilotage pilotage waters waters are not always realistic, realistic, hence "wheelover" "wheelove r" positions to execute such alterations should be worked out in advance, giving careful consideration consideratio n to draught of vessel, underkeel clearance, clearance, amount of helm selected, speed at the time,
and manoeuvring characteristics of the ship. Conspicuous Conspicuous points of of interest for Parallel Index Index techniques techniques marked on on charts (very (very useful during during monitoring of ship's progress in confined water, in restricted visibility or dense traffic). Tidal diamonds diamonds highlighted highlighted and timely annotation of H.W. of of Standard/ Secondary ports.
Noting any any V.H.F. channels/procedures channels/procedures required during transit transit of coastal waters and port approaches. approaches.
1.2.3
Monitoring
Key factors involved are: Guarding against the "one man" error situation. Predicted heights of tide tide agree with actual. Forceful indication indication of of impending impending dangers dangers of vessel forced forced off track track by external external sources. sources.
Resolution of discrepancies, discrepancies, if any, any, in position finding systems systems based on on different principles. principles.
Monitoring: Position, Speeds, Speeds, Helm Helm and Helm orders, orders, Engine, Engine, Visibility, Visibility, Depths.
It is unlikely that every detail of the passage will have been anticipated, particularly in pilotage water. This in no way detracts from the real value of the plan, which is to mark out in advance where the ship must not go, and the precautions which must be taken to achieve that end. PRIOR TO ANY VOYAGE THE COMPANY’S PASSAGE PLAN PLA N FORM SHALL FORM SHALL BE COMPLETED BY THE NAVIGATING OFFICER OFFICER ON BERTH TO BERTH BASIS AND AND SIGNED BY THE MASTER MASTER
1.3 CHART OUTFIT CORRECTION 1.3.1 1.3 .1
Charts Outfi t
An in addition ad dition to the necessary nethe cessary Standard Admiralty Folios, o orr selected char charts ts made up intooutfit foliosofascharts, required, should include following publications: i)
Chart Correction Correcti on Log and Folio Index
ii) Admiralty Notices to Mariners iii) Chart 5011 - Symbols and Abbreviations used on Admiralty Charts iv) Appropriate volumes of: Admiralty Sailing Directions Admiralty List of Lights Admiralty List of Radio Signals Admiralty Tide Tables Tidal Stream Atlases The Mariner's Handbook. A system of keeping up the charts outfit outfit up to date is used by by the Company as as described in the Navigation procedure.
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On notification by Admiralty Notice to Mariners that a new edition of one of the books, or a new supplement to one, has been published, it should be obtained as soon as possible. Corrections to a book subsequent to such a Notice will refer to the new edition or to the book as corrected by the supplement. A system of documentation documentation shall be used which shows shows quickly and and clearly that all relevant relevant corrections corrections have been received and applied and that new charts, new editions and the latest editions of publications and their supplements have been obtained or ordered. 1.3.2 1.3 .2
Chart Correct ion Log and Folio Index
It contains sheets providing a numerical index of charts, indicates in which folio they are held, and has space against each chart for logging Notices to Mariners affecting it. It is divided in three parts: Part I Navigational Navigational Charts (including Decca, Omega and Loran-C) Part II Admiralty reproductions reproductions of Australian and New Zealand charts Part III Miscellaneous Miscellaneous charts. At the beginning beginning of Part I are sheets for for recording the publication publication of new new charts and new new editions, and instructions for the use of the log. 1.3.2.1 Charts Enter the number of the Notice to which the outfit has been corrected in the Chart Correction Log. Insert the Folio number on the thumb-label of each chart. If not using Standard Admiralty Folios, enter the Folio number against each chart of the log. Consult the Index of Charts Affected in the weekly edition of Notices to Mariners containing the last Notice to which the outfit has been corrected and all subsequent subsequent weekly editions. If any charts held are mentioned, enter the numbers of the Notices affecting them against the charts in the log and then correct the charts. Consult the latest monthly Notice listing Temporary and Preliminary Notices in force, and the Temporary and Preliminary Notices in each weekly edition subsequent to it. If any charts are affected by those Notices, enter in pencil the numbers of the Notices against the charts in the log and then correct the charts for them (also in pencil). Extract all Temporary and Preliminary Notices from weekly editions subsequent to the current Annual Summary of Admiralty Notices to Mariners and make them into a Temporary and Preliminary Notices file. 1.3.2. 1.3 .2.2 2 Radio Navig Navig ation al Warni Warni ngs From all weekly editions of the current year, detach Section III and file, or list the t he messages by their areas. Determine which messages are still in force from the weekly edition issued monthly, which lists them. Insert the information from these messages on any relevant charts. 1.3.2. 1.3 .2.3 3 Sailing Directi ons From weekly editions subsequent to the current Annual Summary of Admiralty Notices to Mariners, detach Section IV and file.
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1.3. 1.3.2. 2.4 4 Admir alty List of Lights From weekly editions editions subsequent to those supplied supplied with the volumes, detach Section Section V and insert all corrections in the volumes. 1.3. 1.3.2. 2.5 5 Admir alty List of Radio Radio Signals From weekly editions subsequent to those announcing publications publications of the volumes, detach Section VI and insert all corrections in the volumes. 1.3.2. 1.3 .2.6 6 Adm iralt y Tide Tables From Annual Summary of Admiralty Notices to Mariners for the year in progress, insert any corrigenda to the volume. 1.3.2. 1.3 .2.7 7 Chart 5011 5011 - Symbol s and and Abbrevi ation s used on Admir alty Charts Charts Use any Notices supplied with the pamphlet to correct it. 1.3.3 1.3 .3
New Charts / New New Editi ons
When a new chart or new edition is published, this is announced by a Notice giving the date of publication and the numbers of any Temporary and Preliminary Notices affecting it. From such Notices, enter on the appropriate page of Part I of the log: Number of the Chart Date of Publication
Number of the Notice announcing publication Numbers of any Temporary and Preliminary Preliminary Notices Notices affecting affecting the chart chart (in pencil). pencil).
Until the chart is received, the numbers of any subsequent Permanent, Temporary or Preliminary Notices affecting it should be recorded with the above entry. On receiving a new chart or new edition, enter the following details in the log: If a new new chart, the Folio number against against the Chart number number in the Index.
On the sheet at the beginning beginning of Part I, the date of receipt of the chart. Against the Chart number number in the Notices Notices of Mariners Mariners column of the Index Sheet, 'NC' or or 'NE' with the the date of publication followed by a double vertical line to close the space.
In the Notices Notices to Mariners Mariners column of of the chart in in the Index, Index, the numbers numbers of any Notices Notices to Mariners Mariners recorded against against the chart on the sheet at the beginning of Part I.
Enter the Folio number on the thumb-label of the chart. Correct the chart for any Notices transferred from Part I as described above, and for any Radio Navigational Navigational Warnings affecting it. Destroy any superseded chart. 1.3. 1.3.4 4
On receiving a Chart Chart additi additi onal to the Outfit
Enter the Folio number on the thumb-label of the chart. If not using Standard Admiralty Folios, enter the Folio number against the chart in the Index of the log. Enter the number of the last Notice to which the chart has been corrected against the chart in the Index of the log.
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Consult the Index of Charts Affected in each weekly edition of Admiralty Notices to Mariners from the one including the Small Correction entered on the chart. If any Notices affecting the chart have been issued since the last Notice for which it has been corrected, enter them against the chart in the log and correct the chart for them. From the file or list of Radio Navigational Navigational Warnings, see if any warnings affect the chart. If so, annotate the chart accordingly. 1.3. 1.3.5 5
On receiving a Weekly Weekly Editio Editio n of Admiralty Notices to Ma Mariners riners
Check the serial number of the weekly edition is in sequence with editions already received, then: From the Index of Charts Affected, enter in the log the numbers of the Notices affecting the charts held. Turn to the end of Section II to see if any Temporary or Preliminary Notices have been published or cancelled. If they have been, add to or amend the entries in the log against the charts accordingly. Examine the 'Admiralty Publications' Notice to see if any relevant new charts or new editions have been published, or charts withdrawn. If they have, take action. Detach and use Sections III to VI as follows: Section III: Check Check printed text of messages messages against signalled signalled versions. versions. File Section, or note down messages by their areas, and bring up to date previous information on the ffile ile and any notations made on the charts.
Section IV: Add to file or list. Section V: Cut up and and use to correct Admiralty List of Lights.
Section VI: Cut up and use to correct Admiralty List List of Radio Radio Signals. Signals.
Resecure chart correcting blocks to Section II. From folios affected, extract and correct charts for the appropriate Notices in Section II. 1.3.6 1.3 .6
Correct ion of Charts
No correction, except those given in Section II of Admiralty Notices to Mariners, weekly editions, should be made in any chart in ink. Corrections to charts from information received from authorities other tthan han the Hydrographic Department may be noted in pencil, but no charted danger should be expunged without the authority of the Hydrographer Hydrograp her of the Navy. All corrections given in Notices Notices to Mariners should should be inserted on the charts affected. affected. When they have been completed the numbers of the Notices should be entered clearly and neatly. Permanent Notices in waterproof violet ink, Temporary and Preliminary Notices in pencil. Temporary and Preliminary Notices should be rubbed out as soon as the Notice is received cancelling them. Chart 5011 - Symbols and Abbreviations used on Admiralty Charts should be followed to ensure uniformity of corrections. These symbols are invariably indicated on Overlay Correction Tracings. If several charts are affected by one Notice, the largest scale chart should be corrected first to appreciate the detail of the correction.
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1.3.6. 1.3 .6.1 1 Last cor recti on When correcting a chart, first check that the last published correction to it, which is given at the end of the new Notice, has been made to the chart. 1.3.6.2 Alterations Erasures should never be made. Where necessary, detail should be crossed through, or in the case of lines, such as depth contours or limits, crossed with a series of short double strokes, slanting across the line. Typing correction fluids, such as 'Tipp-ex', should not be used. Alterations to depth contours, deletion of depths to make way for detail, etc., are not mentioned in Notices unless they have some navigational significance. Where tinted depth contours require amendment, the line should be amended, but the tint, which is only intended to draw attention to the line, can usually remain untouched. Where information is displaced for clarity, its proper position should be indicated by a small circle and arrow. 1.3.6.3 Blocks Some Notices are accompanied by reproductions of portions of charts (known as 'Blocks'). When correcting charts from blocks, the following points should be borne in mind. A block may not only indicate the insertion of new information, information, but also the omission of matter previously previously shown. The text of the Notice should invariably be read carefully. The limiting lines of a block are determined for convenience of reproduction. They need not be strictly adhered to when cutting out for pasting on the chart, provided that the preceding paragraph is taken into consideration. Owing to distortion the blocks do not always fit the chart exactly. When pasting a block on a chart, therefore, care should be taken that the more important navigational features fit as closely as possible. This is best done by fitting the block while it is dry and making two or three pencil ticks round the edges for use as fitting marks after the paste is applied to the chart. 1.3. 1.3.6. 6.4 4 Completion of corr ections Whenever a correction has been made to a chart the number of the Notice and the year (if not already shown) should be entered in the bottom left-hand corner of the chart: the entries for permanent Notices as Small Corrections, and those for Temporary and Preliminary Notices, in pencil, below the line of Small Corrections.
1.3.7 1.3 .7
Electro nic Chart Chart Displ ay And Infor matio n Systems (ECD (ECDIS) IS)
Company need to meet IMO / SOLAS / Flag State ECDIS (paperless sailing) requirement in coming years, to sail with dual ECDIS as the primary means of navigation can improve situational awareness and reduce the time for chart updating and voyage planning. There are however several fundamental changes as to how safety and reliability of navigation is maintained in an ECDIS compared to normal paper chart, and proper training and experience is required before paperless sailing. Company will introduce paperless navigation using dual ECDIS on selected ships and later will phase in paperless navigation navigation for all remaining fleet at a later stage.
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On ships where paperless navigation will be implemented, the following guidelines to be followed: - Only Op Operations erations Department can authorize authorize ship ship sailing sailing into into paperless. paperless. -
All digital charts for intended intended voyage voyage stored in ECIDS should should be regularly regularly updated. updated. Chart permit, permit, base CD and update CD will be supplied by office/or via supplier, Master is to make sure that onboard electronic charts/publications charts/publications meet the carriage requirement of SOLAS / Flag state, and make prompt orders for new charts well in advance.
ECDIS HARDWARE: - The ship needs to have at the minimum 2 class approved ECDIS units (or one class approved unit plus full charts in folios), fully functional and installed and connected to necessary sensors the correct way as per maker’s requirement. Both ECDIS should get power supply through UPS first, the basic sensors are: AIS, GPS, speed log, Gyro, auto-pilot） -
One of the ECDIS, p preferable referable the Planning Planning ECDIS, ECDIS, should use an independent independent GPS as position sensor, both this ECDIS and the GPS should be connected to emergency power supply. The class ap approval proval certificate, certificate, with software version version stated on it, to be posted near both ECDIS ECDIS themselves.
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In ship’s Carg Cargo o Ship Safety Equipment Equipment Certificate, Certificate, both ECDIS where where fitted in selected selected Company’s ships should be listed in the Form-E.
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A certificate o off equivalency for ECDIS should should be displayed displayed onboard if required by by Flag state (so far no Flag required such certificate, will keep all ships updated).
TRAINING: - Master and all o officers fficers in charge of of a navigational navigational watch, are required required to have two levels levels of ECDIS training and get relevant ECDIS training certificates. - 1st, ECDIS gen generic eric training according to IMO model 1.27 1.27 to the satisfaction satisfaction of the ship’s Flag State administration. -
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2ndly, ECDIS m manufacturer’s anufacturer’s type type specific training. training. Master and officers officers in charge of a navigation navigational al watch can be trained either in training center equipped with same maker’s ECDIS, either in maker’s own training center, either by CBT training, either by maker certified ECDIS trainer, who had obtained maker’s Train the Trainer Certificate. Lastly and since the Company has ECDIS procedures in place, the Company ECDIS familiarization form along with the Familiarization with Bridge equipment can serve as type specific training. Type-specific tra training ining is eith either er done ashore ashore or onboard, onboard, or by CBT’s. Once Once certificate is available, master should send the scanned PDF copy of each ECDIS Type-specific training certificate (one PDF for each officer) to crewing department. On board fa familiarization: miliarization: all nautical nautical officers should should participate participate bridge familiarization checklist.
DATA: - For waters covere covered d by ENC already, already, ship will have a subscription for ENC ENC charts together with with updates service. - In waters not covered by ENC yet, yet, ship need order official RNC and associated update update service, service, At the same time, master need to order paper charts and update for these areas. Route planning/ navigation need to be done to these paper charts (the route needs to be drawn on these paper charts, other navigational work like plotting/user defined no-go area also need to be shown). Ship can still use ECDIS as reference in these waters. - Navigation Navigational al warning received received either either via NTM (notice to mariner), Navtex Navtex or EGC need to be marked on ECDIS, using “note” function.
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USE OF ECDIS: ECDIS may be used for safe navigation in all environments and conditions. It is recommended that additional sensor information other than GNSS be utilized dependent upon the environment as stated below: Pilotage and Confined Water: During Water: During pilotage and confined waters navigation, the system is to be
used in conjunction with Radar Information Overlay (RIO), if available, to confirm GNSS positions. The Master and OOW must ensure that traditional fixing methods such us visual and radar methods are used to monitor and report the ship’s progress with the fixes plotted in ECDIS to confirm GNSS positions. During restricted visibility, Master and OOW should used ECDIS together with a dedicated radar display. Coa Coastal stal Navigation: Navigation: While operating in coastal waters, the primary source of positional information information is
to be GNSS. The OOW should monitor the radar coastline under that displayed on the chart using the RIO, if available, and also fix the ship using visual or radar means to prove the accuracy of GNSS. The means of navigation following GNSS failure will be the next best available position fixing system and then via visual and radar fixing and electronically generated DR/ EP. Ocean Navigation: ECDIS is to be used both for passage planning and when operating out of sight
of land as the primary means of navigation. Its primary source of positional information will be GNSS checked periodically periodically using all available means such as but not limited to visual and radar fixes.
POSITION FIXING ON ECDIS ECDIS will use GPS as primary position sensor, It is therefore imperative all GPS connected should be checked in a routine manner during the every bridge watch.
GPS CHECKS FOR EVERY WATCH: - All GPS sho should uld be normally normally set to WGS-84 WGS-84 datum, check if there are any any off-settings for position fixing. - In case of DGPS unit, set the DGPS function and and DGPS reference reference station always always to Auto-mode. Auto-mode. -
Check if th there’s ere’s any warning on the GPS itself. itself. If yes, try to find find the reason reason and fix it.
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In case all GPS connected to ECDIS failed, ship ship still can use external GPS GPS position from SAT-C terminals as reference, or use Radar fixed position wherever possible possible,, and start Dead Reckoning.
GPS positions should always be verified by Parallel indexing/visual cross bearing/ Radar Fix whenever possible.
VERIFY GPS POSITION BY USING BEARING-RANGE: -
The officer iis s measuring bearing –distance –distance to a conspicuous conspicuous charted object object in the ECDIS
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The officer iis s then measuring measuring the bearing bearing and distance to the the same object object in the radar. If the 2 bea bearing ring and distance distance matched, matched, that means the GPS sensor sensor for ECDIS is working reliably and and we can trust ECDIS for display own ship position as well as other ships’ / object’s position.
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KEEP EVIDENCE THAT SHIP’S POSITION IS VERIFIED BY ALTERNATIVE SOURCE, BY USING ARPA PLOTTING: - The officer is plotting charted small small fixed targets with the ARPA plot function. function. -
The AR ARPA PA is measuring bearing and distance distance to the fixed targets. The ECD ECDIS IS is showing showing the ARPA plot plot of fixed targets with Radar overlay overlay function. function.
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The Officer of the w watch atch can check check if the plotted symbol symbol is displayed displayed over the fixed target chart chart symbol. If the plotted tar target get matches the correspondin corresponding g chart symbol, symbol, the position from the GPS is the the same as the position obtained by radar.
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Most ECDIS s system ystem records the the ARPA target, target, so this method may later be used as evidence evidence in case of any claim (by save relevant “tracked target log”).
Positions where the echo sounder should be activated and properly set and recorded: -
Crossing and high density traffic areas
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Approachin Approaching g safety depth Anchor operation
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Deviate from planned route In coastal/congested coastal/congested waters
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VTS and reporting points, etc.
UPDATE OF ENC/RNC CHARTS NTMs are produced in CD format on a weekly basis for both ENCs and RNCs. These Updates include Temporary and Preliminary (T&P) notices for RNCs only and are cumulative. Therefore, only the most recent Update is required if several arrive after a mail backlog. The Updates will only be effective if the appropriate Licenses, Permits and the relevant charts have been installed on each ECDIS. When updating ECDIS, it must be remembered that the Permits for ENCs and RNCs must be updated prior inserting the update disc and conducting the Update. As the updating process can be lengthy, it is recommended that it can be conducted while the ship is alongside. It must be noted that, if updating while under way, there are implications for safety such as: permit updating to take place if safety monitori monitoring ng is turned off Some systems only permit
Updating utilizes utilizes capacity of the computer and therefore therefore is diverting from its primar primary y task All extant Routes will need need to be re-checked follow following ing an update
Risk Assessment should be conducted prior to updating while underway. However, if it is deemed safe to do so, it is recommended that the ECDIS is updated one at the time to ensure the OOW retains an operational system. Once the update is complete, the Navigation Officer should ensure that the updated ECDIS is performing correctly with the new data prior to conducting the update on the next ECDIS or synchronizing synchronizin g across the LAN. In the RA report, the Navigation Officer should record approximately how long it takes to update all systems. Once all ECDIS have been updated, a spot check should be conducted of a random selection of charts in both ENC and RNC formats to check that corrections, new editions and new charts have updated correctly on all systems. The Navigation Officer is responsible for ensuring that all ECDIS are updated correctly and that all operators know the process by which the systems are updated. All operators should conduct routine spot checks.
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The Navigation Officer is responsible for safeguarding the latest updates disc, permit file, f ile, license file and the last set of ENC and RNC base discs. - Before departu departure, re, all necessary ENC/RNC ENC/RNC charts for intended intended voyage ne need ed to be updated usi using ng available data - For ENC c cells, ells, the datum datum must be set to WGS-84, for for RNC cha charts, rts, the datum can be set according to -
corresponding paper chart datum. Load and update charts as per below sequences: permit/base CD/ update CD, the permit (to be loaded) issue date should correspond to the base CD / Update CD.
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For paperless sh ships, ips, when ordering ordering permit, please spe specify cify the ship's trade in detail, detail, including port port sequences in round sequences, if voyage start from Algeciras, then quote port rotation in below format: Algeciras-xx-xx-xx-Algeciras. Only stating trading areas like North Sea is not enough. All orders to be sent to the supplier with copy to Marine Department.
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As permit will b be e sent to ship electronicall electronically y via email, and and will take effect immediately, Masters Masters need only order permit 7 working days in advance before ship reach new fixed trading area. Otherwise, if we order permit 2 months before, we have to pay for the permit we will not use in the 1st 2 months.
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The latest A AVCS/ARCS VCS/ARCS CD contains all the charts cells. cells. Only keep keep last 4 issues issues of Base/update Base/update CDs. CDs. The permit usually will will come from supplier weekly/bi-wee weekly/bi-weekly kly via e-mail, e-mail, always keep keep the latest latest permit only and file the former ones(only for the last 12 months) in another PC, as the latest permit is the complete one for all valid chart cells.
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Load o only nly the “***.txt” format of the permit permit as it contains contains the complete complete msg. msg. Do not loa load d the permit until until you receive receive the base/update base/update CD, otherwise otherwise it’ll cause cause conflict. (I.e., load load latest permit only when you received the CDs).
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Set the ECD ECDIS IS in single mode when when load/update load/update charts and during route route planning After update or long voyage more more than 1 week, week, always set the chart viewing date the same as approval date (every week).
MANUAL CORRECTIONS ECDIS allows the operator to create and display additional S-52 objects as Manual Corrections on the chart, in the same way that annotations would be made on a paper chart for in force Navigation Warnings, T&Ps etc. Manual corrections may be applied to both ENCs and RNCs and may be interrogated, edited, moved, deleted and copied to disc as appropriate. However, on most systems, Manual Corrections are not removed following an update. Therefore, the Navigation Officer is to ensure that a log is kept of all Manual Corrections input into ECDIS so that information no longer valid can be deleted.
OVER RELIANCE ON ECDIS The OOW must be acutely aware of the danger of over reliance on single sources of information. It is dangerous to ignore information indicating that the ship is standing into danger when the ECDIS position indicates the ship is safe or vice versa. Procedures for the execution of navigation assume that the operator is using all available positional information to correlate the position output of ECDIS. When using ECDIS, as with traditional methods of navigation, the operator should always seek to confirm assessment of the ship’s position relative to the planned track of hazards, by at least two independent methods.
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PROVING ECDIS IS CORRECT The OOW should make full use of RIO checks, if available, and should take Operator Fixes when possible to check the accuracy of Primary and, where fitted, Secondary Position Source positions. An assessment of the validity of the Primary and Secondary Position Source positions should be made by comparing the Vessel Track display history against Operator Fixes at particular times. The OOW should then judge whether ECDIS is correct or whether a discrepancy exists. The Offset EBL/VRM should be used to measure the fix's range and direction from the track time-mark. Where doubt or discrepancy clearly exists, it should be reported to the Navigator. The results of the check fixes are to be recorded. The following precautions should be taken when applying Operator Fixes:
operator Fixes may not be displayed displayed if the ship's track or track history is not displayed displayed position if GNSS is set as the primary position in input put operator fixes will not affect the ship position when
DR/EP mode is the primary position input, accepted operator fixes will determine the ship position. As such, it is important that the operator fix is checked for accuracy prior to accepting the position.
The recommended intervals for checking the accuracy of GNSS in Ocean Navigation and Coastal Coa stal Navigation are shown b elow: During
ocean navigation, the interval between check fixes should not be greater than 30 minutes during coastal navigation, navigation, the interval between check fixes shou should ld not be greater than 30 minutes, but an RIO alignment check with the coastline should be carried out at not more than 15 minute intervals between fixes, if available.
During Ocean Navigation, the following methods should be used to cross-check the ECDIS position: monitor
the Primary Vessel Track against the Secondary Vessel Track, and specifically monitor both at each check fix should be by radar fix using RIO, if available a and nd within range. the primary method of check fixes should
During Coastal Navigation, the following methods should be used to cross-check the ECDIS position: Monitor the Primary Vessel Track against the Secondary Vessel Track, and specifically monitor both at each check fix the primary method of check fixes should be by visual methods if the distance from marks and the visibility permit. Otherwise the check fix should be taken by radar using RIO, if available.
ROUTE PLANNING - WP in each ro route ute could not not exceed 200; Master Master can choose to name the imp important ortant WP only in the route. -
In each route, the route name name,, channel limit, margin, turn radius, radius, mini/max speed, und under er keel clearance calculations need to be clearly set, considering the actual situation like port/TSS speed limit, always give OOW the max maneuvering capabilities, i.e., the OOW do not have to leave the limit during normal navigation and anti-collision maneuverings.
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In restricted waters, create “user chart” to display no-go area, area, isolated charted charted danger etc.
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After route been created, it shou should ld be checked for alarms against against pre-set criteria, criteria, the minimum minimum alarm criteria should include: safety contour, area to be avoided, user chart danger.
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After route been created, print out from the Route Route planning menu. menu. Under keel keel clearance clearance calculation calculation to be attached to each planned route. Master need to approve the route by signing the printed out route plan (full WP report). report).
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ECDIS - Pre-departure form to be finished.
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MONITOR OF ROUTE - Before sailing, choose the correct correct route route to monitor monitor -
GPS failure drill to be carried out, out, so every officer can be trained to use use Dead reckoning reckoning by manual input, using other GPS source/dead reckon. Route info need to be properly displayed on ECDIS Recommend to switch on the Kalman filter all the time After voyage fin finished, ished, save all logs (Detailed (Detailed log, log, voyage log, log, Dangerous target log, chart chart usage log log and alarm log) into USB stick and save 5 years.
CONNING DISPLAY - Master need to d design esign the different different conning display display for different situation, situation, like harbor, harbor, approach, approach, sea etc., so these can be recalled immediately when/where when/where required.
CHOICE OF CHART DISPLAY - As human eyes re react act to color pattern di differently fferently during different different ambient light light conditions. Please Please adjust according to make sure navigational significant features are clearly visible. -
ENC chart ce cells lls have several several layers, which which user can choose to display display just part part of these layers, layers, it’ll cause dangerous situation if not used properly, as important navigation info can be omitted. Suggest settings as follows:
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In all times, recommend recommend to choose all the checkbox in standard standard display
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Recommend to set different different settings (by (by Standard + others) for for different navigation navigation need need (ocean day, ocean night, coast day, coast night and anchoring), and save as user defined pre-setting, so when/where navigational needs change (like sail from ocean to port, anchoring operations), these setting can be recalled immediately.
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All nautical offic officers ers must distinguish the the ENC and RNC display display difference, and that RNC is not “clever” to trigger alarm/interact with user.
USE OF SAFETY CONTOUR Determination of the Safety Depth and Safety Contour required to give the necessary Under Keel Clearance is the responsibility of the Captain, advised by the Navigator. If a Safety Contour other than the standard setting is required, it should be recommended for approval for a particular Route at the briefing stage. Once approved by the Captain, the Safety Depth and Safety Contour should be stated in the navigation plan as appropriate. The authorized Safety Depth and Safety Contour must always be known to the OOW. It is recommended that this information is part of the Watch Handover and is displayed on all ECDIS units. Shallow and Deep Contours are not alarmable and as such are for information purposes only. The ship should normally set the ships safety depth according to the company UKC policy, and the ECDIS will then use the t he nearest deeper contour as the safety contour, depending on different leg of the voyage, i.e., Ocean, coastal, harbor etc. Normally the ship should then always be in safe waters and never cross the safety contour. When ship’s is about to enter ports, using reduced UKC, this makes using of safety contour not possible. Then, in the planning stage of a voyage, each area where the ship intends to cross the safety contour should be checked for minimum depth inside the route and this minimum depth should be written in the chart using the function “Mariners note”. Only in pilotage condition conditions s and with suitable manning on the bridge the safety contour may be crossed as a normal event.
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AUTO LOADING OF CHART CHART Most ECDIS equipment are capable of automatically loading an ENC chart according to your zoom level, and to change between different chart types (overview, general, coastal, approach, harbor, berthing) when you zoom in or out. But using this function, you may risk displaying an approach chart on your ECDIS when there is a more detailed harbor chart available. So make sure after zooming out for overview, always zoom back to the largest-scale-chart largest-scale-chart available. USE OF SAFE CORRIDORS (“CHANNEL (“CHANNEL LIMIT” AS REFERRED TO IN FURUNO ECDIS) In normal cases, the OOW should not leave the safe corridor or cross the safety contour unless this is a part of the route plan and there is a notation about this in the “mariner’s notes”. When it’s unavoidable to temporally deviate from the safety corridor for collision avoidance action/ or other situations, OOW must assess the situation beforehand, to see there’s enough safe sea room to carry the intended maneuvering. And after clear the other ships, OOW should return to the planned corridor ASAP. If OOW is not confident to do so, he should call master immediately. When ship need to deviate from the planned route for long time, like take avoidance actions due to bad weather, or drifting for long time waiting berth, master need to plan another new route to destination and have it checked, before following this new route.
PAPER CHARTS FOR CONTINGENCY Master can decide to order paper version of Approach, Harbor charts for all ports of call, regardless whether these areas are covered by ENC or not, and any other paper charts he deems appropriate. The Contingency paper charts may not to be updated, but there should be a poster conspicuous displayed near chart table, reading “Contingency paper charts (which already have an updated ENC equivalent in ECDIS) are for reference only, they are not updated.”
OVERLAP BETWEEN ENC AND PAPER CHARTS In situations where paper charts will be used for a part of a voyage, there needs to be sufficient overlap between ECDIS and paper charts. An overlap time of 30 minutes and a minimum of 3 position fixes should be done in the paper chart before the ship leaves the ENC waters. Both in the ENC and on the paper chart the overlap area start and stop should be clearly marked, on ECDIS display by using “note” function.
ECDIS FOR ANTI-COLLISION An ECDIS is primarily primarily intended fo forr situational awareness awareness for anti-grounding, anti-grounding, and and not for anti-collision. anti-collision. Analysis and decisions on anti-collision issues should therefore preferably preferably be done using using sight and hearing, compass bearing, radar and AIS.
OPERATION MODE OF ECDIS When navigating in congested waters, approaching/leaving approaching/leaving port, or under other critical navigational situations, both ECDIS should be on operational mode (none of the t he ECDIS should be set as Standby
mode). Effective Date: 01/09/2020
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REDUCE POSSIBILITIES OF BOTH ECDIS FAILURE It’s recommended to operate one ECDIS only on open seas, to differentiate the running time of the 2 ECDIS, recommend always keeping 3000 running hours’ gap of HDD (hard disk) between the 2 ECDIS.
EMERGENCY PROCEDURES If one ECDIS failed, nautical officers need to immediately switch to another ECDIS; set another to Single mode (it may require re-configure of sensors and radar overlay, route etc). Master should immediately ask company to arrange service at the next port. In the unlikely event of simultaneous failure of both ECDIS units, the ship should: -
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Try to recover by ow own n means. If you are not confident confident please do do not experiment. This This procedure applied for any failed ECDIS before ship order service. If above does no nott help, take immediately immediately risk assessment assessment regarding safety safety of the ship, the risk assessment should take consideration of current course/speed, nearby navigation hazard/traffic/weather/environment, master need take appropriate action immediately to mitigate known likelihood and/or severity of the hazardous situation. Like reduce speed/stop ship when necessary. Then master ne need ed to order an appropriated appropriated folio folio of updated paper paper charts, enough enough to safely navigate navigate ship to a safe berth, anchorage or pilot boarding station.
SYSTEM CONFIGURATION AND MAINTENANCE ECDIS in only accurate as the information contained within it, whether from sensors or installed data. Therefore, it is critical to the accuracy of the system that it is configured appropria appropriately tely prior to sailing. The Navigator is to ensure that the systems are configured in accordance with these recommendations with special regard to chart priority, sensor offsets, ship specific data and security settings such as passwords and restricted menu access. Navigating officers must ensure that all appropriate charts for the area of operation are installed and updated. All charts updates are to be logged in an appropriate manner and the systems annotated with number of the latest update installed. Following an update, a check of the intended route is to be conducted as well as an appropriate spot check of the entire folio of installed charts. Additionally, Navigation officer should ensure that a backup of system data is conducted at regular Additionally, intervals. System maintenance such us virus checking and defragmenting should be considered following consultation with the manufacturer so as not to invalidate the warranty. ECDIS should be configured so that it is possible to reconstruct the ship’s track from recorded ECDIS data. Like all computers, ECDIS software is prone to malfunction if it is not shut down in a controlled manner. Failure to do so may result in loss of data and failure of the system to restart. The operator is to ensure that the ECDIS software is shut down first in accordance with the manufacturer’s guid ance before powering down the syst em.
VIRUS PROTECTION ECDIS do not have virus protection and are therefore prone to attack. An infected ECDIS could lead to catastrophic of of theUSB system. To prevent a harmful virusinto infecting ECDIS, it is crucial that there is a procedure forfailure the use and CD media that is inserted ECDIS. It is recommended that the use of USB is restricted to a single USB that is only used within the LAN. USB sticks and CDs should be virus checked prior to inserting into ECDIS. The Master is to ensure that a robust system exists and all
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ECDIS FAILURE Following procedures are applicable in the event of primary, secondary or both ECDIS units’ failure.
A. Failure of Pri Primary mary or back up ECDIS ECDIS Unit In case of primary or secondary ECDIS failure, navigation will be carried out by using the back-up ECDIS unit. Master shall immediately report the failure to the Operations and Technical Department. Technical department will arrange to provide an immediate technical advice. If the ECDIS working condition cannot be restored using on-board trouble shooting via remote assistance, a service engineer will be provided at the first port of call. If the assistance of the service engineer, for any reason will not be achievable during the port call, then the operations department will provide a full paper chart folio for the intended voyage, as a backup of the single ECDIS Unit.
B. ECDIS Power Failu Failure re a. OOW to call Master and maintain safe navigational navigational watch b. Changeover Changeover to the back-up ECDIS ECDIS c. In the event of power failure and both ECDIS reverting to UPS, consider a controlled shutdown shutdown of one ECDIS to save available UPS power. d. Consider increasing Bridge manning e. Prepare paper charts for use. Plot vessel’s position and remaining passage on best scale of paper charts available. Please refer to ECL-21 “ EC ECDI DIS S Failure Checklist” (included in t he Emergency Emergency Checklists )
C. Failure of Both ECDIS Units In the unlikely event that, both ECDIS units fail the the Officer of the Navigational Watch (OOW) shall immediately immediatel y Call the Master and inform the Engine Officer on duty. Master shall require immediate steps to ensure that the safety of the vessel is not compromised. If in coastal water and continued passage without charts the safety of navigation is in jeopardy the Master shall stop the vessel immediately or get her to anchor if depths allow and await instructions. Charterers shall be immediately informed, in accordance with Charter Party reporting procedures, of any such occurrence which prevents the vessel from continuing the voyage. The only exception to this rule will be if the vessel has available, on board, paper and the navigation can be continued, provided that any charts to be used are fully corrected before proceeding. Mock up Drills ECDIS is critical equipment and failure of ECDIS affects the Safety of Navigation immediately. Hence mock up table top drills must be conducted once every 3 months for ensuring Contingency measures are immediately taken. Record shall be made in the deck log book regarding the mock up drill conducted.
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Glossary: ADP: Admiralty Digital Digital publica publications tions AVCS: Admiralty Vector Vector Chart service service ARCS: Admiralty Admiralty Raster Chart service service (another name name of RNC used used by UKHO only) ENC: Electronic Navigational Charts RCDS: Raster Chart Display system SENC: Systematic Electronic Navigational Navigational Charts RIO: Radar Information Overlay ENC: Electronic Navigation RNC: Raster Navigation Charts RCDS: Raster Chart Display System Mode UKC: Under Keel Clearance
1.3.8 1.3 .8
Bri dge Navigatio nal Watch Alarm System (BNWAS)
The purpose of BNWAS (Bridge Navigational Watch Alarm System) is to monitor bridge activity and detect any OOW disability which could lead to marine accidents. The BNWAS monitors the watch officer’s presence through watch safety system functions. The watch officer is required to press the button on a Timer Reset Panel or to operate navigation equipment (e.g. ECDIS, Radar, etc.) at certain intervals. The company has set this interval at 15 minutes. When the officer fails to press the button within the pre-set intervals, visual and audible alarms will be generated in the wheelhouse. If the officer doesn’t respond to the alarm, the system transfers the alarm to the Cabin Panels installed installed in other sections of the vessel in order to inform backup officers of the watch officer’s incapacity. At the change of the bridge watch the relieving OOW must ensure himself that the Bridge Navigational Watch Alarm System is on and operational during his shift. It is company’s policy that the BNWAS (Bridge Navigationall Watch Alarm System) is always on in manual mode during sea passage or at anchor. Navigationa
1.4 NAVIGATING NAVIGA TING OFFICER The Master is responsible for designating a qualified officer to act as the navigating officer and, unless stated otherwise, this officer is responsible responsible for the following: 1.4.1
General
One hour before sailing, the navigating officer must test the bridge and any other equipment for which he is responsible, to ensure it is in proper operating operating condition and ready for immedi immediate ate use. An entry to this effect must be made in the Deck Log Log Book. It is particularly important important that the master gyro has settled to a steady heading, is checked for accuracy and that the several gyro repeaters, including the course recorder and Radar Radar repeaters are properly properly aligned with the master gyro. He must also verify that the Radars are checked for proper alignment and operation. Any faults or limitations in performance noted in any navigational equipment check must be reported to the Master.
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1.4.2 1.4 .2
Charts and Navig Navig ation al Publi catio ns
These must be kept corrected to the latest Notices to Mariners, Radio and other Navigational Warnings (see par.1.2 of this section). Immediately after being informed by the Master of the next destination, the navigating navigating officer must satisfy himself that all charts and navigational publication for the voyage are aboard and corrected. The Master must be informed immediately of any deficiencies. 1.4.3 1.4 .3
Weather, Weather, Current and Meteorolog ical Repor Repor ts
The Navigating Officer is responsible for the evaluation of weather reports received by wireless, fax, Inmarsat-C and Navtex equipment. In case of expected bad weather conditions, he shall immediately inform the Master, so that appropriate actions are taken.
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2. AT SEA 2.1 OFFICER OF THE WATCH AT SEA 2.1.1
General
There is no single situation when an officer carries greater responsibility than when he is acting as officer of the watch. Everyone on board, except from the Master, is subordinate to the officer of the watch as regards the execution of the tasks with which he is charged as officer of the watch. The officer of the watch is the Master's representative, and his primary responsibility at all times is the safe navigation of the vessel. vessel. He must, at all times, comply with the 1972 STC STCW W Convention. The officer of the watch carries the full responsibility for the safety of the ship, personnel on board and the cargo. In all circumstances in which which direct danger threatens threatens the ship, the personnel on board or the cargo, the Master must must be informed immed immediately. iately. In addition to informing informing the Master, the officer of the watch must also immediately inform: The Chief Officer, Officer, if the danger threatens threatens the cargo, cargo, the cargo spaces spaces or the watertight watertight integrity of the ship.
The engineer engineer of the watch / Chief Chief Engineer, of an any y technical defects defects which might give give rise to danger danger or damage.
The Radio Officer Officer / Electrician, of any any defects to electronic electronic navigational navigational equipment equipment or instruments which might immediately affect the navigation of the ship.
The navigational equipment is at the disposal of the officer of the watch at all times. All items should be regularly cross checked to ensure they function correctly. Depending upon the availability of the navigational data, the ship's position should be fixed at least at the Depending intervals as required by the Master's Standing Orders, or more frequently should conditions demand it. There must, at all times, be sufficient data available and recorded in the Log Book so that the vessel's track can be reconstructed. At all times, the largest scale chart on boardidentified must be by used corrected with the latest information available. Navigati Navigation on marks must be positively the and officer of the watch. When there is sufficient data available, the officer of the watch should make all the necessary allowances for any set/leeway in order to keep the vessel to the routing plan and the course as laid down. The Master must always be consulted before any changes can be made to the true course laid down on the chart. The Master must always make due allowances for the inexperience of junior watchkeeping officers and should always personally supervise situations which may not be satisfactorily and efficiently handled by a junior officer.
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2.1.2 2.1 .2
Princ ipal Duties
The principal duties of the officer of the watch are to keep a good look-out and the safe navigation of the vessel. The officer of the watch watch must inform the the Master immediately immediately of any situation situation which might might endanger the vessel. vessel. The most important responsibility responsibility of the officer of the watch at sea is the safety of the vessel and in particular the protection of the vessel from risk of collision. The officer of the watch is responsible for the following: The position of the ship. The vessel vessel is following the agreed agreed passage passage plan/standing plan/standing orders.
The course steered by gyro/magnetic. Compass errors errors allowed, these these to be checked checked at least once once every watch or or when large alterations of course are made.
Any allowances made for set/leeway.
Frequent comparisons made between magnetic and gyro compasses. Regulation lights/signals displayed.
Regulations Regulations for preventing collision at sea sea are observed.
All navigation marks are identified. The traffic situation is clearly understood. Other matters matters of importance connected with the running of the ship.
The most important duty of the officer of the watch is the maintenance of a continuous and effective lookout, at all times, while the vessel is at sea. The vigilance required for proper watchkeeping necessarily necessarily means that the officer of the watch cannot be involved in other activities, e.g. correcting of charts, etc., unless another person is assigned to the duties of look-out. The officer of the watch should keep his watch on the bridge and should not leave under any circumstances until he is properly relieved. It is of special importance that, at all times, the officer of the watch ensures that an efficient look-out is maintained. In a vessel with a separate chart room, the officer of the watch may visit this for short periods to perform his navigational duties, but he should previously satisfy himself that it is safe to do so, and ensure that a good look-out is kept. It is the duty of the officer of the watch to be aware of any work being carried out in the vicinity of the Radar and Radio aerials, and of sound signalling apparatus, so that the appropriate warnings can be given. The officer of the watch is responsible for monitoring other systems and their controls which are located on the bridge. These will include some or all of the following: Fire detection.
Watertight integrity. Radio communication communications s (particularly (particularly the bridge watch watch radio telephone receiver).
Ballast control.
Other special requirements. requirements.
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The officer of the watch continues to be responsible for the safe navigation of the vessel, despite the presence of the Master on the bridge, until the Master informs him specifically that he has assumed responsibility. Whenever the Master takes over the conning of the vessel, the officer of the watch is still responsible for the navigating of the ship and must therefore keep himself informed and the Master advised of the position of the ship at all times. The officer of the watch must himself alter course and/or speed in order to avoid an immediate threat of danger regardless of the need, under normal circumstances to warn or inform others. The officer of the watch is responsible for the safety of members of the ship's company on the main decks and in other positions outside the accommodation accommodation in all such respects as are reasonably related to the officer's capacity as officer of the watch, in particular warning then of any danger from seas. When cargo duties require the presence of personnel on deck at sea, the Master should carefully consider the essential safety of the vessel and give consideration to standing watches himself. The officer of the watch should satisfy himself that all the necessary publications required to execute the plan as shown in the passage plan, e.g. updated charts, almanacs, tidal/current atlases, tide tables, light lists, pilot books, etc. are available for immediate use. The officer of the watch should, when encountering closing vessels, take frequent and accurate compass bearings and/or Radar or ARPA bearings/target fixes, in order to determine risk of collision in ample time. In a visual appreciation, officers should bear in mind the risk of collision may sometimes exist even when an appreciable change of bearing is evident , particularly when approaching a very large vessel, a tow, or when approaching a vessel at close range. Every care should be taken to avoid a close quarters situation except where there is no acceptable alternative. If, in accordance with the regulations, the responsibility for "giving way" rests with own ship, there must be no delay in taking the proper action required. If, in accordance with the regulations, the responsibility for "standing on" rests with own ship, then the officer of the watch should proceed with extreme caution due to the lack of knowledge on the capabilities or the intentions of the other ship. The whistle should be used to indicate any intended action or to warn other ships of your presence. The use of the Aldis and the VHF in ample time can reduce the possibility of a dangerous situation developing. Positive identification must be established before acting on VHF information regarding the intentions of other vessels which could or might compromise own ship. If a dangerous situation does develop there should be no hesitation in the altering of course and/or speed to remove the vessel from such danger. Every endeavour should be made to pass vessels at as safe a distance as possible in the circumstances.
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The officer of the watch should always bear in mind the possibility, always real, of failure to the engines and/or steering gear of either vessel. In this respect, "overtaking" situations are probably potentially more dangerous than crossing or stand-on situations, since the two vessels are in close proximity for a much longer period. When avoiding action is taken, it is essential to continually watch that the action taken is having the intended effect. Masters are reminded that in the overwhelming majority of collision cases, cause is attributed to poor look-out procedures, Radar/ARPA interpretation and/or excessive speed. 2.1.3 2.1 .3
Contr ol of Main Engin e
The officer of the watch should bear in mind that the main engines are at his disposal and he should not hesitate to use them in case of need. Timely notice of engine movements should be given when possible. He should also keep prominently in mind the manoeuvring capabilities of the ship, including the stopping distance. The officer of the watch should be familiar with the operation of the engine and propeller control mechanisms. He should appreciate that the type of engine and configuration of the plant have implications when changes in speed and direction are required. Direct drive diesel have relatively responses to change provided the are"full on away" "stand by". The officer of engines the watch should knowquick the time to achieve an emergency stopengines from the condition. The differences between between a "full away" condition an and d a "stand by" condition shoul should d be clearly understood by the officer of the watch. 2.1.4 2.1 .4
Checks on Navigation al Equip ment
The officer of the watch should make regular checks to ensure that: The helmsman, or the automatic automatic pilot, is steering steering the correct course. The standa standard rd compass compass error is is established established at least least once a watch and, where where possible, possible, after each each major alteration of course. The sta standard ndard and gyro gyro compasses compasses are frequently compared and repeaters are synchronised synchronised.. The a automatic utomatic pilot is tested tested in the manual manual position at least least once once a watch. The navigation and signal lights are functioning properly. The navigational navigationa l equipment are checked and recorded according to the "Navigational "Navigationa l Equipment checking and recording" list, as required. 2.1.5 2.1 .5
Use of Automati Aut omati c Pilot
Officers of the watch should bear in mind the need to station the helmsman and change over the steering manual control in good time to allow any potentially hazardous situation to be dealt with in a safe manner. With the vessel under automatic steering, it is highly dangerous to allow a situation to develop to the point where the officer of the watch is without assistance and has to break the continuity of the look-out in order to take emergency emergency action. The changeover changeover from automatic to manual steering steering should be made by or under the supervision of a responsible officer. The automatic pilot should only be used when safe and practicable and not in confined channels or during heavy traffic situations. All methods of changeover between alternative means of steering should be displayed prominently on the bridge, and officers should be familiar f amiliar with every aspect of the process.
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The off-course alarm should be adjusted to suit weather conditions. The alarm should be in use at all times when under automatic steering. If it becomes unserviceable, consideration should be given to changing to hand hand steering. The use of the alarm alarm does not reliev relieve e the officer of the watch or the requirement to make periodic checks on the course being steered. 2.1.6 2.1 .6
Calli Calli ng the Master
The officer of the watch should notify the Master immediately in the t he following circumstances circumstances:: If the visibility is reduced. If the movements of other other vessels vessels are are causing causing concern.
If ship ship has deviated from agreed routing course. If difficulty difficulty is experienced experienced in maintaining course.
Failure to sight land or a navigational navigational mark or to obtain soundings by the expected expected time.
In heavy weather weather and the possibility possibility of weather d damage amage or if reduced reduced speed for heavy heavy weather, if the the conditions indicate an increase can be made. When either land or navigational mark is sighted, or a marked change in soundings occur unexpectedly. On the breakdown of the engines, steering gear, or any other essential navigational equipment.
If in any doubt doubt about about the possibility of weather weather damage. damage.
Despite the requirement to notify the Master in the foregoing circumstances, the officer of the watch should not hesitate to take immediate action for the safety of the ship where the circumstances so require. 2.1.7 2.1 .7
Emergency Systems
The officer of the watch is responsible for ensuring that emergency navigation lights and signalling equipment are in working order and ready for immediate use. The condition of flags and shapes should be checked regularly. Sound signalling equipment should be checked daily and maintained in operational condition. Where roller guides and wires operate the whistle, these should be examined frequently to ensure operation. Electric and automatic signalling devices should be maintained according to the manufacturer's instructions. This is to include the regular charging of Aldis Lamp batteries in a portable box unit. 2.1.8 2.1 .8
Changing Over the Watch
The relieving officer of the watch should ensure that members of his watch are fully capable of performing their duties and in particular that they have adjusted to night vision. He should not take over the watch until his vision has fully adjusted to the light conditions. He must personally satisfy himself, prior to assuming control of the watch, of the following: The position, course and speed of the the vessel.
Any navigational navigation al marks identified. Any allowances on set and leeway.
Regulation lights and signals displayed. The error of the gyro and magnetic compasses.
The movement of the the vessels vessels in the the vicinity.
Conditions and hazards likely to be encountered during the watch.
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The draught draught of the vessel vessel and the depth depth of water available. available. Prevailing and and predicted tides, currents, weather, weather, visibili visibility ty and the effect of of these factors on course, speed and navigation.
Standing orders orders and other other special instructions relating relating to the the navigation navigation of the vessel. vessel. The passage plan read and understood.
The operational condition of all navigational and safety equipment including ECDIS requirements. requirements . The possible possible effects of heel, trim, water water density and and squat on on under keel keel clearance. clearance. Conditions or operations likely likely to affect vessel's vessel's speed draught draught or trim, the use of engines or an impending STAND BY situation. In addition to the navigation matters, any works carried out during his watch such as cargo operations or works carried out by crew members in hazardous situations including working aloft and close to aerials, Radar scanners, etc.
If at the time that the officer of the watch is to be relieved, a manoeuvre or other action to avoid any hazard is taking place, the relief of the officer should be deferred until such action is completed. The officer of the watch should not hand over a watch to the relieving officer if he has any reason to believe that the latter is under any disability which would preclude him from carrying out his duties effectively. If in doubt, the officer of the watch should inform the Master. Handover the watch should not take over by the relieving Officer until: Above procedure fully implemented;
SMS Poster P-07 “Handover “Handover the Watch” Watch” checked, verified verified and fully accepted;. accepted;.
Deck Log Book entered stating:
“ Change over the watch w as made in accord ance with FIM Sectio Sectio n C paragraph 2.1.8 2.1.8 and SMS Poster P-07” . 2.1.9 2.1 .9
Deck Log Boo k Entri es
The Deck Log Book, and other Log Books shall be filled-in in accordance with Company's procedures and instructions, national and international rules, guidelines contained in the ICS/OCIMF "Bridge Procedures Guide" and the Standing Instructions of Masters and Chief Engineers. In addition: All entries must be in English.
All entries entries must be be in ink. ink. Pencil or erasable erasable ballpoints ballpoints must never be used.
Times and facts should always be accurately recorded. Log entries should be factual and should be made at the time so that Log Books will contain a continuous and chronological record of the facts and only the facts. If there is doubt state this fact and enter the margin of error, e.g. estimated 11:00/11:15 hours; estimated 40/50 tons. Errors should be crossed out, not erased. Transfer from Scrap Scrap Logs/Notebooks Logs/Notebooks to Fair Logs Logs must be made made by the officer officer of the watch at at the end of each watch and Scrap Logs, Notebooks preserved.
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2.2 NAVIGATING NAVIGA TING IN ADVERSE SITUATIONS 2.2.1 2.2 .1
Navig Navig ation in Coastal Waters
The largest scale chart on board suitable for the area, and corrected with the latest available information, should used. intervals. The officerThe of the watch should identify all relevant navigational marks. Fixes should be taken atberegular frequency of these must depend on factors such as speed of the vessel, set experienced and proximity of hazards. Whenever circumstances allow, fixes should be checked by using an alternative method of fixing the position. In addition to errors made by the observer in reading instruments, errors may, and doubtless will occur in the instruments themselves. The prudent navigator will always compare the results obtained by systems based on different principles, thus obviating an accumulation of errors. In the past, a failure to apply this principle has been the cause of many ship disasters. 2.2. 2.2.2 2
Restri Restri cted Visibilit y
When restricted visibility is encountered or suspected, the first responsibility of the officer of the watch is to comply with the 1972 International Regulations for the Prevention of Collisions at Sea, with particular regard to the sounding of fog signals, use of safe speeds, and availability of engines for immediate use. In addition to this he should: Inform the Master.
Post additional additional look-outs look-outs and, and, in congested congested waters, waters, revert to hand steering. Exhibit the necessary regulation lights and signals.
Operate and use the Radar.
At least one Radar Radar and the ARPA must must be in operation operation when: In daytime, if the horizon horizon cannot be clearly seen due to haze, rain, etc., or in periods of heavy heavy weather, to assist in visual observation of ships, etc., obscured by waves or spray.
During twilight, twilight, when the transition transition between between darkness and and light make it difficult difficult to see the horizon clearly, and particularly if the officer of the watch is involved in working an astrofix. At night, night, if there is any any indication indication of haziness. haziness.
If navigational circumstances deem it prudent.
Two Radars and the ARPA must be in operation if there is a suspicion that the visibility range is falling and then the following action is taken: Inform the Master immediately. immediately. Warn the engine engine room of the possibility of stand by.
Post a look-out.
Commence Radar observation and ARPA monitoring. Revert to manual manual steering steering if traffic situation requires.
Switch on navigation lights.
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When the visibility falls to 2 miles, and in addition to the above requirements, the following action must be taken: Put the engine on stand by. Commence sounding fog signals.
Full Radar and ARPA plots to be maintained. Master to decide if additional additional bridge bridge manning is required. required.
2.2.3 2.2 .3
Navig Navig ating in Heavy Heavy Weather Weather
When the vessel is navigating in heavy weather or in tropical storm areas the officer of the watch must inform the Master and the engine room so that appropriate actions are taken. The crew must also be informed to avoid upper deck areas made dangerous by the weather. Safety lines / hand ropes must be rigged where necessary. Speed and course should be adjusted as necessary. Instructions should also be issued by the officer of the watch for the monitoring of weather reports and transmitting weather reports to the appropriate authorities or, in the case of tropical storms, danger messages in accordance with SOLAS 1974 Chapter V, Regulation 2(a). 2.2.4 2.2 .4
Navig Navig ating in Ice
When the vessel is navigating in ice conditions the officer of the watch must inform the Master, the engine room and the crew so that appropriate actions are taken. Speed should be adjusted as necessary. Note that momentum varies as the square of the ship's speed. Additionally,, watertight doors must Additionally must be checked to be shut. Instructions should also be issued by the officer of the watch regarding the monitoring of ice advisory service broadcasts and transmitting danger messages in accordance with SOLAS 1974 Chapter V, Regulation 2(a).
2.3 SQUAT Squat is the phenomenon phenomenon of of a ship's changes changes in draught draught and trim when when moving in the water. Its magnitude depends upon the under-keel clearance and square of the speed. In deep water it is not usually of much practical importance, but in shallow water it becomes larger and potentially dangerous. A vessel initially on an even keel will usually trim by the bow when moving in shallow water; that is, the bow will sink more than the stern. A vessel initially trimming hea heavily vily by the stern will trim even more by the stern in shallow water. A vessel having some intermediate intermediate value of the initial trim will sink uniforml uniformly y without change of trim; the value of the initial trim to achieve parallel sinkage will depend upon the hull shape. In practice, most merchant merchant ships in the usual loa loaded ded condition will will squat and trim by the bow bow when under way in shallow water. Situations of loss of under-keel clearance due to squat that might give cause for concern can be resolved by slowing down subject, of course, to the manoeuvring limitation limitations s of the vessel involved.
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The necessity for a full reduction of speed may be signalled by: Increased helm requirements. Increased or excessive vibration. A sudden sudden reduction reduction in in speed speed over the ground ground (same (same RPM). RPM). The formation of heavy heavy bow and stern waves.
The Company undertakes to only offer their managed vessels to charterers for employment between safe ports, places, docks, docks, anchorages anchorages and submarine submarine lines. Allowance for known known or likely effects of squat will be implicit in the voyage instructions to the vessel.
2.4 PILOTS 2.4. 2.4.1 1
Responsi Responsi bilit ies and Information Exchange
Despite the duties and obligations of a pilot, his presence on board does not relieve the Master or the officer of the watch from their duties and obligations for the safety of the ship. The Master must exchange information with the pilot, regarding the navigational procedu procedures res of the ship's characteristics, and therethe should beand a detailed plan the mooring winch enable the pilot to advise Master officers on the of proposed mooring plan.arrangement available to The Master must ensure that the officer of the watch gives the pilot full co-operation and navigational assistance and they are in no doubt as to their t heir responsibility. If the officer of the watch is in any doubt as to the pilot's actions, intentions, or to the safety of the ship, he must endeavour to get clarification from the pilot. If the doubt remains, the officer of the watch should take immediate action to remedy the situation and inform the Master. The officer of the watch shall maintain a continuous accurate check on the vessel's position. Alterations of course and speed should be transmitted t ransmitted through the officer of the watch. 2.4.2 2.4 .2
Embarkin g / Disembarki ng Pilot s
During the embarking and disembarking of pilots great care should be exercised and the operation on the deck supervised by a responsible officer. (see also ICS Bridge Procedure Guide) The officer must must thoroughly check check all the equipment equipment and ensure that there there is a lifebuoy lifebuoy with selfigniting light attached, a safety light and harness and a heaving line ready for use.
The pilot ladder or combination of pilot ladder and accommodation ladder are correctly rigged and all normal precautions are taken.
N.B. The Chief Officer is to ensure that all pilot ladders are maintained to the highest possible standard, used only for the embarking and disembarking of pilots and safely stowed when not in use. (See also SOLAS Chapt. 5 Reg.17)
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3. ANCHORING 3.1 GENERAL When entering, manoeuvring and leaving harbour, the Master is to ensure that both anchors are clear and ready for letting go. There mustby. be sufficient power available at the windlass and a responsible officer and crew member(s) standing
3.2 TRAINING It is essential that the Master is fully satisfied with the officers in charge of forecastle duties and that they have been thoroughly trained in the use of the windlass and anchor holding techniques. The highest priority must be given to the training of junior officers and crew members in the safe operating procedures for the windlass. The participation of the Chief Officer and the Second Engineer in system testing and training will do much to ensure the smooth operation and maintenance of this equipment.
3.3 INSPECTIONS OF WINDLA WINDLA SS AND WINCHES Regular inspections are essential in guarding against potential failure of windlasses and winches. The inspection should include brake linings, brake band linkages, tightness of bearing keep nuts, cotter pins in place where required with no excessive play in bearings, etc. The officer/bosun assigned to forecastle anchoring duties must be trained in these inspection techniques and advised to inform the bridge if anything unusual in the operation of the windlass or winches is observed. It is the responsibility of the officers involved in anchoring and mooring operations to notify the Master and Chief Engineer of any defects, loss of performance or unusual symptoms noted in the deck machinery. It is the responsibility of the Chief Engineer for the prompt investigation of such reports and for rectifying any defects. Senior Engineer should make a practice to regularly witness the operation of deck machinery to check for defects. The anchor cable "shots" should always be clearly marked and the "D" shackle regularly inspected to ensure the spile pins securing the main pins are in place.
3.4 PRECAUTIONS BEFORE ARRIVAL AT THE ANCHORAGE The Master is to exercise the highest standard of seamanship when bringing the vessel into anchorage. All means must be used to establish that the vessel's speed is/will be controllable once the anchor has been let go. Before the engines are "rung-off", due consideration must be given to the anchorage location, holding ground, expected weather and tidal conditions or the proximity of other vessels liable to cause a foul anchor.
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3.5 ANCHOR WATCHES A continuous navigational navigational watch should be be maintained when when the ship is at at anchor. The officer of the watch should: a) Determine the ship's position on the appropria appropriate te chart and establish that the anchor is holding. b) Ensure that an efficient look look-out -out is maintained. c) Ensure that an inspection inspection of the vessel is made periodically. periodically. d) Observe weather, tidal an and d sea conditions. e) Notify the Master and undertake all necessary measures measures if the anchor is dragging. f) Ensure that the state of readiness of all engines is in in accordance with the Master's requirements. requirements. g) Notify the Master if visibility deteriorates and if other ships approach unnece unnecessarily ssarily close. h) Ensure that the vessel exhibits the regulation lights and signals and that the appropriate sound signals are made at the required times. i) In approp appropriate riate circumstances circumstances maintain maintain anti-piracy precautions. j) No unauthorised unauthorised craft or personnel personnel are permitted permitted alongside. alongside.
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4. ARRIVAL 4.1 TOWING Masters must use their discretion in the use of tugs and the safe numbers to be employed, and be guided by the pilot, the custom and practice of the t he port and the prevailing weather conditions. conditions. Masters should submit a written report to the Headquarters whenever they consider that they have encountered a situation where the port authorities have utilised excessive numbers of tugs, and attempts by him to reduce them were rejected. Towing operations may result in excessive loads being applied to ropes, fairleads, bitts and connections. A sudden failure of any element in the towing arrangements may cause death or serious injury to persons in the vicinity. The consequences of the failure of any element of the t he towing arrangement should be carefully considered and effective safety precautions taken. The rope used for a tow should be of adequate strength and free of defects and excessive wear. Non-essentiall persons should keep well clear of the towing area. Non-essentia
4.2 SHIP ON ARRIVAL ARRIVA L IN PORT – ITEMS TO BE CHECKED CHECKED PRIOR ENTRY Any prudent navigator will make arrangements and basic preparation prior entering in port. Summarized below are some basic check items. These procedures are only indicative, not exhaustive in nature and one must always be guided by practices of good seamanship. 1. 2.
Considered port/passage information and weather/tidal conditions Adjusting draft and trim (considering restrictions at arrival arrival port)
3. 4.
Reporting arrival information (ETA, VTS, JASREP, JASREP, AMVER, AUSREP, etc.) Confirmation of berth information information (which (which side to alongside pier, gangway, gangway, mooring lines, manifold manifold size, etc.)
5. 6.
Parallel operation of steering gear power units Testing of steering steering as per per SOLAS SOLAS V/26 (enter in logbook) logbook)
7.
Marking (Port/Voy. (Port/Voy. No/Ships time) and adjustment (chart speed/depth speed/depth etc.) of of course recorder recorder / echo sounder and confirmation of recording paper Communication Communicatio n tests between Bridge and Steering Gear Room
8.
9. Tests of main engine ahead and astern (entry in in logbook) logbook) 10. Working tests of bow thruster if fitted (bridg (bridge e & wing controls) controls) 11. Confirmation and necessary necessary adjustment of nautical instruments instruments (Radar, ARPA (mapp (mapping ing etc.), GPS, Log, AIS etc.) 12. Confirmation of synchronizing synchronizing between between repeaters and master compass compass 13. Confirmation of indication indication and illumination illumination of magnetic compass compass 14. Synchronization Synchronization of ships clocks, clocks, including with with E/R 15. Confirmation of record record paper and time adjustment adjustment of engine telegraph telegraph logger 16. Confirmation of of correct VHF channel channel in use 17. Preparation of lights, shapes, shapes, flags, etc. Confirmation of dayti daytime me signal light (Aldis Lam Lamp) p) 18. Preparation of pilot card and and master pilot information exchange exchange and bell book book
19. Indication of tides, tides, times of sunrise and and sunset, and draft draft Effective Date: 01/09/2020
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20. Preparation of pilot ladder 21. Anchors are in a state of readiness readiness (complying with port/term port/terminal inal requirements) requirements) 22. Confirmation of preparation & operation of mooring winches and windlass (Including remote operation system if fitted) & communication communication with stations 23. Confirmation of safety of working working circumstances, and rea readiness diness of cargo work equ equipment ipment 24. Port Security & Contact information information confirmed and prepared prepared as per the SSP 25. Master shall have a meeting meeting with Pilot about passage pl plan an
4.3 GO / NO GO SITUATION Prior to port departure, or port entrance, the Master must decide whether the vessel is a ‘GO’ or ‘NO GO’ situation. Making this decision, involves assessing the risks including: Prevailing weather and sea state conditions conditions
Equipment condition
Other circumstances circumstances relating relating to the vessel’s vessel’s or cargo condition condition
Examples of No-Go Situation include: 1. Critical Equipment Equipment or Machinery not working. working. 2. Vesselun-seaworthy 3. Adverse weather conditions conditions where the safety of the crew, vesse vessell or cargo would be at risk. The office is to be advised in the event of a ‘NO GO’ GO’ situation .
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5. PORT 5.1 WATCH DUTIES IN POR PORT T Anyone from the deck deck crew who is assigned assigned to watch watch duties while the the vessel is in po port rt has a number of important duties to the best of his abilities. 5.1.1
Moorings
The watch keeper shall: check that the the moorings moorings at all times times are tight and secured in such a way that the vessel will will not move while alongside the berth during loading or discharging.
5.1.2
Gangway
The watch keeper shall ensure the following: check the gangway gangway at at regular intervals intervals to make sure that the gangway is is in a proper proper and safe safe condition in order to enable crew and authorised persons to board the vessel in a safe manner.
check that the gangway gangway net is secure secure and properly arranged. arranged. Remember Remember that the gangway net net may save someone's life should an accident happen.
A lifebuoy (for immediate use) with lifeline and light attached shall be located by the gangway in case somebody falls from the gangway when entering the vessel.
If the vessel is at anchor, and shore leave has been granted, the gangway should only be lowered when the launch caring crewmembers or other authorised personnel to and from the ship arrives. This in order to reduce the possibilities of unauthorised visitors coming on board with the intention of conducting unlawful acts.
5.1.3 5.1 .3
Signs and Safety Plans
Warning signs for tanks to be placed, placed, and safety plan to be posted. posted.
5.1.4 5.1 .4
Fire and Safety Rounds
The watch keeper shall ensure the following: At regular intervals (one (one hour) make make fire rounds rounds through the living quarters and superstructure in order to make sure that t hat no hazardous condition exists.
Furthermore safety safety rounds are are to be carried out all all over the vessel at regular regular intervals, intervals, this to check that unauthorised persons have not managed to enter the vessel.
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5.1.5 5.1 .5
Lig hts and Flags
The watch keeper shall ensure the following: Before darkness darkness sets in, turn on all deck lights and make sure that they will work properly.
Lower all flags in proper proper order. Nationality flag last. last. Place all closter lights lights in proper proper position for loading/ discharging and make sure that they they are in proper working condition.
At sunrise the the watch keeper keeper shall hoist all flags. flags. Nationality Nationality flag first. He shall also turn off off all deck lights at sunrise. Closter lights to be stowed away unless they are needed for the work going on.
During the night the watch watch keeper shall make sure that the gangway is properly lighted lighted at all all times.
Holds cargo operation: red flag daytime, red lantern at night. 5.1.6
Reporting
The watch keeper shall:
Report to the officer on duty immediately if he detects detects anything anything out of the ordinary. He shall as far as possible keep keep proper account of crewmembers who are aboard aboard at any any time. He shall keep an account of visitors and workers who have been permitted onboard. (Should anything happen during the watch keeper's period of duty such information may be of value to the Master or officer in charge).
5.2 SECURITY AND STOWAWA STOWAWA YS 5.2.1 5.2 .1
General General Awareness
All seafarers should should be warned warned in advance to be on the lookout lookout for stowaways and and generally unauthorised unauthorise d persons entering the vessel with the intention of conducting unlawful acts. The Master should ensure all additional security precautions are incorporated into his Standing Orders. Before arrival at the port, notices should be posted on all accommodation accommodation notice boards reminding seafarers to comply with Standing Orders and reiterating the measures that are to be taken, recording this action in the deck log book. Once berthed, the duty officer should make an entry in the deck log book at the end of each watch, confirming that all precautions were carried out. The pre-sailing stowaway search and its outcome should be specifically referred to. It is vital the extra security precautions are well documented in order to mitigate any penalties should a stowaway subsequently be found on board despite the additional measures. 5.2.2 5.2 .2
Acc ess to the Vessel
The means of boarding the vessel should be restricted to one access only. If the vessel is idle during the hours of darkness, the accommodation ladder should, if possible, be raised well above the quay.
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5.2.3 5.2 .3
Loc kin g of Spaces
All accommodation accommodation doors should should be kept locked, locked, apart from one. one. Internally, accom accommodation modation door door keys should be left in place to ensure all doors can still be used as emergency exits. All lockers, storerooms and spaces accessible from the deck should be locked or padlocked when not in use, and accesses to holds and hatches similarly secured himself that these spaces are clear. at the end of the working day when the duty officer has satisfied Keys to all locked compartments should be left in the custody of the duty officer. 5.2.4 5.2 .4
On board Securit y
It is recommended that two men monitor the decks and the gangway at all times, possibly the duty watchman and the duty officer. If I f such an arrangement arrangement places an impossible burden on the ship's crew, serious consideration consideration should be given to employ local watchmen for the duration of tthe he call, particularly if the vessel is in a high risk / dangerous dangerous port. One man should be permanently stationed by the gangway, the other periodically patrolling the decks. Both should carry walkie-talkies to communicate with each other. Stowaways have often climbed up mooring mooring lines. In ports with a high quay or a large tidal range, it may sometimes be possible for stowaways to simply step aboard the vessel from the shore almost anywhere along the ship's side. Watchmen should be fully alert at all times. Stowaways have occasionally posed as stevedores. The gangway watchman should therefore endeavour to verify the authorisation of each stevedore or visitor to the vessel. In ports where stevedores carry no such authorisation, a simple head count both boarding and leaving the ship will be sufficient. At night the decks should be we wellll lit, and overside overside lights placed placed to illuminate the the adjacent quay. quay. (*) (*) In this chapter security characteristics and procedures procedures as described in vessel’s I.S.P.S manual. 5.2.5
Stowaway Sto waway Search
Shortly before departure, a comprehensive stowaway stowaway search should be carried out, and as many men as can be spared should participate. Checks should routinely include holds, lifeboats, funnel casing, hawse pipes, the inspection of padlocks, and thorough examination of all spaces where free access may have been possible. Torches should be carried to inspect dark or shadowed areas. It must be remembered that some stowaways are prepared to go to extraordinary lengths to reach their destination.
5.3 PIRACY 5.3.1 5.3 .1
Preventiv e Measur Measur es
Vessels berthed in high risk ports should endeavour to illuminate both the decks and the quay with all available lighting, and gangways, accommodation ladders and ramps should be raised or closed at nights. Access doors, holds and storerooms should naturally be kept locked when not in use, and decks should be regularly patrolled to demonstrate to observers that the vessel is alert and vigilant.
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At the first indication indication of an attack, duty personnel personnel are a advised dvised to return immediately immediately to the accommodation accommodatio n block and cause as much commotion as possible, activating alarms, sirens and ship's whistle as a 'scare' tactic. t actic. Although this action will obviously not avert a determined armed attack, the gang may choose to seek a softer target elsewhere. In ports where attacks at anchor have been reported, it should first be considered that the vessel stands off the port until required to work cargo. If such an option is not opened, or if the vessel is obliged to work cargo at anchor, similar safeguards to the port precautions are recommended. The additional use of the ship's signalling lamp to periodically sweep the surrounding waters for small boats at night may also serve as a deterrent. If attacked in port or at anchor, ships should endeavour endeavour to contact the Port Control office by VHF at the earliest opportunity and request assistance. However, many vessels have reported that the authorities responsible often can not be raised when urgent support is requested, or that response times are poor. Vessels approaching approaching areas of increased risk of an attack are advised to pre-plan the transit by: Placing extra extra lookouts, particularly at the aft end of the vessel in order to keep a close close watch astern astern and also to listen for sounds of small craft. Vessels should also endeavour to maintain a permanent close quarters radar watch for indications of minor or indistinct targets approaching fast or behaving
suspiciously. Blacking out out the vessel vessel apart from mandatory navigation navigation lights. lights. In addition, addition, overside lamps lamps should should be positioned to illuminate the waters immediately astern of the vessel, provided this will not compromise the safe navigation of the ship, and fire hoses may be rigged and left running overboard in the vicinity, possibly fitted with spray nozzles and used to form a water shield around the perimeter of the stern. Exhibiting signs of intense intense activity the moment an attack is threatened threatened or suspected, turning turning on lights lights sending all available personnel running to the after deck, sounding alarms, and using the signalling lamp to dazzle approaching craft.
By demonstrating that the vessel is prepared, the attackers may well withdraw in favour of an easier target. The aggressive use of fire hoses and other physical deterrents should be avoided in order to minimise the risk of retribution if the attackers succeed in boarding the vessel despite the preventive action. 5.3. 5.3.2 2
Actio ns Following Successful Attacks
Should the above preventive measures fail, resistance and confrontation are not recommended. recommended. The likelihood of violence will undoubtedly be magnified if opposition is attempted, and it should be remembered that assenting to the attackers' demands will hopefully keep the unwelcome visit brief and allow full control of the ship to be regained as soon as possible. Seafarers can passively assist by mentally noting all distinguishing features of their assailants and recording the details after the attack. Following such an incident, vessels should endeavour to report the attack via the nearest coastal radio station, requesting that the information be passed to the appropriate authorities. The Master should also collect statements from seafarers and return them to the vessel's owners at the earliest opportunity together with his own reports. The Company is requested to provide the Club with full details of all attacks, including unsuccessful attempts. Unless instructed to the contrary, the Club will forward the information to the International Maritime (IMO) and with the International Maritimeagencies Bureau (IMB) who are collecting data regardingOrganisation armed attacks, liaising the law enforcement responsible and applying diplomatic pressure.
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5.4 MOORING 5.4.1 5.4 .1
Personnel Safety
Mooring and unmooring operations (including tug line handling) are potentially dangerous operations. It is therefore imperative that everybody concerned realises this and takes the appropriate precautions to prevent accidents. 5.4.2 5.4 .2
Moori ng Layout
Whilst it is often difficult in practice to achieve an ideal mooring layout the following information is given regarding mooring arrangements which will adequately resist the environmental forces acting on the ship: Breast lines lines provide provide the bulk bulk of the the transverse transverse restraint against off-the-berth off-the-berth forces. forces. Backsprings provide the largest largest proportion proportion of the longitudinal longitudinal restraint. restraint. It should be noted that spring lines provide restraint in two directions, forward and aft, but that only one set of springs will be stressed at any one time.
Very short lengths of line should be avoided when possible, as such lines will take a greater
proportion of the total load, when movement of the ship occurs. Short lines are also the ones most seriously affected by "dip". 5.4.3 5.4 .3
Mixed Moori ngs
Not every ship is equipped with all-wire or all-synthetic moorings. In such cases the best must be made of a mixture of wires and synthetic fibre ropes. The best procedure is to use the wires for the spring and breast lines and the synthetic ropes for head lines and stern lines. 5.4.4 5.4 .4
Tension Winch es
Self-tensioning winches fitted with automatic rendering and hauling must not be used in the automatic mode while the vessel is moored, because they may not always hold it in position at a berth. 5.4.5 5.4 .5
Correct Reelin Reelin g
The line must be reeled into the winch drum in the correct direction and manner. Band brakes are designed for the line to pull directly against the fixed end of the band brake. Note that reeling the line on the drum in the wrong direction may reduce the brake holding power by up to 50%. Winches fitted with disc brakes are not subject to t o this problem. 5.4.6 5.4 .6
Shore Moori ngs
At some terminals shore moorings are used to supplement the vessel's moorings. If the adjustable ends are on board the vessel these moorings should be tended by ship's personnel in conjunction with its own moorings. If shore based wires with winches are provided, agreement should be reached over the responsibility responsibility for tending.
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5.5 IMMOBILISATION IMMOBIL ISATION OF MAIN ENGINES ENGINES On arrival at a port or anchorage, the placing of the engine room telegraph to FINISHED WITH ENGINES is not to be taken as a signal to commence repairs. The Chief Engineer must ascertain from the Master the requirements concerning the engines as well as any other instructions regarding the shutting down of the boilers. Before permitting the immobilisation of the Main Engine, boilers, etc., the Master must ascertain the requirements of the Port or Harbour Regulations and exercise judgement on whether it is safe to undertake such work. In carrying out repairs, the periods of immobilisation must be agreed jointly between the Master and Chief Engineer and confirmed with the Headquarters.
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“ CARGO CARGO CARE ARE”” SECTION D
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1. PREPARATION OF HOLDS 1.1
WASHING HOLDS
The normal method of cleaning holds is by washing with water drawn by sea. This involves hosing down - using handheld hoses or water cannon (Combi-gun) (Combi-gun) - every part of each hold with a water jet, whilst the water is drained from the hold by bilge pumps or eductors, and discharged overboard. overboard. Holds washing depends upon the flow of water to wash any dirt and residues down the bulkheads and across the tanktop to the bilge suctions. If the washing is to be effective, it is preferable that the water is educted or pumped from the holds continuously and that no pool of standing water is allowed to form on the tanktop. However, when circumstances do not permit, because of lack of time or port restrictions, washings will be pumped out when the vessel reaches the open sea. This will be safe only provided that the water in the hold remains in a low level (e.g. up to one meter) and provided that calculations show that the ship's stability will remain adequate. When holds are washed with sea water, traces of salt remain on all the surfaces within the hold. This may be liable to contaminate containerses containerses and encourage corrosion. For these reasons, holds should be rinsed with that fresh water after fresh full washing. is important members operating hosea understand they are using water andIt hence must bethat usedcrew efficiently and with care to the provide quick and cost effective rinse.
1.2
CLEARING CLEA RING OF BL OCKED BIL GE SUCTIONS
Hold washing should be monitored at all times to detect any built up of water. If such a built up occurs, washing operations should immediately be stopped and the problem investigated. Directing a high pressure hose into the bilge may be sufficient to clear the suction. Alternatively, if it is a hold eductor which is blocked, then flooding back may be the quickest way to clear it. When one suction is blocked, and the tanktop becomes flooded, the hold can be pumped out by way of the other, with the ship given a small list towards the clear suction. This will permit access to the blocked suction to clear it. When both suctions are blocked, either portable sump pumps shall be used (the height of the hold makes the process slow or even impossible) or manhole covers shall be opened to drain the water into a double-bottom double-bo ttom ballast tank (provided the water is not too deep).
1.3
PREPARATION OF BIL GES
When hold washing has been completed, consideration must be given to cleaning of the bilges. Bilges are cleaned to ensure that they continue to function properly and do not become blocked by residues. If the hold has only been swept and has not been cleaned at all, it is necessary to test the bilge suctions to ensure that water can be pumped out of the hold during the voyage if that becomes necessary. The testing of the bilge suctions can be combined with the flushing of the sounding pipes. Putting the water down the sounding pipe into the bilge well confirms that the pipe is clear, and pumping the water out of
the bilge well confirms that the bilge pump or eductor is working satisfactorily.
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The correct working of the non-return valves fitted in the hold bilge-to-engine bilge-to-engine room lines can be tested by stopping the bilge pump in the engine room and allowing water to flood back through the bilge line. If no water enters the hold bilge, the non-return valve is working correctly. Bulk Carrier Carrier Vessels additional r equirements: equirements: Any accumulation accumulation of cargo should should be remove removed d and traces of cargo cargo must never be left left in the bilges. Before carrying grain sugar or other foodstuffs, the bilges should be sprayed with insecticide and rinsed with disinfectant.
1.4
HOLD INSPECTIONS
The Chief Officer is responsible to ensure that the holds are ready for containers/carg containers/cargo o and shall inspect the holds himself, when preparations are reported to be complete, if not before. During hold inspections, it is a favourable f avourable time to detect any leakage from ballast tanks since such tanks will be full, and also to check the holds for any damage (e.g. hold ladders, air pipes, sounding pipes and their casings, damaged piping, etc.) which could be overlooked when the hold was dirty. Damage to frames, brackets and plating should also be recorded, so that new damage can be shown to be the responsibility of the port and/or the charterers. The Chief Officer will also satisfy himself that no cover plates for manholes or gratings for bilge wells are missing. Bulk Carrier Carrier Vessels additional requirements: The Chief Officer's first concern will be hold cleanliness. If the Chief Officer finds any fault that a surveyor could use it as a reason for rejecting the ship, he will ensure that further washing or local cleaning is carried out to remove the fault. Rusty steelwork within holds is not a reason for rejecting a ship in normal bulk trades, but loose scale (rust) is not acceptable as it is likely to mix with the cargo and contaminate it.
1.5
HOLDS PREPARATION PREPARATI ON PROCEDURE
1. 2.
If residues has has filled a bilge, bilge, arrange for crew crew to clean itit before completion completion of discharge, discharge, so contents can be discharged. Sweep holds before washing to remove remove residues, if required. required.
3.
Obtain written written permission permission from port authority authority to discharge discharge hold hold washings washings if intend to wash in port.
4.
Wash holds:
wash hatch covers, top, bottom bottom and and sides. sides. scrub hatch hatch cover compression bars and rubbers, if necessary. wash hatch coamings. wash hold deckheads. wash hold sides, paying paying particular atte attention ntion to hopper angles, angles, pipe guards, brackets brackets and other non-vertical surfaces. scrub locally locally and re-wash re-wash to remove stubborn dirt.
flush bilges. Rinse holds holds with fresh water, water, when possible, to reduce corrosion and to prepare for for cargoes.
5.
6.
Sweep holds instead of washing washing when washing is not not necessary. necessary.
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7. 8.
Scrape and and sweep holds and and lift residues residues from hold, when when washing washing is not not possible. Decide if washing is is to be done done at berth, berth, within port port limits or outside limits, limits, taking into into account any restrictions on discharge of cargo residues and anticipated weather and sea state.
9. Clean and disinfect bilge wells. 10. Flush sounding pipes. 11. Test bilge suctions, suctions, if not already already used for washing. washing. 12. Test bilge non-return non-return valves, valves, when fitted. fitted. 13. Test high level level alarms, alarms, when fitted. 14. Reseal any manhole covers which have been opened or disturbed. 15. Isolate hold lighting and lighting lighting in compartments connecte connected d to the holds, when this precaution is required. 16. In ballast holds, close and secure cover plates for ballast suctions, and open bilge suctio suctions ns and CO2 injection lines. Bulk Carrier Carrier Vessels additional requirements: 17. Encourage stevedores stevedores to discharge cargo sw sweepings eepings as far as possible. possible. 18. Arrange for crew or stevedores to sweep down deckheads and bulkheads as discharge proceeds for example, with grain cargoes. 19. Holds will not be washed washed if: same cargo is to be carried again and charterers want no cleaning. clean cargo like like steel steel coils has been been carried. carried. freezing conditions do not permit washing.
vessel will will remain in in areas where where discharge discharge of washings washings is not not allowed. 20. Decide if full wash or bottom wash wash is required, and if washing is to be done by by automated washing or by handheld hose. 21. Dry holds by ventilating, ventilating, by opening holds and/or and/or by mopping up puddles, puddles, as necessary.
22. Inspect holds for cleanliness, insect infestation, leakage and damage. Remedy defects where necessary. 23. Wrap bilge cover plates plates with burlap and seal with tape tape or cement. 24. If holds are painted, or touched up, before a cargo of foodstuffs is carried, ensure that a paint compliance certificate can be produced for the paint used.
1.6 1.6.1
BULK BUL K CARRIER VESSELS ADDITIONAL ADDITIONA L PROCEDURES Dry Cargoes Cargo es
Holds should always be cleaned in preparation for the next cargo except when the ship is engaged on a shuttle service carrying the same cargo. When a ship is on a voyage charter, the normal requirement is to be cleaned ready for any cargo, or for the particular cargo intended for the next voyage. When a ship is on time charter, it is advisable to ask charterers what theywant require way of hold is cleaning, since charterers understandably object paying for a wash, when all they is aby sweep which often free.
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Prior to hold cleaning, it must be understood that there is a need for complete discharge of cargo, especially for vessels without their own cargo gear. Otherwise, difficulties will be presented of sweepings being left in the hold, particularly if the cargo is not soluble in water. Hence, the ship's officers will do all they can to compel or persuade the stevedores to discharge all the sweepings. Stevedores are often willing, if asked, to return to a hold where discharge has been completed, to remove sweepings gathered by the crew. They may even be prepared to leave a grab resting in the hold for a while for sweepings to be shovelled into. Holds preparation requires careful consideration regarding aspects such as washing, cleaning and testing bilges, hold inspections, etc.
1.6.2 1.6 .2
Preparation for Hold Cleaning
Many ship's officers have experienced the embarrassment of finding cargo residues on the tanktop, when the hold is opened in the loading port, although a thorough hold cleaning and inspection have previously been undertaken. This can occur when full astern is ordered when approaching the berth, and the resulting vibration shakes down traces of old cargoes from inaccessible and undetected surfaces high under the deckhead. In order to reduce this problem, the engine is to be run full astern at the start of the ballast passage, before the holds have been cleaned. When discharging sticky cargoes such as grain, it is often worthwhile to send crew members into the holds to clean positions high under the deckhead during interruptions in discharging. Whilst standing on the cargo during early stages of the discharge, they can reach places that later become inaccessible. Such work must carefully be supervised to guarantee the safety of crew members.
1.6.3 1.6 .3
Drying of Holds
When weather conditions are favourable, holds can be dried by ventilating them. During bad weather, two steps can be taken. The crew can mop up all the puddles which form in the depressions in the tanktop when a hold is washed. If the weather is dry, the hatches can be opened when the ship reaches smooth waters in the port approaches, and the flow of air over the ship will help to dry the holds. 1.6.4 1.6 .4
Final Preparations
After completion of hold cleaning, bilges cleaning and hold inspection the following final preparations shall take place: Burlapping of bilges' cover cover plates (bad fitting fitting results in cargo residues in the bilge well).
Resealing of manhole manhole covers (essential (essential that watertight watertight and/or and/or oiltight seal is achieved). achieved).
Isolation of electrical electrical circuits (if the the intended cargo cargo is flammable or or gives off gas which which might explode). explode).
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2. PLANNING THE LOADING 2.1
GENERAL GENERAL APPROACH
When planning the loading, the following basic principles are to be followed and determined: The maximum amount amount of containers/cargo the the ship can carry is restricted only only by the Load Line regulations.. This depends on whether the cargo is a displacement regulations displacement cargo or a deadweight cargo.
Any limiting point point in any stages of of the voyage, which will further restrict restrict the amount of cargo to be carried. In any stage, the maximum permissible draft shall be identified and make sure the particular stage is the limiting one. Then the maximum cargo that can be carried at the limiting stage should be calculated.
On Container Container vessels, any limitation arising from the stackweights stackweights in the holds/hatchcove holds/hatchcovers. rs.
The stowage must be planned.
The loading sequence must be planned.
The ballasting/ deballasting sequence be planned. planned.
When found that the proposed containers/cargo can not be loaded safely and legally, the Master shall inform the Company immediately.
2.2
TRIM, TRIM, STABIL ITY AND STRENGTH STRENGTH CALCULATIONS CALCULA TIONS
If damage is to be avoided and operations are to be efficient, then trim, stability and strength calculations are to be also taken into consideration for all different loading conditions of the voyage.
2.2.1 2.2 .1
Trim and Stabili ty
Before a ship is permitted to go to sea, she must comply with the requirements of the International Load Line Convention which call, amongst other things, for a more extensive assessment of the vessel's stability than is provided by the calculation of fluid GM alone (which is a measure of stability too). If the calculations show that the ship has, or at some point in the intended voyage will have, insufficient stability, adjustments must be made. It may be possible to increase the positive stability by repositioning weight cargoes lower in the ship, by the addition of weight such as bunkers or ballast low in the ship. Another option is the rearrangement rearrangement of the contents of bunker and ballast tanks to reduce free surface effect. If all else fails, it will be necessary to modify the amount of cargo which can be accepted. Trim and stability calculations shall be performed as shown in the vessel's loading manual, by hand or by using the ship loading computer program installed. The loading software has to be checked periodically for the correct figures against the Class Approved test Conditions.
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2.2.2
Strength
The strength (shear forces, bending moments, longitudinal stresses) of the t he vessel may be endangered in any of the following processes:
Planned loading and deballasting sequence. Planned discharging and ballasting sequence.
Any change of ballast.
Any change in loading or discharging sequence.
Any instance when deballasting is delayed and becomes out of sequence with loading.
Any instance when ballasting is delayed and becomes out of sequence with discharging.
Taking of bunkers, bunkers, step by step (i.e. tank by tank).
Consumption Consumption of bunkers, bunkers, step by step (i.e. tank by tank).
If the allowable values are exceeded, there is danger that the ship's structure will suffer permanent damage or even possible to break into two. The importance of completing the calculations and ensuring that the stresses are not exceeded can not be stated too strongly. Shear force, bending moment, longitudinal stresses and where exists torsional calculations shall be performed as shown in the vessel's loading manual, or by using the ship loading computer program installed.
2.3
STOWAGE PLAN
Having calculated the total cargo to be loaded, it is necessary to decide on the amount of cargo weight to be loaded to each cargo area. Many factors have to be taken into consideration when making this decision. Given the right combination of circumstances, the decision can be a very easy one. When the requirements are more exact, then skill, experience and patience will be required to find the best solution. The steps in the calculation are as follows. i)
Decide how many containers or holds are to be loaded. For Bulk Carrier Vessels, if a full low density cargo is to be carried, all holds are to be loaded. If a full high density cargo is to be carried and the ship is suitably strengthened, the loading is likely to be in alternate holds. ii) Share the cargo between the holds. Start from a sharing based upon a standard condition from the ship's stability manual, or start from a sharing based upon proportion. iii) Place fuel, fresh water water and other weights weights in the positions intended intended for depar departure ture from the loading port. The position of the centre of gravity of each item should be considered in the calculations. It is also sensible to respect the wishes of the Chief Engineer, as far as possible, with regard to the more convenient bunker tanks. The voyage plan should not involve the transfer of bunkers, since any transfer of fuel increases the risk for environmental pollution. iv) Make trim, trim, stability and longitudinal longitudinal strength calculations. calculations. Refer to par.2.2 of this section. v)
Check that the the tonnage allotted to each hold for bulk carriers carriers and stackweights for for container vessels is not greater than what the Classification Society permits.
vi) Check that the the hold tanktop, tanktop, or double double bottom loadings loadings are are not excessive. excessive. Effective Date: 01/01/2020
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vii) Work through through the voyage stage stage by stage. viii) Adjust bunker quantities and repeat repeat trim and stability calculations. ix) If an unacceptable result result is found, weights are to be redistri redistributed. buted. Unacceptable Unacceptable results include include insufficient positive stability, excessive shear forces and bending moments, excessive stackweight loadings, large trim by the stern (draft too deep to enter or leave a port) or large trim by the bow (bad steering, difficult to draw fuel to engine room). When this occurs there are several useful guidelines guidelines:: wherever poss possible ible an unacceptable unacceptable trim should should be corrected corrected by repositioning repositioning containe containers/cargo, rs/cargo, not bunkers. If the containers/cargo can be positioned so that the draft and trim throughout the voyage are acceptable, then the possibility of repositioning bunkers can be kept in reserve for emergencies. a ship on passage has has spare lifting lifting capacity, except except at the limiting limiting voyage. voyage. At such times it may be possible to ballast/deballast through the voyage, to improve the trim or stability without exceeding the permitted draft. insufficient po positive sitive stability may be met rarely rarely and usually usually during the the voyage. Slack Slack tanks shall be kept to a minimum and bunkers shall be kept as low as possible in the ship. If necessary, carry additional bunkers to act as ballast.
2.4 2.4. 2.4.1 1
LOADING / DEBALLA DEBAL LASTING STING PROCEDUR PROCEDURE E Guidelines for Preparation Preparation of Loading / Deballasting Deballasting
When the loading/deballasting sequence is to be prepared, the following guidelines could be useful. If the air draft is restricted, it will be necessary to make the first pour into a hold which causes some increase in forward forward draft to ensure that the loading sp spout out can continue to clea clearr the heath coamings coamings of the forward holds. If the air draft is restricted, the effect of a rising tide must be considered and deballasting can not continue when the clearance is small. Ballast should normally be discharged from a position close to the one where the containers/cargo is being loaded at that time.
On Container Vessels: As a starting point, point, it is normal to take into into consideration consideration the container loading loading sequence. sequence. Ship’s trim, must never be excessive, enabling the containers to be loaded. Ship’s list , must never be excessive, enabling the containers to be loaded. The ballast which is likely to present most problems should be discharged first. The ballasting should be programmed to be completed at least, before completion of loading. On many container ships trim can be quickly and conveniently changed by pumping ballast directly from one tank to another using both ships’ ballast lines.
The requirement to load and discharge a number of closeweight containers in several loading or discharge ports or berths sometimes leads to the use of this method of distributing the containers between holds. Effective Date: 01/01/2020
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If containers is to be block loaded, the following advice should be followed:
Never exceed the maximum permitted load in any hold. When using alternate hold loading use only the holds specified in the loading manual. If it is necessary to depart from the above, and if the ship ship is not not provided provided with approved block loading loading conditions, consult the Headquarters. Headquarters.
On Bulk Carrier Carrier Vessels: As a starting point, it is normal to assume that each pour will consist of about half the total tonnage tonnage to be loaded into the compartment in question. The first pour should, where possible, be into a midship or after hold to provide or maintain a reasonable trim by the stern for ballast stripping purposes. Successive pours should alternate between forward and after holds to maintain a reasonable trim by stern. The end holds have the biggest effect upon trim. Where possible, they should receive the last pours of the first pass, and the first pours of the second pass, because the resulting large changes in the trim and maximum draft are likely to be least inconvenient at that point. The ballast which is likely to present most problems should be discharged first, the normal sequence commencing with ballast holds, continuing with double bottom tanks and wing tanks and concluding with peak tanks. The time to be taken for a deballasting deballasting step should be matched with the time required for a loading pour. The ballasting should be programmed to be completed several hours, at least, before completion of loading, and at a time when the vessel still has a stern trim, to assist the deballasting and stripping. On many bulk carriers trim can be quickly and conveniently changed by pumping ballast directly from fore peak to after peak, or vice versa. Rules imposed by the Classification Society and quoted in the loading manual may restrict the sequence of loading and must be strictly observed (e.g. the manual may state that no hold can be completely filled until the mean draft is at least two thirds of the intended sailing draft).
2.4. 2.4.2 2
Loading the Optimum Amount of Containers/Cargo Containers/Cargo
In order to achieve loading the maximum amount that can be carried safely, the ship must be loaded to the appropriate limiting draft, or all containers/cargo should be sufficiently filled, but in addition to such practical matters careful planning is required to keep other weights to a minimum, when a high density containers is carried, since every extra tonne of fuel or water carried means one tonne of containers/cargo containers/ca rgo rejected. If the Master together, in consultation with the Chief Engineer, underestimates the bunkers required, the ship may be required to run at slow speed, purchase bunkers in a more expensive port, burn more expensive diesel oil oron even outofficers of fuel.creates Hence,the bunkers shall be slightly overestimated. this pressure exerted the run ship's danger of overestimating in excessiveHowever, lengths. For any doubts regarding bunkers loading, the Headquarters should be conducted.
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Regarding fresh water carried on board, vessels equipped with fresh water generators should leave port with sufficient water to last until the vessel is clear of coastal waters, plus a margin of safety. Additional fresh water should be required if a period at anchor is a possibility. Additionally, the ship should be checked regularly for the accumulation of unnecessary Additionally, unnecessary weight. It is good practice to ensure that chain lockers, void spaces and engine room bilges are all regularly pumped out, using the oily water separator, where appropriate, and it is particularly important that these are checked towards the end of the ballast voyage before reaching the loading port.
2.4. 2.4.3 3
Bulk Carrier Carrier Vessels Vessels Addit ional Procedures
2.4.4. 2.4 .4.1 1 Ways of Adj ust ing It is sometimes found difficult to make a loading programme within stress limits. This is most likely when loading a high density cargo in alternate holds (jump loading), or when planning the loading of a segregated part cargo which is not to be distributed between all holds. The following steps are then recommended: the pour sizes can be varied varied (e.g. better results results may be ob obtained tained if 60 per per cent, say, of the tonnage is loaded in the first pour, and 40 per cent in the second, or vice versa).
the number of pours pours can be increased, increased, using three three pours in holds holds where two give difficulties. This will slightly increase the time required for loading, but should be undertaken if safety of ship is to be jeopardised.
2.4.4. 2.4 .4.2 2 Blo ck Loadi ng Block loading is the name given to a loading in which adjacent holds are heavily loaded whilst one or two remaining holds are empty. The requirement to load and discharge a number of closeweight cargo in several loading or discharge ports or berths sometimes leads to the use of this method of distributing the cargo between holds. If cargo is to be block loaded, the following advice should be followed: Never exceed the maximum maximum permitted permitted load load in any hold. hold.
When using using alternate hold loading loading use only only the holds specified in the loading loading manual. If it is necessary necessary to depart from from the above, and and if the ship is not provided provided with approved approved block loading loading conditions, consult the Headquarters. Headquarters.
2.4.4.3 Trimming Typical amount of cargo allowed for adjusting the trim would be about 5% of the total amount of cargo loaded, although depending on the conditions it can be up to 20%. Two holds are usually chosen for trimming, one that will cause trimming by the bow and one by the stern. It is preferred that they are holds close to amidships so that small changes are caused in the draft and less risk is created of the vessel touching bottom. In order to decide how much trim shall be deducted from the hold total of each of the two holds, the larger quantity shall be deducted from the hold with the largest trimming moment.
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Difficulties in trimming are likely to be experienced with borderline cargoes, such as dolomite, limesand and clay, which have stowage factors very close to that required to fill the ship homogeneously whilst also bringing the ship to the marks. In some cases the ship may reach the marks before all spaces are filled, or alternatively may be filled before the ship reaches the marks. The Chief Officer may find that he has run out of space in which to place the cargo required for the trimming. To avoid being caught in this situation is recommended thatfilled the and loading is interrupted withbe about 70% loaded. By this time, least one hold itshould be completely all the ballast should discharged. The stowage factoratshould be recalculated from the full hold, given that a reliable figure of tonnage loaded in that hold can be provided, and the remaining loading of the cargo should be recalculated and if necessary replanned.
2.5
DISCHARGING / BA LL ASTING PROCEDURE
The discharging/ballasting sequence must be planned in the same way as the loading/deballasting one. In single grade of containers/cargo operations there are no difficulties normally encountered. If a two berth or a two port discharge is required, it may be found difficult to comply with all the requirements. It is essential to make sure that the ship is safe for discharge, prior to loading the vessel.
2.6
PLANNING PLA NNING THE LOADING LOA DING PROCEDURE
Find maximum the ship can carry when full y loaded 1. - Weight and number of the containers. - Deadweight cargo or volume cargo 2.
Decide values values of other weights which which must be carried. Keep Keep the total weight weight of bunkers, bunkers, ballast, ballast, bilge water, stores and miscellaneous weights as low as possible.
Identif y any limiti ng stage in the voyage Identif 3. List maximum permitted draft for each stage in the voyage. 4. Select point where lighter draft is is required required (the limiting limiting point). 5.
Calculate back and and calculate calculate forward from limiting limiting point to ensure no other limits are met.
6.
Calculate maximum containers/cargo containers /cargo which can be carried at limiting point.
Decide loading distribution 7. 8.
Decide how many holds are to be loaded. Share the total containers/cargo containers/cargo between the holds.
9.
Place fuel, fresh water and other weights in the positions positions intended intended for departure departure from the loading port.
10. Calculate the ship's ship's draft and trim on departure and ens ensure ure that they are are acceptable. 11. Calculate the ship's ship's stability characteris characteristics tics on departure and ensu ensure re that they are acceptable. 12. Calculate the shear forces and bending moments on departure and ensure that they are not excessive. 13. Check that the tonnage allotted allotted to each hold is not greater that the classi classification fication society perm permits. its. 14. Check that the hold hold tanktop loadings loadings are not excessive. excessive. 15. If the ship is to be block loaded, ensure that the loadings for individual holds holds remain within the
special block loading limits set by the Classification Society and request limits if none have been provided. Effective Date: 01/01/2020
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16. Work through the voyage and the proposed discharge, repeating the checks upon draft, trim, stability and longitudinal stress for every stage. 17. If any results are unacceptable, move containers or other weights and recalculate. Check the results for errors. Prepare loading/deballasting Prepare loading/deballasting and disch arging/ballasting pl ans 18. Take note of the features of the berth, including least depth of water, least airdraft, number of loaders, distance loaders can travel. 19. Plan for two or more more pours in each hold. 20. Commence loading loading amidships/forward amidships/forward to maintain a stern trim. 21. Load alternatively alternatively aft, then forward, forward, then aft, etc. 22. Load the end holds midway through the loading. 23. Discharge ballast ballast from holds, then double bottoms, bottoms, then Peaks and finally tops topside ide tanks. 24. Discharge ballast ballast from part of ship where containers/cargo containers/cargo is being loa loaded. ded. 25. For each stage of the loading, match the time required for loading with the time required for deballasting. 26. Plan to complete deballasting deballasting well before completion completion of loading. loading. 27. Observe any Class Class rules for loading/dischargin loading/discharging. g. 28. Throughout loading keep ship in condition to put to sea in emergency, if required. 29. Plan suitable suitable trimming trimming pours. 30. Plan the discharge in the same same manner and with the same obje objectives ctives as the loading. 31. Ensure that the ship complies with requirements requirements for stability and for longitudina longitudinall stress at every stage throughout the loading and discharge. 32. Inform the Headquarters as soon as possible if calculations show that the proposed containers/cargo containers/ca rgo can not be loaded, carried and discharged with safety.
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3. LOADING OPERATIONS During the loading period, events happen quickly and unexpected problems can arise which will require prompt attention to ensure that the containers/cargo is loaded in a safe and satisfactory manner and that the ship and containers are protected from damage throughout. A high level of alertness will be required from the start to the end of the loading period.
3.1
PRE-LOADING SURVEY
In most contracts of carriage, the shipowner’s responsibilities begin at the time of loading and it is, therefore, important to inspect the cargo at this stage. Pre-shipment inspection of cargo is undertaken to determine and document the condition of the cargo at this time. This inspection is commonly referred to as the pre-loading survey. This survey can be carried out by the ship’s Master and officers, owner’s representatives or surveyors instructed by the owner depending on the trade and nature of the cargo. If the cargo is not as described in the shipping documentation, a decision will have to be made whether to reject the cargo or accept the cargo and adequately describe any differences on the mate’s receipts and bills of lading. Early notification of any deficiencies to the shippers is desirable together with owner’s intentions on rejection of the cargo or clausing the mate’s receipts and B/Ls. This notification can be given direct to the shippers but is more commonly given to the agents, stevedores or charterers, depending on the owner’s contractual relations. Masters and deck officers employed by owners who trade their ships in liner services are usually trained to take care of pre-shipment inspections. inspections. Before the commencement of loading, there will often be a requirement for a preloading survey of the holds and of a draft survey. When surveys are undertaken, it is sensible to treat surveyors with courtesy and consideration. A surveyor undertaking a preloading survey of the holds should be accompanied by an officer, preferably the Chief Officer, and should be helped to gain access to holds and assisted with lighting and ladders, if required. Careful note should be taken of any items which he notes for attention and the officer must be sure that he has a clear understanding of what the surveyor requires. Any work required by the surveyor should be given top priority, since failure to pass the survey will normally mean that the ship goes off hire until such time as she is passed as ready to load. The draft surveyor should also be accompanied by an officer when taking his readings. For soundings of bunker tanks, the Chief Officer or Second Officer is usually the appropriate person, whilst the Chief Officer should accompany the surveyor to read the drafts and to check the bilge, ballast and fresh water soundings. It is very common for the draft surveyor to board the vessel and announce that he has already read the drafts, but this should not be acceptable to the Chief Officer. The officer should check and agree the readings obtained, and should independently complete a set of calculations to obtain figures for bunkers, ballast and constant.
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3.2
ACCEPTABILITY OF CONTAINERS/C CONTAINERS/CARGO ARGO TO BE LOADED
The Master and his Officers must satisfy themselves that the containers/cargo containers/cargo is acceptable. On Container vessels:
This is mostly the case when we have a damaged container, IMDG containers without proper manifests and damaged reefer containers or containers without manifests. On Bulk Carrier vessels:
Where possible the cargo should be inspected ashore in the stockpile, silos, trucks or wagons or in the lighter before it is loaded, as it is always easier to object to unacceptable cargo before it has been loaded and many ports do not have the facilities to discharge cargo from a ship's holds once it has been loaded. Officers must be on the lookout for any defects which would make the cargo unacceptable or which might later be blamed on the ship if not seen, recorded and made the subject of a protest. Bulk grain which is wet, sprouting, mouldy, or infested would be unacceptable, as would wet or caked fertiliser, rusty cold rolled steel coils or bulk ores contaminated with a different cargo or containing excessive moisture. Coal contaminated with iron ore, wheat in a cargo of corn, and timber stained with oil have all been found and rejected by alert officers. Where the cargo can not be inspected ashore, it should be regularly inspected at the point of delivery aboard ship. When officers are in doubt, the Head Office shall be contacted.
3.3 3.3.1 3.3 .1
DUTIES OF THE OFFICERS Duties of the Offi cer of the Watch
During the loading period the officer of the watch must be concerned with a number of matters: 3.3. 3.3.1. 1.1 1 Loading/Deballasting Loading/Deballasting Programme must be Studied a and nd Understoo Understoo d 3.3. 3.3.1. 1.2 2 Containers/Cargo Containers/Cargo Loading Process Process must be monitored Top priority must be given to get things right the first time, since it can be very difficult to correct mistakes in loading. On Container vessels:
The officer of the watch must regularly check that the loading is continuing in accordance with the loading programm. programm. Each container must be loaded into the correct hold and into the correct position in that hold. It is also necessary to ensure that the correct containers are being loaded. From time to time during the loading he must confirm that the correct containers are being loaded as per the loading plan and that the containers are in good condition free of any damage. On Bulk Carrier vessels:
The officer of the watch must regularly check that the loading is continuing in accordance with the loading programm. programm. Each pour must be loaded into the correct hold and into the correct position in that hold. Effective Date: 01/01/2020
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It is also necessary to ensure that the correct cargo is being loaded. From time to time during the pour he must confirm that the cargo continues to have the same appearance and that there are no signs of contamination, contaminatio n, or of excessive moisture. If the cargo is to be spout trimmed in the hold, involving some listing of the ship first one way and then the other, as thea operator be deballasting, warned if hethe exceeds an acceptable amount of list. When a list develops result of must uneven shiploader operator must be informed so that he does not try to eliminate it with cargo. If the cargo is not evenly distributed in each hold, the ship will be twisted and may suffer serious structural damage. The ship should be upright at the completion of each pour. The officer of the watch will find it useful to have an idea of the loading rate. The time taken for the first pour will provide an indication of the rate. A slower rate than the predicted one will be unsurprising since it is common to quote the best rate rather than the average rate. A faster rate than the forecasted one needs careful examination to confirm that it is correct and to consider its effect upon the rest of the loading/deballasting programme regarding deballasting. Once the loading rate is observed, it can be used to predict the time when each pour will finish. Pours which finish unexpectedly early, or continue excessively, should be carefully checked to confirm that the correct tonnage has been delivered. 3.3.1. 3.3 .1.3 3 Deballast Deballast ing mus t be Monit Monitored ored Before deballasting starts, the officer of the watch or someone assisting him must where necessary ensure that airpipe caps and manual valves have been physically opened. As the loading continues, the officer of the watch must check regularly to ensure that the deballasting deballasting continues without problem; a problem being anything which prevents maximum discharge from both pumps. First sign of a problem may be the ship listing as a port tank pumps out whilst a starboard one fails to do so or vice versa. The pump gauges should be watched and should provide a similar warning. However, mistakes do occur and equipment does fail. It is essential to make regular checks by soundings or by observing the flow of air in the airpipe. The officer of the watch must ensure that optimum load/discharge rate is maintained as per makers' instructions. 3.3.1. 3.3 .1.4 4 Work of Crew Crew Members must be Supervi sed To ensure that no time is lost unnecessarily, the officer of the watch must co-ordinate the work of the crew with the ballasting/deballasting and the loading and shall keep them informed of the programme and any adjustment to its timing. The officer of the watch will inform the crew when each hold is ready to be secured for sea. He will supervise the work as necessary to ensure that it is done correctly and with the required degree of thoroughness. thoroughnes s. Particular emphasis must be placed on: the closing of the cleats which which may result in a damage if they they are not closed or if they are not not closed timely, on Container vessels.
the thorough thorough cleaning of coamings coamings and hatch hatch drain channels, channels, on Bulk Carrier Carrier vessels.
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3.3.1. 3.3 .1.5 5 Liais on wit h the Loadi ng Foreman Liaison must be maintained with the planner and the loading foreman to ensure that a good understanding is maintained between shore and ship personnel. It will be the duty of the officer of the watch to keep the Chief Officer informed, so that he can act in good time to arrange for an interruption in loading. 3.3.1. 3.3 .1.6 6 Loadin g wit h Ship's Gea Gearr When containers/cargo is loaded with the ship's containers/cargo handling gear, a high level of alertness is required by the officers. They must ensure that the equipment is properly used and inspect it frequently to ensure that it remains in good working order at all times. 3.3.1. 3.3 .1.7 7 Pollu tio n Avo idanc e The officer of the watch must be alert to prevent any overflow of oil on deck or overside and to prevent any discharge of ballast where harm can be done. Pollution from the ship's domestic garbage and from hold sweepings, from discharge of contaminated bilge water, and by discharge of thick smoke from the funnel must also be avoided. Additionally for bulk carrier vessels, pollution by dust from the cargo can also be a problem and is one about which the terminal operators can be expected to give advice. 3.3.1. 3.3 .1.8 8 Weather Weather must be Observ Observ ed and R Record ecord ed The role of the officer of the watch in this respect is far from a passive one. When he observes the weather he must consider its effect upon the ship and cargo and must have no hesitation in taking action if the possibility of damage to ship or cargo exists. With some cargoes and in some ports the shore personnel may enforce sensible rules to protect the cargo and the loading process when adverse weather occurs, occurs, but it is never prudent prudent for the officer of the watch to rely upon anyone anyone else to take necessary action. Loading may be stopped if high winds or fog interfere with the t he process. Additionally on Bulk Carrier vessels, loading must be stopped and the hatches closed if it starts to rain, or even if it threatens to start to rain or snow upon a cargo cargo,, such as chemical fertiliser fertiliser or grain, which can be harmed by water. If the cargo is being loaded from a stockpile which is in the open and if the permitted range of moisture contained is large, then some rain during loading is unlikely to be critical, although this must be considered if the rain is prolonged and heavy.
3.3.2 3.3 .2
Chief Offic er's Role
During the loading period the Chief Officer must be concerned with a number of matters: 3.3.2. 3.3 .2.1 1 Deviation from the Loadin g Plan If it happens that the loading and deballasting can not follow the intended programme exactly, the Chief Officer should be informed when that occurs and may be able to adjust the loading/deballasting plan to take account of the new circumstances. This is only acceptable provided that he satisfies himself that the new plan remains within any limits imposed by the rules and regulations. It may be necessary to stop the loading if problems occur. In such cases, the Headquarters shall be
It may be necessary to stop the loading if problems occur. In such cases, the Headquarters shall be contacted.
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3.3.2.2 3.3.2 .2 Damage Claim s It is essential that stevedores are warned immediately when they have caused or seem likely to cause damage to the ship or containers/cargo. The Chief Officer should regularly emphasise the importance of this to his officers and should ensure that they issue the appropriate warnings, and/or report to him immediately ensure that damage they are has aware of the matter and should always follow of this up immediately with a writtentonotice when occurred. Very important is the collection evidence, usually photos, in order to be able to back up such a damage report. 3.3.2. 3.3 .2.3 3 Add iti onal Duties on Bul k Carri Carri er Vessels 3.3.2. 3.3 .2.3.1 3.1 Commencement of Loadi ng The Chief Officer will normally be in attendance at the commencement of loading to ensure that a swift response can be made to any unexpected problems which occur. He will double-check that the loader can plumb the hold and that the cargo is the correct product being loaded in the intended position. 3.3.2. 3.3 .2.3.2 3.2 Monitori Monit ori ng of Tonnages Delivered Delivered It is prudent to make an accurate check of the tonnages loaded at intervals during the loading, and this is something that the Chief Officer should try to do by undertaking informal draft surveys from time to time without interrupting loading. Such surveys are useless unless the precise ballast condition is known, so they are best undertaken at the end of a stage in the deballasting deballasting.. 3.3.2. 3.3 .2.3.3 3.3 Trimm ing Pours The Chief Officer will calculate the quantities required for the trimming pours when he has obtained a full set of draft readings. The tonnages required for the trimming pours and the holds in which they are to be loaded will normally be passed to the loading foreman in writing, to avoid misunderstanding. 3.3.2. 3.3 .2.3.4 3.4 Toppi ng off of Hold Hold s When the ship is loading a low-density cargo such as coke or grain, where the holds have to be completely filled, the Chief Officer will try to view the completion of each hold to satisfy himself that it has been entirely filled and that no space has been lost. Where a cargo requires trimming to provide a level stow or to ensure the maximum tonnage loaded, the Chief Officer should satisfy himself that the work has been done properly.
3.3.3
Master' s Role
When provided with competent officers, the Master can expect that his involvement with loading containers/a familiar cargo will be limited to the receiving of regular reports from the Chief Officer as to how the work is progressing and the offering of advice where appropriate. When the cargo is more unusual or when the officers are inexperienced or unreliable, the Master will find it necessary to monitor their work more closely and to undertake or recheck some of the more critical duties normally undertaken by the Chief Officer. On occasions it may happen that a problem arises with the loading which is outside the Master's experience. In such circumstances the Master shall not hesitate to stop the loading and consult the Company’s Management.
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3.4
DAMAGE DAMA GE TO THE SHIP
Damage to the ship whilst loading can occur as a result of contact between the spreader and the ship's structure or as a result of careless loading. Wherever possible the officer of the watch should anticipate the possibility of damage and take steps to prevent it. When damage occurs the details must be noted and the stevedores must held responsible by aincident written promptly notice. Normally it willOfficer be theso responsibility of the officer of the watch tobe pass the details of the to the Chief that the latter can serve the notice on the stevedores.
3.5
DAMAGE DAMA GE TO THE CARGO
On Container Vessels:
Damage to the cargo ship whilst loading can occur as a result of contact between the container and the ship's structure and fittings, as a result of careless loading or as a pre-existing damage to the container. Wherever possible the officer of the watch should anticipate the possibility of damage and take steps to prevent it. When damage occurs the container details and nature of damage must be noted, it is recommended to take pictures of the cargo damage and the stevedores must be held responsible by a written notice. Normally it will be the responsibility of the officer of the watch to pass the details of the incident promptly to the Chief Officer so that the latter can serve the notice on the stevedores. On Bulk Carrier Vessels:
Damage to the cargo or loss of cargo through spillage whilst loading is a possibility and should be treated in the same manner as damage to the ship. Damage should be anticipated and prevented where possible. When it occurs the details should be noted and promptly passed to the Chief Officer. If damage or spillage continues to occur it may be necessary to stop loading until better methods can be introduced.
3.6
SAFETY DURING CONTAINERS/CARGO LOA DING
No one should be allowed to stand or pass beneath the path of the containers/cargo. Anyone passing along the deck should use the opposite side to that on which the containers/cargo handling gear is working. The gangway or accommodation ladder should be clear of the containers/cargo working area if at all possible. Helmets must be worn on deck. A hold should never be entered when containers/cargo are being loaded/worked loaded/worked except with authority of the duty officer and the knowledge of the signaller for the containers/cargo containers/cargo working equipment. Hatch covers, must be secured. Stevedores must be required to observe the same standards of safety as are required of ship's personnel.
On Container Container vessels additionally additionally following following apply: Railings must be fitted next to the hatch coamings and all crew and stevedores must use the catwalks and passages to move on deck. Effective Date: 01/01/2020
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On Bulk Bulk Carrier Carrier vessels additionally additionally following following apply: apply:
Goggles and dust filter masks should be worn when the cargo is dusty and requires these precautions. Extra care must be taken when slippery cargo residues are on deck.
3.7
LOADING LOA DING OPERATIONS PROCEDURE
Duties of the officer of the watch in the loading port 1. Study and understand the loading plan. 2. Study and understand the ballast/deballast ballast/deballast plan. 3. 4.
Ensure that that all hatch hatch covers are safely secured in position and and can not move by accident. accident. Ensure that that the correct correct containers/cargo containers/cargo are are loaded and containers/cargo containers/cargo are in good condition. condition.
5.
Keep any list within acceptable limits.
6.
Monitor the deballasting deballasting to ensure ensure that the best best deballasting rate is maintained, maintained, problems problems are identified and corrected corrected and appropriate appropriate discharge discharge of ballast is achieved achieved in order to have the correct trim/list.
7.
Keep the loading foreman informed informed of any developments, developments, particularly particularly of potential problems which may affect the loading. Note any possible causes causes of damage damage to ship or containers/carg containers/cargo o and make make every effort to prevent them. Note and record any possible causes of damage to ship or containers/cargo, and immediately pass details to the Chief Officer who will hold the stevedores responsible. responsible.
8. 9.
10. Ensure that moorings and and means of access are tended as necessary. necessary. 11. Prevent pollution from ballast, bilges, bilges, leakage of oil, garbage, containers/cargo resid residues, ues, funnel smoke and dust from the t he containers/cargo. 12. Record full weather weather observations observations at least three times times daily. 13. Maintain full written records records in the deck log book of all releva relevant nt events and data. 14. Ensure that safe working working procedures procedures are followed. followed. Additionally, on Container Vessels: Vessels : 15. Monitor the position of the spreader spreader and the loading sequence. sequence. 16. Ensure that the lashing is done done according to cargo securing securing manual. Additionally, on Bulk Carrier Carrier Vessels Vessels:: 17. Monitor the position of the loading loading arm, the loading seq sequence uence and the loading loading rate. 18. Watch the draft to ensure ensure that no overloading overloading occurs. occurs. 19. Co-ordinate and supervise the work of the crew to ensure efficiency in shifting of the ship, preparing ballast holds for loading, ensuring that ship's cargo gear is properly used and maintained in perfect condition, and securing of holds on completion.
Duties of the Chief Chief Officer in the loading port 1. 2.
Keep the Master fully informed of of progress in the loading and problems problems encountered. encountered. Give the officer of the watch additional additional written instructions instructions regarding the the loading if the
circumstances require it. 3.
Keep the loading foreman informed regarding requirements for trimming, and possible causes of delay.
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4. 5.
Monitor the commencement commencement of loading, loading, and and act promptly to deal with any any problems. problems. Ensure that appropriate appropriate matters receive receive attention attention when when particular particular c containers ontainers are loaded. loaded.
6. 7.
Provide verbal verbal warning, warning, quickly followed followed by written notice notice , to stevedores stevedores when the ship or the containers/cargo containers/ca rgo is damaged. Ensure that the the ship ship is properly secured for sea. sea.
8.
Ensure that safe working procedures are followed.
Additionally, on Container Vessels: Vessels : 9. Distribute copy of the loading loading plan to the officer officer of the watch and ensure ensure that it is understood. understood. 10. Check and approve approve the lashing lashing done from the stevedores. Additionally, on Bulk Carrier Carrier Vessels Vessels:: 11. Distribute copies of the loading/deballasting plan to the loading foreman and the officer of the watch and ensure that it is understood. 12. Conduct ship's draft surveys or undertake draft surveys with an independent surveyor, when appointed. 13. Use informal draft surveys surveys to monitor the tonnages deli delivered vered from time to time during loading. loading. 14. Supervise the final stripping stripping of ballast tanks to ensure mini minimum mum ballast is retained. retained. 15. Calculate and and supervise the the trimming pours. 16. Supervise the trimming trimming of holds filled with low density density cargo to ensure that no space is lost. 17. Supervise the trimming of holds when a level stow on completion has been stipulated. 18. Check space remaining remaining in partly filled holds for the calc calculation ulation of stowage factor factors. s.
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4. LOADED VOYAGE 4.1
SOUNDINGS
Throughout the loaded voyage, as at all other times, soundings of cargo spaces (if any), ballast tanks, void spaces and bunker tanks should be carefully taken andforrecorded daily by theincreases same competent person. readings obtained should be inspected any unexplained or decreases in The the values observed. When the sounding positions are located on the open main deck and when the vessel is in adverse weather with a low freeboard, it is often unsafe to obtain soundings. In these circumstances the Chief Officer should be alert for any opportunity occurring when a set of soundings can be obtained. Reasons for any failure to obtain soundings should be logged. It must be understood that soundings are related to safety of vessel and/or crew. It is only when soundings are obtained daily, at the very least, that there is a reasonable chance that any damage or oversight will be detected promptly when it occurs. The consequences could be a large trim with longitudinall stresses exceeding the permitted values. longitudina When high level alarms are fitted and working as intended, they provide a useful service to back up the daily soundings and to provide for occasions when adverse weather prevents the taking of soundings.
4.2
CHECKING OF CONTAINERS/CARGO LA SHINGS
When containers/cargo are lashed, a regular routine of inspecting the lashings daily, or more frequently, is essential. The frequency of the inspections must be increased upon sailing (container vessels) or early in the voyage before the cargo has settled (bulk carrier vessels), in bad weather and at any time when each inspection finds noticeable looseness in the lashings. Lashings can become loose for a variety of reasons. If the ship is pitching and rolling heavily lashings will become stretched as the containers/cargo is accelerated first in one direction and then in another. Movement and vibration can cause fastenings to slacken or disengage even if they have been secured/locked. Any slackness in the lashing system will allow containers/cargo containers/cargo to move and, once it can move, it will further damage the lashings and readily break adrift. It is essential that lashing systems are inspected frequently and thoroughly and that lashings are efficiently retightened as they become slack. When it is necessary to inspect and tighten containers/cargo lashings on deck or in the holds in bad weather, the ship must be hove-to and the inspection must be carried out organised and planned. Wherever possible it should be undertaken during daylight hours. A process which can be recommended is for the Master to take the bridge, sending the Chief Officer, Off icer, bosun, and several seamen to make the inspection dressed in suitable protective clothing, equipped with VHF radios. When an inspection in a hold is necessary, the normal safety arrangements for entering an enclosed/dangerous enclosed/da ngerous space must be followed. When an inspection is undertaken during bad weather, these facts should be recorded in the deck log. Additionally on bulk carrier vessels, wet logs will shrink significantly as they dry out and the cargo will settle as the ship works.
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4.3
VENTILATION VENTILATION (Bulk Carri Carri er Vessels Only)
Bulk cargoes are ventilated in order to prevent the formation of cargo sweat or ship's sweat which could damage the cargo, to reduce the harmful heating of a cargo, and/or to remove hazardous gases from the cargo spaces. Ventilation in the wrong circumstances can do considerable harm and before a decision is made to ventilate a space is necessary to consider the requirements of the cargo, the temperature and humidity within the holdsitand outside and the presence or absence of sea spray. The types and positions of ventilators, with which the ship is provided, must also be taken into account. A number of difficult cargoes have special ventilation requirements to prevent overheating or to remove dangerous gases. Coal is ventilated to remove heat and hazardous gases. With grain and steel, a major object is to avoid the formation of sweat, which would damage the cargo. In addition there can be a need to remove heat from grain cargoes. Iron ore has no particular need for ventilation although it is desirable for access and to reduce corrosion to maintain a dry and healthy atmosphere in the holds. Cargo sweat is most likely to occur when the ship has loaded a cargo in a cold region and air is admitted to the hold as the ship is travelling towards a warmer region. To prevent cargo sweat when passing from a cold region to a warm region all ventilation should be stopped and the hold should be kept closed, with the air unchanged, as far as possible. The temperature of the cargo will only rise very slowly to equal the external atmosphere and, so long as the hold remains closed, the air within it will gradually become warmer and able to hold more moisture. Ship's sweat is likely to be met when the ship has loaded in a warm region and is steaming towards colder climates. When passing from a warm region to a cold region full ventilation should be continued whenever possible in order to withdraw moist air from the hold and replace it by drier external air. If the cargo contains moisture, the air in the hold will continue to be moist and will condense upon the ship's cold steelwork unless it is continually extracted, and replaced by drier air. Ventilation should be stopped by stopping fans and closing the ventilators when the vessel is shipping spray in the vicinity of ventilator intakes. Times of interruption of ventilation should be logged. It must be remembered that when forced ventilation is used, if an access hatch or other opening close to the inlet ventilator is left open, this is an inefficient form of ventilation.
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5. DISCHARGING OPERATIONS The supervision of discharge will require a junior officer (Second or Third Officer) on duty at all times, as officer of the watch, with the Chief Officer monitoring events and intervening whenever necessary to ensure that the discharging sequence is observed, standards are maintained and the work is progressed. The Master will be actively involved with the discharge, if his officers are inexperienced, or if problems arise.
5.1
CARE FOR THE CONTAINERS/CARGO
During discharging, discharging, the ship's officers must be alert to ensure that: On Container vessels:
the containers are not damaged. If there is a damage on the containers it must be noted and a damage report must be issued in order to state that this was an existing damage and it did not have anything to do with the vessel, crew or the owners. Once the containers has crossed the ship's rail, it is more difficult for ship's personnel to prevent it from being damaged, but it is necessary to observe what happens to the containers ashore. When reefer containers are being loaded then vessel’s duty officer assisted by the electrician, where necessary, must ensure that the containers are intact and in good working condition with all the mechanical parts functioning. functioning. Upon receipt of such a malfunctioning container and while still in port, a damage report must be issued and shore technician must be asked to come onboard the vessel and check the reefer and issue his report. If his report is ok and the problem is rectified then the container will remain onboard. If not then a protest must be issued and the container must be discharged. Also, Charterers must be informed, with copy to Head Office, with same content as the letter but addressed to them also in order to obtain the permission to discharge the container. In any case the Managers have to be informed. When IMDG containers are being loaded then vessel’s duty officer must ensure that the containers are intact and in good condition, properly labelled, stowed in the correct position according to IMDG segregation and that all the documents documents are valid. valid. Chief officer must provide duty officers with a stowage plan and container manifests enabling duty officers to crosscheck the labelling labelling with the manifests and the s stowage towage position. If there is a damaged IMDG container then chief officer must be immidiatelly notified. NO ONE must ONE must come in contact with leaking substance and actions will be carried only after Chief Officer has received all the information from the IMDG code and all the provisions, measurements have been met. On Bulk Carrier vessels:
the cargo is not damaged. Hatches must be covered promptly for rain or snow, if the cargo must not be wetted, and breakbulk such as bagged cargo, steel, timber and woodpulp must be correctly handled and slung. If there is excessive leakage of cargo from grabs on to the deck or the quay or into the dock, protests must be made by word and supported in writing. High winds may prevent the discharge of some cargoes because of high windblown losses, or because of unwelcome distribution of the cargo over nearby communities, with consequent environmental pollution and possibility of
imposition of fines to the ship by the local authorities.
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The officer of the watch should look out for damage to the cargo from oil or hydraulic leaks from shore, or ship's gear and take appropriate measures in case of such an incident. Where different parcels of cargo are carried in a single hold, officers must ensure that the stevedores are informed, find and respect the separations, whether they be in the form of coloured ropes separating of logs, thin steel sheeting used to cocoon parcels of mineralsoforone polythene sheeting or cargoes netting used between consignments of bagged cargoes. The completion parcel, removal of the separation and commencement of the next parcel should be observed by the duty officer to ensure that no mistakes are made, that result to cargo contamination or admixture, and to make a record of the details. Separation material can often be saved to be reused or returned to the supplier. Once the cargo has crossed the ship's rail, it is more difficult for ship's personnel to prevent it from being damaged, but it is necessary to observe what happens to the cargo ashore. If quantities are spilt, if it is contaminated by loading into dirty trucks or water-logged lighters, or by placing on contaminated or muddy quays, if different grades are mixed, or if cargo which is sensitive to moisture is left in the open, this is cause for concern because an attempt may be made, at a later date, to blame the ship for this damage. The Headquarters should be informed immediately, so that the P&I club is contacted and a surveyor can attend to observe events, and tthe he details should be recorded by the taking of photographs and by an entry in the ship's log book. In addition, a written protest should be issued to stevedores, agents, charterers and receivers.
5.2 5.2.1 5.2 .1
CARE FOR THE SHIP Damage Damage dur ing Disch argin g
On Container vessels:
The most common means of discharging containers is by means of shore cranes with spreaders and when carelessly used can cause considerable damage to a ship's structure. Crane drivers must be forbidden from working quickly and carelessly, and protests must be made, verbally and in writing, to enforce this. Crane drivers who are careless or incompetent are also likely to cause damage, and officers must insist that they work more slowly and safely or are replaced by more skilful colleagues. On Bulk Carrier vessels:
A variety of discharging discharging methods for discharging discharging ships are available. available. The most common means of discharging bulk cargoes is by means of grabs rigged on gantry cranes, luffing cranes, or ship's cranes or derricks, and when carelessly used can cause considerable damage to a ship's structure. Crane drivers must be forbidden from using grabs to strike the ship's structure deliberately to loosen cargo residues, and protests must be made, verbally and in writing, to enforce this. Crane drivers who are careless or incompetent are also likely to cause damage, and officers must insist that they work more slowly and safely or are replaced by more skilful colleagues.
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5.2.2
Stevedo res’ Damage
It is necessary to find stevedores' damage as soon as possible and preferably as soon as it occurs, so that the stevedores can be held liable for the damage. The foreman or supervisor should be shown the damage, and if it was caused by carelessness or unsafe practices, he should be instructed to prevent any repetition.Such He should beispresented with notice statingbythat his employers liable for the damage. written also notice also made on aawritten form accompanied evidence (photos)are provided by the Charterer. If no such form is available, a suitable letter can be written stating the port, the date, the time, the exact location and description of the damage. Such entries shall be made carefully, so that several years later the damage can be distinguished distinguished from other damage, if necessary. When the stevedores' damage form has been completed, it must be presented to the stevedore foreman and his signature obtained on all copies. He will retain one copy whilst the ship keeps the remainder. Stevedores show great resourcefulness in finding reasons for not signing the damage form, but their resistance must be met by determination on the part of the ship's officers. A signature 'for receipt only', or a signature denying liability is better than no signature. Also a telex must be sent to Charterers, with copy to Headquarters, with same content as the letter but addressed to them also, requesting the on the spot repair of the damage caused. Where damage is suspected, but there are good reasons why it can not be confirmed before sailing, the stevedores should be issued with a stevedores' damage form holding them liable for any damage found (e.g. after completion of loading/discharge of a partly discharged hold). The reasons why they are thought to have caused damage should be clearly stated. Additionaly, on: on: container vessels
The best rule for detecting stevedore's damage is for the duty officer to remain on deck for as much of the time as possible, to observe the loading/discharging process and to see the way in which the spreaders are being used. Every loud bang should be investigated, and whilst an officer is on deck the hatch coamings, visible hold areas and the surrounding superstructure such as masts, handrails, stanchions, ventilators and flood-lights should be regularly viewed for damage. Crew members, if consulted, can often draw attention to damage that might otherwise be overlooked and it is worth emphasising emphasisin g this to the crew. The final inspection for stevedores' damage in the hold should ensure that ballast lines and tanktops are intact, that the ship's side frames are regular and undamaged, with brackets undamag undamaged, ed, and that the hold ladders and other fittings are complete and undamaged. Bulk Carrier vessels
The best rule for detecting stevedore's damage is for the duty officer to remain on deck for as much of the time as possible, to observe the discharging process and to see the way in which the grab(s) is/are being used. Every loud bang should be investigated, and whilst an officer is on deck the hatch coamings, visible hold areas and the surrounding superstructure such as masts, samson posts, ventilators and flood-lights should be regularly viewed for damage. Crew members, if consulted, can often draw attention to damage that might otherwise be overlooked and it is worth emphasising this to the crew. The ship's steelwork should not be struck to dislodge cargo, as this is likely to damage the structure.
In order to avoid this problem of cargo residues, trimmers should be brought into the hold at an early stage to remove cargo from the bulkheads whilst standing on the cargo. If this can not be arranged, or is not properly done, then hammering should not be prevented, but a letter of protest should be submitted before the vessel sails. Effective Date: 01/01/2020
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The final inspection for stevedores' damage in the hold should ensure that no bilge gratings or manholes cover plates are missing, that all sounding pipes, air-pipes and ballast lines and their guards are intact, that no new indents can be seen in the plating of the tanktop, lower or upper hopper sides or athwardships bulkheads, that the ship's side frames are regular and undamaged, with brackets undamaged, undamaged, and that the hold ladders and other fittings are complete and undamaged undamaged..
5.3
CREW WORK
On Container vessels:
There are limits to the work that stevedores can be persuaded or compelled to do in the holds, and it is sometimes in the ship's interests to put crew members to work for supplementary lashing. Stevedores will often refuse to move lashing materials materials which are are not in position. position. If crew members carry the lashing from the stowing position on the bay to be lashed, the stevedores will normally be co-operative. As the loading/discharging from particular bays is completed, the crew may be required to check and tight the lashing to ensure vessels’ safety and cargo securing. On Bulk Carrier vessels:
There are limits to the work that trimmers can be persuaded or compelled to do in the holds, and it is sometimes in the ship's interests to put crew members to work in the holds on supplementary cleaning (e.g. frames high in the hold during discharge). Trimmers will often refuse to remove cargo which has fallen into hold bilge wells when a cover plate has been dislodged. If crew members remove the cargo from the bilge, the stevedores will normally be co-operative about lifting it from the hold by grab, thus saving time and effort from the crew later. The same applies for completed holds. As the discharge from particular holds is completed, the crew may be required to clean ballast holds before they are ballasted or in preparation for the loading of the next cargo.
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SECTION E ENGINEERING
“ ENGIN ENGINEE EERI RING NG”” SECTION E
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SECTION E ENGINEERING 1
1.1
OPERATIONAL PRACTICES, DUTIES
UNATTENDED OR UNMANNED MACHINERY SPACE (U.M.S.) OPERATION
On any ship certified for UMS operation, maximum usage sho should uld be made of the facility while at sea, at anchor or in port. Subject to the overall approval of the Master and the satisfactory condition of the specified UMS alarm and control systems, UMS should be adopted as the normal operating condition for such ships except: When manoeuvring manoeuvring in and out of port. When ca cargo rgo related related operations operations alongside renders UMS operation operation impractical or where port regulations prohibit UMS conditions. At sea or at anchor, when when the Master determines determines the necessity necessity for the engine engine room room to be manned, due to adverse weather or traffic conditions, or if bridge control of engines is unavailable. The engine room shall be manned after sailing from port, until the Chief Engineer is satisfied that the machinery has settled and that alarms and automatic controls are operating satisfactorily. When satisfied, he should advise the Master that changeover to the UMS condition may take place. The Chief Engineer shall ensure that any engine officer appointed as Duty Engineer (Engineer of the Watch) during periods of UMS operation is totally familiar with the machinery installation, capable of carrying out routine inspections and of dealing effectively with alarm conditions, and familiar with all instructions specified for inspection and communication routines. The Chief Engineer shall ensure that his Standing Orders establish such routines. Communication routines shall specifically require that the Duty Engineer notifies the Bridge Officer of the Watch immediately prior to entering the machinery spaces while unmanned, maintains contact whilst in the spaces and again reports on finally leaving the spaces. Means shall be adopted to ensure that entry to UMS outside of normal working hours is restricted to the Duty Engineer and other persons specifically authorised by the Chief Engineer. All access doors shall carry appropriately worded "Entry Prohibited" signs, in languages understandable understandable by the crew, indicating the times during which special restrictions apply.
1.2
BRIDGE CONTROL FOR ENGINES
On ships equipped for bridge control of main engines, this facility shall be used as the normal method of control. Local control should be used in circumstances when due to plant conditions, mechanical failure or other sound reason, bridge control is considered to be impractical. The Chief Engineer shall ensure that despite the use of bridge control, all engine officers are familiar with and practised in, local and emergency control of the main engine and the methods of changeover for the systems.
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SECTION E ENGINEERING 1.3
ENGINEERS OF THE WATCH (DUTY ENGINEERS) ENGINEERS)
The Engineer of the Watch is the representative of the Chief Engineer and as such, has his full authority for the operation of all machinery as well as authority over all Engine Department personnel on his watch. The Engineer of the Watch is assisted during watchkeeping by the Assistant Engineer of the Watch, who works under his directions. If main engines are operating under engine room control, the responsible engineer shall remain in the vicinity of the engine controls, in order to respond rapidly to telegraphed orders. 1.3.1 1.3 .1
Routin e for Taking Taking Over Over a Watch
Prior to taking over a watch, the Engineer of the Watch is to examine all machinery and plant, particularly the steering gear, refrigerating machinery, boilers, main engine, diesel/turbo generators and ancillary equipment. He must also inspect all fuel and lubricating oil pipework for leakages and the bilges to ensure they are clean and free of any undue accumulation of water. Any defects must be immediately reported to the Engineer of the Watch being relieved. The Engineer being relieved is to inform the officer assuming responsibility to the status of all plant, service tanks and suctions in use and to advise of any conditions which might call for special attention. When operating under UMS condition all relevant details are to be shown in the Engine Log Book and on the engine room notice board. 1.3. 1.3.2 2
Standing Standing Orders and Instruct ions
On taking over the watch, the Engineer of the Watch is to familiarise himself with the instructions in force in the Chief Engineer's Order Book and to acknowledge these instructions by countersigning them and writing the time he did so in ink. He is further to ensure that all orders are issued and complied with. The Assistant Engineer of the Watch is also to familiarise himself with the instructions in force in the Chief Engineer's Order Book and acknowledge these instructions by countersigning countersignin g and timing his signature in ink. In the event that the Engineer of the Watch is unable to comply fully with any written instructions, the matter is to be resolved before the watch is relieved. 1.3.3 1.3 .3
Inspection Inspect ion s of Machinery
The Engineer of the Watch must make regular and frequent inspections of all machinery during his watch, and must ensure that the plant is working safely and efficiently. All temperatures, pressures, levels, flows, loadings, etc., are to be kept under observation and within normal operating limits and where alarm conditions occur, he is to investigate the cause and initiate remedial action immediately.
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SECTION E ENGINEERING 1.3.4 1.3 .4
Steerin Steerin g Gear Gear Inspect ion s
The Engineer of the Watch is to inspect the steering gear at least once during his watch. These inspections are to consist of, but not limited to, checking the general condition of the steering gear room, the tool board (if there is any), condition of instructions, level of hydraulic oil in reserve and make-up tanks, checking for leakage at joints, valves packing glands, tightness of flange nuts and/or bolts, irregularity in sound of pump and and motor in operation, valve positions, hunting or slamming of controls or rams, condition of linkage and lubrication of moving parts. He is also to check the temperature of pumps and motors in operation. 1.3.5 1.3 .5
Water Water Levels in Boi lers and and Heat Heat Exchangers
The Engineer of the Watch is to keep water levels in boilers, heat exchangers and all steam generation units under frequent observation. He is to cross check local and remote level indicators regularly to ensure that they are all correct. Under no circumstances should he rely solely upon the water levels shown in remote level indicators. Where he experiences difficulty for any reason in maintaining boiler water levels within prescribed safe working limits, the Engineer of the Watch must take immediate remedial action to safeguard the boiler and inform the Chief Engineer accordingly. 1.3.6 1.3 .6
Alt erations to Main Engine Speed Speed
Except to obey the engine room telegraph and/or to advert machinery damage, the Engineer of the Watch must never, on his own initiative, alter the speed of the main engine. If at any time a condition develops in the engine room which may necessitate slowing or stopping the main engine, he must inform the Chief Engineer immediately as well as the bridge. Except in an emergency situation, he is to ask the Bridge Officer of the Watch for permission before any speed reduction is made, as the first consideration must be the safety of the ship. However, in circumstances beyond his control, when the engine has to be stopped immediately, he is to take the following action:
Ring "STOP" on the Engine Room/Bridge Telegraph. Sound the Engineer's Alarm, and Stop the Engine.
In the event of an automatic shutdown or slowdown of a main engine, the emergency override mechanism must not be activated, unless either the safety of the ship is at risk or it has been established beyond doubt that the shutdown was caused by a faulty control or alarm. 1.3. 1.3.7 7
Actio ns in the Event Event of Machinery Machinery Defect Defect
At the first indication of breakdown or any other defect of machinery or boilers, the Engineer of the Watch is to take the necessary action to prevent damage and to inform the Chief Engineer immediately.
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SECTION E ENGINEERING 1.3. 1.3.8 8
Lubric ation of Machinery Machinery
The Engineer of the Watch must ensure that lubricating oil supplies to the various items of machinery are kept under observation and must take suitable precaution to avoid losses. He must also ensure that only oils/greases, as recommended for specific duties, are used. 1.3.9 1.3 .9
Examinatio n of Bil ges
The Engineer of the Watch must ensure that bilges are examined and that oil leaks and spillages are stopped and contained where possible. Bilges are to be kept well lit and clean at all times. He is to ensure that bilges are pumped out without any contravention of Oil Pollution Regulations (see section C par.1.5). When necessary, bilges should be discharged to the bilge reception tank. In permissible areas any discharge of bilge water to the sea must only be effected by utilising the approved oily water bilge separator prescribed by MARPOL. It is essential that ingress of water or oil in any form is kept in an absolute minimum. He must report any excess or abnormal leakage of oil or water to the Chief Engineer immediately. Every effort should be made to determine the source of leakage, if necessary, by sampling. In the event of serious flooding, he is to take the following action:
Ring the Engineer's Alarm. Take imme immediate diate remedial remedial action action to contain flow from whatever source and by the most most effective means available, including the use of a bilge injection suction.
1.3.10 1.3 .10 Steam, Compress ed Air and Fresh Water on Deck Deck The Engineer of the Watch is responsible for supplying steam, compressed air and fresh water on deck when asked to by the Deck Officer of the Watch or the Chief Officer. For steam supply, a two-hour notice should be given to the Engineer of the Watch for warming through and proper draining of steam lines. 1.3.11 Fuel Economy The Engineer of the Watch must pay attention to matters affecting the consumption and economical use of fuel. He is to pay the strictest attention to the instructions regarding the correct burning of oil fuel and the proper supply of air to boilers. He is to ensure that any auxiliary machinery, machinery, not actually required, is shut off. 1.3. 1.3.12 12 Prevention Prevention of Ac cidents The Engineer of the Watch is to be particularly alert in the prevention of accidents to personnel and machinery, and at all times to enforce the AMMS procedures and instructions relevant to safety management and to accident and dangerous occurrence occurrences s reporting.
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SECTION E ENGINEERING 1.3.13 Log Book Before being relieved, the Engineer of the Watch is to ensure that all particulars in the Engine Log Book relating to his watch, have been accurately recorded. It is essential that he records any casualty or unusual event. The Log Book must always be completed in ink. Erasures must never be made and alterations must be initialed and completed in ink or ball-point pen. 1.3.14 1.3 .14 Engin eer of th e Watch in Harbo Harbo ur and at Anchor The Engineer of the Watch in harbour and at anchor is to assume the duties and responsibilities as set out for the Engineer of the Watch at sea, and any additional requirements requiremen ts specified by the Chief Engineer. 1.4
VESSEL IN PORT
When the vessel is in port, the Chief Engineer must ensure that there is always a competent certified Senior Engineer on board, except on those occasions, only as authorised by the Master, in which all watchkeeping is suspended. Whenever boilers are steaming or any machinery is in operation, a competent engine officer must be on duty in the machinery spaces. It is essential that the wheelhouse, the emergency generator room and any other compartment containing fire detection system panels are kept unlocked so that rapid location of a fire zone is possible. Adequate manpower must be available on board to meet operational requirements requirements at all times. 1.5
VESSEL AT ANCHOR
In non-UMS vessels, watches are to be maintained while the vessel is lying at anchor. In UMS vessels the engine room may be unmanned at anchor, subject to agreement with the Master. 1.6
VESSEL IN STAND-BY STAND-B Y CONDITION
It is the responsibility of the Chief Engineer to ensure that the machinery spaces are adequately manned during all stand-by conditions. The Second Engineer should be present in the engine room spaces during stand-by conditions and it is within the Chief Engineer's discretion to relieve him in cases of long stand-by's. This also applies for the Electrician. If necessary, extra engine officers are to be employed during stand-by conditions to ensure that all operational requirements requirements are effectively dealt with and any necessary remedial action promptly taken. During stand-by conditions the Chief Engineer must be available to attend the engine room in case of emergency. emergency. His whereabouts on board board must be made known known to the Engineer Engineer of the
Watch at all times.
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SECTION E ENGINEERING 2
ENGINEERING ENGINEERING PRACTICE PRACTICE
2.1
GENERAL INSTRUCTIONS
2.1.1 2.1 .1
Manufactu rers and Suppli ers Manuals Manuals
Manuals dealing with the operation and maintenance of machinery and equipment are supplied to all vessels managed by the Company and it is of paramount importance that these are studied by all engine officers to ensure correct operation and maintenance of the installed equipment. Any relevant instructions relating to machinery and equipment given in the following instructions are complementary to those given by the manufacturers. Should there be any conflict between these instructions and those given in makers or suppliers handbooks it must be reported to the Company in writing by the Chief Engineer, in order that clarification may be determined. 2.1.2
Cleanliness
The importance of cleanliness cannot be impressed too strongly on all engine room personnel. Rags contaminated with fuel carry a risk of spontaneous ignition and are to be disposed of quickly or kept in covered metal containers until disposal. 2.1.3
Alterations
No structural design alterations or material changes are to be made to the ship, machinery, fittings or systems without the sanction sanction of the Company. This does not preclude preclude emergen emergency cy measures necessary for the safe and efficient operation of the ship, but details of such temporary measures must be forwarded to Headquarters at the first reasonable opportunity. 2.1.4
Vibration
Vibration can cause severe damage to machinery, bearings, pipes, fittings and instrumentation. To minimise this damage the main machinery must be regulated at all times to avoid speeds at which severe vibration may be experienced. As well as the barred-speed ranges prescribed by engine designers this may preclude operation at certain speeds where the combination of draught, trim and weather lead to severe vibration. Particular attention must be paid to the balancing of cylinder loads on diesel engines and to the tightness of holding down bolts on all reciprocating machinery, when vibration is experienced. Full use must be made of all condition monitoring equipment supplied to detect and measure vibration and any significant increase in vibration levels, that cannot be accounted for, should be reported to Headquarters. 2.1.5
Valves
All ship side valves must be kept in good working order so that they can be shut in an emergency. Similarly, all valves that may be required to pump out the consequences of
flooding, particularly rarely used valves such as bilge injection valves, must be maintained in good working order.
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SECTION E ENGINEERING Testing and lubrication of valves must be carried out regularly. 2.1.6 2.1 .6
Permi Permi t to Work Systems
Permit systems are specified for certain tasks when close control of safety arrangements is necessary. Those in use cover: Entry to Enclosed Spaces Hot Work Permit These permits form an integral part of the Company's procedures and instructions regarding safety and the requirements must be strictly observed. 2.1.7 2.1 .7
Main Engin e Power
The normal service power of the main engine must be maintained as instructed in the vessel's commissioning letter, unless otherwise directed by Headquarters, except under emergency conditions conditions involving safety of life or safety of the ship. If the vessel's normal service power is required to be altered, the fact - together with the reason for the alteration - is to be reported to Headquarters and noted in the Engine Log Book and passage summaries (Abstract of Engine Log). 2.1.8
Lagging Lagging
All lagging and insulation is to be maintained in a clean, dry and complete condition. When appropriate, lagging is to be protected by sheet metal sheathing (tin foils) or a hard setting compound. In the event that any lagging becomes impregnated with oil or other flammable material, the affected portion is to be replaced without delay. Any damaged insulation is to be be replaced with non-asbestos non-asbestos materials. materials. 2.1.9 2.1 .9
Pipeline / Valve Identif icati on
All pipeline systems in machinery machinery spaces are to be clearly iden identified tified by banded colour cod coding ing in accordance with any applicable statutory system. Valve handwheels are also to be painted, each with its appropriate colour coding. Name plates on valves under Engine Department jurisdiction are to be unpainted, free of corrosion and kept legible at all times. 2.1.10 Pipe Syst em / Valve Care 2.1.10 Care Care is to be taken to avoid damage to pipes, lines and tubing, especially small bore pipes and tubing. Piping in bilges or under floor plates is to be protected to avoid corrosion. Pipe insulation is to be maintained in good condition. Pipe supports and brackets are to be secured properly and vibrations eliminated. Leaks are to be repaired as soon as possible. Proper material, sizes and types of piping and valves are to be used for the service intended. No substitution from original specification is permitted without specific written instructions from the Headquarters. For reasons of safety to personnel and to avoid flooding, pipe systems are to be drained and
proven empty before flanges are disconnected. Hot work of any kind is not permitted on pipe lines or valves in place which may have contained flammable liquids or gas.
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SECTION E ENGINEERING Steam piping and valves are to be kept free f ree of leaks and boiler chemical compound build-up. Only heat-resistant paint is to be used. Hot valves are not to be painted. Care is to be taken in the re-installation of steam pipes and the proper cleaning and adjustment of pipe hangers in order to minimise pipe stresses and the risk of leakage. Equivalent materialand is to be used for replacement of piping and tests madeMild priorsteel to being in service. Gasket bolting materials are to be for the service intended. boltsput or nuts are not acceptable. Only high pressure steam packing is to be used. Cocks and valves not in regular use are to be kept clean externally and are to be operated through full travel at least once a month or at the first opportunity in port, should operation not be possible at sea. All valve stems are to be kept free of rust and corrosion, and are to be lubricated with anti-corrosion material. Glands are to be adjusted when they leak excessively. When systems are isolated or shut down, all glands are to be inspected and repacked as necessary. Packing is to be removed and renewed before hardening. It is not to be tightened so as to prevent free movement or cause wear of the valve stem. Whenever remote control valves are overhauled, particular care is to be taken so that the actual valve position and the indicated valve position are in agreement when re-assembled. re-assembled. Any open pipe system system or valve is to be protected, protected, when not being being worked on, to avoid avoid foreign matters entering the system, contaminatin contaminating g and damaging valves and/or machinery. 2.1.11 2.1.1 1 Safety and Relief Relief Valves To avoid excess pressure and the risk of consequent dangers to men and machines, these valves are to be maintained strictly in accordance with system operating instructions. All safety and relief valves are to be tested regularly and the test results logged and signed by the Chief Engineer. These valves are never to be plugged or gagged except when testing boiler safety valves under the direction of a classification surveyor. 2.1.12 2.1 .12 Flexibl e Hoses and and Bellow s Flexible hoses and bellows generally are fitted to permit movement between moving equipment. They are not intended to accommodate permanent misalignment between adjacent flanges. They are, therefore, to be aligned properly in accordance with good engineering engineerin g practices. They are to be inspected for deterioration regularly. 2.1.13 2.1 .13 Use and Inspecti on of Cranes, Hoist s and Lifti ng Gear Gear All lifting appliances, including slings and strops, are to be clearly marked with their Safe Working Load (SWL). (SWL). The SWL is not to be excee exceeded ded in service. All lifting appliances appliances are to be inspected prior to use and are to be used and maintained in a safe and efficient condition. Close attention is to be paid to statutory survey and proof testing requirements and no lifting equipment subject to certification requirements is to be used, unless a valid certificate is
available.
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SECTION E ENGINEERING When difficult or heavy lifts require to be handled, the operation should be conducted under the supervision of the Chief Officer or another senior officer appointed by the Master. 2.1.14 2.1 .14 Eco nom ic Use of Machi Machi nery Economic operation of a ship's power plant can be obtained only through the safe and efficient use of each piece of machinery onboard. The total number of machines in use is to be kept to the minimum, while ensuring that standby machines are ready to be run. When manoeuvring in restricted waters and in harbours, more machines are to be put in line or in standby modes to ensure safe operation. 2.1.15 2.1 .15 Machinery Maintenance - Safety Safety Precauti ons Prior to commencing a maintenance task on any piece or plant or machinery, other than routine tasks normally undertaken while the machinery is in motion (e.g. lubrication), the responsible engine officer shall ensure that the machine has been isolated from its power supply and cannot be inadvertently restarted. Appropriate cautionary notices shall be attached to the isolating device. The responsible engine officer shall also ensure that temperatures and pressures in the machine and associate pipework have been reduced to safe levels prior to commencement commencement of the work. It is particularly important to ensure that machinery capable of being remotely or automatically started has been positively isolated prior to the commencement of maintenance. 2.1. 2.1.16 16 Precaution Precaution s when Admi tting Steam Steam to Cold Systems Care is to be taken, by the t he full use of drains and trap by-passed, to avoid the accumulation accumulation of water in pipes to which steam is to t o be admitted. Water hammering is to be avoided. Isolating valves are to be opened gradually at first and are to be closed at once if any water hammering results. Steam pressure or volume is not to be controlled by the isolation valve. Distribution valves are to be used for control purposes when necessary. 2.1. 2.1.17 17 Access and Lighting Whenever it is necessary to remove floor plates or gratings from walkways or ladders in order to gain access to bilges, wells, etc., the responsible engin engine e officer shall ensure that:
The area is adequately illuminated. The opening is open or fenced off. Cautionary notices are in place. Loose plates or gratings have been adequately secured.
On completion of the task for which access was required, all plates or gratings shall be replaced and properly secured.
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SECTION E ENGINEERING 2.2
MAIN PROPULSION MACHINERY
2.2.1
General
2.2.1. 2.2 .1.1 1 Operating manuals Operational practices detailed in the machinery operating manual (where such a document has been issued) must be followed. Any apparent conflict between these instructions and the operating manual must be referred to the Headquarters. 2.2. 2.2.1. 1.2 2 Turning and testing after shut -down When "Finished With Engines" (F.W.E.) is ordered, the arrangements called for by the manufacturer are to be carried out. The lube oil pumps and the turning gear are to run for at least two hours after F.W.E. The bridge is to be advised when the turning gear operation is to start and is stopped. Confirmation that it is safe to engage the turning gear must also be obtained from the deck officer on duty before any running trials are carried out. When control of the engine is transferred from engine room to bridge and from bridge to engine room, the manufacturer's instructions are to be complied with. The turning gear must be disengaged before the main engine is started and it is the responsibility responsibil ity of the Chief Engineer to ensure that this is carried out. 2.2.1.3 Speed governors and trips trips All speed governors must be kept clean, and well lubricated. Main engine trips must be regularly tested. An entry must be made in the Log Book on each occasion of testing. 2.2.1. 2.2 .1.4 4 Runnin g r epairs epairs Running repairs to all machinery should normally be executed by the Engine Department crew, whenever possible, and not postponed until the periodical main event repair period. 2.2.2 2.2 .2
Diesel Engin es
2.2.2.1 Warming through Main Engines must be kept warm during shutdown. Before starting and at the same time as the engine is being turned, the mechanical cylinder lubricators must be operated by hand to ensure a film of oil on the cylinder liner walls. 2.2.2.2 Starting precautions The turning gear is to be engaged and run for two hours before starting the main engine. It is to be ensured that sufficient oil is supplied to cylinders before engaging the turning gear. Prior to a sailing stand-by, the engine should be turned ahead and astern on starting air
(turning gear disengaged), with the indicator cocks open as a safeguard against damage
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SECTION E ENGINEERING from liquid which might have collected in one of the cylinders. Clearance from Master to turn engine shall be obtained. After a stoppage of more than two hours, all indicator cocks must be opened and the engine turned for one full revolution with the turning gear, having first obtained permission to do so from the deck officer on duty. The turning gear must be disengaged before the main engine is started and it is the responsibility responsibil ity of the Chief Engineer to ensure that this is carried out. 2.2.2. 2.2 .2.3 3 Manoeuvrin g o n h ea eavy vy fuel oil (H.F.O (H.F.O.) .) Main engines must be run on H.F.O. (360 cSt or 180 cSt according to manufacturer's instructions) at all times when entering or leaving port, during canal passages and during all other manoeuvring periods. In the event of problems arising due to manoeuvring on heavy fuel, there must be no hesitation in reverting to manoeuvring on marine diesel oil (M.D.O.). If this is preferred, the changeover should be effected about one hour before the first manoeuvres may be expected. Headquarters should be informed of any problems and difficulties encountered. encountered. M.D.O. is also to be used prior to shut down for any planned, prolonged stoppage such as dry-docking or a repair period to avoid stagnant line blockages. If there is diesel oil in the system prior to the departure, the changeover to heavy oil must generally be postponed until the ship is in open waters. It is interesting to note that when changing to H.F.O. as fuel instead of M.D.O, the exhaust temperatures will generally rise by 10-30 C, depending on the grade of oil used. After any period in port or prolonged prolonged stoppage at sea, the fuel system must be circu circulated lated and completely vented, with the correct operating viscosity for the fuel being obtained prior to starting the engine for sailing. It is very important that no "plugs" of cold fuel remain in the system and extra vigilance may be necessary when operating in low ambient temperatures. 2.2.2.4 Fuel injection temperatures Careful preparation of fuel oil is essential. Fuel injection temperatures are to be maintained as closely as possible to the upper temperature limit for the respective fuel viscosity so that a viscosity of 10-13 cSt is obtained at the engine fuel pumps. However the fuel oil temperature is not to exceed the limits provided in the manufacturer's instruction manual. Where fitted, fuel line steam heating coils are to be in operation. 2.2. 2.2.2. 2.5 5 Lubric ating oi l s ump level The level of lubricating oil, indicated when the main engine is running, must be sufficient to prevent vortexing and the ingress of air which can lead to engine bearing damage. In ships fitted with sump level alarms (low), the level must also be above the alarm setting. 2.2. 2.2.2. 2.6 6 Normal op erating erating condit ions
The main engine(s) must be operated within the limits of power, mean indicated pressure, speed and fuel consumption issued when the vessel first entered in service, unless specific
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SECTION E ENGINEERING written instructions to the contrary have since been issued. The latest manufacturer's instructions issued must be considered to be part of these guidelines and treated as such. 2.2. 2.2.2. 2.7 7 Diesel Diesel engine overheating/protection against against crankcase explosio n Early detection of overheating and the prompt slowing down or even stopping of the engine, as circumstances permit, will prevent the occurrence of conditions conductive to fire explosion. In this connection, it is essential that the crankcase oil mist detectors and explosion relief doors are maintained in a fully operational state and tested regularly. Should engine overheating be indicated or suspected, the following precautions must always be taken:
Crankcase or inspection inspection doors must must not be opened, opened, and the engine engine must not not be restarted until cooled down. Oil must not be sprayed on any surface, the temperature of which is above above blue heat (about 288 C) as there is risk of fire being caused thereby.
2.2.2.8 Scavenge fires In the event of a scavenge fire, engine power must be reduced and the fuel to the cylinder concerned shut-off, until the fire is extinguished. If the severity of the fire is such that it becomes necessary to stop the engine, then the turning gear must be engaged immediately and the engine turned continuously to minimise the risk of seizure. Turbocharger air intakes should be blanked-off, or if isolating flaps are fitted to the scavenge trunk then these should be closed. When a fire resulting in an engine stoppage has been fully extinguished, the spaces affected must be inspected and, if necessary, cleaned before closing-up and re-starting the engine. After all scavenge fires have been extinguished, close attention must be paid to conditions and temperatures in the scavenge spaces during run-up to service power. Only when stable conditions have prevailed for a full 30 minutes, after reaching service power, can it be assumed that all is well. There have been isolated incidents of fires occurring in the engine exhaust system between the cylinder outlet and the turbocharger, indicated by a rapid rise in turbocharger speed. This is a potentially dangerous situation and immediate action must be taken to stop the engine and blank-off the turbocharger inlet. 2.2.2.9 Temperature and pressure limits Operating limits laid down in manufacturer's instructions instructions are not to be exceeded except in an emergency. If the limits for exhaust temperatures have to be exceeded for any reason, a notation of the circumstances is to be made in the Engine Log Book and the bridge is to be informed. Headquarters are also to be informed in due course.
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SECTION E ENGINEERING 2.2.2.10 Turboblower failure If a blower fails and cannot be readily readily repaired, the the rotor is to be locked. The auxiliary blower blower is to be brought into use and the main engine run at reduced power in accordance with manufacturer's instructions. 2.2.2.11 Low power running Prolonged low power running contributes to the risk of sparking by fouling exhausts. This is to be prevented by periodic running at full speed as instructed by the engine manufacturer or Headquarters. 2.2.2.12 Cutting-out cylinders If it is necessary to run the engine with one or more cylinders cut-out, due to some defect, and the piston or pistons have not been removed, it is imperative that compression is retained in the cylinders cut-out. 2.2.2. 2.2 .2.13 13 Smoke Emis sio n Attention must be paid to regulations and instructions regarding the emission of "dark" or "black" smoke. It must be noted that the limitations imposed by the Clean Air Act and other national, foreign or local legislation will apply equally to diesel engine exhausts. 2.2.3 2.2 .3
Shaftin g and Stern Gear Gear
2.2.3. 2.2 .3.1 1 Shaft bearings Intermediate shaft bearings must be hand lubricated at frequent intervals whenever the main engine turning gear is in use. 2.2.3. 2.2 .3.2 2 Simplex seals type t ype The condition of the inboard and outboard seals is to be regularly monitored. 2.2.3.3 Tufnol lined stern tubes The salt water circulation supply must be maintained at all times and failure alarm is to be tested and proved in good order at each port. 2.2.4 Steering Gear 2.2.4. 2.2 .4.1 1 Steering Steering eng ine roo m maint enance The steering engine room is to be kept well lit, clean and free of oil debris, loose gear and grease at all times. Ships with storage racks and/or shelves in the steering engine room space are to have these areas clean clean and neat. There is to be clear clear and free access access to all parts of the steering engine system at all times. Instructions changing overthey the different to beread. posted at a convenient for location, where can be steering quickly engine referredsystems to andare easily These
instructions are to be in English language and (if it is regarded as necessary) in the native language of the crew.
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SECTION E ENGINEERING Every deck and engine officer is to become familiar with the instructions and how to apply them. Each valve in the steering engine system is to have an identification letter or number corresponding correspondi ng to that valve on the diagram of these in instructions. structions. These letters or numbers numbers are to be permanently secured to the valves. Tools (if required) for changing over to different steering arrangemen arrangements ts are to be mounted on a tool board in the steering engine room and are to be kept in good condition. 2.2.4.2 Testing A pre-sailing test of steering gear must be carried out within 12 hours before sailing. After a period under repair, or in lay-up it would be wise to carry out an earlier trial, to allow time for repairs or adjustments to be made, but the pre-sailing test must in any event be carried out in addition to any earlier test. The test must include the operation of the whole steering system including:
The main steering gear (power units, pumps and hydraulic machinery). The bridge manual steering controls (each steering wheel and tiller). The brid bridge/steering ge/steering flat electric electric control system (each (each system system should should be tested with with each manual steering control). The bridge/steering bridge/steering flat engine control system failure alarms. Steering gear power unit failure alarms (if fitted). Communication Communications s between bridge and steering flat. Rudder an angle gle indicator. indicator. Full port and starboard rudder must be applied during the the test and the rudder angle indicator readings must be checked in relation to the position and movement of the rudder.
An entry is to be made made in the Engine Log Book when steering steering gear has been been tested. 2.2.4.3 Emergency steering drill Emergency steering drill and change-over procedures should be carried out every three (3) months (refer to Section B par.6). It consists of direct operation of the main steering gear by the manual control (trick wheel) within the steering flat. Steering is to be directed by communication communicatio n from the navigation bridge to the steering flat. The drill is to be attended by both engine and deck officers. The drill should be carried out in a suitable locality clear of traffic and navigational restrictions. An entry is to be made in the Engine Log Book after each drill. 2.2.4. 2.2 .4.4 4 Steerin Steerin g uni t ch ange-over The steering gear power units are to be used alternately, changing over units at the end of each passage of the voyage. On long voyages, the steering gear power units are to be changed over weekly. This changeover is to be logged.
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SECTION E ENGINEERING 2.3
STEAM GENERATION SYSTEMS
2.3. 2.3.1 1
Precautions Precautions before Lighti ng Boilers
The engine officer in charge must satisfy himself that:
Main b boiler oiler blowdown blowdown valves, valves, surface surface blowdown blowdown valves valves and and ship's ship's side side blowdown blowdown valves valves are securely shut. Water level gauge glass glass steam and water cocks, isolating isolating valves valves at boiler boiler shell shell and gauge glass drain cocks are fully operational and correctly set with the boiler filled with clear water to the required level, ensuring that the correct allowance is made for the expansion of the water as steam generation begins. On gauge glass drain line, where double shut off valves are fitted, the secondary drain valve(s) must be locked in the open position. All gas casing doors and burner registers are securely fitted in place. place. Oil fuel bur burners ners are correctly correctly assembled, assembled, burner tips are of of the correct correct size and uncarboned and that igniters and flame failure monitoring equipment are proved to be fully operational. operational.
Signed entries should be made in the Engine Log Book by the officer carrying out each of the above checks, stating that he is satisfied that the above conditions are met. 2.3.2
Raising Raisi ng Steam
At least 6 hours is to be allowed to raise steam in a water tube boiler, provided the boiler is cold. This time may be decreased if the boiler is hot. 2.3.2. 2.3 .2.1 1 Fuel q uality ualit y Under all normal circumstances, boilers should be fired using heavy fuel oil (H.F.O.). Fuel atomisation temperatures are to be maintained as closely as possible to the upper temperature limit for the respective fuel viscosity so that a viscosity of 15-65 cSt is obtained at the atomisers, according to manufacturer's instructions. instructions. If it is necessary to use distillate fuel because of insufficient steam for fuel oil heating, the following must be observed:
A single pressure jet jet burner is to be used, and this should be be fitted with the smallest available tip. If no pressure jet burner burner is available, then the smallest steam atomising atomising tip may be used used provided that the steam supply connections are efficiently blanked-off. On no account must steam atomising be used with distillate fuels. As soon as adequate adequate steam steam is available for fuel oil heating, heating, the boiler must must be changed over to H.F.O.
2.3.2.2 Purging Purging Prior to igniting the burner to be used for steam raising, and on each subsequent occasion that the burner is to be re-lit during steam raising, the air and gas spaces must be fully purged by using forced draught fans to give a minimum of five (5) full changes of furnace air or equivalently two minutes. the forced draught fans to be operated with the air registers open for at least
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SECTION E ENGINEERING Should the burner fail to ignite, or should flame failure occur for any reason, it is essential that the furnace is similarly purged before any attempt is made at re-ignition. Visual inspection for unburnt fuel is to be made prior to re-ignition. 2.3.2. 2.3 .2.3 3 Firi ng rate To prevent damage to the boiler, gradual and uniform heating is essential. Only one (1) burner should should be used initially, initially, using the the smallest tip available. The firing rate rate is to be controlled such that the rate of temperature rise of the boiler's pressure parts is in accordance with good engineering practices and does not exceed the manufacturer's time/heat/pressure graph. If extensive repairs have been made to refractory or pressure parts, specific instructions will be issued in consultation with ship's Chief Engineer. 2.3.2.4 Flow through superheaters It is essential that a flow of steam is maintained through the superheater at all times, by keeping the superheater vent valve open to atmosphere until the boiler has been put on load. Similarly, the superheater drain valves must remain cracked open to remove any condensate formed, until the boiler is on load. 2.3.2.5 Venting From commencement of firing, and until steam is generated, provision must be made for venting all air from boiler steam drum. This should be done by means of the designated air release cock or, if this is not fitted, by means of the steam pressure gauge cock. Under no circumstances whatsoever, should the steam connection of the water gauge glass be used for venting purposes. 2.3.2.6 Boiler operation Boilers are never to be allowed to cool down rapidly, nor are steam pressures to be brought up too quickly. Feed checks are never to be entirely closed, as there must be some flow of feed water through economiser tubes at all times, when boilers are in operation. 2.3.2.7 Cutting out boilers An engine officer is to supervise the cutting out of a boiler and securing fuel pumps and feed pumps. This action is to be logged. When a boiler is cut out, all burners are to be removed and a sign hung on the furnace front stating : "Boiler Shut Down - Do Not Light Fires". 2.3.2. 2.3 .2.8 8 Forced draft fan sys tem tem The guards or screens on forced draft systems are to be kept clean at all times. Air inlet ducts and screens are to be inspected daily to eliminate the danger of duct fires. If there are accumulations of soot and/or oil and dirt, the system is to be inspected and cleaned as required to eliminate this hazard.
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SECTION E ENGINEERING 2.3.3 2.3 .3
Maint Maint enance, Testing and Use of Boil er Gauge Glasses
In view of the vital importance of the water gauge fittings on boilers, every precaution must be taken to maintain and ensure that these fittings are in good working order. Any leak or defect, observed or suspected, must be rectified as soon as circumstances permit. Water level gauge glasses on low pressure systems must be blown through, by an approved method for the type of gauge glass, at least once per week or whenever doubts exist as to the water level. Gauge glasses on high pressure systems should be blown only when necessary. The water level in the boiler is to be kept within the correct upper and lower limits at all times when the boiler is on load. If the water level disappears from the top or bottom of the gauge glass and does not return immediately, all burners are to be shutoff and kept shut until a water level is regained in the gauge glass. Any loss of water level meniscus from the gauge glass, above or below must be reported to the Chief Engineer and recorded in the Engine Log Book. It is essential that remote water level indicators, where fitted, are not utilised in place of gauge glasses glasses for true determination of water level. As the name suggests they are indicators only and boiler water level must always be confirmed by direct reference to the visible level in the gauge glasses. 2.3. 2.3.4 4
Testing Testing Boiler Water Water Contro Contro ls, Regulators, Regulators, Alarms and and Trips Trips
All boiler controls, regulators, alarms and trips must be tested regularly. Signed entries must be made in the Engine Log Book by the Chief Engineer completing such tests. If any boiler level alarm or trip is found to be defective during these tests, remedial action must be taken immediately. Details of the defect, remedial measures taken and confirmation of satisfactory re-test are to be recorded in the Engine Log Book. 2.3.5 2.3 .5
Boi ler Water Tests and Treatment Treatment
Daily tests must be carried out on water in main boilers and steam generators, together with samples of water from their respective feed water systems, in accordance with the procedures laid down by the suppliers of the water treatment system(s). For all boiler water and feed water systems, should test readings indicate either the presence of salt water contamination or loss of chemical reserve, then the Chief Engineer is to be notified at once and every effort must be made to immediately locate and rectify the cause of the problem. Salinity cells are to be kept in operation at all times. If the salinity indicator does not work, the condensate is to be tested for salinity at least once each hour. To maintain the various test readings within the specified limits and so obtain optimum protection, close attention must be paid to ensuring that all relevant information is given in full and that departures from normal operating conditions and/or unusual occurrences are recorded. Headquarters must be advised immediately of any such unusual occurrences.
Results of all water tests are to be recorded in the Engine Log Book and on the form used for return to the appropriate Chemical Chemical Suppliers for analysis.
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SECTION E ENGINEERING 2.3.6 2.3 .6
Boi ler Chemicals
In addition to any instructions included in this manual, precautions must be taken as advised by the suppliers of boiler chemicals in their instruction manuals and data sheets, regarding stowage and handling of chemicals. The special protective clothing and equipment supplied to the vessel for handling chemicals must be maintained in good condition. Any deficiencies or defects in protective clothing and equipment must be reported to Headquarters at the earliest opportunity. Attention is drawn to the spontaneous spontaneous combustion of certain oxygen scavenging chemicals, which have a known tendency to cause ignition of rags, cotton, etc. Contaminated cleaning materials of this type must therefore be destroyed or washed immediately after use. 2.3. 2.3.7 7
Blowin g Down Boilers
Blowing down should be carried out under light load conditions, in port if possible, with due regard being given to boiler water level and to feed pump discharge pressure to avoid wide fluctuations. To control the quantity of total t otal dissolved solids contained in the boiler water, each boiler must be blown down at least once per week irrespective of the readings obtained daily for salinity or chemical reserves. Blowdown quantity is to be noted in the Engine Log Book and on the Boiler Water Report Forms. If the boiler water is consistently outside recommended limits, the impurity source is to be determined and corrected immediately. Headquarters are to be notified of the out-of-limit condition and corrective action taken. Before boilers are emptied for internal inspections, the steam pressure is not to be above 3kg/cm2. 2.3.8 2.3 .8
Boi ler Maint Maint enance at Sea
Where a choice is available, routine maintenance should normally be carried out on ballast passages rather than on loaded passages. Should it be necessary to shut a boiler down for repairs or routine maintenance, and if this shutdown is liable to cause a reduction in speed of the vessel, Headquarters must be advised by telex giving full details. Information should be given prior to shutdown and, except in emergency situations, the shutdown should not be initiated until Headquarters authorisation has been received. 2.3.9 2.3 .9
Sootb low ing / Cleanin Cleanin g Gas Side Surface Surface
Soot deposits are to be kept to a minimum by strict attention to carrying out the correct practices at the prescribed intervals to prevent soot fires and sparks on deck. Tubes are to be blown prior to entering port port and immediately upo upon n departure. While in port, local air pollution laws are to be observed.
The bridge will inform the engine room prior to entering an area where soot blowing is not allowed, so that the latest opportunity can be taken to clean tubes. The Engineer of the Watch is to notify the bridge before soot is blown.
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SECTION E ENGINEERING Whenever possible, possible, soot is to be blown before a boiler is taken off line. Soot-blower steam lines are to be drained properly before and after blowing tubes. Sootblower elements are to be checked periodically periodically for proper operation and rotation. 2.3.10 2.3 .10 Preheating Preheating Waste Heat Heat Boi lers It is essential that all exhaust gas waste heat recovery systems are pre-heated to working temperature before the diesel engine supplying the waste heat is started. 2.3.11 Smoke Emission Particular attention is drawn to the references to "dark" or "black" smoke. Great care must therefore be taken to control the emission of any smoke. Foreign ports may also have laws regarding smoke emission and every effort must be made to meet their requirements, which if not known can be ascertained from the Company's Agents. 2.3.12 2.3 .12 Fuel Emergency Shut-Offs All emergency shut-off valves in all fuel f uel systems are to be clearly marked and kept clear of obstructions, paint and dirt that might hinder rapid emergency use. 2.3.13 Safety Precautions during Boiler Maintenance and Cleaning During cleaning or maintenance of boilers involving personnel entering the gas or water spaces, full safety precautions must be observed. In particular respirators (if necessary), protective clothing, low voltage lamps must be used.
2.4
ELECTRICAL POWER SYSTEMS
2.4.1 2.4 .1
Unauthor ised Electri cal Equipm ent
The installation of unauthorised electrical equipment, temporary wiring and portable equipment is strictly prohibited. Installations, for which prior approval has been given by Headquarters, are to be done under the supervision of the Chief Engineer. He is to assure himself that such installations are in accordance with established safe practices and do not constitute a fire hazard. The electric records and drawings are to be updated accordingly. 2.4.2
Switchboard
All switchboards must be regularly examined for condition and cleanliness. cleanliness. All protective devices and trips are to be regularly tested and proven fully operational. The results of these tests must be recorded in the Engine Log Book.
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SECTION E ENGINEERING 2.4.3 2.4 .3
Power Generatio Generatio n whi le Manoeuvrin g
At least two generators must be run in parallel on load, on the main switchboard when passing through the Suez, Panama or other canals, when entering and leaving port and in all confined waters and stand-by conditions. This is to provide provide uninterrupted uninterrupted electric power should one machine fail. 2.4.4 2.4 .4
Power Generatio Generatio n in Open Waters Waters
One generator is to be used while ship sails in open waters, provided that it can cope with the electrical load. Using two machines, in cases where one can cope, is inefficient and should not be done. In cases where a generator, designed to meet the at sea electrical load of the ship, is unable to do so, then remedial action should be taken as soon as possible to correct the poor performance. 2.4.5 2.4 .5
Emergency Diesel Alt ernator s
The emergency generator is to be maintained in good operating condition at all times. All switches are to be set in the automatic-start position. To ensure efficient operation in the event of an emergency, the emergency diesel alternator is to be run on load at least once per week. Where possible it is to be synchronised and load shared with the main alternator(s) in service. The diesel engine is to be started by simulating an electrical power failure. During the test, all pressures and temperatures are to be monitored and the engine checked for correct operation. Any abnormalities abnormalities are to be corrected immediately. immediately. After the test, the switches are to be placed back in the automatic-start position. Faults in the equipment are to be reported to Headquarters. The results of tests are to be recorded in the Engine Log Book. 2.4.6
Alternators
All alternators are to be maintained in accordance with manufacturer's instructions in order that alternators are maintained ready for running at full load. All protective devices and trips must be tested at regular intervals, wherever practical, and the results entered in the Engine Log Book. 2.4.7
Batteries
The following instructions must be carefully carried out in connection with batteries:-
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SECTION E ENGINEERING 2.4.7.1 Non-sealed type
Correct type of electrolyte is to be used. The cells are to be regularly regularly inspected inspected and and topped-up topped-up as necessary. Use only pure distilled water for topping-up.
The cells and crates must be kept clean and dry. Avoid high storage temperatures. The batterie batteries s must be maintained maintained in in a fully fully charged charged condition condition at all times. times. Full discharge should be avoided. Keep the spec specific ific gravity of the electrolyte electrolyte within the battery manufacturer's manufacturer's recommended recommende d limits. Terminals and connections are to be kept tight and clean. Ensure alkaline and acid type batteries are clearly distinguished. distinguished. Ensure good ventilation, no smoking in area area and and electrical electrical switches close to position. position. When adding electrolyte, safety clothing clothing must be worn, worn, i.e. goggles, gloves and apron.
2.4.7. 2.4 .7.2 2 Sealed Sealed " maintenance maint enance free" typ e The installation must be kept clean and dry. Maintenance must be undertaken in accordance with manufacturer's instructions carried on board. 2.4.8 2.4 .8
Generators - Frost Precaution s
The radiators must be of diesel generators sets located external to the main machinery space filled with a solution of antifreeze (with corrosion inhibitor) and maintained at the recommended ratio necessary to give adequate protection down to -20 C. Heater element systems should be verified as operating in cold weather situations. 2.4.9 2.4 .9
Flameproof and Intri nsi cally Safe Safe Equipm ent
All electrical equipment in potentially hazardous atmospheres must be carefully inspected and maintained in accordance with Company's instructions and the requirements of manufacturer's standards. In particular, when insulation testing is to be carried out on equipment in hazardous areas, or on cables passing through hazardous areas, the area concerned must first be certified "Gas Free", even though intrinsically safe test apparatus may be used. 2.4.10 Gangway Cables All gangway cable cable runs are to be regularly regularly inspected and any any defects are to be repaired repaired in an approved manner. 2.4.11 2.4 .11 Safety Equip ment All alarm systems, fire and gas detection systems and emergency stops are to be regularly tested and the results entered in the Engine Log Book. All safety equipment must be maintained in full operating condition and regularly proven. 2.4.12 2.4 .12 Diesel Driven Main Alt ernator s
On every occasion that a diesel engine driving a main alternator is started, a complete prerun inspection must be carried out by the Engineer of the Watch.
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SECTION E ENGINEERING Each diesel alternator engine must be run on load at least once every seven days. If it is run on test to satisfy this requirement, then it must be synchronised to run in parallel with the main alternator already in service, and it must be loaded (idling) for a period in excess of 5 to 10 minutes, since poor combustion under these conditions invariably causes a build-up of carbon and oil in cylinders and turbocharger which is not completely cleansed on the next run, hastening the point where stripping and cleansing will have to be carried out. When closing down a diesel alternator set, the circuit breaker must be opened by using the reverse power trip, to prove that the ttrip rip is functioning properly, before stopping the engine. Any defects that may prevent a diesel alternator set from carrying 80% of its rated electrical load must be reported to Headquarters immediately. immediately. 2.4.13 2.4 .13 Electri cal Equip ment Maintenanc e and and Repairs Repairs to electrical circuits or fixtures, including changing of light bulbs, are to be done only by designated members of the Engine Department. Globes, guards, shields and other protective devices on electrical fixtures are not to be removed or tampered with unauthorised personnel. Particular attention is to be given to the proper state of wiring and electrical fixtures as far as watertightness is concerned. Junction boxes, conduit covers and switchboxes are to be fully gasketed and all screws or dogs replaced and tightened, if they have been removed or disturbed. Associated fuses are to be pulled, or circuits otherwise rendered imperative, before electrical electrical work is carried out. When this is done, a conspicuous notice is to be placed on the fuse box or breaker and unauthorised persons are not to interfere with equipment or notice. Electrical equipment and electrical spares are to be kept dry, clean and free of grounds. Insulation megger tests are to be taken and recorded on the monthly inspection report. Any reading considerably considerably lower than the previous reading is to be investigated and corrected. A complete set of megger readings is to be prepared once a month and forwarded to Headquarters. Electrical equipment equipment out of operation longer than two weeks is to be megger tested every two weeks. Heat lamps or heaters are to be utilised as required. Major electrical spares are to be megger tested quarterly and properly recorded. Dry chemical or CO2 is to be used as the firefighting firefighting agent for electrical electrical fires. Water and foam are not to be used for electrical fires. 2.4.14 2.4 .14 Electri c Moto rs Each electric motor is to be completely disassembled for cleaning, checking, applying insulation varnish and changing bearings (as required). Bearings not changed during motor overhaul are to be thoroughly cleaned and replaced with approved grease.
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SECTION E ENGINEERING 2.4.15 2.4 .15 Stand-by Stand-by Machi Machi nery A stand-by machine is one which is serviceable and ready to be brought into use immediately when required. Idle machinery is to be turned over at least once a week and is to be thoroughly inspected for any defects. Electric motors are to have heaters fitted to maintain insulation resistance when motors are located in damp spaces.
2.5
MAIN ANCILLA ANCIL LA RY SYSTEMS
2.5.1 2.5 .1
Fuel Oil Systems
2.5.1.1 Bunker quantities quantities Final determination of the quantity on bunkers to be shipped in accordance with Owner's or Charterer's voyage instructions should be based on the amount remaining on board (ROB) immediately before loading. This quantity is normally stemmed and agreed by the Company where separate Charterers practices exist. It is stressed that any reference to bunkers capacity always refers to 98% of the total bunker storage capacity, i.e. with each bunker tank being 98% full. The Chief Engineer, who is authorised to sign bunker receipts on behalf of the Company, must make every effort to ensure the accuracy of the quantity and quality shipped and invoiced. He must submit a Protest on any occasion on which he considers that the invoiced quantity is overstated or the quality deficient. All such documentation must be countersigned by the Master with records of ullages (before and after), specific gravities, temperatures, samples, etc., being preserved for claims and reconciliation reconciliatio n of any dispute that may arise. 2.5. 2.5.1. 1.2 2 Bunkers quality / specificatio ns With the quality of residual fuel deteriorating in most areas of the world, it is essential that appropriate measures are taken to minimise the effects of the less desirable characteristics. Headquarters shall give guidance to be followed when bunkering, handling, treating and using HFO. The specification will be kept under constant review against the background of equipment development, engine builders recommendations, changes in the quality of available crude oils and refinery processes, and shipboard needs and experience. It is recommended recommended when bunkers are stemmed, that the following requirements are met: i) Residual fuels (fuel oil)
Residual fuels should meet requirements and specifications set by the International Organisation for Standardisation (ISO), in particular ISO 8217 RME 25. The characteristics of the fuel are as follows:
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SECTION E ENGINEERING ISO 8217 RME 25 CHARACTERISTICS
Units
Limit
991.0
kg/m3
max
Viscosity @ 100 C
25
cSt
max
Viscosity @ 50 C
180
cSt
max
Flash Point
60
C
min
Pour Point Winter
30
C
max
Pour Point Summer
30
C
max
Carbon Residue
15
%m/m
max
Ash
0.10
%m/m
max
Water
1.0
%V/V
max
Sulphur
5.0
%m/m
max
Vanadium
200
mg/kg
max
Aluminium + Silicon Silicon Total Sediment Potent.
80 0.10
mg/kg %m/m
max max
Density @ 15 C
ii) Distillate fuels (diesel oil) Distillate fuels should meet requirements and specifications set by the International Organisation for Standardisation (ISO), in particular ISO 8217 DMA or DMB. The characteristics of the fuel are as follows: ISO 8217
DMA
DMB
CHARACTERISTICS
Units
Limit
Density @ 15 C
890
900
kg/m3
max
Viscosity @ 40 C
1.50
----
cSt
min
Viscosity @ 40 C
6.00
11.0
cSt
max
Flash Point
60
60
C
min
Pour Point Winter
-6
0
C
max
Pour Point Summer
0
6
C
max
----
0.25
%m/m
max
0.01
0.01
%m/m
max
Sediment by Extraction
----
0.07
%m/m
max
Water
----
0.30
%V/V
max
Cetane Number
40
35
Carbon Residue Ash
min
Visual Inspection Sulphur
clear 1.5
2.0
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%m/m
Issue/Revision: 2/0
max
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SECTION E ENGINEERING 2.5.1.3 Bunker margins On all normal voyages and unless otherwise instructed, the bunker safe margin must be: Motor ships up to 40,000 DWT 5 days consumption All other ships 3 days consumption It must be clearly understood that the bunker safe margin is intended as a final safety factor and as such is to cover any contingencies which the Master cannot reasonably foresee. Seasonal adverse weather or other factors which are normally expected on the intended voyage must be allowed for by the Master in making basic voyage calculations for bunker requirements. Safety margins laid down may be exceeded and are calculated taking into account various commercial factors, which may be unknown to the vessel, if the Company or Charterers so require.
2.5.1. 2.5 .1.4 4 Bun kerin g During bunkering, the oil levels in each tank being filled should be regularly checked though the sighting ports or ullage stand pipes (where fitted), rather than through sounding pipes, because these can sometimes give erroneous readings during filling process. Constant supervision of all compartments being filled is essential during the entire period that the bunker manifold valve is open. The rate of shipping bunkers must not be in excess of that which can be handled with safety, and must be reduced when when "topping up" compartments. compartments. Consideration must must be given to the condition of all valves, pipelines and fittings, when deciding this flow rate. Shore staff must be given ample warning prior to a required reduction or a stoppage in the rate of shipping bunkers. Where possible, and subject to agreement with the bunkering terminal, bunkering operations operations should be on a "ship stop" basis. If for shore requirements, it is necessary to have the bunkering lines cleared by compressed air, all precautions must be taken to prevent overflow, including checking that full tanks are isolated and that the tank t ank receiving the draining has sufficient ullage. Full precautions to avoid any risk of pollution must be of paramount importance. For further bunkering instructions regarding environmental environmental protection, refer to section C par.1.1. 2.5.1.5 Bunker handling Where bunker tanks are fitted with high and low suctions, it is essential that low suctions are always used, except in emergency when the use of high suctions is permitted. In the event of water accumulating in the bunker tank, the high suctions should be used until the water has been drained off, after which the low suctions must be opened and the high suctions closed. When bunkers are transferred from a storage tank to a settling tank or a daily service tank,
soundings must be taken regularly to avoid the effects of any inaccuracy of the remote reading gauges.
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SECTION E ENGINEERING 2.5. 2.5.1. 1.6 6 Bunkers on b oard at dr y-docking When dry-docking, it is desirable, where practicable, that only the minimum quantity of bunkers should be on board. Headquarters will normally advise on bunker requirements prior to dry-docking. On such an occasion that may be necessary to bunker a vessel with a substantial quantity for the following voyage prior to dry-docking. If it is envisaged that this will create dry-docking repair problems, Headquarters are to be advised as soon as possible to decide on the matter. 2.5.1.7 Fuel purification (heavy oil) - diesel main engine The heavy fuel purifier is to be operated with the correct gravity disc diameters as required by the specific gravity of the fuel and in accordance with the manufacturer's instructions. Particular attention is to be given to ensure that the separator speed is correct and that fuel temperatures and flow rates are properly adjusted and controlled. If excessive water contamination is detected in the service tank, the service tank is to be bypassed temporarily and direct suction is taken from a bunker tank as necessary. The source of fuel contamination is to be determined immediately and eliminated. The service tank contents are to be centrifuged until all traces of water have been removed. 2.5. 2.5.2 2
Lubric ating Oil Systems and Lubri cants
2.5. 2.5.2. 2.1 1 Lubric ating oi l l evels, evels, main and auxiliary machinery The oil level in service tanks and sumps is to be examined frequently for any increase or unusual decrease to give early warning of any contamination or loss of oil. All possible actions must be taken to ensure that lubricating oil losses are reduced to an absolute minimum. There must be no discrepancies between the quantity of lubricants on board and the totals entered in the Engine Log Book. True entries must always be made in the Log Book and special reference made in correspondence with Headquarters regarding any abnormal losses. 2.5. 2.5.2. 2.2 2 Lubric ating oi l s ampling The appropriate frequency and method of sampling system lubricants and submitting them for analysis must be followed. If in doubt, advice from the Headquarters shall be given. In addition, the following points should be observed:
When takin taking g large quantities of lubricating lubricating oil on board, board, a sample should should be be taken from the original containers, before it is introduced to the system. When sam sampling pling the oil in service, the the sampling sampling cock and pipe pipe must be flushed flushed through through before filling the sample container. A representative sample can only be obtained when the oil charge is in circulation. Samples taken from settling tanks and lines containing
staticsa oil are container not representative. The sample mple must always always be be washed washed out out with the oil oil being being sampled. sampled.
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SECTION E ENGINEERING 2.5. 2.5.2. 2.3 3 Lubr icating oil treatment Contamination of lubricating oil can lead to severe damage and corrosion of machinery components and it is essential that the instructions and recommendations issued to ships by Headquarters should be followed, as far as the prevention of, and treatment for, contamination are concerned. 2.5. 2.5.2. 2.4 4 Lube oil tanks and sump tank Lube oil tanks and sumps are to be wiped out with a suitable lint-free material that will not leave particles and scraps in the tanks. Such materials as cotton waster are not to be used. Solvents such as kerosene kerosene are not to be use used. d. During initial oil oil circulation, strainers strainers and filters are to be cleaned every 15 min until all foreign material is removed from the system. 2.5. 2.5.2. 2.5 5 Lube oil strainers and filt ers These strainers and filters are to be cleaned as required by their use in the system. Any metallic substance found when cleaning is to be reported to the Chief Engineer immediately and to Headquarters. Screening is to be renewed as necessary to keep strainers and filters in an as-new condition. Inlet and outlet pressure differentials are to be monitored to ensure that dirty or clogged filters are receiving required attention. 2.5. 2.5.2. 2.6 6 Lubrication and lubri cating o il - di esel esel main engines Lubricating oil pumps always are to be run when the main engine is turned by turning gear. Cylinder lubricators are to be operated by hand as necessary. An exception is during deflection or other inspections which require personnel in the crankcase. 2.5.3 2.5 .3
Coolin g Water Systems (FW (FW and SW)
2.5.3.1 Diesel engine cooling water quality An alkaline condition must always be maintained in the fresh water cooling systems of diesel engines. Where a proprietary brand of water treatment is used, the recommendations of the suppliers regarding dosage dosage and test procedures must be followed. 2.5.3.2 Topping-up diesel engine systems When available, available, distilled water must be used in diesel engine coo cooling ling systems. If in cases of extreme emergency, shore water is used, samples are to be taken and Headquarters informed immediately. In ships not equipped with means of producing distilled water, diesel engine cooling systems should be topped up with potable water. 2.5.3. 2.5 .3.3 3 Condensers and heat exch angers Heat exchangers are critical to the satisfactory balance and efficiency of both diesel and steam systems.
The sea water sides of condensers and other salt water cooled heat exchangers are to be inspected/cleaned inspected/clea ned regularly and whenever a problem is indicated by abnormal temperatures and/or pressures.
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SECTION E ENGINEERING After cleaning, as much of the tube plates, waterboxes and circulating pipes as can be seen are to be recorded and as many corrected by the crew as possible. When the ship is in shallow water and there is risk of mud being drawn in with circulating water, the high suction and and minimum pump speed speed are to be used. Whenever clogging clogging from mud or sea life is suspected, coolers are to be inspected and cleaned as necessary. necessary. 2.5.4 2.5 .4
Steam, Feed Feed Water and Condensate Systems
2.5.4. 2.5 .4.1 1 Reserve Reserve f eed water qu antit y Reserve feed water quantities tabulated below must be used as a guide:
Motor Vessels up to 20,000 [MT] DWT Motor Vessels above 20,000 [MT] DWT -
50 Tonnes 60 Tonnes
If there is a valid reason to doubt that the evaporating plant is in an efficient condition or cannot provide the make-up feed required, further immediate confirmation must be sought from Headquarters to exceed these quantities. 2.5.4.2 2.5.4 .2 Raw Raw w ater feed f eed Except in an emergency, all water received from shore sources must be distilled before being used as boiler feed. The requirements of "Boiler Water Treatment" (Section F par.2.3.5) must be strictly followed. 2.5. 2.5.4. 4.3 3 Evaporators (distill ing plant) Evaporators and distillation equipment must be used to the maximum extent for the production of boiler water. All such equipment must be maintained in first class working order, with output quantity and quality being monitored and recorded on a daily basis. Chemicals are to be used in proper quantities to prevent foaming and priming and to reduce scale formation. Units are to be opened and all coils and tubes thoroughly cleaned when evaporator efficiency has dropped. Salinity meters and alarms are to be properly calibrated and operational operational at all times. Automatic dump valves valves are to be tested monthly. Care is to be taken to avoid damage to the internal evaporator shell coating. The unit is not, under any circumstances, to be operated for production of drinking water where there is any chance of bacteriological contamination. contamination. Any reduction in performance must be investigated without delay and any outstanding defects reported to Headquarters. 2.5.5 2.5 .5
Compr essed Air Syst Systems ems - Ship Service Air
Ship service air is to be used economically and any leaks in the system are to be repaired. Reservoirs are to be blown clean of water once a watch when in use, and filters and
separators are to be cleaned regularly to ensure good quality air supply.
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SECTION E ENGINEERING 2.5.5.1 Emergency air compressor The emergency air compressor is to be test run weekly. Prior to the test, the lube oil and fuel are to be checked. During test, the engine and compressor are to be checked for proper operation by topping up the emergency air bottle. Any abnormalities are to be corrected immediately. All tests are to be logged in the Engine Log Book. Maintenance of the engine and compressor is to be carried out as recommended by the manufacturer's instructions. 2.5. 2.5.5. 5.2 2 Air s upply to w histl e Compressed air must always be available at the air whistles (where fitted) while the vessel is in restricted waters or on stand-by. Provided that power is continuously available to at least one electric whistle while Full Away on passage in unrestricted waters, the air supply may be shut-off, but a notice indicating this status must be displayed on the engine room notice board, a suitable entry made in the Engine Log Book and the Officer of the Watch on the t he bridge notified. 2.5. 2.5.5. 5.3 3 External External air c ompressor s - fro st precautions Where compressors are fitted outside of main machinery spaces, the radiators must be filled with a solution of anti-freeze maintained at the ratio necessary to give adequate protection down to -20 C. 2.5.6 2.5 .6
Hydrauli c Systems
High pressure hydraulic power systems are used for a variety of purposes including hoses, cranes and other deck machinery. System operation must be in accordance with the manufacturer's instructions and all pipework, valves and components must be maintained in efficient, leak-free working order. Because of the fine clearances involved in components, cleanliness of the system and hydraulic is essential. Filters mustbe beused replaced at intervals recommended recommende d for the particular unit. The oil correct grade of oil must for topping up and the use of incompatible or contaminated oils must be avoided. During operation of each system the oil reservoir and temperature should be monitored. Any apparent loss of oil should be investigated immediately and the cause rectified. To prevent excessive cycling of the pumps, accumulators should be charged to the correct pressure in the rest of the system released. 2.5.7 2.5 .7
Pneumatic Systems - Contr ol Air System
Purity of control air supply is essential to the efficient operation of pneumatic systems (control air systems). It is of the utmost importance to maintain the control air dry and clean. Compressors should be correctly maintained to avoid carry-over of oil into the air supply. Drain traps, separators, filters and dryers should be overhauled regularly. Air receivers
should be drained of water each watch. Where automatic drain facilities are fitted, these must be kept fully operational.
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SECTION E ENGINEERING Those components on control systems which normally vary their operating positions only by small accounts tend to become sluggish or fixed. They are to be operated over their full range when this can be done without disturbing other components.
2.6
MISCELLA NEOUS SYSTEMS
2.6.1 2.6 .1
Bil ge, Fire and Washdeck Systems
2.6.1.1 Bilge system operation and maintenance Bilge system equipment must be operated and maintained in such a manner that all relevant requirements of IMO A.680(17), MARPOL 73/78 and the issued IOPPC for the country registration together with all National Shipping Regulations (Prevention of Pollution) are complied with at all times. International Agreements, such as those emanating from the International Conference on Marine Pollution 1973 and subsequent Protocols, Annexes and Appendices, must also be strictly followed. Any difficulties encountered in meeting legislative requirements requirements should be reported to Headquarters without delay. If difficulties encountered are likely to prevent legal requirements requiremen ts being met, alternative courses to pumping bilgewater overboard must be taken, such as retention on board as well as approved discharge ashore or to barge. 2.6. 2.6.1. 1.2 2 Bilge water i n bi lge hold ing tanks When, because of oil pollution legislation restrictions, it is necessary to pump bilge water to bilge holding tanks, transfer must be through the installed bilge water separator. In order to avoid the ship over-loading, the amount of bilge water in the bilge holding tanks when sailing from a loading port must be kept to an absolute minimum. minimum. Subsequent discharge discharge of bilge water from the bilge holding tanks must be in accordance with legal requirements. 2.6. 2.6.1. 1.3 3 Bilge water beneath machinery, moto rs or o ther equipment Bilge water must not be allowed to collect beneath any machinery, electric motors or other equipment. Every endeavour must be made to keep all bilges in an "oil-free" condition. 2.6.1.4 Firefighting systems The fire pumps are to be maintained in good operating condition at all times. They are to be capable of maintaining 7kg/cm2 pressure with 21/2-inch fire hoses open on deck. The fire pumps are to be tested weekly during fire drills. Any deficiency found with a fire pump is to be corrected immediately.
The fire are main and valves are All to valves be maintained good condition. leaking sections to pipelines be renewed immediately. are to be in operable and free ofAny leaks. Fire hoses are to be in good condition and connected to the fire hydrants as listed on the ship's emergency equipment plan. Fire hoses are not to be used for general purposes.
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SECTION E ENGINEERING The foam/halon/CO2 suppression system is to be maintained in good condition and available for immediate use at all times. Visual inspections of the entire system are to be carried out using the procedure outlined in the manufacturer's operation and maintenance manual. Inspections are to be logged. Portable fire extinguishers are to be kept in the locations designated by the ship's safety equipment plan. Access to all portable fire extinguishers is to remain clear of debris and obstacles. Sandboxes Sandboxes are to be kept clean and full at all times. 2.6.1. 2.6 .1.5 5 Emergency fi re pum p The emergency fire pump and all associated valves, reach rods and assorted equipment are to be maintained in good operating condition at all times. The starting system is to be fully charged and available at all times. The emergency fire pump is to be test run weekly during during fire and boat drills. The pump is to 2 1 / 2 maintain 7kg/cm pressure with two 2 -inch fire hoses open on deck. With engine driven fire pumps prior to the weekly test, the lube oil, fuel oil and coolant, when applicable, are to be checked for proper condition. During the test, the engine, pump and priming pump are to be inspected for proper operation. Any abnormalities are to be corrected immediately. After the test, the lube oil and fuel are to be checked and refilled as required. Any deficiencies with the emergency fire pump are to be corrected immediately. All tests are to be logged in the Engine Log Book. If the engine has a salt water cooling system, it is to be flushed with fresh water after each use. With motor driven fire pumps, the area is to be kept clean and dry. Strip heaters are to be used as appropriate. The motor is to be periodically megger tested. Maintenance of fire pump driven engines and motors are to be carried out as recommended by the manufacturer's instructions. Lube oil is to be maintained in good condition. In case of an engine driven fire pump, the emergency fire pump starting batteries are to be maintained as recommended by the manufacturer's instructions. 2.6.2 2.6 .2
Domesti c Fresh Water and Sanit Sanit ary Systems
2.6. 2.6.2. 2.1 1 Domestic Domestic fresh w ater ater p roduct ion Whenever possible, it is essential that all domestic fresh water (FW) is produced on board ship unless good quality water is readily procurable from shore sources at economic cost. Should any vessel, normally capable of supplying its own water requirements, need to ship water, the Chief Engineer must inform the Headquarters as soon as possible giving full details of defects causing this situation. Statutory prohibition on the production of drinking water within 20 miles of any coastline must be observed.
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SECTION E ENGINEERING 2.6.2.2 Domestic fresh water - margin on sailing 60 Tonnes of Domestic FW is considered to be a reasonably safe margin on sailing from a loading port at which a full cargo has been lifted. When loading part or volume restricted cargoes or when zone conditions on passage so permit, additional FW may be carried provided that cargo quantities are not cut. As evaporating plan cannot be used for making domestic water, when a ship is in coastal waters, extra water may be shipped, if the length of the forthcoming voyage in the coastal area justifies this action. Additional water carried for this reason must be shown separately on the loading record. In any case, Headquarters shall be informed before any fresh water provisions are made. 2.6.2. 2.6 .2.3 3 Domestic FW - quality Domestic water supplies, whether produced on board or received from external sources, shall be frequently sampled and treated in accordance with the applicable statutory requirements. requiremen ts. Records shall be maintained of any chemical treatment applied. Fresh water transfer hoses must not be used for any other purpose. 2.6.2. 2.6 .2.4 4 Sanitary sys tem Leaks in the sanitary system piping are not to be tolerated. Flush valves are to be repaired immediately when required. Regular inspections inspections of the sanitary system are to be carried out. 2.6.3 2.6 .3
Refri Refri geratio n Installation Inst allation
2.6.3.1 Cold room temperatures The meat room temperature must be maintained as nearly as possible between -9 C and 8 C, and in any case must be within the limits -10 C and -6 C. The fish room must be maintained within -18 C to -14 C. The fruit & vegetable room temperature must be maintained as nearly as possible at 4 C and in any case must be within the limits of 3 C and 5 C. The dairy room must be maintained within 2 C to 3 C. The flour room temperature must be maintained as nearly as possible at 10 C and in any case must be within the limits of 9 C and 10 C. The Chief Engineer must satisfy himself that these temperatures are maintained, by personal inspection. After defrosting, cleaning, cleaning, storing or at any other other time, the temperatures temperatures rise above above the stated limits, minimum access is to be allowed until the correct temperatures are restored.
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SECTION E ENGINEERING 2.6. 2.6.3. 3.2 2 Access to refrigerated compartments The galley crew is to be advised that there is need to limit access to refrigerated compartments. The steward is to report any deficiencies noted to the Chief Engineer. Crew members are not allowed into refrigerated spaces except for stowage and removal of supplies, and for maintenance purposes. 2.6.3. 2.6 .3.3 3 Defrost ing Whenever refrigerated storerooms are nearly emptied, this opportunity is to be taken to defrost and thoroughly clean the rooms and inspect the cooling grids and circulating fans. The Chief Engineer is to be notified when these spaces are ready for inspection. All bulkheads, decks and storage racks are to be absolutely clean and free of moisture and mould. Scuppers are to be clean and properly covered. 2.6.3.4 Refrigeration recharging or adding gas Any gas leaks are to be located and repaired promptly. Only approved refrigerant fittings, valves and gauges are to be used. Protective goggles are to be worn when working with refrigerant. Only the refrigerant specified for a particular system is to be used. 2.6.3.5 Empty refrigerant cylinders All empty refrigerant flasks must be given to the approved approved contractor or one of the accredited accredited agents, either for refilling or return, dependent on the gas stocks held on board. 2.6. 2.6.4 4
Air Conditioni ng Installation
Air conditioning conditioning units are to be checked twice each day by an engine officer and logged accordingly. Proper oil and oil levels are to be maintained in the compressors. All equipment and insulation is to be maintained in good condition. Spaces are to be clean and painted. Ventilation systems are to be properly insulated to prevent condensation and kept internally clean by proper attention to air filters. Heating and cooling elements are to be inspected and cleaned at intervals as required. Recirculating screens are to be kept clean and outside doors kept closed to eliminate condensation. 2.6.5 2.6 .5
Galley and Hotel Service Machinery
Galley and hotel service machinery is to be maintained properly in accordance with manufacturer's instructions. This equipment is to be kept clean and never is to be overload. Electrical parts are to be kept dry. A functional test of all safety devices and interlocks fitted on laundry and galley equipment is to be included in routine inspections.
Safety to such machinery included in isthe Exposed and wetguards decks fitted are not permitted. Steamare in to thebeatmosphere to inspection. be minimised and is wiring to be kept away from electrical devices.
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SECTION E ENGINEERING A high priority is is to be given to repair repair work arising on safety devices. The galley crew is to be made aware of operating instructions for their machinery. They are to be instructed that galley stove burners and ovens are not to be left on overnight, unless there is some special reason. Galley exhaust filters, fans and vents are to be cleaned by galley crew. Filters, however, are to be removed and replaced by Engine Department personnel personnel.. 2.6.6 2.6 .6
Windl asses and Winch es
Because of the hard conditions that windlasses and winches have to withstand, it is essential that correct maintenance is carried out. Regular periodic inspections must be made to check whether additional maintenance or lubrication is justified. 2.6.7 2.6 .7
Lif eboat Engin es
Lifeboat engines must be maintained in an efficient condition at all times by competent engine officers nominated by the Chief Engineer. Any repair work is to be given a high priority. The Master's permission is required before commencing repairs on these engines. The engines must be checked and run at least once every week and such operation logged. Water-cooled engines must not be run for any significant length of time without coolant. Trial out of the water with the shaft turning are to be of 10 seconds duration to avoid damage to dry stern tube bearings. Necessary precautions to avoid overheating water-cooled engines are to be taken. If necessary to run the engine in neutral for more than 20 seconds, a cooling water supply is to be taken from the ship's wash water system. Reserve fuel for lifeboat engines must be kept in strong sealed containers of not more than 25 lt. capacity. If fresh supplies must be accepted in larger containers, then extreme care must be taken when transferring to the reserve containers. The containers must be stored in a cool place, remote from waste and other flammable materials. Every six months reserve fuel is drained from the fuel tanks to ensure that all condensate is removed. Replenishment of lifeboat fuel tanks must be carried out with the co-operation of a deck officer. 2.6.8 2.6 .8
Frost Precautio ns
Precautions are to be taken to prevent damage to equipment by freezing. This requires cooperation with Deck Department to ensure the proper draining of pipes where this can be done, and the circulation of steam, water or oil, as appropriate, when it cannot. Particularly vulnerable deck equipment and systems are:
Deck machinery, steam and hydraulic. Deck steam lines, valves and drains and exhaust lines. Firefighting lines, valves and manifolds and fresh water lines on deck. Steam whistle drains that are not insulated. Air-conditionin Air-conditioning g and and sanitary water supplies to mid-ship's houses, as applicable.
Diesel engines outside of the main engine room (emergency generators, fire pumps, hydraulic pumps, lifeboats) are to be properly protected against low temperature by the use of anti-freeze. Water is never to be used in the above machinery for cooling purposes.
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SECTION E ENGINEERING Attention is drawn to the need for proper draining of machines and pipe systems when warned by the bridge that freezing conditions are anticipated. Drain valves and hydrants are to be left open.
2.7
INSTRUMENTS, INSTRUMENTS, GAUGES AND AL ARMS
2.7.1 2.7 .1
Routi ne Testing
All alarms, interlocks and safety devices provided for the protection of personnel, the protection of machinery or concerned with safe and efficient operation of the vessel must be checked at regular intervals. When checks are made, appropriate entries are to be made in the Engine Log Book, signed by the person making the check and giving details of any faults found and measures taken to maintain the necessary standards of safety. A detailed report on faults found and remedial measures taken must be forwarded to Headquarters at the earliest opportunity. Safety devices, alarms or interlocks may not be bypassed or taken out of service without the authority of the Chief Engineer. When this is necessary, the action taken to provide alternative protection for personnel and machinery must be recorded in the Engine Log Book. All safety devices, devices, alarms or interlocks interlocks are to be re-established re-established as soon as practicable. practicable. 2.7.2 2.7 .2
Unmanned Machinery Space Space (UMS) (UMS) Operation
On ships designed for UMS operation, the Chief Engineer must be satisfied that all good relevant alarm systems, automatic controls and the fire detection system are in good working order, with the main engine settled down under bridge control, before advising the Master that changeover to UMS operation may take place. Subsequent failure of these alarms or automatic controls must lead to a reversion to manned operation until the fault-free condition is restored. 2.7.3 2.7 .3
Fire Detecti Detecti on Systems
The fire detection system covering any space shall be kept activated except w when: hen: Authorised Hot Work or Routine operational practices of a type liable liable to set off false alarms (e.g. flashing flashing boilers, sootblowing) are taking place. In such cases the fire detection system may be shut down, to the minimum extent permitted by any sectional isolation available, for the time necessary to complete the work. The system shall be restored in full operating status immediately after the work has been completed. The Master and Chief Engineer shall give prior approval before the system is shut down and shall be notified of the completion of work and reactivation of the system.
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SECTION E ENGINEERING 2.8
SPARE GEAR
2.8.1
Care of Spare Gear
All spare parts must be clearly marked marked or tagged with suitable iidentification dentification data. data. Spare parts boxes must be stencilled on the outside of the cover and the front in black paint giving the name of the equipment which the spares serve. Spare gear must always be maintained in first class condition, ready for use at very short notice. Where machined or special surfaces are coated with a preservative or similar protective coating, these must be inspected regularly for deterioration and the coatings made as good as necessary. Paint must not be used as a preservative on spare gear. Large parts should, if possible, be placed well strapped near the area of application and accessible by crane. 2.8.2 2.8 .2
Essenti al Spares
Spare gear to meet the requirements of the Classification Society and any relevant statutory requirements must always be on board the ship. Notification of the intention to use these spares must be given to Headquarters as early as possible, so that replacements can be ordered, thus maintaining the required stock.
2.9
CRITICAL EQUIPMENT
In the Company’s planned maintenance system, the onboard equipment and technical systems the sudden operational failure of which may lead to a hazardous situation have been identified as critical equipment. equipment. Maintenance scheduling for critical equipment are included in the Planned Maintenance Program reporting forms generated by the company’s Technical department and provided to the ships, incorporating relevant also work instructions. Such systems and equipment, as well as inpection intervals and maintenance required are incorporated in Company’s forms as follows: Critical / Stand-by Stand-by Inspection Records T – 27 (Technical form)
2.10
TESTING OF STAND-BY EQUIPMENT
Testing of stand-by equipment and systems that are not in continuous use. The planned maintenance system also provides for the regular testing of stand-by equipment and systems that are not in continuous use. use . Such equipment includes but not limited to: Smoke/Fire detection and fire fighting systems
Machinery alarms alarms and shut down down devices
Oxygen / gas analysers
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures
“MLC INSTRUCTIONS A AND ND PRO PROCED CEDURE URES” S” SECTION F
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 1. ACCOMMODATIONS, RECREATIONAL FACIL FACILITIES, ITIES, FOOD, WATER AND CATERING (Regulation 3.1-3.2)
1.1 GENERAL
a. Company ensures that ships under its management are provided with decent accommodations and recreational facilities for seafarers working or living on board, or both, and maintained consistent with promoting the seafarers health and well-being” in accordance with the ILO Maritime Labour Convention (MLC), 2006. b. The Flag Administration may, as and when necessary, prescribe standards appropriate to the provision of health and safety protection and accident prevention, in light of the specific needs, customs and habits of the crew. ‟
1.2 FOOD, WATER AND CATERING
a. In regards to food water and catering the following minimum standards are at least maintained on board: 1. food of ofsuitably nutritive quality andreligious variety requirements, and drinking water supplies, having regard regard to the number seafarers on board, their custom and habit (cultural practices) as they pertain to food, duration and nature of the voyage, shall be properly and hygienically prepared, dispensed and served at no cost to the seafarers; 2. the organization and equipment of the catering department shall be such as to permit the provision to the seafarers of adequate, varied and nutritious meals prepared and served in hygienic conditions; and 3. catering staff shall be properly trained or instructed for their positions. b. The Flag Administration may, as and if necessary, prescribe scales of provisions appropriate to the customs and habits of the crew. c. Seafarers living on board a Company’s vessel are provided with food and drinking water, free of charge during the period of engagement. d. Company ensures that seafarers, who are engaged as ships’ cooks are trained, qualified and found competent for the position in accordance with requirements set out in the laws and regulations of the flag The administration. ship’s cook performs functions related with the preparation of meals and must hold a certific ate of qualification as as ship’s cook. e. Weekly inspections shall be carried out by or under the authority of the master accompanied by a responsible for food and catering, whenever in voyage, to: i. The supplies of food and drinking water; ii. All spaces and equipment used for the storage and handling of food and drinking water; iii. The galley and other locations used for the preparation and s service ervice of meals. f. The conclusions of each inspection carried out shall be put in written and m maintained aintained on board for, at least, one year available for inspection of the national competent authorities.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 1.3 COMPANY’S COMPA NY’S STANDARDS STANDA RDS
Company meets, provides and maintains minimum standards for safe and decent living accommodation and recreational facilities, food, catering and water for seafarers who are required to work or live on board, or both, on ships under its management and is consistent with promoting the seafarers’ health and well-being. Particular attention is given for the implementation of the requirements relating to: the size of rooms and other accommodation spaces; heating and ventilation; lighting; sleeping rooms; noise and vibration and other ambient factors; mess rooms; sanitary facilities; hospital accommodation; laundry facilities; open deck spaces;
office spaces; mosquito protection; recreational facilities; food, catering and drinking water.
1.4 EXTERNAL INSPECTIONS
External inspections shall be carried out by the ship’s classification society when: 1. a ship is initially certified for compliance; 2. a ship is registered or re-registered in the flag; or 3. the seafarer accommodation on a ship has been substantially altered.
1.5 INTERNAL INSPECTIONS INSPECTIONS
Weekly inspections shall be carried out on board ships, by or under the authority of the master, or an officer designated by the master, accompanied by one or two seafarers, to ensure that seafarers accommodations, on board recreation facilities are clean and maintained in good state of repair. The conclusions of each weekly inspection carried out shall be put in written and maintained on board for, at least, one year available for inspection of the national competent authorities. The report shall state: a. Date and time of the inspection; b. Names and rakings of the seafarers carrying out the iinspection; nspection; c. Non-conformities to the provisions of M MLC, LC, in particular, about the condition of cl cleanliness, eanliness, hygiene and repair of the facilities.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 1.6 RECREATIONAL RECREATIONA L FACIL ITIES
Appropriate seafarers’ recreational facilities, amenities and services that take into account provisions on health and safety protection and accident prevention, as adapted to meet the special needs of seafarers that must live and work on ships shall be provided on board for the benefit of all seafarers. Recreational Facilities, Mail and Ship Visit Arrangements Guidelines: (i). Recreational facilities and services are reviewed frequently to ensure that they are appropriate in light of changes in the needs of seafarers resulting from technical, operational and other developments in the shipping industry. (ii). Furnishings for recreational facilities should should as a minimum include a bookcase and facilities for reading, writing and, where practicable, games. (iii). In connection with the planning of recreation facilities, consideration should be given to the provision of a canteen. (iv). Consideration should also be given to including the following facilities at no cost to the th e seafarer, where practicable: a. a smoking room; b. television viewing and the reception of radio broadcasts; c. showing of films, the stock of which should be adequate for the duration of the voyage and, where necessary, changed at reasonable intervals; d. sports equipment including exercise equipment, table games and deck games; e. where possible, facilities facilities for swimming; f. a library containing vocational vocational and other books, the stock of which should be adequate for the duration of the voyage and changed at reasonable intervals; g. facilities for recreational handicrafts; h. electronic equipment such as a radio, TV, video recorders, DVD/CD player, personal computer and software and cassette recorder/player; i. where appropriate, the provision of bars on board for seafarers unless these are contrary to national, religious or social customs; and j. reasonable access to ship-to-shore telephone communications, and email and internet facilities, where available, with charges for the use of these services being reasonable in amount. (v). Every effort should be given to ensuring that the forwarding of seafarers’ mail is as reliable and expeditious as possible. also be readdressed taken in orderdue to avoid seafarers being required to pay additional postageEfforts when should mail has to be to circumstances beyond their control. (vi). Measures should be considered to ensure, subject to any applicable national or international laws or regulations, that whenever possible and reasonable, seafarers are expeditiously granted permission to have their partners, relatives and friends as visitors on board their ship when in port. Such measures should meet any concerns for security clearances. (vii).Consideration should be given to the possibility of allowing seafarers to be accompanied by their partners on occasional voyages where this is practicable and reasonable. Such partners should carry adequate insurance coverage against accident and illness; the Company gives every assistance to the seafarer to effect such insurance.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 1.7 INSPECTIONS
The weekly inspections shall be carried out on board ships with the use of the company’s SMS form D06. The date and results of each such inspection shall be recorded in the Master’s official logbook and be available for review. 1.8 DIVERSITY
In the case of ships where there is need to take into account the interests of seafarers having differing and distinctive religious and social practices, fairly applied variations in respect of these standards may be permitted on condition that such variations do not result in overall facilities less favourable than those which would result from the application of these minimum standards.
1.9 LIVING ACCOMMODATION
(i).
There shall be adequate headroom in all seafarer accommodations. accommodations. The minimum permitted headroom in all seafarer accommodation where “full and free movement” is necessary shall be not less than 203 centimetres. Some limited reduction in headroom in any space, or part of any space, in such accommodations may be permitted where it is satisfied that such reduction: is reasonable; will not result in discomfort discomfort to the seafarers; and will not to cause a seafarer to inadvertently come in contact with or be required to take any cautionary measure to avoid any appurtenances installed on it. (ii). The accommodations shall be adequately insulated. (iii). In ships other than passenger ships, as defined in Regulation 2(e) and (f) of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, sleeping rooms shall be situated above the load line amidships or aft, except that in exceptional cases, where the size, type or intended service of the ship renders any other location impracticable, sleeping rooms may be located in the fore part of the ship, but in no case forward of the collision bulkhead. (iv). In passenger ships and special ships constructed in compliance with the IMO Code of Safety for
Special Purpose Ships, 1983, and subsequent versions (“the SPS Code”), the location of sleeping rooms may be permitted below the load line on condition that arrangements satisfactory to the Administration are made for lighting and ventilation. However, in no case shall sleeping arrangements be located immediately beneath working alleyways. (v). There shall be no direct openings into sleeping rooms from cargo and machinery spaces or from galleys, storerooms, drying rooms or communal sanitary areas and the part of a bulkhead separating such places from sleeping rooms and external bulkheads shall be efficiently constructed of steel or another approved substance and be watertight and gas-tight. (vi). The materials used to construct internal bulkheads, panelling and sheeting, floors and joining shall be suitable for the purpose and conducive to ensuring a healthy environment. (vii). Proper lighting and sufficient drainage shall be provided. (viii). Accommodation and recreational and catering facilities shall meet the requirements in the relevant reference contained in this Notice above, on health and safety protection and accident prevention, with respect to preventing the risk of exposure to hazardous levels of noise and vibration and other
ambient factors and chemicals on board ships, and to provide an acceptable occupational and onboard living environment for seafarers.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures (ix). Design and Construction Guidelines: a. External bulkheads of sleeping rooms and mess rooms should be adequately insulated. All machinery casings and all boundary bulkheads of galleys and other spaces in which heat is produced should be adequately insulated where there is a possibility of resulting heat effects in adjoining accommodations or passageways. Measures also should be taken to provide protection from heat effects of steam or hot-water service pipes or both. b. Sleeping rooms, mess rooms, recreation rooms and alleyways in the accommodation space should be adequately insulated to prevent condensation or overheating. c. The bulkhead surfaces and deckheads should be of material with a surface easily kept clean. No form of construction likely to harbour vermin should be used. d. The bulkhead surfaces and deckheads in sleeping rooms and mess rooms should be capable of being easily kept clean and light in colour with a durable, non-toxic finish. e. The decks in all seafarer accommodations should be of approved material and construction and should provide a surface impervious to damp and easily kept clean. f. Where the floorings are of a composite composite material, the joining with sides should be profiled to avoid crevices. g. Where separate facilities for engine department personnel to change their clothes clothes are provided, they should be: located outside the machinery space but with easy access to it; and fitted with individual clothes lockers lockers as well as with tubs and/or showers and washbasins having hot and cold running potable fresh water.
1.10
HEATING AND VENTILATION VENTILA TION
(i). Sleeping rooms and mess rooms shall be adequately ventilated. (ii). Ships, except those regularly engaged in trade where temperate climatic conditions do not require this, shall be equipped with air conditioning for seafarer accommodation, any separate radio room, and any centralized machinery control room. (iii). All sanitary spaces shall have ventilation to the open air, independently of any other part of the accommodation. (iv). Adequate heat through an appropriate heating system shall be provided, p rovided, except in ships exclusively on voyages in tropical climates. (v). Heating Guidelines: a. The system of heating the seafarer accommodations should be in operation at all times when seafarers are living or working on board and conditions require its use. b. In all ships in which a heating system is required, the heating should be by means of hot water, warm air, electricity, steam or an equivalent source. However, within the accommodation area, steam should not be used as a medium for heat transmission. The heating system should be capable of maintaining the temperature in seafarer accommodation at a satisfactory level under normal conditions of weather and climate likely to be met within the trading area of the ship. c. Radiators and other heating apparatus should be placed and, where necessary, shielded so as to avoid risk of fire or danger or discomfort to the occupants.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures (vi). Ventilation Guidelines: a. The system of ventilation for sleeping rooms and mess rooms should be controlled so as to maintain the air in a satisfactory condition and to ensure a sufficiency of air movement in all conditions of weather and climate. b. Air-conditioning systems, whether of temperature a centralizedand or individual individual unit type,as should be designed to: .1 maintain the air at a satisfactory relative humidity compared to outside air conditions, ensure a sufficiency of air changes in all air-conditioned spaces, take account of the particular characteristics of operations at sea and not produce excessive noises or vibrations; and .2 facilitate easy cleaning and disinfection to prevent or control tthe he spread of disease. .3 Power for the operation of the air conditioning and other aids to ventilation required by the preceding paragraphs in 3.6 should be available at all times when seafarers are living or working on board and conditions so require. However, this power need not be provided from an emergency.
1.11
LIGHTING
(i). Sleeping rooms and mess rooms shall be lit lit by natural llight ight and provided with adequate artifici artificial al light. (ii). Lighting Guidelines: a. In all ships, electric light should be provided in the seafarer accommodation. If there are not two independent sources of electricity for lighting, additional lighting should be provided by properly constructed lamps or lighting apparatus for emergency use. b. In sleeping rooms an electric reading lamp should should be installed at the head of each berth. c. Suitable standards of natural and artificial lighting should should be fixed by the classification societies recognized by the Administration.
1.12
SLEEPING ROOMS
(i). An individual sleeping room shall be provided for each seafarer. (ii). Separate sleeping rooms shall be provided for men and for women. (iii). Sleeping rooms shall be of adequate size and properly equipped so as to ensure reasonable comfort and to facilitate tidiness. (iv). A separate berth for each seafarer shall in all circumstances circumstances be provided. (v). The minimum inside dimensions of a berth shall be at least 198 centimetres by 80 centimetres. (vi). In single berth seafarers’ sleeping rooms, the floor area shall not be less than: 4.5 square meters in ships of less than 3,000 gross tonnage; 5.5 square meters in ships of 3,000 gross tonnage or over but less than 10,000 gross tonnage; and seven (7) square meters in ships of 10,000 gross tonnage or over. (vii). On ships routinely carrying cadets for training on board, sleeping sleeping rooms may be occupied by a maximum of two (2) cadets. The floor area of such sleeping rooms shall not be less than seven (7) square meters.
(viii). On ships room routinely carrying coast pilots for passages more 24ofhours, sleeping should be provided nearon theboard navigation bridge. of The floorthan area such aa separate sleeping room shall not be less than 4.5 square meters.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures (ix). On passenger ships and special purpose ships, the floor area of sleeping rooms rooms for seafarers not performing the duties of ships’ officers shall not be less than: 7.5 square meters in in rooms accommodating two (2) persons; 11.5 square meters in rooms accommodating accommodating three (3) persons; and
14.5 square meters in rooms accommodating accommodating four (4) persons. On special purpose ships or ships with temporary riding maintenance crews, sleeping rooms may accommodate more than four (4) persons; however, the floor area of such sleeping rooms shall not be less than 3.6 square meters per person. (xi). Sleeping rooms for seafarers who perform the duties of ships’ officers, where no private sitting room or day room is provided, the floor area per person shall not be less than:
(x).
8.5 square meters in ships of 3,000 gross tonnage or over but less than 10,000 gross tonnage; and 10 square meters in ships of 10,000 gross tonnage or over. The Master, the chief engineer and the chief navigating offic officer er shall have, in addition to their sleeping room, an adjoining sitting room, day room or equivalent additional space; For each occupant, the furniture shall include a clothes locker of ample space (minimum 475 litters) and a drawer or equivalent space of not less than 56 litters; however, if the drawer is incorporated in the clothes locker then the combined minimum volume of the clothes locker shall be 500 litters. It shall be fitted with a shelf and be able to be locked by the occupant so as to ensure privacy. Each sleeping room shall be provided with a table or desk, which may be of the fixed, dropleaf or slide-out type, and with comfortable seating accommodation as necessary. Sleeping Room Guidelines: There should be adequate berth arrangements on board making it as comfortable as possible for the seafarer and any partner who may accompany the seafarer. Where the size of the ship, ship, the activity in which it is to be engaged and its layout make this reasonable and practical, sleeping rooms should be planned and equipped with a private bathroom, including a toilet, so as to provide reasonable comfort for the occupants and to facilitate tidiness. As far as practicable, sleeping rooms of seafarers seafarers should be so arranged that watches are separated and that no seafarers working during the day share a room with watchkeepers.
(xii). (xiii).
(xiv). (xv).
In the case seafarers performing the duty of petty officers, there should be no more than two persons perof sleeping room. Consideration should be given to extending the facility referred to in paragraph 5.15 to the first first engineer officer when practicable. Sleeping rooms should should not be located adjacent to officer and/or crew lounges for reasons such as traffic in the passageway, noise transmitted through the bulkhead, deck or overhead, etc., and recreational facilities which may be located therein. Sleeping rooms should not be arranged adjoining a mess room, even though the high noise reduction type joiner bulkhead is installed between the mess room and sleeping room. A duty mess room shall be considered as a mess room to be located apart from the sleeping rooms. Space occupied by berths and lockers, chests of drawers and seats should be included in the measurement of the floor area. Sanitary modules and small or irregularly shaped spaces which do not add effectively to the space available for free movement and cannot be used for installing
furniture should be excluded. Berths should not be arranged in in tiers of more than two. In the case of berths placed along the ship’s side, there should be only a single tier where a sidelight is situated above a berth.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures The lower berth in a double tier should not be less than 30 centimetres above the floor. The upper berth should be placed approximately midway between the bottom of the lower berth and the lower side of the deckhead beams. The framework and the lee-board, if any, of a berth should be of approved material, hard, smooth, and not likely to corrode or to harbour vermin. If tubular frames are used for the construction of berths, they should be completely completely sealed and without perforations that would give access to vermin. Each berth should be fitted with a comfortable mattress mattress with cushioning bottom or a combined cushioning mattress, including a spring bottom or a spring mattress. The mattress and cushioning material used should be made of approved material. Stuffing of material likely to harbour vermin should not be used. Clean bedding should be supplied by the Company Company to all seafarers for use on board during service on the ship, and such seafarers should be responsible for the return of the bedding at times specified by the Master and on completion of service in the ship. Bedding should be of good quality and should be of approved material which can be easily cleaned. When one berth is placed over another, a dust-proof bottom should be fitted beneath the bottom mattress or spring bottom of the upper berth. The furniture should be of smooth, hard material material not liable to warp or corrode corrode and should not have sharp edges or corners. Sleeping rooms should be fitted with curtains or equivalent for the sidelights. Sleeping rooms should be fitted with a mirror, small cabinets for toilet requisites, a book rack and a sufficient number of coat hooks.
1.13
NOISE AND VIBRATION VIBRA TION AND OTHER AMB IENT FACTORS
(i). Accommodation, recreational and catering facilities should be located as far as practicable from the engines, steering gear rooms, deck winches, ventilation, heating and air-conditioning equipment and other noisy machinery. (ii). Acoustic insulation or other appropriate sound-absorbing materials should be used in the construction and finishing of bulkheads, deckheads and decks within the sound-producing spaces as well as self-closing noise-isolating doors for f or machinery spaces. (iii). Engine rooms and other machinery spaces should be provided, wherever practicable, with soundproof centralized control rooms for engine-room personnel. Working spaces, such as the machine shop, should be insulated, as far as practicable, from the general engine-room noise and measures should be taken to reduce noise in the operation of machinery. (iv). The limits for noise levels for working and an d living spaces should be in conformity with the international guidelines of the ILO on exposure levels, including those in the ILO Code of practice entitled Ambient Factors in the Workplace, 2001, and, where applicable, the specific protection required by the International Maritime Organization(IMO) Code on Noise Levels on board Ships, Resolution MSC.337(91), and with any subsequent amending and supplementary instruments for acceptable noise levels on board ships. A copy of the applicable instruments in English or the working language of the ship should be carried on board and should be accessible to seafarers. (v). No accommodation, recreational or catering facilities should be exposed to excessive excessive vibration.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 1.14
MESSROOMS
(i). Mess rooms shall be located apart from the sleeping rooms and as cl close ose as practicable to the galley; (ii). Mess rooms shall be of adequate size and comfort and properly furnished and equipped (including ongoing facilities for refreshment), taking account of the number of seafarers likely to use them at any one time; however, provisions shall be made for separate or common mess room facilities as appropriate. (iii). Mess Room Guidelines: Mess room facilities facilities may be either common or separate. The decision in this respect should be taken after consultation with seafarers’ and shipowners’ representatives and subject to the approval of the Administration. Factors such as the size of the ship and the distinctive cultural, religious and social needs of the seafarers should be taken into account. Where separate mess room facilities are to be provided to seafarers, then separate mess rooms should be provided for: .1 Master and officers; and .2 petty officers and other seafarers. .3 On ships other than passenger ships, the floor area of mess rooms for seafarers should be not less than 1.5 square meters per person of the planned seating capacity. .4 In all ships, mess rooms should be equipped with tables and appropriate seats, fixed or movable, sufficient to accommodate the greatest number of seafarers likely to use them at any one time. Shore workers need not be considered in this accommodation. .5 There should be available at all times when seafarers are on board: a refrigerator, which should be conveniently situated and of sufficient capacity for the number of persons using the mess room or mess rooms; facilities for hot beverages; and cool potable water facilities. .6 Where available pantries are not accessible to mess rooms, adequate lockers for mess utensils and proper facilities for washing utensils should be provided. .7 The tops of tables and seats should be of damp-resistant material.
1.15
SANITARY FACILITIES
(i). All seafarers shall have convenient access on the ship to sanitary facilities meeting mi minimum nimum standards of health and hygiene and reasonable standards of comfort, with separate sanitary facilities being provided for men and for women. (ii). There shall be sanitary facilities within easy access of the navigating bridge and the machinery space or near the engine control room; (iii). On all ships, a minimum of one toilet, one wash basin and one tub and/or shower for every six persons or less who do not have personal facilities are provided at a convenient location. (iv). Each sleeping room shall be provided with a washbasin having hot and cold running potable fresh water, except where such a washbasin is situated in the private bathroom provided. (v). Hot and cold running potable fresh water shall be available in all wash places. (vi). Sanitary Accommodation Guidelines: Washbasins and tub baths should be of adequate size and constructed of approved material
with a smooth surface not liable to crack, flake or corrode. All toilets should be of an approved pattern and provided with an ample flush of water, available at all times and independently controllable.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures Sanitary accommodations intended intended for the use of more than one person should should comply with the following requirements: .1 floors should be of approved durable material, impervious to damp, and should be properly drained; .2 bulkheads should be of steel or other approved material and should be watertight up to at least 23 centimetres above the level of the deck; .3 the accommodation should be sufficiently sufficiently lit, heated and ventilated; .4 toilets should be situated convenient to, but separate from, sleeping rooms and wash rooms, without direct access from the sleeping rooms or from a passage between sleeping rooms and toilets to which there is no other access; this requirement does not apply where a toilet is located in a compartment between two sleeping rooms having a total of not more than four (4) seafarers; and .5 where there is more than one (1) toilet in a compartment, they should be sufficiently screened to ensure privacy. Towels, soap and toilet paper for all seafarers are provided by the Company.
1.16
HOSPITAL ACCOMMODATION
(i). Ships 15hospital or moreaccommodation seafarers and to engaged a voyage of than three days’ duration providecarrying separate be usedinexclusively formore medical purposes. (ii). The hospital accommodation shall, in in all weathers, be easy tto o access, provide comfortable housing for the occupants and be conducive to their receiving prompt and proper attention. (iii). Hospital Accommodation Guidelines: The hospital accommodation accommodation should be designed so as to facilitate consultation and the giving of medical first aid and to help prevent the spread of infectious diseases. The arrangement of the entrance, berths, lighting, ventilation, heating and water supply should be designed to ensure the comfort and facilitate the treatment of the occupants. The number of hospital berths that should should be provided are as follows: .1 one (1) berth on each ship carrying a crew of 15 or more persons and engaged in a voyage of more than three (3) days’ duration; .2 one (1) additional berth for every 50, or fraction of 50, members of the crew or special personnel;
.3 in any case there need not be more than six (6) berths. .4 Sanitary accommodations should be provided for the exclusive use of the occupants of the hospital accommodation, either as part of the accommodation or in close proximity thereto. Such sanitary accommodation comprises a minimum of one toilet, one washbasin and one tub or shower.
1.17
LA UNDRY FACIL ITIES
(i). Appropriately situated and furnished laundry facilities shall be available. (ii). The laundry facilities provided for seafarers’ use should include: washing machines supplied with hot and cold fresh water; drying machines or adequately heated and ventilated drying rooms; and irons and ironing boards or their equivalent.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 1.18
OPEN DECK SPACE
All ships shall have h ave a space or spaces on open deck to which the seafarers can have access when wh en off duty, which are of adequate area having regard to the size of the ship and of the number of seafarers on board.
1.19
OFFICES
All ships shall be provided with separate offices or a common ship’s office for use by deck and engine departments; ships of less than 3,000 gross tonnage may be exempted by the Administration from this requirement after consultation with the shipowner and applicable seafarers’ organization.
1.20
MOSQUITO PROTECTION
Ships regularly trading to mosquito-infested ports shall be fitted with appropriate devices. The World Health Organization (WHO) provides International Health Regulations and Guide to Ship Sanitation within which are ship designer and constructor guidelines for the control of insects, more particularly for sleeping quarters, mess rooms, and dining rooms, indoor recreational areas, as well as all food spaces, where ships are in transit in areas where flies and mosquitoes are prevalent. Control measures that may be employed by the Master and crew are also provided. For Portuguese Flagged Flagged vessels vessels fol lowing apply: All seafarer accommodation of ships regularly trading to mosquito-infested ports shall be fitted with appropriate protection against the entry of those mosquitoes, of mesh stainless wire nets or any other material approved by General Directorate for Natural Resources, Safety and Maritime Services (DGRM) or the Recognizes Organization (RO).
1.21
FOOD CATERING AND DRINKING WATER
Company ensures that ships under its management have a supply of sufficient food of good quality, drinking water and catering arrangements that secure the health and well-being of seafarers living on board, taking into account their differing cultural, religious and gastronomic backgrounds, the duration and nature of the voyage, and shall be suitable in respect of quantity, nutritive value, quality and variety. Seafarers living on board a ship are provided with food free of charge during the period of engagement. Company ensures that their ships meet the following minimum standards: i. food and drinking water supplies, having regard to the number of seafarers on board, shall be suitable to their religious requirements and cultural practices as they pertain to food; ii. the organization and equipment of the catering department shall be such as to permit the provision to the seafarers of adequate, varied and nutritious meals prepared and served in hygienic conditions; and iii. catering staff shall be properly trained or instructed for their positions. Any accommodation facility that may result in a seafarer ingesting the water intentionally or otherwise must be supplied with potable water. Potable water analysis must be carried out at least twice per year.
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures Food and Catering Guidelines: i. Clean mess utensils should be supplied by the Company to all seafarers for use on board during service on the ship. ii. Plates, cups and other mess mess utensils should be of approved good quality material which can be easily cleaned. iii. Seafarers should only be qualified as ships’ cooks if they satisfy the following: .1 General Requirements Ag e and Sea time ti me Applicants must be not less than 18 years of age with a minimum of 12 months seagoing service which may be varied to take into account existing relevant qualifications or experience. Medical Applicants must meet the physical examination requirements for a certificated Deck/Navigational Officer. Training Applicants must have successfully completed a legitimate training course or program covering practical cookery and food preparation, food and personal hygiene, galley sanitation, nutrition, food storage, stock control, environmental protection and catering health and safety. .2 Certificate
A Cook certificate may be issued to a seafarer of 18 years of age or older who has successfully completed a legitimate training course or program, qualified and is found competent for the position. The Administrator will recognize, where appropriate, certificates of qualification issued by other Member States which have ratified the MLC, 2006 or the ILO Certification of Ships’ Cooks Convention, 1946 (No. 69), or other approved organization. .3 Documentation of Qualifications Special Qualification Certificates issued by the Administrator to certify these qualifications will be optional. However, ships are required to have on board documentation attesting to the satisfactory training and qualifications of the Cook or Cooks serving on board.
1.22
HARASSMENT AND BULL YING
Definitions “Harassment” includes any inappropriate and unwelcome conduct which, whether intentionally or not,
creates feelings of unease, humiliation, embarrassment or discomfort for the recipient. “Bullying” is a particular form of harassment that includes hostile or vindictive behaviour, which can
cause the recipient to feel threatened or intimidated. Whatt is harassment? Wha
Harassment is a form of discrimination which has the purpose or effect of violating the dignity of a person and of creating an intimidating, hostile, degrading, humiliating or offensive environment. Harassment includes any act which creates feelings of unease, humiliation, embarrassment, intimidation, or discomfort to the person on the receiving end. The following may be found to be examples of harassment:
Displaying or circulating circulating offensive or suggestive material; Innuendo, mockery, lewd or sexist/racist/homophobic jokes or remarks;
•
•
Use of offensive language in describing describing or making making fun of someone with a disability;
•
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures Comments about a person’s physical appearance or character which cause em embarrassment barrassment or distress;
•
Unwelcome attention such as spying, stalking, pestering, overly familiar behaviour or unwelcome verbal or physical attention;
•
Making or sending unwanted, sexually suggestive, hostile or personally intrusive telephone calls, calls, text messages, emails, comments on social networks, faxes or letters; Unwarranted, intrusive or persistent questioning about a person’s age, marital status, status, personal life, sexual interests or orientation, or similar questions about a person’s racial or ethnic origin, including their culture or religion;
•
Unwelcome sexual advances or repeated requests for dates or threats;
•
Suggestions that sexual favours may further a person’s career, or that not offering them may adversely affect their career;
•
Leering, rude gestures, touching, grabbing, patting or other unnecessary bodily contact such as brushing up against others; and
•
Spreading malicious rumours, or insulting insulting someone (particularly regarding age, race, marri marriage, age, civil partnership, pregnancy and maternity, sex, disability, sexual orientation, religion or belief, and gender
•
reassignment). Whatt is bullying? Wha
Bullying is a form of harassment that includes hostile or vindictive behaviour, which can cause the recipient to feel threatened or intimidated. It results in a work environment in which a group of people or an individual may become threatened or intimidated because of the negative or hostile behaviour of another group of people or individual. Bullying may involve a misuse of power or position and is often persistent and unpredictable. It may be vindictive, cruel or malicious. However, it can also arise when a person is unaware of the effect that their behaviour is having on other persons, or does not have any intention to bully. Bullying may include any negative or hostile behaviour that makes a recipient feel intimidated. You may be unaware of the effect of your own actions on other seafarers and may need to modify your approach The following may be found to be examples of bullying: Verbal or physical threats or abuse, such such as shouting or swearing at colleagues, either in public or in private, including derogatory or stereotyped statements or remarks; •
Personal insults;
•
Belittling or ridiculing a person, or his/her his/her abilities, either in private private or in front of others;
•
Sudden rages or displays of temper against an individual or group, often for trivial trivial reasons;
•
Subjecting someone to unnecessary excessive or oppressive supervision, monitoring everything they do or being excessively critical of minor things;
•
Persistent or unjustified criticism;
•
Making unreasonable demands of staff or colleagues;
•
Setting menial or demeaning tasks that are inappropriate to the job or taking away areas of
•
responsibility from an individual for no justifiable reason; Ignoring or excluding an individual from social events, team meetings, discussions and collective decisions or planning;
•
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures Making threats or inappropriate comments comments about career prospects, job security or performance appraisal reports; and
•
Spreading malicious rumours, or insulting insulting someone (particularly regarding age, race, marri marriage, age, civil partnership, pregnancy and maternity, sex, disability, sexual orientation, religion or belief, and gender
•
reassignment). Shunning people at work and rebuffing their efforts to integrate with others if they are believed to ‘not fit in’;
•
Cyber bullying including inappropriate:
•
Suggestive and unwanted remarks; Graphics or threat-centred, abusive emails; Postings on social networks; and – Text messages. messages.
–
–
–
There are sometimes situations when excuses are made to, define or refer to behaviour or situations between people at work which may involve ‘hidden’ bullying:
•
Strong or robust management styles; A working relationship that is described as a ‘personality clash’; clash’; Someone being described described as ‘over-sensitive’ or ‘unable to take a joke’;
–
–
–
–
Describing someone as having an ‘attitude problem’; A manager who ‘has a low tolerance for non-safety critical mistakes which are made unintentionally; and Making fun of someone who has made a minor mistake mistake at work.
–
–
Rights and responsibil ities of seafarers seafarers
All seafarers have the right to work without suffering harassment and bullying. No seafarers should be harassed or bullied on board ships. All seafarers have a responsibility for ensuring that their ship is free of harassment and bullying.
Measures adopted
a. CONBULK SHIPMANAGEMENT CORP. amended its SMS Chapter 2 “Policy and Procedures manual” Basic Policies to include a new Policy Statement titled “Company Policy on Harassment and Bullying” to fulfil MLC 2006 as amended. b. Amended its SMS Fleet Instructions manual – in Section F to include the Amendments of the MLC 2006 (paragraph 1.22 Shipboard Harassment and Bullying) to ensure that harassment and bullying shall not take place on board managed ships; c. All raised harassment and / or bullying complains are taken seriously and investigated, and d. Conbulk Shipmanagement Corporation committed to: Support the right of everyone to be treated with dignity and respect at work; Actively promote a working environment in which harassment and bullying are not tolerated; and Ensure that all seafarers are aware of their responsibilities.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures Complaints procedure
Complaints of harassment and bullying of Company’s procedure developed as to provide: Confidentiality;
Safeguards against victimization of the complainant; Safeguards for both the person making the complaint and the alleged perpetrator to be accompanied by a fellow employee or seafarer representative of their choice;
The parties to the complaint are treated with equal dignity and fairness.
Confidence to the seafarers that complaints of bullying bullying or harassment, or information from staff relating to such complaints, will be dealt with fairly, confidentially, sensitively and expeditiously.
As well as the formal procedure, the company provides the victim of harassment or bullying with the option, at their discretion, of resolving their complaint informally. This could involve the victim explaining the effects of the alleged perpetrator’s actions in the presence of another person from the company trained in resolution of complaints. The alleged perpetrator may then be offered an opportunity to apologize for their actions and undertake not to repeat them. A victim should never be made to face an alleged perpetrator if they do not wish to.
Respondi Re spondi ng to a complaint of b ullyin g and/or harassment harassment
Complaints shall be promptly and objectively investigated, recognizing that seafarers do not normally make an accusation unless they feel seriously aggrieved. Any investigation must be seen to be objective and independent. Assigned company’s personnel (DPA) investigating claims of harassment and bullying shall consider all the circumstances and conduct an objective investigation before reaching a conclusion. Seafarers shall be able to be accompanied or represented, and be provided with safeguards against the possibility of victimization for filing complaints. “Victimization” covers any adverse action taken by any person with respect to lodging a complaint which is not manifestly vexatious or maliciously made.
Informal process
If a seafarer believes they areask being harassed, should tell the person find their behaviour inappropriate and them to stop. they Sometimes people are notresponsible aware that that theirthey behaviour is unwelcome and causing distress. Seafarers may choose to refer any incident(s) of harassment confidentially to the person designated as the first point of reference on board the ship (Master) or ashore (DPA). The designated person should listen to the complaint and provide support and assistance if the victim does not wish to initiate a formal process. An informal discussion can often lead to greater understanding and an agreement for the behaviour to cease.
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Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures Formal process
If harassment and bullying continue, or a victim is unable or unwilling to confront the alleged perpetrator, then the alleged incident should be reported to the designated person on board the ship. A meeting should be arranged where the seafarer may be accompanied by another seafarer of their choice on board the ship concerned, at which the victim will be asked to make a formal complaint. Where a complaint has been made, an investigation should take place in accordance with company procedures to determine whether action should be taken. Where an investigation shows that a complaint is well founded it may be necessary to separate those involved. If practicable, in these instances every effort should be made to move the alleged perpetrator and not the affected seafarer, unless the affected seafarer has expressed a desire to be transferred. If it is decided to follow disciplinary proceedings the person being investigated should be able to be represented by an appropriate person. Companies may wish to establish procedures in conjunction with the relevant seafarers’ organization(s). Confidentiality
The Company shall: Investigate every complaint in a way appropriate to the circumstances and in accordance with
company policy and procedures; Ensure that no seafarer who makes a complaint suffers repercussions; and
Include the right right of the seafarer to be accompanied or represented during the complaint’s procedure as well as safeguards against the possibility of victimization of seafarers for filing complaints. Where possible, a complaint of sexual harassment should be investigated by an individual of the same gender as the person raising the complaint.
hearings, including any resulting disciplinary hearings, are held in confidence.
Hearings
Seafarers have the right right to be accompanied by an appropriate person who can, on a confidential basis, provide seafarers with impartial advice on their complaint and otherwise assist them in
following the complaints procedure. The principles of fair treatment treatment are applied to all disciplinary disciplinary and grievance hearings. The respondent has the right to answer any complaint and give their version of events and circumstances. Both the complainant and the respondent are able to call witnesses.
The company shall also keep a written record of decisions taken.
Resolut Re solut ion of case/action case/action
Upon resolution, if the complaint is upheld, the company shall ensure that appropriate action is taken with regard to handling the perpetrator of the harassment when taking remedial action and provision of necessary support to the victim. It is considered inappropriate to respond by simply moving the victim to a different job or ship as a way of resolving a case of harassment or bullying.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 2
ONBOA RD COMPLAINT COMPLA INT PROCEDURES PROCEDURES (Regulation 5.1.5)
The following shall apply to on board complaints, conciliation, mediation and arbitration:
2.1 GENERAL
a. As per the On-board Complains procedure established by the Maritime Labour Convention, 2006 (MLC, 2006), all Company vessels must keep on board the procedure for the fair, effective and expeditious handling of seafarer complains alleging breaches of the provisions of the Maritime Labour convention, 2006 including seafarers’ rights copy of which shall be kept in English or the language spoken on board. Any Any seafarer on board a Company’s vessel has the right to lodge a complaint (i.e., a labour grievance) and to have that complaint investigated, provided it is specific in nature and is alleged to constitute a breach of seafarers’ rights under the Maritime Labour Convention 2006 (MLC, 2006), or Flag Administration law or regulation. b. All seafarers are provided, together with a copy of their seafarers’ employment agreement, a copy of the on-board complaint procedures applicable to the ship as per the requirements of the Flag Administration to lodge complaints related to any matter that is alleged to constitute a breach of the provisions of the Maritime labour Convention, 2006. c. Any victimization of a seafarer for filing a complaint is strictly prohibited. Victimization is understood to mean any adverse action taken or threatened by any person with respect to a seafarer for lodging a complaint which is not manifestly vexatious or o r maliciously made. d. Utilization of on-board compliant procedures shall not prejudice a seafarer’s right to seek redress through conciliation and mediation, arbitration or legal means.
2.2 ON BOA RD COMPLAINT COMPLAI NT PROCEDURES (According to MLC 2006)
(i).
Notwithstanding procedures laid down in in an individual individual seafarer’s seafarer’s contract contract of employment, employment, the following procedures are observed. The onboard complaint procedures shall include: a. Contact information for the Company Designated Person Ashore (DPA) or his/her designee; b. Contact information for the Office of the Maritime Adm Administration; inistration;
c. Contact information for the Competent Authority of the country of residence; and d. The name of the person(s) on board ship who can, on seafarers’ a confidential basis, provide seafarers with impartial advice on their complaint and assist them in following the complaint procedures. Such assistance rendered by this person may include attending meetings or hearings, if requested by the complainant seafarer. (ii). Any seafarer with a complaint shall have the ability to have the matter addressed by bringing it to the attention of the proper authority on board, as provided below. Immediate Supervisor Head of Department Master (iii). Complaints should be sought to be rresolved esolved at the lowest level possible; and only when the matter cannot be resolved to the satisfaction of both parties, should it be elevated to the next level. (iv). Officers and/or crew members shall, within five (5) days from the date of the alleged occurrence of
the labor grievance, bring the matter to their Immediate Supervisor, Department Head, the Master or his or her appointee, who in the chain of command dealing with the grievance shall have a further five (5) days each to bring about a solution to the matter, provided that this time limit is appropriate to the seriousness of the matter.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures (v).
Notwithstanding, in all cases, seafarers shall have the right to complain directly to the Master and, where they consider it necessary, to the Company DPA or his/her designee for conciliation. (vi). Should a complaint reach the level of the Master, the Master shall Conduct an investigation or inquiry, as appropriate;
Reference the terms and conditions of employment; and Seek the advice of the Company DPA or his/her designee where necessary. (vii). If the Master cannot reconcile the complaint, the matter should be formally referred within 8 days to the Company DPA or his/her designee who must conciliate the matter in accordance with the terms and conditions of employment. (viii). If a matter is to the prejudice of the Master, then a seafarer should present his/her case directly to the Company DPA or his/her designee. (ix). Until such time time as the Company DPA’s decision is received, the Master’s decision shall shall be binding on all parties.
2.2.1 2.2 .1
Lib erian flagg ed Vessels
Complaints shall be sought to be resolved at the lowest level possible; and only when the matter cannot be resolved to the satisfaction of both parties, shall it be elevated to the next level. The seafarers shall have the right to complain directly to the Master and, where they consider it necessary, to the shipowner or to the Office of the Deputy Commissioner of Maritime Affairs or to appropriate external authorities. In accordance with Liberian Maritime Law, Section 359 and Liberian Maritime Regulation, Section 10.359, seafarers shall have fourteen (14) days from the date of the alleged occurrence of the labour grievance (complaint) to bring the matter to the seafarer’s superior officer; the head of the department; the master, each of whom has a further seven (7) days to bring about a solution to the grievance (complaint). If the Master is unable to resolve the matter, the seafarer shall have ten (10) days to bring it through the Master to the shipowner, or where appropriate, directly to the shipowner. However, if the complaint may be to the prejudice of the master, the seafarer may complain directly to the shipowner. The shipowner and the seafarer concerned shall have a period of twenty (20) days there from to bring about a conciliation. If after twenty (20) days, the matter has not been conciliated, then either party shall have a further twenty (20) days to bring the matter for mediation to the Office of the Deputy Commissioner of Maritime Affairs. If the complaint cannot be resolved through mediation or conciliation, then either party shall have up to thirty (30) days to serve a notice of demand for arbitration in accordance with Liberian Maritime Regulation, Section10.359, the results of which shall be duly reported to the Administration.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures The Contact information of the Office of the Deputy Commissioner of Maritime Affairs, Republic of Liberia: a) Telephone number (Office hours): +1 703 790 3434 b) Telephone number (After-office hours): +1 703 963 6216
c) Email address: address:
[email protected] [email protected] and and liscr.com/maritime/mlc-complaint liscr.com/maritime/mlc-complaint d) liscr.com\Maritime\MLC, 2006\Maritime Labour Complaints Philippines Overseas Employment Administration (POEA) Tel: +63 2 8336992
[email protected] E-mail:
[email protected]
Myanmar Seafarers Division – Department of Marine Administration, Ministry of Transports. Tel: +95-1-558901 / +95-1-558902 (only office hour) E-Mail:
[email protected] [email protected] Ministry of Social Affairs and Labor Kiev (Ukraine) Tel: + 38 44 2895448 The Ministry of Social Policy of Ukraine Tel: + 38 (044) 289-66-89
E-mail:
[email protected] [email protected] The Company’s DPA email address is:
[email protected] [email protected]
2.2.2 2.2 .2
Marshall Islands flagg ed Vessels
Complaints should be sought to be resolved at the lowest level possible; and only when the matter cannot be resolved to the satisfaction of both parties, should it be elevated to the next level. Officers and/or crew members shall, within five (5) days from the date of the alleged occurrence of the labour grievance, bring the matter to their Immediate Supervisor, Department Head, the Master or his or her appointee, who in the chain of command dealing with the grievance shall have a further five (5) days each bring about a solution to the matter, provided that this time limit is appropriate to the seriousness of thetomatter. Notwithstanding, in all cases, seafarers shall have the right to complain directly to the Master and, where they consider it necessary, to the Company DPA or his/her designee for conciliation. If the Master cannot reconcile the complaint, the matter should be formally referred within 10 days to the Company DPA or his/her designee who must conciliate the matter in accordance with the terms and conditions of employment. If a matter is to the prejudice of the Master, then a seafarer should present his/her case directly to the Company DPA or his/her designee. Until such time as the Company DPA’s decision is received, the Master’s decision shall be binding on all parties.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures Seafarers have the right to file a complaint directly to an appropriate external authority, such as, but not limited to:
a Flag Administration Nautical Inspector; a Flag Administration Recognized Organization Inspector; a local port State control official; a seafarer labour organization representative; or other seafarer welfare assistance service.
Should a complaint reach the level of external authorities, that authority shall be provided with the contact information for the Office of the Maritime Administrator and requested to communicate the complaint to the Office of the Maritime Administrator. The Office of the Maritime Administrator shall communicate the complaint to the Company DPA who shall then be expected to resolve the matter in accordance with the terms and conditions of employment to the satisfaction of both parties. If after 20 days, conciliation acceptable to both parties cannot be reached, either party shall have a further 20 days to call upon the Office of the Maritime Administrator, or an agent appointed by the Office of the Maritime Administrator, to act as mediator to endeavour to find a solution to the matter satisfactory to the parties. Officers and/or crew members may be represented in labour grievance by a labour organization which is party to a labour contract entered into pursuant to the laws of the RMI and which covers the officers and/or crew members.
The RMI Maritime Administration’s
[email protected] [email protected]
contact
email
address
for
such
complaints
Philippines Overseas Employment Administration (POEA) Tel: +63 2 8336992 E-mail:
[email protected] [email protected] Myanmar Seafarers Division – Department of Marine Administration, Administration, Ministry of Transports. Tel: +95-1-558901 / +95-1-558902 (only office hour)
[email protected] E-Mail:
[email protected] E-Mail: Ministry of Social Affairs and Labor Kiev (Ukraine) Tel: + 38 44 2895448 The Ministry of Social Policy of Ukraine Tel: + 38 (044) 289-66-89 E-mail:
[email protected] [email protected] The Company’s DPA email address is:
[email protected] [email protected]
is:
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 2.2.3 2.2 .3
Portu guese flagg ed Vessels
The Portuguese contact email address for such complaints complaints is: is:
[email protected] [email protected] Philippines Overseas Employment Administration (POEA) Tel: +63 2 8336992
[email protected] E-mail:
[email protected] Myanmar Seafarers Division – Department of Marine Administration, Administration, Ministry of Transports. Tel: +95-1-558901 / +95-1-558902 (only office hour) E-Mail:
[email protected] [email protected] Ministry of Social Affairs and Labor Kiev (Ukraine) Tel: + 38 44 2895448 The Ministry of Social Policy of Ukraine Tel: + 38 (044) 289-66-89 E-mail:
[email protected] [email protected] The Company’s DPA email address is:
[email protected] [email protected]
2.2.4 2.2 .4
Panamanian Panamanian flagg ed Vessels
Seafarers have the right to present their complains directly to the master and, if necessary, to the competent alien authorities, understanding as these, the Port or Flag State Control surveyors. The On-Board Complains procedures shall include the right of seafarers to be accompanied or represented during the procedure for the processing of complaints, as well as to be protected against the possibility of harassment of seafarers for filing complaints. The term “harassment” covers any adverse action taken by any person with respect to a seafarer for lodging a complaint which is not manifestly abusive or maliciously made. The process of complaints begins when seafarers first refer to the head of the department of the seafarer lodging the complaint or to the seafarer’s superior officer; the head of department or superior officer should then attempt to resolve the matter within prescribed time limits on board the ship, which shall not exceed five (5) days. If the head of department or superior officer resolve the complain to the satisfaction of the seafarer, the latter may refer it to the master, who should handle the matter personally; seafarers should at all times have the right to be accompanied by another seafarer of their choice on board the ship concerned. The vessel shall keep on board a record book for complaints, where all of these as well as the decisions made related to the same, should be recorded. Also a copy of this shall be provided to the seafarer; if a complaint cannot be resolved on board, the matter should be referred ashore to the shipowner, who will have a period of eight (8) days, to resolve the matter, in consultation with the concerned seafarer or any person they may appoint as their representative; and in all cases, Seafarers shall have the right to submit the complaint directly to the master and the Shipowner, as well as to the competent authorities, being understood as such the flag state inspectors, port state inspectors, representatives of the
Competent Authority in a foreign country or directly to the offices of the General Directorate of Seafarers. If within the period of eight (8) days, the complaint on board has not been resolved, then the period shall be extended for twenty two (22) more additional days, with the sole purpose to find a favourable solution, which shall be recorded on the registries of the ship and be available to the competent authorities. Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures Any kind of harassment against seafarers filing complaints is banned. Seafarers may directly file their complaints by sending the Complaints Handling Form to:
Department of Maritime Labour A ffairs Point of Contacts: Department E-mail:
[email protected] [email protected] Tel.: (+507) 501-5059
Philippines Overseas Employment Administration (POEA) Tel: +63 2 8336992
[email protected] E-mail:
[email protected] Myanmar Seafarers Division – Department of Marine Administration, Administration, Ministry of Transports. Tel: +95-1-558901 / +95-1-558902 (only office hour)
[email protected] E-Mail:
[email protected] E-Mail: Ministry of Social Affairs and Labor Kiev (Ukraine) Tel: + 38 44 2895448 The Ministry of Social Policy of Ukraine Tel: + 38 (044) 289-66-89 E-mail:
[email protected] [email protected]
The Company’s DPA email address is:
[email protected] [email protected]
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 2.3
CONCILIATION, CONCILIAT ION, MEDIATION AND ARBITRATION ARB ITRATION OF LA BOR DISPUTES, DIFFERENCES OF GRIEVANCES
(i). It is declared to be the policy of the Company to place upon employers and employer organizations and employees and labor organizations the primary responsibility for avoidance of any interruption in foreign or domestic maritime commerce. (ii). In the event that an agreed settlement settlement between the parties to any dispute, difference or grievance is not effected, the following conciliation, mediation and arbitration procedures, as may be further implemented by Regulation, shall apply: a. if the dispute is not resolved, crew members shall present their case to the employer through the Master or his appointee, or, if the matter is to the prejudice of the Master, then directly to the employer. Crew members may be represented in the matter by a labor organization which is a party to a labor contract entered into pursuant to Section 856 of this Chapter, and which covers the crew members. Efforts shall be made to conciliate the matter and to find an agreeable solution thereto; b. if a conciliation acceptable to both parties cannot be made at this stage, either party may call upon the Maritime Administration, or an agent appointed by the Maritime Administration, to act as mediator to endeavor to find a solution to the matter satisfactory to the parties; c. in the event that the dispute cannot be resolved by conciliation or mediation, either party may submit the matter to an independent arbitrator or arbitrators for a final determination, as provided by Regulation. If the parties cannot agree upon a choice of arbitrator or arbitrators, the matter shall be finally determined by the Maritime Administration or his appointed agent, acting as sole arbitrator. (iii). Any arbitration award may be enforced, en forced, if necessary, by any Court of competent jurisdiction.
2.3.1 2.3 .1
Arb itr ation Rules
a. If the Maritime Administration, or its appointed representative is unable to successfully mediate the matter, either party shall have 30 days to serve a notice of demand for arbitration and therein designate a proposed arbitrator. In the event that an arbitrator cannot be mutually agreed upon and appointed within 20 days after service of said demand, each party shall appoint an arbitrator and those two (2) shall choose the third arbitrator, who will act as the presiding arbitrator of the panel. Should one (1) party fail to appoint an arbitrator, then the first moving party shall thereafter have 10 days to bring the matter to the Maritime Administration, or its appointed representative, who shall at his or her discretion appoint an arbitrator on behalf of the party failing to respond, or, alternatively, shall himself or herself act as sole arbitrator. b. The arbitrator or arbitrators shall have 30 days from the receipt of a written request for arbitration to make a final determination in the matter. c. The time periods above may be extended by the Maritime Administration, or its appointed representative, and in the case of subparagraph f above may be extended by consent of the parties. d. The parties to the arbitration may agree as to the place where the arbitration proceeding shall be held, the language in which the proceeding shall be conducted and, subject to the requirements of paragraph .3 hereof, the rules which will govern the arbitration proceeding. In default of agreement as to the place of the arbitration, the place shall be decided by the arbitrator(s). In default of agreement as to the rules, the proceeding shall be conducted in the English language under the United Nations Commission on International Trade Law (UNCITRAL) Arbitration Rules, insofar as
consistent with the requirements of this Regulation.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 2.3. 2.3.2 2
Arbit ration Proceeding Proceeding
a. The arbitration proceeding shall be informal, and testimony shall be given orally and in person to the extent possible. All oral testimony shall be recorded unless the parties agree in writing to waive recording. The arbitration award shall be in writing, in the English language, and shall briefly state the reason for the award. The costs of the arbitration, as determined by the arbitrator(s), shall be borne by both parties unless otherwise awarded by the arbitrator(s). A payment on account of costs shall be made by both parties at the commencement of the arbitration. b. Any arbitration award may be enforced, if necessary, by any Court of competent competent jurisdiction.
2.4 EXTERNAL AUTHORITIES
Seafarers shall have the right to file a complaint directly to an appropriate external authority, such as, but not limited to: a Flag Administration Nautical Inspector; a Flag Administration Recognized Organization Inspector;
a port State control official; a local seafarer labor organization representative; or other seafarer welfare assistance service.
Should a complaint reach the level of external authorities, that authority shall be provided with the contact information for the Office of the Maritime Administration and requested to communicate the complaint to the Office of the Maritime Administration. The Office of the Maritime Administration shall communicate the complaint to the Company DPA who shall then be expected to resolve the matter in accordance with the terms and conditions of employment to the satisfaction of both parties. If after 20 days, conciliation acceptable to both parties cannot be reached, either party shall have a further 20 days to call upon the Office of the Maritime Administration, or an agent appointed by the Office of the Maritime to act as mediator to endeavour to find a solution to the matter satisfactory to the Administration, parties. If a dispute cannot be resolved by conciliation or mediation, either party may submit the matter to an independent arbitrator or arbitrators for a final determination. Any correspondence from the seafarer to the Company C ompany DPA or his/her designee should be signed by the Master where seen. All complaints and the decisions on them shall be recorded and a copy provided to the seafarer or seafarers concerned.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 3 SEAFA SEAFARERS RERS EMPLOYMENT AGREEMENTS (Regulation 2.1)
3.1 GENERAL
The conditions of employment and shipboard living arrangements on board every vessel are subject to examination and approval by the Flag Administration. Such conditions and arrangements shall be approved if they are not in conflict with the requirements of the Maritime Act and:
are embodied in a clearly written and legally enforceable contract for seafaring labor; or are embodied in a clearly written and legally enforceable labor contract concluded between Company or shipowners organization and a seafarers organization constituted in accordance with the substantive provisions of the applicable International Conventions; or are ordered in accordance with the Maritime Act by a court having jurisdiction over both the Company and seafarers concerned; or are otherwise substantially equivalent to those specified in the applicable International Conventions.
(i). Seafarers’ employment agreements are signed by both the seafarer and the Company, or a representative of the Company, and each shall retain an original copy of the signed agreement for the duration its not term. Evidenceof of seafarers whoofare employees thecontractual Company. or similar arrangements shall be maintained by (ii). Seafarers’ employment agreements are agreed to, by the seafarer under conditions which ensure that the seafarer has an opportunity to review and seek advice on the terms and conditions in the agreement and freely accepts them with a sufficient understanding of the seafarer’s rights and responsibilities before signing. (iii). Seafarers’ employment agreements as a minimum contain the following particulars: .1 the seafarer’s full name, date of birth and birthplace; .2 the name and address of the Company, or a representative of the Company; .3 the place at which and date on which the seafarer’s employment agreement is entered into; .4 the capacity in which the seafarer is to be employed; .5 the amount of the seafarer’s wages or the formula for calculating such wages; .6 the amount of paid annual leave or the formula for calculating such such paid annual leave; .7 the termination of the agreement and the conditions thereof, including: a. if the agreement has been made for an indefinite period, the conditions which entitle either party to terminate the agreement, as well as the required period of notice, provided that such period shall not be less for the Company than for the seafarer; b. if the agreement has been made for a definite period, the date fixed for the termination of the agreement; and c. if the agreement has been made for a voyage, the port of destination and the time period for discharge of the seafarer after completion of the voyage; .8 the health and social security protection benefits to be provided to the seafarer by the Company, including a statement as to applicable national provisions; .9 the seafarer’s entitlement to repatriation; and .10 reference to a collective bargaining agreement, if applicable. (iv). Seafarers and shipowners shall provide for minimum notice periods for the early termination of a seafarers’ employment agreement. The duration of these minimum periods is determined after
consultation with the shipowners and seafarers organizations concerned, but will not be shorter than seven (7) days.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures (v). Any seafarer may request termination of the seafarer’s employment agreement on shorter notice than is required by the employment agreement or without notice on grounds of injury, illness, compassionate or other urgent reasons. Such termination shall be executed without penalty of whatever nature to the seafarer. (vi). To the extent not prohibited by theshall laws,beregulations regu lations and of any the applicable Flag Administration, seafarers’ employment agreements understood to practices incorporate collective bargaining agreement. Clear information, including any labour contract, shall be made available to the crew on board every vessel as to the conditions of employment thereon.
3.2 REASONS FOR FOR DISCHARGE
The Master may discharge a seafarer for justifiable cause, including any of the following grounds: 1. unjustified failure to report on board at such times and dates as may be specified by the Master; 2. incompetence to perform duties for which the seafarer has represented himself as qualified; 3. theft, embezzlement or willful willful destruction of any part of the vessel, its cargo or stores; 4. serious insubordination or wilful wilful disobedience or wilful refusal to perform assigned duties; 5. mutiny or desertion; 6. 7. 8.
habitual intoxication, quarreling or fighting; possession of dangerous weapons, narcotics or contraband articles; intentional concealment from the Company or Master at or prior to engagement under the Shipping Articles of a condition which resulted in sickness or injury; 9. assistance to stowaways; and 10. wilful violation of the laws of the Flag Administration or applicable local crimi criminal nal laws.
3.3 GENERAL GENERAL CLAUSE
The following clause must appear, or be by force of law included, in all contracts for seafaring labor on board Company’s vessels: “The parties to this contract hereby stipulate that the terms and conditions laid down herein shall be subject to the applicable provisions of the Maritime Law and Regulations of the Flag Administration. Any dispute as to the terms and conditions of this contract shall be resolved in accordance with the Maritime Law and Regulations of the Flag Administration.”
3.4 SEAFARER’S SEAFA RER’S IDENTIFICATION IDENTIFICATION AND RECORD BOOK S 3.4.1
Requirements
Each person employed on board a Company’s vessel shall have in his or her possession an official Flag Administration Seafarer’s Identification and Record R ecord Book issued by an official of the Flag Administration in accordance with the International labour Organization Convention No. 185, containing any certificates of special qualification issued to the holder by an official of the Flag Administration, and in which all service at sea shall be entered and certified by the Master. Such entries for service at sea shall not
contain any statement as to the quality of work of the seafarer concerned or as to their wages.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 3.4.2
Qualifications
As a prerequisite, the applicant must demonstrate having received and successfully completed basic training in accordance with the requirements of the regulations of the International Convention on Standards of Training, Certification and Watch keeping, 1978, as amended and revised from time to time, and as established by the Maritime Administration. 3.4.3 3.4 .3
Validity Validit y and Renewal Renewal
The Seafarer’s Identification and Record Book shall be valid for a period of five (5) years, and shall be subject to renewal for periods of five (5) years thereafter.
3.4.4 3.4 .4
Penalty Penalty for Non-poss essio n
The Master and/or owner of a vessel shall be liable to a penalty of US$250 for each person employed on board the vessel who does not possess a current and valid official Identification and Record Book. Such penalty shall be remitted if an official Identification and Record Book is obtained within 30 days of the inspection or other report which establishes the default. This penalty can only be imposed by the Maritime Administration.
3.4.5 3.4 .5
Certifi cate of Service
In the absence of an official Seafarers Identification and Record Book, the detailed sea service of each person employed on board a vessel must be certified in writing, separately for each capacity served in, and such certificate shall bear the signature of the Master and the seal or stamp of the vessel, shall not contain any statement as to the quality of work or wages, and shall be in the following form: Certificate of service (a) Name of Seafarer (b) Citizenship
(i) Total Service (Months and Days) (j) Name of Vessel (Steam or Motor)
(c) Rank or Rating (d) Book or Certificate Number (e) Place of Engagement (f) Date of Engagement (g) Place of Discharge (h) Date of Discharge
(k) Official Number (l) Port of Registry (m) Gross Tonnage (n) Propulsion Power (kW) (o) Nature of Voyage (p) Remarks
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Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures PAYMENT OF WAGES (Regulation 2.2)
4
Vessel’s Master is calculating the monthly wages earned by the seafarers at the end of each calendar month. He calculates the salaries earned, including overtime, extra job payment, bonuses etc. from the amount he deducts the seafarers allotments cash advances bonded stores in case purchased. The balance amount remaining is to be paid to the seafarer. He then presents 2 copies to the seafarers for review and acceptance by signing. Upon accepting and signed by the seafarer one c copy opy will remain with the Master for the vessel’s records and one copy will be handed to the seafarer. Company provides the seamen with the following wage payment options: Cash advances
Monthly allotments
Special allotments
Cash Onboard
4.1 TERMS USED
(i). Basic pay or wages means the pay, however composed, for normal hours of work and does not include payments for overtime worked, bonuses, allowances, paid leave or any other additional remuneration; (ii). Consolidated wage means a wage or salary which includes the basic pay and other pay-related benefits that may include compensation for all overtime hours which are worked and all other payrelated benefits, or it may include only certain benefits in a particular consolidation. (iii). The seafarer’s compensation, including arrangements for the above where applicable, shall be reflected as an addendum to the Articles of Agreement or contained in the seafarer's employment agreement.
4.2 COMPANYS’ COMPANYS’ OBL OBLIGATIONS IGATIONS
Company ensures the following: (i). Wages commences commences on the day specified and agreed to in the Shipping Articles Articles or at the time of presence on board the vessel for the purpose of commencing work, whichever first occurs, and shall terminate on the day of discharge or termination of the Articles. (ii). In the absence of any agreement to the contrary contrary the Company or the Master Master of the vessel pays to every seafarer his wages within two (2) days after the termination of the Articles, or at the time when the seafarer is discharged, whichever is first. (iii). A seafarer is entitled to receive in local currency, on demand, from the Master one-half of his wages actually earned and payable at every intermediate port where the vessel shall load or deliver cargo before the voyage is ended, but not more than once in any ten (10) day period. In case of wrongful failure to pay a seafarer wages on demand, the seafarer becomes entitled to a payment of full wages earned. (iv). Every Master delivers to the seafarer, before paying off, a full and true account of his wages and all deductions to be made there from on any account whatsoever and in default shall, for each
offense, be liable to a penalty of not more than twenty-five dollars (US$25).
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures (v).
For the purpose of the penalty provision, it is deemed that no default has occurred provided that such arrangements are agreed between the Master and the seafarer and are reflected as an addendum to the Articles of Agreement between the Master and seafarers. (vi). Company ensures that payments due to seafarers working on vessels are made at no greater than monthly and in accordance with any applicable seafarer's employment agreement or collectiveintervals bargaining agreement. (vii). Seafarers are given a monthly account account of the payments due and the amounts paid, including wages, additional payments and the prevailing market rate or official published rate of exchange used where payment has been made in a currency or at a rate different from the one to which agreed. (viii). Company has taken measures to provide seafarers with a means to transmit all or part of their earnings to their families or dependents or legal beneficiaries. (ix). Any charge of service to transmit seafarer earnings shall be of reasonable amount, and the rate of currency exchange, unless provided otherwise, shall be at the prevailing market rate or the official published rate and not unfavourable to the seafarer.
4.3 SALARY PLANS
(i). The Company may implement implement a fixed salary plan, which establishes a practical, modern modern salary system that will ensure a regular monthly income to the seafarer while on active service and during leave periods. Such arrangements are to be agreed between the Master and the seafarer and be reflected as an addendum to the Articles of Agreement. (ii). It is deemed that no default has occurred under the following controlled circums circumstances: tances: a. There exists an offshore based account system which utilizes an electronic transfer of wage payments to perform the wage accounting function, provided that individual wage account slips are transmitted to the ship electronically for the officer/seafarer and mailed to the officer/seafarer’s mailing address by a specified date, and b. The officer/seafarer receives a shipboard transaction statement before signing off the ship, which shall be followed by a final wage account slip to the officer/seafarer’s mailing address by a specified date in the month following the date on which the sign-off occurs. (iii). These arrangements are to be agreed between the Master or the Company and the seafarer and reflected as an addendum to the Articles of Agreement or contained in the seafarer's employment agreement.
4.4 PROFIT SHARING
Although the right to wages on the part of any seafarer shall not be dependent upon the earning of freight by the vessel, nothing in this section shall be construed to prevent any profit-sharing plan by which the officers and crew are to be compensated with profits in addition to their established wages.
4.5 OVERTIME 4.5.1
Terms Used
For the purposes of calculating overtime compensation: Normal working hours in port and at sea shall mean eight (8) hours per day. Overtime shall mean work performed over and above normal working hours.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 4.5.2
Rate
The rate or rates of compensation for overtime shall be for no less than one and one-quarter times the basic pay or wages per hour, unless otherwise stipulated in a seafarer’s employment agreement or collective bargaining agreement.
4.5.3
Exceptions
Work performed outside of normal working hours shall not be compensated for as overtime when necessary for the safety of the vessel, its passengers, officers, crew, cargo or for the saving of other vessels, lives or cargo, or for the performance of fire, lifeboat, or other emergency drills. Such work shall be conducted in a manner that minimizes the disturbance of rest periods and does not induce fatigue.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 5
WORKING HOURS, REST HOURS AND OVERTIME (Regulation 2.3)
Hours of rest and duty of all watch keeping seafarers are regulated by masters and Chief Engineers. At sea, watches are set in accordance with these senior officers’ standing orders.
5.1 GENERAL
In relation to members of the crew on a vessel engaged in foreign trade: the normal hours of work in in port and at sea shall be eight per day;
work performed over and above the eight-hour period shall be considered considered as overtime and shall be compensated for at overtime rates; a sufficient number of men shall be employed to promote safety of life at s sea ea and to avoid excessive overtime; Whenever the Master of any vessel shall fail to comply with the above requirements, he shall be liable to a penalty.
Terms Used:
a. hours of work shall mean the time during which s seafarers eafarers are required to do work on account of the vessel; b. hours of rest shall mean the time outside hours of work; this term does not include short breaks; c. normal hours of work in port and at sea shall mean eight (8) per day.
5.2 LIMITS ON HOURS HOURS OF REST
Shipowners and operators shall, within the following limits, fix a minimum number of hours of rest which shall be provided in a given period of time. Shipowners and operators shall take account of the danger posed by fatigue of seafarers, especially those whose duties involve navigational safety and the safe and secure operation of the vessel. The minimum number of hours of rest shall not be less than: 1. 10 hours in any 24-hour period; and, 2. 77 hours in any seven-day period.
5.3 ADDITIONAL ADDITIONA L PROVISIONS
1. Hours of rest may be divided into no more than two (2) periods, one of which shall be at least six (6) hours in length, and the interval between consecutive periods of rest shall not exceed 14 hours. 2. Musters, fire-fighting and an d lifeboat drills, and drills prescribed by these Regulations R egulations and by international instruments, shall be conducted in a manner that minimizes the disturbance of rest periods and does not induce fatigue. 3. When a seafarer is on call, such as when a machinery space is unattended, the seafarer shall have an adequate compensatory rest period if the normal period of rest is disturbed by call-outs to work.
Effective Date: 01/09/2020
Issue/Revision: 2/2
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CONBULK SHIPM SHIPMANA ANAGEMEN GEMENT T CORP CORP.. FLEET INSTR INSTRUCTIO UCTIONS NS MANUAL SECTION F MLC Instructions and Procedures 5.4 RIGHT OF THE THE MASTER
Nothing in this section shall be deemed to impair the right of the Master of a ship to require a seafarer to perform any hours of work necessary for the immediate safety of the ship, persons on board or cargo, or for the purpose of giving assistance to other ships or persons in distress at sea. 1. Accordingly, the Master may suspend the schedule of hours of rest and require a seafarer to perform any hours of work necessary until the normal situation has been restored. 2. As soon as practicable after the normal situation has been restored, the Master shall ensure that any seafarers who have performed work in a scheduled rest period are provided with an adequate period of rest.
5.5 RECORDS
(i). A table with the shipboard shipboard working arrangements must be prepared in accordance with the standardized format established by the Maritime Administration, and shall be posted in an easily accessible location which shall contain for every position at least: a. the schedule of service at sea and service in port; b. the minimum hours of rest required by these Regulations or applicable collective agreement. (ii). Records of seafarers’ daily hours of rest shall be maintained to allow monitoring of compliance with these Regulations. The records shall be in a standardized format established by the Maritime Administration. The records may be maintained in electronic form. (iii). The table of shipboard working arrangements and records of daily hours of rest shall be in the working language(s) of the ship and in English. The seafarer shall receive a copy of the records pertaining to him or her which shall be endorsed by the master, or a person authorized by the Master, and by the seafarer.
5.6 FLA G ADMINISTRATION ADMINISTRATI ON EXCEMPTIONS
Nothing in the above paragraphs of this Chapter prevents the Flag Administration from having national laws or regulations or a procedure for the competent authority to authorize or register collective agreements permitting exceptions to the limits set out. Such exceptions shall, as far as possible, follow the provisions of this Chapter but may take account of more frequent or longer leave periods or the granting of compensatory leave for watchkeeping seafarers or seafarers working on board ships on short voyages.
