MARLOW OFFSHORE GERMANY GMBH & CO. KG

Unless required otherwise by the Master, the second officer is directly responsible to the Master for navigational and bridge watch keeping duties and for any special tasks assigned to him by the Master. For general deck department duties, including cargo operations, the second officer is responsible to the chief officer. He must make himself fully conversant with the regulations and instructions relating to his duties. Where vessels carry an extra second officer the Master shall apportion the duties and responsibilities.

Navigational Charts

Charts (either paper or electronic) issued by or on the authority of a Government, authorized Hydrographic Office or other relevant Government institutions are official and may be used to fulfil carriage requirements (provided they are kept up to date). All other nautical charts are not official.

British Admiralty (BA) paper charts or official electronic charts shall be used for navigation. Paper charts published by other authorities may be used for reference or to assist position fixing but they are not to be used for navigation unless there is no BA chart for the area and they are fully corrected, using the Notices to Mariners of the hydrographic office which produced them.

Ships using ECDIS as primary means of navigation will use ENCs. Navigational areas not covered by ENCs must be identified at the planning stage of the voyage. A portfolio of up-todate paper charts covering these areas shall be on board prior to departure.

Charts (paper or ENCs) must be available for the ship's intended voyage before it begins.

New Editions of British Admiralty charts and licenses for ENCs will be supplied through the Company’s nominated chart and publication supplier.

Publications

Publication included in the Fleet Master List of Publications (form 2M-0101) should be on board either in hard copy or digital format. The company will provide Admiralty Digital Publications (ADPs), Electronic Nautical Publications (eNPs) and other industry publications and guidelines (e.g. IMO, OCIMF) through the Company’s nominated chart and publication supplier.

The 2nd Officer shall maintain inventory of publications as per the Fleet Master List of Publications (form 2M-0101).

Each vessel must have not less than two independent computers capable of operating the software and displaying the publications and updates.

The Officer of the Watch (OOW) must have access to read and work with these publications on the bridge.

Notices to Mariner's and Chart Corrections

It is recommended that the second officer is made responsible for the care and upkeep of all nautical publications supplied by Marlow Offshore Germany and for collecting and updating all warnings and notices published or broadcast by the Hydrographer of the Navy or by the responsible regional authority. He must bring to the attention of the Master all information relating to the ship or the voyage as promptly as may be necessary.

Notices to Mariners (N to M) Upon receipt of the weekly N to M, ALL charts and publications carried on board are to be corrected, irrespective of the area of operations utilized by the current charter. Weekly N to M are to be retained on board for a minimum of 12 months.

The weekly edition of Admiralty Notices to Mariners comprises of six sections, in summary:

Section I: This section contains the index of charts affected and index of notices.
Section II: New charts and publications The chart corrections themselves Temporary & Preliminary Notices
Section III: Navigational Warnings Section IV: Corrections to Sailing Directions (SDs)
Section V: Corrections to Admiralty List of Lights & Fog signals (LLs)
Section VI: Corrections to Admiralty List of Radio Signals (ALRS)

Chart Corrections

Charts are to be corrected using the information contained within the Notices to Mariners. It is important that all corrections are carried out in violet/magenta colored ink so that navigators can see that a correction has been carried out.

N to M chart corrections are to be entered onto the index of charts and summary of N to M corrections. This log of corrections is to be verified against the cumulative list of N to M issued every six months.

Temporary & Preliminary Notices

T & P notices are to be cut out of the weekly N to M and filed, they should be corrected in pencil on charts in use. The number of the T & P notice is to be inserted in pencil on the back of the chart. An in force list is published monthly and out of date T & P’s are to be deleted from the file. A complete list of T & P notices in force is included in the annual summary of N to M. Upon receipt of the annual summary the previous years T & P’s can be removed from the file.

Navigational warnings

Navigation warnings are given in N to M for sixteen Navareas plus Hydrolants and Hydropacs. Navigation warnings are to be cut and pasted into the relevant area in the bridge file. Warnings in force are given each week, a full summary is given in week 1, when the file can be restarted.

Corrections to Sailing Directions, Light Lists & ALRS

Corrections to sailing directions are given in section IV, those in force at the end of the year are given in the annual summary. A list of corrections in force is given monthly in N to M. It is recommended that corrections are kept in the bridge file, the file then being consulted when using the parent book or supplement. When a new supplement is received, corrections issued after the date of the new supplement must be retained. Corrections to Light lists are given in section V, new and extensively altered entries are intended to be cut and pasted into the relevant LL, a manuscript entry is to be made for shorter entries. Ensure the index of corrections is completed inside the front cover. Corrections to ALRS are contained in section VI, corrections are to be applied as for LL

Record of corrections

The Master is responsible for ensuring that only correctly updated charts are in use for the navigation of the vessel. He should check that all the charts and publications are up to date on a monthly basis. References Admiralty Notices to Mariners – weekly edition Cumulative List of Admiralty Notices to Mariners – six monthly Annual Summary of Notices to Mariners.

Navigational Equipment

The second officer should be made responsible for the care and upkeep of all navigation equipment in consultation with the Master. Any defects or deficiencies in the equipment must be reported to the Master without delay.

Crew Welfare and Training

Assist chief officer with training of crews, and implementation of all safety policies, and should be aware of the welfare and discipline of the crew.

Vessel - Accommodation and Upkeep

Within his normal work rota, he is to ensure that the vessel, both inside and out, is maintained in a clean, tidy and safe condition.

General Responsibilities

The general responsibilities under the policy and procedures are:

It shall be the duty of every employee while at work, to take reasonable care for the health and safety of himself and of other persons to may be affected by his acts or omissions at work.
As regards to any requirement imposed on his employer of any other person by or under any of the relevant statutory provisions to co-operate with him so far as is necessary to enable that duty or requirements to be performed or completed.
No person shall intentionally or recklessly interfere with or misuse anything provided in the interest of Health, Safety and welfare in pursuance of any of the relevant statutory provisions.
All personnel shall keep themselves informed of this policy and their responsibilities in its enactment.
Shall observe all safety procedures as they affect the work they are undertaking.
Shall wear safety equipment and clothing as required, or as is necessary for the work being undertaken.
Shall report to his / her direct supervisor, accidents and / or dangerous situations whether personal injury is caused or not.
Shall contribute in the planning and risk assessment of any work they participate in
Shall participate in the safety meetings held

3 Related Documents/Forms

2M-0101 Fleet Master List of Publications

2M-02

Preparing for Arrival / Departure

1 Purpose

Safe operation of the vessel.

2 Procedure

The bridge must be checked for deparute and arrival. If, for departure, any item colored red is not okay, the item should be repaired before sailing.
Keep one blank copy of 2M-0201 inside the deck log and make short entries in the log book: "arrival checklist done: all okay".

Arrival/Departure Checklists shall be scanned and saved on the server on board; printing is not required.

The form itself shall not filled up each time, consequently filing is possibly but not strictly required!
If the bridge is not ready (No-Go result), the Master must be informed immediately.

Update the Pilot-Card and MPX and have it ready for the pilot.

3 Related Documents/Forms

2M-0201 Arrival / Departure Checklist
2M-0202 Pilot Card

2M-03

Voyage Planning

1 Purpose

Assure safe voyage from berth to berth. Identify navigational hazards prior departure.

2 Procedure

Ships equipped with two ECDIS units comply with the SOLAS carriage requirements and will use ECDIS as primary means of navigations.

Vessel, which use paper charts and equipped with one ECDIS station, will use it for reference only.

Paper charts and relevant updates should be provided by the service provider.

Electronic Navigational Charts (ENC) for the ECDIS with relevant weekly updates should be provided by the service provider, and should meet the IMO performance standards.

Electronic Nautical Publications (eNP) and Digital Publications (ADP) are managed on board vessels by library management software provided by the Admiralty approved supplier. Library content should be delivered automatically by the Admiralty approved supplier.

Technical publications on board vessels are automatically managed by the library management software from the service provider. Depending on the vessel’s type, flag, etc., the contents of the vessel’s library should comply with the relevant conventions, regulations and requirements.

As far as practicable, service provider of the ENCs, ENCs updates, paper charts, paper chart corrections, Notices to Mariners, eNP, eDP and Technical Library should be provided by one service provider.

Practical Voyage Planning

Each voyage must be planned from berth to berth.The plan must be available prior departure and must be kept on the chart table during the complete voyage.
The plan may be updated and/or corrected during the voyage.

Prepare voyage plan form berth to berth !!
Ensuring that all relevant nautical publications for the next voyage are available and up-to-date.
In accordance with IMO Res. A.893(21)
Include garbage removal limits
Include Squat and UKC
Include emergency anchorage / port of refuge
Include any VTS reporting points
Include no-go areas
Include ship security (in co-operation with the SSO) measures
Include any other information to assure safe transit
Do not use installations as waypoints

Voyage Planning on ECDIS

During voyage appraisal and prior to departure the Master and OOW shall ensure that:

Certified and fully corrected ENCs are used covering all the voyage
Safety Parameters (safety contour, safety depth, shallow contour and deep contour) are properly set up.
Other safety settings are entered (look ahead sector (safety frame), safety corridor/channel, turning data, minimum under keel clearance, l.
Alarms are properly set up (safety contour, safety depth, l, track monitoring, dangerous targets).
Automatic route check has been performed and all active warnings are managable.

Squat

When a ship proceeds through water, she pushes water ahead of her. In order not to leave a 'hole' in the water, this volume of water must return down the sides and under the bottom of the ship. The streamlines of return flow are speeded up under the ship. This causes a drop in pressure, resulting in the ship dropping vertically in the water. As well as dropping vertically, the ship generally trims forward or aft. The overall decrease in the static underkeel clearance, forward or aft, is called Ship Squat. It is not the difference between the draughts when stationary and the draughts when the ship is moving ahead.
If the ship moves forward at too great a speed when she is in shallow water, say where this static even-keel underkeel clearance is 1.0 to 1.5 meters, then grounding due to excessive squat could occur at the Bow or at the Stern.

For full-form ships such as Supertankers or OBO vessels, grounding will occur generally at the BOW. For fine-form vessels such as Passenger Liners or Container Ships the grounding will generally occur at the STERN. This is assuming that they are on even keel when stationary. It must be generally, because in the last two decades, several ship types have tended to be shorter in LBP and wider in Breadth Moulded. This has lead to reported groundings due to ship squat at the bilge strakes at or near to Amidships when slight rolling motions have been present.
Squat effect is directly related to vessel speed. A halving of vessel speed leads to a fall of ¾ in the squat effect. Though not an exact science it has been observed that vessels travelling at slow speeds 6-8 knots do not suffer from a great degree of squat.

Under keel clearance (UKC)

Under all circumstances an adequate under keel clearance has to be kept and has to be calculated with the maximum draft of the vessel e.g. maximum draft for the whole voyage is to be used.

The following minimum under keel clearance (UKC) prescribed for each situation namely:

Open Sea	The minimum required UKC is 50% of the vessel’s current maximum static draft.
Confined Waters (excluding Channels, Fairways and alongside a Berth)	Where the UKC is less than 50% of the vessel’s current maximum static draft the vessel shall maintain a minimum UKC of 10% of the current maximum static draft, after taking into account applicable dynamic factors but not less than 0.6 m. Dynamic factors include Squat determined from ship’s data curves or calculations, motion caused by sea waves, or heel due to turning etc.
Channels, Fairways	Whilst ‘’Underway’’ the minimum UKC required is 1.5% of the moulded breadth of the vessel, but not less than 0.6 m, after taking into account applicable dynamic factors
Alongside Berth	The minimum required UKC is 1.5% of the moulded breadth of the vessel, but not less than 0.6 m.

Allowances for variable factors and local conditions should include but not be limited to the
following:

The effect of squat.
Environmental conditions e.g.: the prevailing weather, height of swell, Tidal height and range, atmospheric pressure, and changes in the density of Sea and inland waters etc.
The nature and stability of the bottom (e.g. sand wave phenomena)
The vessel's size and handling characteristics, and increase in draught due to heel.
The reliability of ship's draught observations and calculations, including estimates of hogging or sagging.
The accuracy of Hydrographic data and tidal predictions.
Reduced depths over pipelines.

Electronic Chart Display and Information System (ECDIS)

ECDIS Familiarization and Training

The following ECDIS training is to be provided for all Masters and OOWs:

Generic ECDIS Training - each Master and Deck Officer must attend the IMO model course 1.27 for ECDIS operation in a flag state approved training facility prior to his sign on.
Type specific ECDIS training - if the equipment on board is of a different type to which the generic training was undertaken, ECDIS type specific training can be provided at shore training facility or on-line (CBT) before joining the vessel or on board upon joining.

ECDIS Display

Masters and OOWs must always use the correct display setting, customised for the area and situation. “Base display” is not suitable for safe navigation and “Standard display” may not necessarily show all objects necessary for safe navigation. "All other information display" presenting all layers of data shall be used during passage planning.

ENC Scale

Compilation scale is the ECDIS display scale at which the ENC cell is intended to be used for navigation, and provides the ECDIS with a reference point from which it can calculate scale warnings. The compilation scale should normally be used for navigation. However, there are occasions where displaying an ENC zoomed to a larger scale is unavoidable. In such situation, the Master/OOW shall ensure that the largest scale ENC is used and change the display to compilation scale as soon as situation allows.

SCAMIN (Consider Scale Minimum)

ECDIS shall be set to operate with SCAMIN OFF for appraisal, planning and review phases to ensure all information is seen.

SCAMIN shall be selected ON for execution and monitoring of the voyage plan in order to reduce the effects of an overloaded display.

ECDIS Safety Parameters/Safety Settings

The Safety Contour and Safety Depth are the most important ECDIS Safety Parameters, while Shallow Contour and Deep Contour will highlight the shallow and deep waters respectively in four colour presentation. The following general rules apply:

Shallow Contour cannot be set higher than the Safety Contour.
Safety Contour cannot be set higher than the Deep Contour.
Safety Depth cannot be set higher than the Deep Contour.

Safety Contour, shown as a thick, grey continuous line, marks the division between the navigable (safe) and nonnavigable (unsafe) waters.

Safety Depth highlights spot soundings of depth, which could pose hazard to navigation. Charted depth equal to or less than the safety depth setting will be displayed in bold black.

The Safety Contour and Safety Depth should be set as follows:

Maximum Static Draft + Squat + Safety Margin + minimum required UKC

where:

Squat is calculated automatically in the Passage Plan. It cam also be obtained from ship’s data curves

Safety Margin = Weather Allowance + Heeling Effects - Height of Tide (HoD)

Minimum required UKC - as per the above UKC requirements.

Example (speed 5 knots in open waters):

6.0 m + 0.15 m + 0.5 m (weather) + 0.2 m (heel) - 1.0 m (HoD) + 3 m ( in open waters it is 50% of the vessel’s current maximum static draft) = 8.85 m

The the above example Safety Contour & Safety Depth in ECDIS should be set to 9.0 m.

3 Related Documents/Forms

STCW'95
2M-0301 Passage plan
2M-0303 Heavy Weather Checklist
2M-0302 Daily Ship Midnight Report
IMO Res. A.893(21) Guidelines for Voyage Planning

2M-04

GMDSS Radio Station

1 Purpose

This procedure ensures that the radio station is tested and maintained properly.

2 Procedure

Maintenance

SBM Contract to be available
Adequate tools and spares to be available

The following items must be recorded.

A summary of communications relating to distress, urgency or safety traffic. It must include dates, times, details of vessels involved and their positions.
A record of important incidents connected with the radio service, such as:
- Any breakdown or serious malfunction of the equipment
- Any breakdown of communications with a Coast Station, Land Earth Station or satellite
- Adverse radio propagation conditions, such as ionospheric static, atmospheric noise or other interference
- Serious breach of radio procedure by other stations
- Any significant incidents concerning the exchange of commercial traffic, such as disagreement over charges or non-receipt of messages.
The position of the ship once a day, either in relation to a geographical point or as latitude and longitude.
Details and results of tests and checks carried out. These tests include:
- Daily:
  - The proper functioning of the DSC equipment should be tested daily by using in-built test facilities without radiating signals.
  - Batteries providing energy for any part of the radio installations must be checked and if necessary brought to full charge.
  - Printers, including the Navtex, must be checked for an adequate supply of paper.
- Weekly:
  - The proper functioning of the DSC equipment must be tested by means of a test call when within range of a DSC Coast Station. This should be done on the MF or HF calling frequencies rather than on the distress frequencies if possible. Test calls are not permitted on VHF channel 70.
  - Any reserve sources of power, such as a stand-by generator, must be tested weekly.
  - Each hand-held VHF radio for the survival craft must be tested but not on channel 16. The batteries for these radios should be charged as required.
- Monthly:
  - Each EPIRB and SART should be examined monthly for signs of damage and each should be tested with its in-built test system. Care must be taken to ensure that no signals are radiated from the EPIRB while testing.
  - The operator must check the condition of all batteries each month and ensure that they are well secured. Terminals and connections must be checked for security and in the case of lead/acid batteries, the specific gravity of each cell should be taken and noted in the log.
  - All antennas should be checked for condition and the antenna mounts and supports checked for security. All insulators, rigid antennas, and protective domes for satellite antennas should be cleaned as required.

3 Related Documents/Forms

GMDSS Radio Log Book

2M-05

DP Operations

Please refer to the Master's Duties Section M-18 DP Operations.

2M-06

Medicines / Medical Care

1 Purpose

Providing a clean and properly equipped location for medical treatment on board.

2 Procedure

Maintaining the medicine stock, orders medicines, separates expired medicines
Maintaining medical equipment
Housekeeping of the hospital and/or treatment room
Keeping the medical record book
Wirting medical report forms M-1001
Assisting the Master during medical treatments
Disposal of expired medicine, records in Garbage Record Book.

3 Related Documents/Forms

Medical Record Book
M-1001 Medical Report

2M-07

Hand Over

1 Purpose

Assure proper familiarisation with the duties.

2 Procedure

The 2nd Mate is going to prepare a handover report for the new 2nd Mate. All relevant information’s shall be entered in this document. No other documents shall be attached without making a reference into the handover report.

The report shall be signed by both and filed on board.

3 Related Documents/Forms

2M-0801 Handover 2nd Mate

2M-08

Port State Control

1 Purpose

Prevent off-hire and assure customer satisfaction

2 Procedure

Meet PSC inspectors personally.
The Master shall prepare himself and his vessel for regular PSC inspections by using the below listed documents as guidelines.
Detentions must be reported by telephone to the DP/CSO immediately.
PSC reports must be sent by e-mail or fax to the DP/CSO.
The PSC inspection report shall be filed on board and all follow-ups /M-0405/ shall be attached to the PSC report.
Date and PIC shall be recorded when deficiencies are rectified and also attached

2.1 Paris MOU Reporting Requirements as of 2011-01-01

Since 2011/01/01 there is a new inspection regime for Port State Controls within range of Paris MoU in force. Please find below listed the main changes, which shall be of relevant interest for you:

Inspection targets have been changed: Up to now, 25% of all individual vessels had been inspected. Port states have developed a scheme which classifies all vessels in different risk profiles. Sorted in, all ships are inspected in different intervals.
New risk profiles are Low Risk Ships (LRS), Standard Risk Ships (SRS) and High Risk Ships (HRS). Following criteria are respected:
- type of ship
- age of ship
- performance of the flag of the ship
- performance of the recognized organization
- performance of the company responsible for the ISM management
- number of deficiencies o number of detentions
The complete performance of a company’s entire fleet will influence the profile of each individual ship. Each detention within last 36 months (since 17th of June 2009) of a fleet will lower the performance factor of every vessel.
Based on above figures, the port states do have two criteria of inspections to be carried out: within a certain time window and/or additional surveys after special events (accidents, reporting by pilots, suspension of class, etc…). Common inspections will be conducted:
- HRS: between 5-6 months after the last inspection in the PMoU region
- SRS: between 10-12 months after the last inspection in the PMoU region
- LRS: between 24-36 months after the last inspection in the PMoU region

If a window for an inspection has passed, the vessel will set on a Priority I and will be inspected. If the time window opens, the vessel will be categorized as Priority II and can be inspected. Inspection types remain unchanged. In accordance with the new NIR, the reporting scheme for pre-arrival and pre-departure notices has been revised.

Following ships and types have to release a 72 hours ETA notice to port state (if vessel is within time window for PSC):
ALL HRS ships
Bulk vessels, chemical tanker, gas carrier, oil tanker and passenger vessels if older than 12 years.

The 24 hours ETA notice is to be given by all ships.
Also an Actual Time of Arrival (ATA) and Actual Time of Departure (ATD) have to be provided as soon as known.
PSC can determine a „stoppage of operation“ similar to a detention if cargo operations form a hazard
Inspections can be carried out also on vessels at anchorage
Pilots and other port authorities have to inform PSC about anomalies on board ships.

Reporting

72 hour ETA message (ETA72)
Pre-arrival notification for ships due for expanded inspection (all ships with a high risk profile and all passenger ships, oil tankers, gas or chemical tankers or bulk carriers older than 12 years). Notification shall be made by the operator, master or agent at least 72 hours before ETA in the port or anchorage or before leaving the previous port if the voyage is expected to take less than 72 hours.
Information to be reported:

ship identification (name, call sign, IMO or MMSI number, flag)
planned duration of call (ETA/ETD)
for tankers: hull configuration (single hull, single hull with segregated ballast tanks, double hull), condition of the cargo and ballast tanks (full, empty, inerted) and volume and type of cargo
planned operations at the port or anchorage of destination (loading,
unloading, other)
planned statutory survey inspections and substantial maintenance and
repairs while staying in port
date of the last expanded inspection in the Paris MoU region

24 hour ETA message (ETA24)
Pre-arrival notification for all ships (including those who already made ETA72) shall be made by the operator, master or agent at least 24 hours in advance or before leaving the previous port if the voyage is expected to take less than 24 hours.

Information to be reported:
ship identification
port of destination
ETA/ETD
number of persons on board

Where to report to?

You have to report to your agent.

If the notification is not made, penalties may be imposed and the failure of reporting is an unexpected factor so the ship will become Priority II and can be targeted for an additional PSC inspection regardless when the last inspection took place.

3 Documents

Reducing the Risk of PSC Detention

Marine Pollution Prevention
Life-Saving Appliances
Marine Fire Safety

2M-09

General Shipboard Arrangements

1 Purpose

This section provides information on the Company's general standards and procedures to be followed and the measures to be adopted to improve the safety and health of those living and working on board ship. It is addressed to everyone on ship, regardless of rank or rating. The contents should be accepted as a minimum standard for HSE, within the company.

2 Procedure

Hours of Work

The Master is responsible for ensuring that all crew members onboard conform to the Hours of Work requirements under the STCW 95 regulations. A copy of the schedule is contained within the Fleet Working Instructions chapter of this Section.

Medical Treatment and Advice

The Master is responsible for the medical arrangements on board but it is normal for him to delegate this responsibility to the Chief Officer or Medic / Doctor (When one is carried). The Master is to familiarise himself with the charterers emergency plan for medical treatment and medivac. There may be occasions when a case of injury or sickness is such that Masters are obliged to seek medical advice from some external source. When operating in offshore medical advice can be obtained from any of the Drilling Rigs, Platforms or Coast Radio Stations. The Chief officer may be deputised by the Master for maintaining the vessel's medical stores up to the required scales. The Ships Captain's Medical Guide is to be located, so as to be readily available for use. Medical advice should be sought if a medical case is unable to be treated on board. If an injury or illness is outside the Master / Medic’s capabilities, he can obtain additional assistance from the rig medic, or advice can be obtained through the nearest coast radio station. In severe cases, helicopter service or the appropriate search and rescue service can evacuate casualties. The Master shall always be guided by the advice in the Ship Captain's Medical Guide, a copy of which will be retained and kept up to date by the Master or appointed deputy.

Medical Scales

Marlow Offshore Germany vessels will normally be supplied with drugs and medical equipment to the specific scale, to the area to which the vessel is currently working, of the current Medical Stores Regulations appropriate, the Master is responsible for ensuring that these are complied with. Out of date drugs should be landed, and non-scale drugs which are supplied for any reason should also be disposed of in this way as soon as they are no longer required. Location of drugs & medical equipment All dangerous, controlled and abusable drugs must be kept in the Master's safe, and stocks recorded at each handover of command. The Master will be personally accountable for these stocks. All other prescription type drugs should be held in a lockable cabinet within the ship's medical locker, to which the Master should normally hold the key. For short periods whilst the Master is not on board these keys may only be handed over to the Masters Deputy, otherwise access to and checking of these stocks may only be delegated by the Master to any two persons, one of whom must be a responsible officer.

Records of Drugs & Treatments

The Master is responsible for ensuring that there is an up to date drugs register, listing receipts, usage, and disposals of date expired drugs. The handover of drugs must be recorded in this register. Drugs should be reported and recorded according to their non-proprietary name. Examples of proprietary names, with the correct non-proprietary name in brackets are: Temgesic (Buprenorphine); Mogadon, Somnite (Nitrazepam); Valium (Diazepam). Medical treatment must be recorded in the vessel's Medical Logbook.

Smoking Regulations

When the vessel is within a 500-m zone of an installation no smoking is permitted outside the accommodation and, if advised of a gas or similar hazard by the platform, smoking is strictly prohibited in all locations. NO SMOKING IS ALLOWED IN THE GALLEY OR STOREROOMS In addition to the spaces defined in the main regulations, smoking is prohibited in any location or space defined as 'No Smoking' area and duly marked. Smoking is only allowed in designated smoking areas. Infringement of Port Smoking Regulations will be treated as normal disciplinary issue. The Master is required to report any such infringement to Marlow Offshore Germany and the manning agency as appropriate, giving sufficient details to enable appropriate action within the terms of that employer's own regulations.

Ships Computers

On the subject of ships computers, these are for ship administrative use only. It is not allowed to install game software, demos etc. on the ship computer(s). This could have serious consequences with loss of vital data and virus infection. The only exceptions are dedicated computers intended for leisure use.

House-keeping

Accidents may happen at any time and in any part of the ship, and many of them can be eliminated by always keeping things clean and ship-shape. The Company sets high standards of cleanliness and hygiene on board, and this is a matter, which requires the effort and co-operation of everyone. Individuals are responsible for keeping their own cabin clean and tidy. The Master will ensure, by weekly inspection in accordance with the Merchant Shipping Acts that accommodation is being kept in good order. The wear and tear on a ship in service gives rise to minor deficiencies in both equipment and furnishings; e.g. protruding screws, loose fittings or handles, rough splintered edges; all of which may cause accidents. Such deficiencies should be reported immediately they are noticed. Instruction plates, notices, and operating indicators must be kept clean and legible, and never painted over. Flickering lights usually indicate faults in wiring or fittings, which may result in electric shocks or fire. They should be investigated and repaired by the Chief Engineer, Second Engineer or Electrician (If carried). Failed light bulbs must be replaced as soon as possible and a minimum light standard must be maintained. All objects should be stowed securely against the movement of the ship or inadvertent displacement particularly if they are above deck level. Similarly, all objects likely to move during weather should be secured properly. Refrigerated cold stores, galleys, stores, and mess-rooms must be kept in a clean and hygienic condition, and Masters will pay particular attention to those areas in their weekly inspection of the vessels.

Protective Clothing

Crewmembers will be entitled to two sets of coveralls every 6 months, provided by the Company. These will remain the property of the Company and must be returned by anyone leaving the Company's employment. These coveralls remain the responsibility of the individual crew member, and it is expected that he will undertake any minor repairs required. When coveralls become badly torn or unwearable, they will be replaced if produced to a senior officer and agreed with the company. Each crew member is required to wear safety boots of an approved standard when on duty. Galley staff should wear safety shoes. Safety footwear is generally supplied prior to joining a vessel and each seafarer is entitled to 1 pair per year. Where Safety footwear is available aboard, these are drawn direct from the Master. Flip-flops are dangerous and must not be worn on any Marlow Offshore Germany vessel. In addition to the foregoing, the following is a list of items made available by the company:
Safety helmet
The helmet is designed to protect the head from falling objects, sideways blows, and splashes from chemicals. It must be worn at all times when working on deck, when loading or unloading cargo, or when people are working up above. Helmet must not be embellished or altered in any way, which would be detrimental to its effectiveness. Helmets are to be inspected on a regular basis by the vessel Safety Officer and should be replaced if damaged.
Ear protectors
Ear protection must be worn by all crew members exposed to high level of noise. Irreparable damage to hearing can be caused by high levels of noise over prolonged periods. Noise level measurements have been taken throughout the company's vessels and warning signs are posted in the appropriate areas.
Protective Goggles/Glasses
The eyes are particularly vulnerable to injury from flying particles, sparks, glare, or flash; all of which may result from welding, scaling, grinding, or burning operations. The protectors provided afford proper eye protection and must be worn - time taken to put on protection can save months of pain, or even the permanent loss of sight. Clear goggles should be worn for chipping or scaling, and dark goggles, giving protection against infrared lights, should be worn when using burning torches. A face mask/safety helmet, which affords protection against ultra-violet light, should be worn when electric arc welding is in progress. Occasionally, it may be necessary to use cement or rust removers. These are acid-based and protection should be worn when using them.
Respiratory protective equipment
The three main types supplied are:
(i) compressed air-breathing apparatus;
(ii) smoke helmet
(iii) dust respirator.

Irrespective of the equipment used, it is most important that the face piece fits to prevent leakage. The wearing of spectacles (unless adequately designed for the purpose), together with beards and whiskers, may well have an adverse effect of the effectiveness of the face seal.
Hand protection
All the Company's vessels carry a supply of rigger-type gloves, which should always be worn when loading or unloading, and when working with wires. Rubber gloves are provided for use with oils or acids. Gauntlets are provided for use when burning or welding.
Working life-vests
These must be worn on the work deck at times when the Masters considers it necessary for work or weather reasons. Crew members using punts or rafts, or working over side to paint the vessel must wear working life-vests.
Safety harness
All crew members working aloft, on board, or below decks, over side or where there is a risk of falling, must wear a safety harness attached to a lifeline. See Section on working aloft and outboard for more details.

Confidentiality
Employees are to use discretion in discussing any matters of ships business or management with third parties outside Marlow Offshore Germany. If an accident occurs to a member of the ship's company or to the ship, no document, paper, book, chart, report or statement is to be given or shown to anyone except authorised Government Officials without the authority of the company. While it is Company policy to maintain good relations with the Press at all times, caution must be exercised when events occur which attract the attention of journalist. Sea staff are not to discuss any matters relating to Charterers business with other parties outside Marlow Offshore Germany.

Company, Owner and Charterers Interests
All Officers are to take a keen interest in the Company's business, particularly when it concerns the operation of the ship. They will support actively at all times the interests of the Owner/company and will give all necessary assistance to the charterers.

Carriage of Personnel Other than Ship's Crew
Prior to departure from the loading berth, or if at sea prior to the departure from the rig, platform or other point of embarkation of such personnel, the following procedure will be carried out: All newly embarked personnel are to be mustered and checked off against the passenger list. All personnel are to be instructed the wearing of lifejackets. All personnel are to be allocated fire and boat/raft stations and instructed in the procedures and signals to be used on that particular vessel in the event of any emergency arising. On arrival at destination, passengers are to be checked off prior to disembarkation. Passengers arriving in a port from any other point of embarkation must be cleared through 'immigration' and must not be allowed to disembark without having done so. Alterations to Fixtures, Decorations, etc. No alteration to the structure, machinery, equipment, fixtures or decoration of the ship is to be made without Head Office approval. Constructive suggestions are encouraged and are to be submitted through the Master to the General Manager.

Receipt of Gratuities
On no account is any member of the ship's company to seek or accept, as an inducement for favoured consideration, any gratuity from workshops, yards, contractors, suppliers, or any other similar body or individual connected with the working of the ship. It is the duty of all to report, through the Master to Head Office should any such gratuity be offered to them. Small value gratuities around Christmas time are not included under this regulation.

Ship and Company Property
All fixtures, fittings, stores and anything else placed on board the ship on behalf of the owners and paid for by them shall remain the property of the owners or company. Ships property may not be sold or disposed of without express written consent from Head Office, even if such property has been condemned.

Assistance to the Company Representatives
At all times officers are to assist the company representatives in the discharge of their duties.

Communications
All communication between the ship and Head Office must be sent through the Master, who should indicate on each letter that he has sighted it. This does not give the Master the right to stop any communication being sent to office.

Documentation to Head Office
Masters must ensure that routine documentation, as laid down elsewhere, are sent to the Head Office at the required times.

Unauthorized Persons
No unauthorized person is allowed on board in port. Watch keepers are to be instructed to report any infringements of this regulation t the officer in charge. Persons found on board without permission are to be questioned and, if there is not a good reason for their presence on board, they are to be escorted from the ship.

Supernumeraries
Supernumeraries whether they be the wife of a ships crew member or an owners or companies nominee, may not proceed to sea until permission has been obtained from the Master and Head Office and the relevant insurance requirements complied with.

Delays to Passage Time
If a vessel on passage to location is delayed due to stress of weather or for any other reason, the office is to be informed of the circumstances and an entry made in the deck logbook. If the delay is due to weather, deck log weather entries are to be made at 2 hourly intervals. Should delay occur on passage to port, the charterer is to be informed. Deck log entries are to be made as above.

Customs Regulations
All members of the ships company are required to comply with the Regulations made by any Customs Authority. Suitable articles must be declared and, if necessary, placed under bond. Customs Officers are to be given every assistance in carrying out their duty whilst searching for contraband, during which operation they are to be accompanied by an officer deputed for that purpose.

Wearing Flags
A courtesy flag is to be flown when in the territorial waters of the country concerned and when approaching pilot stations. Penalties have been imposed on vessels failing to observe these instructions and in certain ports pilots will not board vessels which fail to display their national ensigns. On every occasion when a vessel calls at a port in the country for which a flag is carried, it must be flown in accordance with the foregoing instructions. Should a vessel call at a port, for which an appropriate ensign is not carried, and it is necessary to fly such a flag, it should be obtained through the Agents at the port concerned. The Chief Officer is to be appointed to look after all flags. He is to ensure the ship is carrying the appropriate Courtesy flags relevant to her intended voyage. Flags that require replacement due to excessive wear should be indented for in the normal manner.

3 Related Documents/Forms

COSWP MCA Code of Safe Working Practices for Merchant Seafarers
Ship Captain's Medical Guide
M-1201 On/Off Hire Declaration
M-1201a On/Off Hire Statement of Facts

2M-10

General Working Practices

1 Purpose

This procedure details the guideline safety practices for most of the working common practices found on board the offshore fleet.

2 Procedure

Risk Assessments and Toolbox talks

All tasks undertaken onboard the vessel are to be subject to a documented risk assessment as per Code of Safe Working Practices for Merchant Seaman Chapter 1. This information is to be documented on Marlow Offshore Germany forms. A full procedure for carrying out a Task Risk assessment is contained within this SMS.

Tools

Tools should be kept in the appropriate racks and replaced after use. For every job, the proper tools are available, and should be used. Tools used for a purpose for which they were not designed may cause injury to the user and damage to the work place and the tools. DAMAGED TOOLS SHOULD NEVER BE USED

Safe Access

Care should be taken when boarding or leaving a ship. Failure to use the access equipment provided is an offence.
Gangways
Gangways, accommodation ladders, and portable ladders should be inspected both before and after use. Wooden ladders and gangways should never be painted, nor treated in any way to conceal cracks.
Safety Nets
Safety nets should always be rigged if appropriate. If it is not possible to provide safe access to a vessel then no attempt to gain access should be made.
Illumination
All means of access must be effectively illuminated, free from obstruction. Adjustments should be made when necessary due to movement.
Defects
Defects or inadequacies found in any access arrangement, including those provided by the dock authorities, should be reported immediately, and not used until the fault has been rectified.
Rigging
Gangways should not be rigged on the ship's rails unless the rails have been suitably reinforced for the purpose.
Portable Ladders
Portable ladders should only be used for access when circumstances preclude the use of a gangway or accommodation ladder.
Lifebuoy
A lifebuoy with a self-activating light and separate safety line attached to a quoit or similar device, shall be provided at the point of access. This unit can for the period of use be moved from another ship location and replaced before departing to sea.
Rope Ladders
Rope ladders should not generally be used as a means of access; except to and from vessels alongside one another, in such circumstances that the use of any other method would be impracticable.

Working aloft and Outboard

A permit to work is required for working aloft or outboard Full details of Working aloft and Outboard procedures are detailed in the Permit to Work Procedure.

Lifting Appliances

A detailed procedure is available in this SMS.

Machinery overhaul and repairs

Prior to commencing a maintenance task on any piece of plant or machinery, other than routine tasks normally undertaken while the machinery is in motion (e.g. lubrication), the responsible Engineer shall ensure that the machine has been isolated from its power supply and cannot be inadvertently restarted. Special attention to be taken to prevent turning or inadvertent starting as this may occur with automatic or remote control systems. Appropriate cautionary notices shall be attached to the isolating device. No alarm system must be isolated without the permission of the Chief Engineer. It is particularly important that the responsible Engineer shall ensure that temperatures and pressures in the machine and associate pipe work have been reduced to safe levels prior to commencement of the work. No maintenance work or repair work, which might affect the supply of water to the fire main, must be started without the prior permission of the Master. 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 Engineer shall ensure that:
a) The area is adequately illuminated
b) The opening is roped or fenced off
c ) Cautionary notices are in place
d) 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.

Galley

Catering staff have a responsibility for ensuring a high standard of hygiene is maintained in the galley and mess rooms. There must be no smoking in the galley. Hands must be kept clean at all times. Decks and gratings should be kept free of grease, etc., to avoid slipping, which may result in serious injury. Catering staff should never attempt to repair electric or oil filled equipment. Defects should always be reported to the Chief Engineer. Sharp implements should be treated with respect and handled with care. They should never be left lying around where someone may cut himself accidentally. Such implements must not be mixed with other items for washing up, and must be cleaned individually. Notice is drawn to the combined hazards of water and electricity. All ranges and ovens are to be isolated before any "washing down" and cleaning processes are initiated.

Night Watchman

It is the policy of the Company that a watchman or watch keeper will be on duty on every occasion that a vessel is in port overnight. His duties include tending moorings and gangways, fire watch, and the security and safety of the ship and her crew, including if necessary, a radio watch. This does not preclude the individual concerned from any other work, and it is expected that the watchman will carry out other tasks when he is not engaged as above.

Storage/Handling of Flammable Liquids

The quantity of paint, varnish, lacquer, enamel, polish, thinners or other flammable liquid present in a work area should be kept as small as practicable. All drums or cans should be securely closed when not in use. When empty the drum or cans should be closed and removed from the work area. Adequate ventilation must be maintained in the area of use and in any spaces provided for the storage or handling of paint.

Hot Work

A detailed procedure is available within this SMS.

Entry into Enclosed Spaces

A detailed procedure is available within this SMS.

Maintenance in Cargo Areas

No hot work of any description shall be undertaken in any bunker space, ballast tank or in spaces adjacent thereto, nor on any deck over such a space until a correctly authorised Permit to Work has been issued. Before any hammering or scaling is undertaken the responsible officer must satisfy himself that there is no likelihood of there being gas in the vicinity. When used in fuel tanks or bunker spaces hand tools shall be used with the least impact force possible. Tools should never be dropped on a steel deck. Electrical equipment or portable lamps on wandering electrical leads must not be used in any fuel space unless wholly gas free and frequent gas tests are made. Aluminium or light alloy portable equipment shall not be used in fuel tanks. Non-sparking shovels or scoops of plastic, wood or similar materials shall be used for removing scale or sludge from fuel tanks.

3 Related Documents/Forms

COSWP MCA Code of Safe Working Practices for Merchant Seafarers

2M-11

General Bridge Procedures

1 Purpose

2 Procedure

Masters and Chief Engineers Obligations

The Master of every vessel is bound to ensure that watch keeping arrangements are adequate for maintaining a safe and efficient navigation watch. The Chief Engineer is bound to ensure that watch keeping arrangements are adequate to maintain a safe and efficient engine room watch.

Officers of the Watch - Bridge

The Officer of the watch has the responsibility under the Master's direction for the safe navigation of the vessel, and must comply fully with the "Regulations for Preventing Collisions at Sea." He is to maintain a radio watch at all times on distress frequency. Under no circumstances must the bridge be left unattended at any time. Regular fire rounds should be made by ratings while at sea and in port.

Officers of the Watch – Unauthorized Personnel

Unauthorized persons must not be allowed on board and when the vessel is in port or at anchor a watch is to be maintained against intruders from the shore or from small craft. It should be emphasized to all members of the Deck Watch that it is part of their duties to ensure that they are aware of the identity of all persons boarding the ship and the nature of their business on board.

Navigation Procedures

Passage Planning

For every voyage, there must be a comprehensive and valid passage plan available. There is a passage plan checklist Form which should be completed for each passage plan made. It is important to realize that every passage plan must cover all elements of the upcoming voyage. I.e. the passage plan must cover all parts of a berth to berth or berth to offshore installation voyage. All past passage plans must be kept onboard for appraisal by Charterers, Auditors or Shoreside Management.

Safe Waiting Areas

When approaching constrained waters the ship may come to a position beyond which it will not be possible to do other than proceed. This is termed the “point of no return”, it will be the position where the ship enters water so narrow that there is not room to turn or where it is not possible to retrace the track due to a falling tide and insufficient under keel clearance.

Before the vessel approaches the “point of no return”, the bridge team must find a safe waiting area at which the passage can be aborted and the ship will not commit to enter. The position of the safe area will depend on the following factors:-

1. UKC
2. Speed
3. Turning circle
4. Current
5. Density of traffic
6. Any situation where it is deemed to be unsafe
7. Pilot ground

It will be appreciated that emergency action may take the ship into areas where it is constrained by draught, in which case speed will have to be reduced to allow for squat, or a tidally constrained area which can only be entered within the tidal window. Having drawn no go areas, safe waiting areas and the track to be followed, the planning should now be concentrated on ensuring that the ship follows the planned track. The navigator may call out the distance to this position and the pilot and master determine whether or not the ship is in all respects correctly positioned to make the turn and transit.

Restricted Visibility

At the onset of restricted visibility the relevant requirements of the International Collision Regulations must be observed promptly without hesitation. If prior warning of restricted visibility is obtained, the necessary measures should be taken in advance. The Master must ensure that all pilots and watch-keeping officers are given instructions to this effect.

SAFETY MUST NEVER BE COMPROMISED IN THE INTERESTS OF SPEED.

In restricted visibility an officer formally qualified as a radar observer must keep a radar watch. The availability of radar does not place the Master under any obligation to make greater progress than might otherwise be expected. He has complete discretion to make any further reduction in speed or to anchor, as he deems prudent. Movement Book and Deck Logbook must provide an accurate record of all events. Bridge and Engine Room clocks should be synchronised when engines are put on standby, and although they may be compared they must not be altered again until the vessel is clear of restricted visibility.

Heavy Weather

Engines must be eased in heavy weather to reduce risk of damage and to avoid excessive straining and vibration. The variation in conditions and the state of vessels makes it difficult to lay down hard and fast rules, nor would we, in any way, wish to less the well-established principle that the Master must be the sole judge what action is required in the light of the circumstances as they appear to him at the time. The need to lash all cargo securely cannot be over emphasized. This is particularly important with casing and other large items of cargo. In addition, casing acts as a trap for water and is unlikely to drain before more water is taken over the side, with a progressive loss of stability. Hatches, intakes and vents are vulnerable, particularly if cargo breaks loose. Flooding is likely to take place, with further loss of stability and possible loss of power as well The Master must always consider stability when discharging or back loading at the rig, bearing in mind that he may be required to break off due to bad weather before a particular operation has been completed. Several instances on other vessels have occurred where bridge windows have been smashed by heavy seas, resulting in the bridge controls being put out of action by flooding. This type of damage can usually be avoided by a timely reduction in speed.

Bridge Manning

The Master must ensure that the bridge is always adequately manned for the prevailing circumstances and that the strength of the navigational watch is sufficient to ensure the safe navigation and operation of the vessel. The Officer of the Watch (OOW) 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 and this is mutually understood. The Officer of the Watch at sea must not keep watch alone on the bridge because of the risk of his being incapacitated by personal injury or illness. When automatic steering is in use and no helmsman is present on the bridge, a member of the watch must always be stationed nearby. During working hours this man may be employed on suitable work in the vicinity of the bridge and at night should serve as the bridge lookout. He must not leave his station without being relieved.

Look-Out

A good all-round lookout must be kept whenever the ship is under way or at anchor, including periods when under pilotage. The Master must ensure that this principle is understood and observed by all officers who keep a navigational watch. At certain times, in daylight, the officer of the watch may act as the sole lookout, so long as he can give this duty his undivided attention. The circumstances should be assessed on each occasion, and when other navigational watch-keeping duties prevent the OOW from keeping an efficient lookout he must have the necessary assistance. From sunset to sunrise, and in restricted visibility, or at any other time when the Master considers it is necessary, a member of the watch must be posted as a lookout. The most suitable location for the lookout depends on the circumstances. When deciding where he should be posted, re6gard must be taken for his personal safety, the need for protection from the weather, preservation of night-vision, concentration and adequate communication with the bridge. In conditions of restricted visibility the lookout should be located where fog signals of other vessels might best be heard. The Master should give due consideration to the posting of additional lookouts when circumstances so warrant. The Officer of the Watch must ensure that:
a) An efficient lookout is maintained during the prescribed periods.
b) Lookouts clearly understand their duties and the system of reporting.
c) All reports are passed to the Master if he has taken charge of the bridge, and if a pilot is on board, to the Pilot.

Navigational Aids

Full use must be made of all navigational aids in the day-to-day navigation of the ship but the well-established methods and principles of navigation are not to be neglected. Routine checks and comparisons of all instruments and equipment must be carried out.

Radar

Radar is an aid to collision avoidance and safe navigation and the information, which it provides, must be carefully interpreted. When used to determine the real or apparent movement of targets the information must always be plotted. Identification of targets by radar alone must be treated with the greatest caution. When an Automatic Radar Plotting Aid (ARPA) or Radar with electronic plotting is used, the limitations of electronic plotting should not be overlooked and this method must not be used to the exclusion of other plotting methods. Full use should be made of all radar equipment to enable officers to become familiar with its performance in differing conditions but other navigational aids and methods must not be neglected. Radar must not be regarded as a substitute for a good all round lookout. The angular width and bearing of any shadow sectors should be recorded and displayed on a diagram adjacent to the radar display and kept up to date following any change that might affect shadow sectors. The accuracy of the heading marker should be periodically checked for accuracy within 1 degree of the vessels fore and aft line and must be aligned as soon as practicable whenever it is found to be substantially misaligned. Performance of the radars should be checked before the vessel proceeds to sea and at least once every 4 hours whilst the vessel is at sea and a radar watch is being maintained. Performance checks may be either by using a performance monitor built into the equipment or by utilising known targets. Brief details of checks should be entered in the Deck LogBook. The radar is always to be used wherever restricted visibility is encountered or suspected, whenever the vessel is being navigated in congested or coastal waters and in any other circumstances where it may be deemed appropriate. In restricted visibility, officers must take great care to ensure that:
a) A continuous radar watch is maintained
b) The most appropriate range scale is employed
c) Plotting is commenced in ample time - it should be remembered that time can be made available by further reducing speed if necessary. Officers should practice plotting in clear weather.

Echo Sounder

The echo sounder recorder paper is to be clearly marked with the date and time at the instant of starting and stopping. Whenever the ship's position is established or verified with the aid of soundings, the particulars should be recorded in the Deck Logbook.

Satellite Navigator / GPS

When the Navigator is in use, the limitations of this equipment should be borne in mind. Positions obtained by this Navigator are to be identified as such, whether on the working chart, or as necessary, in the Deck Logbook.

Navigational Audit

For the Navigational Audit Procedure and Checklist, please, refer to the following links: M-14 Navigational Audit Procedure, M-0500 Navigational Audit Checklist.

Defects in Navigational Equipment

Marlow Offshore Germany must be informed of any significant breakdown or persistent fault in any navigational equipment. Reports should include particulars of the defect and parts known to be required, plus details of any assistance of parts received aboard.

Log Books

The Deck Log Book and Engine Room Log Book are to be carefully and accurately written up, in the English language, in ink, at the end of each watch or period of duty and the additional entries required are to be kept up to date. Each day's entries are to be signed by the Master and Chief Officer/Chief Engineer. No attempts at alterations or erasures, however trivial, must ever be made and pages must not be torn out: mistakes in entries must be crossed through once in ink, the correct entry made, and the correction initialled. An alteration, which obliterates the original entry, is liable to misinterpretation in a court of law. The purpose of the Deck Logbook is to provide the company with a comprehensive account of all operational activities in which a vessel engages. Entries contained within it should include the following:
a) Particulars of courses steered, positions obtained and other entries according to the accepted practice of seafarers.
b) Meteorological observations in general, with changing factors which may influence future actions or affect performance of the vessel.
c) Vessel's draft on arrival at, and departure from a berth.
d) Miscellaneous entries in compliance with statutory requirements.
e) Particulars of vessel going on/off hire.
f) Times for commencing/completing cargo or fuel.

Official Log Book

Entries in Official Logbooks and in radio- telephone Logs, are governed by the Regulations of the appropriate Government which must be strictly observed.

GMDSS Radio Log

The Radio operator / Navigating Officer shall, when keeping radio watch, enter in the radio log:
(a) The name of the radiotelephone operator and the time at which the watch commences and ends.
(b) The time at which radio watch is for any reason discontinued, together with the reason and the time at which radio watch is resumed.
(c) A summary of communications exchanged between the ship station and coast stations or other ship stations, including the serial numbers and the dates of any message passed.
(d) A Summary of all communications relating to distress, urgency and safety traffic.
(e) A record of all incidents connected with the radio services, including the radiotelephone installation and the VHF radiotelephone installations, which occurred during the watch and appear to be of importance to safety of life at sea.
(f) Details of the tests and checks required by Part 2 of the radiotelegraph log, as appropriate to a radiotelephone station. Notes on the Keeping of the Radio Log
It is important that the log should be correctly kept by making all entries at the proper time, being always complete and up to date. Entries must always be made in order of date and time and no blanks left. The entries 'on watch' and 'off watch' must be followed by the operator's signature. All log entries must be completed by the end of the watch. If the number of pages in Section B of the log is insufficient to cover the period of currency of the log, the log should be continued in a separate book. The Master must inspect and sign each day's entries in the log, and where the Master is not the radiotelephone operator the latter should inspect and sign the log daily and submit the log to the Master for his signature, drawing his attention to any entries of importance or interest.

Recording of Vessel Casualties
The sequence of events at the time of a casualty should be accurately and promptly recorded in Bridge logbooks, Engine Movement Books and subsequently in Log Abstracts. Log Books are of great importance in legal proceedings, as are any other contemporary documents or records, such as navigational charts and records and tracings/print-outs from the Course Recorder, Echo Sounder, etc. all such documents relating to an accident, together with any notes made on scraps of paper or in other notebooks must be carefully preserved, and not altered in any way. Admiralty Charts may continue to be used, but the original markings must NOT be rubbed off. Attention is drawn to the following instructions relating to Log Books, reading as follows:
(a) The Log book is to be used when entering or leaving port, in congested waters, when a Pilot is on board, in fog or in other conditions of reduced visibility, if the possibility of a difficult situation is anticipated or on any other occasion at the discretion of the Master.
(b) All entries must be made at the time of the occurrence.
(c) It is essential that these books are kept in a neat, clear and orderly manner and that all entries are absolutely accurate. Mistakes, whether important or trifling, must on no account be rubbed out, but should be crossed through once, and the correct entry made.
(d) When filled, this book must on no account be destroyed. It must be retained safely on board unless called for by Marlow Offshore Germany (B).

Officer's Familiarity with Manoeuvring Data

All Officers should make themselves familiar with the manoeuvring data for the vessel. Every opportunity should be given to the Chief Officer and Second Officer to gain experience at ship handling whilst manoeuvring alongside platforms and entering and leaving port.

Operations at offshore Installations

Whilst within the 500m zone of any offshore installation the vessel must comply with the Marine Procedures of the Vessel Charterers.

3 Related Documents/Forms

M-0500 Navigational Audit Checklist

2M-12

Bridge Operations in Port and at Anchor

1 Purpose

This procedure details the guidelines to be followed during vessel stay in port and at anchor.

2 Procedure(s)

Anchoring

Before anchoring, the Master is to satisfy himself that the proposed anchorage is suitable for the ship and is clear of other vessels. In view of the number of defects which occur in anchor pins/cables etc. special checks should be made prior to letting go. Brake bands should similarly be inspected and proved satisfactory, especially after a long period has elapsed since last used. Particular attention should be paid to securing anchors prior to embarking on deep sea passages.

When the vessel is to proceed to an anchorage, the Master should always try to position his vessel within the limits of the charted anchorage or as directed by the local Port Authorities. It often happens that if a vessel is anchored outside these limits, such vessel is not considered "arrived" and therefore laytime will not commence.

When arriving at an anchorage, the Master should avoid dispatching the officer on watch to attend the anchoring chores, without having him relieved on the bridge by another officer. It is preferable that the Chief Officer attends the anchorage station although all officers should be trained to perform anchoring operations.

When manoeuvring towards an anchorage, due consideration should be given to the following:

Always have the anchorage position selected well in advance, as far as the circumstances permit.
Engines must be on standby, the astern movement and hand steering having been tested well before reaching the anchorage area.
Check there is communication between the forecastle and the bridge.
Make sure that power is available at the windlass and both anchors are clear and ready to be used.
Due consideration should be given to the prevailing weather, tides and currents.
Always approach the anchorage position in a cautions manner and at a low speed.
Other vessels anchored in the area, give an indication of the direction the vessel will be brought up.
Avoid anchoring close to other vessels, even if extra steaming time might be involved to anchor at a safe distance.
When anchoring in deep water, anchors should be "walked out" until near the bottom, before "letting go".

After the vessel is anchored, due regard must be given to the following:

Wait until the vessel is completely brought up before placing engine on standby.
It is recommended to place a cable-joining shackle between the house pipe and the windlass to enable cable disconnecting in an emergency. In open anchorages or at anchorages where there has been loss of anchors by other vessels in the past, anchors must be buoyed.
In some cases, where vessels are required to anchor at congested anchorages, the Master must appraise the situation and if, in his opinion, the location allocated to his vessel is not safe, he should protest to the Pilot and the Harbour Authorities and demand a safer anchoring location. The Master must protest to other vessels if they anchor at an unsafe distance to his vessel

Anchor Watches

A careful anchor watch is always to be kept when the ship is at anchor; machinery and personnel must be kept in a sufficient state of readiness to deal with any conditions, which may arise. The Master is to inform the Chief Engineer of the degree of readiness required for main engines, steering gear and deck machinery. The strength of the watch shall at all times be adequate for the prevailing conditions, bearing in mind the need for preservation of the ship's safety and security.
A proper watch must be maintained aboard any vessel required to lie at anchor within port limits or close to any potential hazard. This watch should accord not only with the practices of good seamanship, but also with any additional instructions that may be issued by the Company, the Charterer, or Local Authorities.

At anchorage a proper bridge watch must always be kept by a qualified officer.

The officer on watch should observe the following:

Keep a good visual lookout as well as general surveillance of the deck.
Constantly listen to the VHF radio for any weather warnings, port instructions or any other message that might concern the vessel or the immediate vicinity.
Frequent visits should be made to the forecastle by a responsible seaman to physically inspect the anchor brakes and cable.
Frequently check the vessel's position by all available means.
Ascertain the real position where the anchor lies and mark same on chart.
Observe standing orders and any special Night Orders.
Make proper entries in log book, including state of weather, tide, visibility etc.
Keep engine informed of prevailing conditions and adjust engine readiness accordingly.
Inform Master immediately if weather deteriorates and the vessel yaws heavily or drags her anchor.
In restricted visibility, all provisions laid down by the Regulations for Preventing Collisions at Sea (COLREGS) should be followed.
Be aware that anchoring systems on ships are not designed to withstand all weather limits and may be damaged in heavy weather. In case of heavy weather, the vessel shall consider weighing anchor and proceeding to a place to ‘heave-to’.

When Cargo operations are carried out while the vessels is at anchor and cargo barge (s) are fast alongside, the Master will give specific instructions to the manning of the bridge, engine and deck, as he deems necessary.

Anchor Bearings
After coming to anchor the ship's position must be carefully established, and checked by at least one alternative method.
The particulars are to be entered in the Deck Log Book with the scope of cable, depth of water and nature of bottom, and whether taken on the ebb or flood tide, if appropriate. Frequent position checks are to be made throughout the period at anchor.

Safe Berth and Always Afloat
A nominated berth must have sufficient depth of water at all states of tide to ensure the vessel remains afloat at all times during its stay. Local knowledge from pilots or other professional and experienced source can be used as guidance, but it is the Master's and ship's staff's responsibility to ensure there is enough water, and physical soundings should be taken if necessary. Charterers, ship's agents and port officials should be made fully aware of such requirements. If, for any reason, there seems a reasonable chance of the vessel taking the ground during the anticipated stay, the Master should refuse to berth or vacate the berth. A formal report should be made indicating the Master's objection. Exceptions to this are where:
a) Charter party includes provision for the vessel operating from such a berth or in such a manner.
b) Written and responsible authority is received on board from an acceptable source.
c) Weather or extraordinary circumstances mean that leaving the berth would increase the risk of damage to the vessel.

Deteriorating Weather Conditions whilst in port
The Master must use his discretion in accepting or remaining alongside a berth which is directly affected by weather or sea states. This particularly applies where deteriorating conditions may result in damage to ship or to shore facilities.

Deck Officer of the Watch in Port
When the ship is at anchor or made fast at a berth, watches are to be kept as directed by the Master. The duties of the Officer of the Watch will vary according to the operations in progress but the first consideration is to be the safety of life and of the ship.
Before taking over the watch, the OOW must be acquainted with all information c2oncerning operations in progress, particulars of moorings, state of weather and tide, and instructions left by the Master or Chief Officer. The OOW must be about the decks during the watch and is not to leave the ship, except on duty in the immediate vicinity, without being relieved.
The Officer of the Watch is to exercise supervision over the crew to ensure compliance with Marlow Offshore Germany (B) and Port Regulations.
The OOW is to work under the instructions of the Chief Officer for all operations in connection with cargo, ballast and tank cleaning, and when required to do so, will be responsible to that Officer for the correct handling of cargo and ballast.
The OOW is responsible for the recording of all pertinent times and activities during his watch. This record must remain available on board for inspection, being vital evidence in any case of cargo claims etc.
The OOW is to ensure that the means of access to the ship is at all times safe for use and that no unauthorized persons are allowed on board. He must guard against the possibility of theft by intruders. The OOW shall ensure that unauthorized craft are not allowed alongside, and shall ensure that all routine, and when necessary exceptional, security procedures are complied with in full. The OOW is responsible for the safe handling of stores over the side and on deck.
When the ship is made fast at a berth or operating adjacent to another ship or structure attention must be paid to moorings, cargo hoses, fenders etc., and activities on the berth must be monitored, bearing in mind that the safety of the ship is to some degree dependent upon the safety of operations ashore.
The Officer of the Watch must take every precaution to prevent any infringement of Pollution Regulations.
The OOW is to make periodic inspection of the ship, bearing in mind particularly the risk of fire. On being relieved he is to make a final inspection, recording the fact in the Deck Log when all is in order. He is responsible for the careful compilation of the Deck Log at the end of the watch.

Mooring

Please find Mooring Operations Procedures under the followink link: M-15 Mooring Operations.

Adjacent Ship Movements
When another vessel is manoeuvring close to a Company vessel lying at berth, personnel aboard the Company vessel should be in a position to observe and record accurately any incident, which may affect the Company vessel.

Ship Movements at Short Notice
A vessel lying in berth at a base engaged in offshore support operations may be required to move at short notice - and such notice may be vague or subject to change. The vessel's port routines should take into consideration the possibility of such a demand.

Shore Leave
Shore leave to employees on Company vessels is to be granted solely at the Master's discretion. In exercising this discretion, the Master must ensure that the vessel is always in a satisfactory operational state, bearing in mind the existing circumstances at the time concerned.
Masters are reminded that personnel are to give contact details when required, as the vessel may be on short notice for sailing.
If the charterer requires the vessel to be available to sail at short notice, such requirement must be verified by the Master before any shore leave is granted.
The ship should be ready to leave port within maximum one hour, and shore leave arrangements should take this into account.

Safe Access
Safe access is to be provided at all times to any vessel lying alongside. In many instances, the nature of this access will be covered by statutory requirements; if the Master is in any doubt regarding the access available at a particular berth, he should organise shipboard routines so that access can be restricted, prohibited or supervised, depending on which best suits local conditions.

Watches Suspended
In port when watches are suspended, a duty officer must always be on board to assume those duties of an Officer of the Watch appropriate to the circumstances.
Where personnel are not accommodated onboard, the Master is to verify with Marlow Offshore Germany (B), the requirement for a duty officer to remain onboard.

Night Watchman
In all Company vessels a designated night watchman or watch keeper is to be appointed, and provided with clear, written instructions on how to deal with all events that may occur during his periods of duty.

Ship's Visitors
Ship’s visitors are not encouraged but are permitted at the Master's discretion and under the total supervision of the responsible person supervising shipboard activities.

Immobilisation and Engine Repairs
Immobilisation, whether total, or partial, can only be undertaken with an awareness of the operational state of the vessel and full consideration of the prevailing conditions at the berth in question over the time periods affected by such immobilisation.
Port Regulations are to be observed and permission applied for.

Harbour Authorities
Regulations and Impositions of Harbour Authorities are to be fully complied with by Company vessels. Should any vessel find, or consider itself to be unable to comply with such regulations, relevant details are to be communicated to the Company immediately.

Customs
To ensure an easy and harmonious relationship with local customs authorities, the Master should perform all formalities and official procedures, with the assistance of the company appointed agent.

Immigration
Local Immigration Controls governing ship's personnel and ship requirements at various ports of call are to be complied with. Any local restrictions affecting the vessels operations and transfers of ship's personnel are to be made known to the Company.

Health Officials
Port Health submissions and requirements are to be complied with on arrival at, and whilst operating from any port. Validity of shipboard documents is to be maintained with expiry dates being recorded.

Agency
The Company will appoint ship's agents, and they are to be the sole representatives for providing services to the vessel. If these services are or become unsatisfactory, and the problem cannot be resolved by those immediately concerned, Company head office should be informed.

Precautions against Theft
Precautions must be taken to prevent theft of Marlow Offshore Germany (B) and personal property. Consumable stores must always be kept under lock and key; all equipment should also receive special care and with the exception of safety equipment, which must remain accessible, they should be locked up when not in use. When the ship is undergoing repairs, all portable equipment and fittings not required for use or for an emergency are to be collected and locked away in a secure part of the ship.
Items landed from the ship for cleaning, overhaul or dispatch must only be given into the care of accredited persons, and accompanied with Material Requisition and delivery note.
Crew are to ensure cabins are locked at all times when not in use.

Bunkering in Port
The Master, in consultation with the Chief Engineer, is to ensure that the correct quantity of fuel is on board for the intended voyage.
The Chief Engineer is responsible for controlling the consumption of fuel and is also responsible for dipping tanks before and after shipping fuel, before going on and coming off charter, and daily during the trip.
During all bunkering operations in port the laws and regulations relating to oil pollution must be strictly observed. Great care must be taken during all bunkering operations to prevent accidental spillage or discharge of oil. Sufficient personnel must be on hand to ensure a safe operation. The company procedure for bunkering is to be adhered to.
The bunkering procedure is contained within this SMS.

On/Off Hire Figures
The Master is to ensure that, figures for fuel oil and luboil etc. that are agreed upon at on and off hire surveys, tally with those entered in the ship's Log Book. It can cause great difficulty with Charterers when invoicing if the figures do not agree.
A statement of fact is to be issued to the Marlow Offshore Germany office as soon as the on/off hire survey is completed.

3 Documents

2M-13

Officer of the Watch at Sea

1 Purpose

2 Procedure

General

The Officer of the Watch (OOW) shall be in complete control of the safe navigation of the ship, unless the Master expressly indicates that he intends to take control himself. The Master shall likewise expressly notify the Officer of the Watch when he intends to transfer control back to him. The Officer of the Watch must be thoroughly familiar with the Master's navigational plan for the voyage, must be conversant with the orders in the Night Order Book and with Marlow Offshore Germany Regulations and Instructions.

At sea, the Officer of the Watch must be employed solely on navigational duties during his watch and must not leave the bridge without being relieved by the Master, or another competent officer.

Before taking over the watch he must check the ship's position, study the overall situation and ascertain developments expected during the watch. During the watch he must carry out all routine navigational and collision avoidance checks accepted as the ordinary practice of seafarers, and must navigate the ship in accordance with the requirements of the International Collision Regulations and any other statutory requirements applicable at the time.

The Officer of the Watch must be aware of the possibility of pirate attacks in some localities, especially prevalent when in confined waters at reduced speeds with low freeboard, and be prepared to initiate defensive measures. The Officer of the Watch must be on the alert for any circumstances, which might affect the safety of life or property. He should give special attention to the safety of persons working in exposed positions (recalling them when necessary), particularly when changes in weather or alterations of course are anticipated. When people are engaged in rigging overside gangways or on similar tasks the OOW must be ready to carry out man-overboard procedures.

The Officer of the Watch is to be made aware of any operations that might affect the safety or seaworthiness of the ship and crew, must ensure that all necessary approvals have been granted, and be satisfied that appropriate precautions have been taken. When a Pilot is employed the Officer of the Watch must ensure that the Pilot's advisory directions are valid and carried out promptly. He is to monitor the navigation of the ship as though no Pilot was on board.

The Officer of the Watch must give his relief all the necessary particulars for taking over the Watch and must satisfy himself that these are understood. When finally relieved, the OOW is to record in the Deck Log Book particulars of Courses steered, positions obtained, distance run as per expected practice of seafarers. After leaving the bridge the OOW must make an inspection of the ship and satisfy himself that all is in order. Any matter requiring attention must be dealt with at once and the officer making rounds is not considered to have finished duty until the necessary action has been taken.

Whilst on watch the officer is the Master's representative. His primary responsibility, at all times, is the safety of the vessel and its complement.

It is essential that officers appreciate that efficient watchkeeping is necessary to ensure the safety of life and property at sea and to avoid pollution of the marine environment.

Use of Pilots

When a pilot is engaged, the Master must discuss the ship's proposed movements fully with him and satisfy himself that arrangements and conditions are suitable, before he allows the ship to proceed.

The pilot must be given all necessary assistance and information for the performance of his duties, and the full co-operation of the ship's personnel.

The presence of a pilot does not relieve the Master or navigation officers of their responsibilities for the safe navigation of the ship: a strict watch must be kept to verify that the ship is handled and navigated correctly and to ensure that orders are carried out promptly.

If the Master has a complaint against a pilot or a pilotage service, it should be made, in the interests of maintaining the standard of the service, to the appropriate pilotage authority. The complaint should be brief, formal and courteous; a copy should be sent to Marlow Offshore Germany (B).

In non-compulsory pilotage waters it should not normally be necessary to employ a pilot but the Master may do so if he considers it prudent.

Relieving of the Bridge Watch

Prompt relieving of watches is essential, not only for shipboard harmony, but efficient watch keeping. Before taking over the watch, an officer shall:
a) Assure himself that he is correctly informed of all relevant data for safe navigation of the vessel, including the location of all navigational equipment, controls and instrumentation on the bridge.
b) Acquaint himself with the position.
c) Check courses as laid down on the chart, at the same time ensuring that water depths are adequate on the ship's route.
d) Check vessel steady on correct course, by observation of gyro and magnetic compass.
e) Acquaint himself with headlands, lights, beacons, etc. expected to be passed or sighted.
f) Acquaint himself with the distances of relevant points to be passed.
g) Ascertain the relative position and movement of other traffic in the vicinity.
h) Ensure that he fully understands the specific instructions contained in this book.

The relieving Officer of the Watch is to ensure that members of his watch are fully capable of performing their duties, in particular their adjustment to night vision.

Handing Over the Watch

The Officer of the Watch is never to leave the bridge at sea unless he has been properly relieved. The Officer of the Watch must not hand over the watch to a relieving officer if he has any reason to believe that the latter is apparently under any disability which might preclude him from carrying out his duties effectively. If in doubt, the Officer of the Watch is to inform the Master.

Wheel-man and Automatic Steering

Officers of the Watch must be alert to positioning a wheelman and putting the steering gear into manual control in good time to allow any potentially dangerous situation to be dealt with in a safe manner. The changeover must be made under the supervision of a responsible Officer.

Manoeuvring Characteristics

Officers must acquaint themselves with the manoeuvring capabilities of their ship, including stopping distances but, wherever possible, all traffic is to be given a wide berth.

Collision Avoidance

Frequent and accurate compass bearings are to be taken of approaching vessels in order to determine at an early stage, whether they represent a collision risk. Where such risk exists, early and positive action is to be taken in accordance with the appropriate Regulation(s) for Preventing Collisions at Sea. Officers must always comply precisely with the applicable Regulation(s) remembering that the engines are at their disposal and that they should never hesitate to use them as necessary.

Timely notice of intended variation of speed should be given to the engineer on watch whenever possible.

Whenever action is taken in accordance with the Regulations, a check must subsequently be made to ensure that it is having the desired effect. The sound signalling apparatus is to be used as required by the Regulations.

Restricted Visibility

At any time when restricted visibility is encountered or suspected the first responsibility of the Officer of the Watch is to comply with the relevant Regulations for Preventing Collisions at Sea and in particular to:
a) Commence the appropriate sound signals.
b) Reduce to a safe speed.
c) Ensure that the engines are in the standby condition and available for immediate manoeuvring.
d) Post visual lookout(s).
e) Commence a continuous radar watch.
f) Call the Master.

Compasses

Magnetic and gyrocompasses are to be frequently compared. Compass errors are to be established after every substantial alteration of course and in any event, at least once every watch.

Electronic Navigational Aids

Officers should make full use of all electronic navigational aids carried, including the echo sounder, and should practice their use whenever possible in order that they are thoroughly familiar with their capabilities and limitations.

Navigational Records

The Officer of the Watch is responsible for maintaining a proper record of the movements and activities of the vessel during his watch in the Bridge Movement Book and Logbook.

Navigation in Coastal Waters

When coasting, the largest scale chart of the area available is to be used. Positions are to be obtained at frequent and regular intervals, employing more than one method wherever possible. When in close proximity to dangers, the frequency of position fixing should be increased as appropriate. Caution is to be exercised in acting upon positions obtained in circumstances where only one method of position finding is available.

When navigating within an IMO approved routing scheme, the rules of conduct and proper procedures for such schemes are to be strictly observed. When the vessel is being navigated in the vicinity of such a scheme, but outside of it, the vessel is to be kept well clear so as not to form part of the scheme.

Navigation with a Pilot on Board

When navigating with a pilot on board, the Officer of the Watch is to afford the pilot every assistance in performance of his various duties. The presence of pilot on board, however, and his active participation in the navigation of the vessel is in no way to be construed as relieving the ship's officers of any of their own duties and responsibilities for the safety of the ship particularly in relation to safe navigation and collision avoidance.

Protection of the Marine Environment

Officers are expected to familiarise themselves with the current International Regulations for the protection of the marine environment and to ensure that these, together with the SOPEP Manual, other regulations and any special local regulations are strictly observed so as to minimise the possibility of operational or accidental pollution of the marine environment.

Calling the Master

The Officer of the Watch is to advise the Master immediately in any of the following circumstances:
a) If restricted visibility is either encountered or suspected.
b) If the traffic conditions or the movements of vessels are causing concern.
c) If difficulty is experienced in maintaining a course.
d) On failing to sight land or a navigational mark or on failing to obtain soundings by the expected time.
e) If a change of sounding occurs unexpectedly.
f) Whenever there is an unusually large compass error.
g) In the event of serious breakdown of the engine or steering gear trouble, or failure of any essential navigational equipment which may affect the safe navigation of the vessel.
h) When, in heavy weather, it is considered that damage may be caused to the vessel by continuing at full speed.
i) Where any one aspect of his duties demands his undivided attention and he is thereby unable to attend to his other duties.
j) In any other emergency or situation in which he is in any doubt, or which he considers the Master should be aware.

Notwithstanding the above, the Master will give clear instructions as to when he is to be called but it must be clearly understood by all that the Master is available at any and all times and that an officer must not hesitate to request his presence on the bridge whenever this is necessary or appropriate.

3 Related Documents/Forms

2M-14

Diving and Underwater Operations

1 Purpose

This Procedure addresses the marine aspects of operations by Company vessels engaged in diving operations. The term "diving operations" includes other similar underwater activities.

2 Procedure

Responsibilities

For the Master of the Vessel
The Master has overall command and is responsible for the safety of the vessel and all persons on board. He has the authority to forbid diving activities as he deems necessary and diving operations can only take place with his permission. He does not have the authority to over-ride the Diving Supervisor and to order diving operations to continue if the Diving Supervisor considers conditions to be unsafe.
Oil Company Appointed Representative (CAR)
The CAR has the authority to request the start of diving operations subject to the agreement of the Diving Supervisor. He can veto the start or order the termination of such operations on grounds of safety or operational requirements.
For the Diving Supervisor
The Diving Supervisor is always in control of diving operations and directs the Master on what is required of the vessel. He is responsible for all aspects of diving safety and can prohibit diving activities for diving safety reasons.
Person in charge of an offshore installation or mobile offshore unit
The person in charge ensures that no hazard to a vessel and its divers is caused by any activity on the installation or mobile offshore unit. Within an oil field safety zone, the person in charge has the authority to prohibit diving operations because of safety or operational concerns related to the installation or the mobile unit. Communication with the vessels Master should be established. The person in charge will inform the Master or the diving vessel when conditions are safe for diving. The Master must request this information if it is not forthcoming, prior to commencement of operations.
Conflict of Interest
The Master must consult the Oil Company Marine Department concerning any serious conflict of interest which may develop.

Function of the Vessel

The Master will provide the Diving Supervisor with a safe diving platform as well as vessel equipment and facilities as reasonably required to conduct safe diving operations. During diving operations, the Master will direct crew as required to assist with diving operations and afford all assistance as required by the Diving Supervisor and C.A.R.

Recognition of hazards to diving operations.

The Master must ensure that no activities on board the vessel will introduce a hazard to diving activities and he must consult the Diving Supervisor when in doubt. Warning notices must be displayed at the controls of ship board equipment which would create a hazard to divers when operated. The Master will ensure that the Diving Supervisor will conduct operations under a "Permit To Work" system.

Navigation Warnings

Navigational safety messages must be issued by the vessel, and repeated at regular intervals, to warn other vessels about diving operations. The vessel must display the appropriate signals from the International Regulations for Preventing Collisions at Sea (COLREG) during the time that diving actually takes place.

Control of Marine Traffic

No other vessel is allowed to come within 500 metres of a vessel engaged in diving operations unless the Diving Supervisor has given prior permission. Vessels Masters to ensure communications is maintained with all Marine craft operating in the vicinity of the diving vessel.

Weather Information

The Master must ensure that the Diving Supervisor receives weather observations and forecasts at frequent intervals during diving operations.

Radio Communications

When working alongside or near an offshore installation or a mobile offshore unit, or over a pipeline, the Master must maintain radio communications with the responsible Oil Company Supervisor.

Control of Work

The Master discusses daily as frequently as necessary the operations planned for his vessel, the progress of the work program and any other particulars with the CAR, the Diving Supervisor and, where applicable, the Oil Company Supervisor responsible for an offshore installation or mobile offshore unit.

Before starting work, the Master must confirm with the Oil Company Supervisor responsible for an installation or unit the agreed work program, the expected duration of the vessel's stay and any other operational details. It may be advisable for a CAR and the Master to visit an installation or mobile unit and to discuss the work program with the Supervisor in greater detail than is possible by radio or telephone.

Such a discussion would cover all aspects of the work involved including the permit to work system, recognition of known and possible hazards, specific precautions and constraints and emergency measures. The Master must verify that the requirements of the permit to work system are satisfied.

The Master must ensure that the responsible Supervisor remains informed about the progress of work and any anticipated changes.

The Master and Supervisor must discuss with other personnel the nature of the diving operations which are to take place alongside or near the installation or mobile offshore unit. Where unforeseen activities may affect diving operations, the Senior Supervisor must first consult the Diving Supervisor and agree with him on a course of action.

A cautionary announcement to the installation personnel must be made before and after diving operations near an installation. The Master must inform the Supervisor promptly of any event related to the installation or the vessel which could have an effect on the installation, the vessel or the diving operations including breakdowns, emergencies, alarms and exercises, helicopter flights, other marine traffic, interruptions to power and communications systems and potentially hazardous situations.

Lifting Operations by the vessel

Clear procedures and controls must have been established and agreed between parties before lifting operations take place. These procedures must be in documented form and presented to the Master by the Diving Supervisor before lifting operations commence.

The Master must stipulate the upper working limits for routine lifting operations, above which his consent to continue is required.

Lifting work identified as non-routine requires the personal presence of the Master.

3 Related Documents/Forms