SO - SAFETY OFFICER DUTIES

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

1 Purpose

Pollution Prevention and to meet US national regulations (US clean water act). The VGP regulates 25 different discharges of pollutants incidental to the normal operation which are not covered by MARPOL.

2 Procedure

Weekly/Monthly/Annual inspections and keeping a record book for all inspections. Before filing, the inspection reports must be verified and countersigned by the Master.
Detailed instructions are available in the VGP Record Book.

The CG 543 Policy Letter 11-01 provides "Guidelines for Coast Guard Evaluations of Compliance".

3 Related Documents/Forms

• CG 543 Policy Letter 11-01 - Not Applicable in current Trading Areas
• CM-0301 VGP Record Book - Not Applicable in current trading areas
• CM-0302 VGP Inspection Report - Not Applicable in current trading areas
• CM-0303 VGP Assessment Reportage/NPDES Guide - Not Applicable in current trading areas
• Vessel VGP Fact Sheet (119 pages) - Not Applicable in current trading areas
• Vessel General Permit (165 pages) - Not Applicable in current trading areas

1 Purpose

To provide a certain condition standard to the crew and the charterer.

2 Procedure

The form shall be used monthly, printed and signed.
It shall be filed on board only.

If shore assistance is needed (spares, services, guidance, etc), a deficiency report must be sent to the company.

2.1 Inspection & Maintenance of Mooring Lines & Equipment 

2.2 Safe Handling of Mooring Ropes

Industry wide statistics indicate that a large proportion of all shipboard work related accidents occur when moorings are being handled, during either berthing / un-berthing operations or the tending of moorings while berthed. Accident investigations frequently attribute the cause to lack of concentration and neglect of the basics of good seamanship practice. It is therefore necessary to emphasise that all persons involved in the handling or moorings and particularly those in charge of mooring parties must show due concern for the safety of themselves and others when working moorings.

The person in charge of a particular mooring operation must:
i) Ensure that personnel are stationed in safe places, having due regard to the likely direction of movement of a slipping or parted line.
ii) Ensure that junior personnel receive careful supervision.
iii) Ensure that mooring patterns utilise the most suitable material available and that leads are arranged, as far as practicable, to minimise friction and avoid fouling other lines in the pattern.
iv) Ensure that when transferring lines from winch drums to bits, any stoppers used are in good condition, are adequate for the task, are properly applied, and that the line tension is transferred gradually from winch drum to stopper.
v) Ensure that lines under tension are not made fast on the drum ends of winches, but are transferred to bits and turned up in a 'figure of eight' pattern (with the provision that artificial fibre lines are made fast using an initial round turn around one horn of the bits prior to making a 'figure of eight').
vi) Ensure that when heaving a line on the drum end of a winch, the minimum numbers of turns of line are used.
vii) Ensure that when securing a permanently reeled line, the brake is properly secured, the winch clutch disengaged and any securing pins properly located.
viii) Ensure that mooring lines are kept well clear of thrusters and propellers during mooring & unmooring operations.

Rope Types and Characteristics

Modern mooring ropes are normally manufactured from a number of synthetic fibres, which have largely displaced the traditional natural fibres such as manila and sisal.
Most synthetic fibre ropes are manufactured from continuous filaments (or yarns) of staple fibres. The most common types are polypropylene ropes, which can be manufactured from staple, multifilament, monofilament or film-fibre filaments. Nylon is also extensively used.
Compared with manila, synthetic ropes are superior in important respects such as strength, weight, and resistance to wear and handling qualities. They are, however, appreciably more expensive and must have a longer working life to justify their employment. This can be achieved provided they are handled correctly.
The relative merits of the different materials remain, to a large extent, a matter of opinion and choice of material depends upon the intended usage and cost. Nylon is one of the strongest synthetic ropes and has many advantages. However, it is difficult to handle on a drum and when under heavy load and its high elasticity can cause serious problems. A method of construction whereby large diameter (monofilament) nylon fibres are laid up in a construction similar to wire has the advantage of considerably reduced elongation and although stiffer in this form has proved particularly suitable on reeled mooring line winches. Polypropylene ropes have acceptable characteristics for handling on drum ends and these ropes are employed extensively on all Marlow Offshore Germany ships. On larger ships they are used as the first lines ashore. Braid or braid nylon ropes (Braidline) are frequently used as the "Tail" to impart elasticity to wire rope moorings.

Care, Maintenance and Proper use of ropes

All ropes are liable, in varying degrees, to damage and wear which can occur in a number of ways:
Mechanical
External damage arises when a rope is dragged over rough surfaces or sharp edges so that its outside strands become worn or broken. Rough working surface on drum ends, fairleads and bollards accelerate external rope wear. In synthetic ropes the external fluffiness, which develops after a period of fair wear and tear may be mildly beneficial in that it can improve handling qualities and assist in the dissipation of heat. Internal abrasion occurs in use due to friction between individual fibres. This increases with rope tension, particularly where a rope is led round small diameter bends. In extreme cases the heat generated may cause internal fusing within synthetic ropes.
Chemical
All fibre ropes are susceptible in varying degrees to attack from chemicals. Natural fibres are more prone to this form of attack than synthetics but the latter are susceptible to damage by organic solvents (such as white spirit) and should therefore be kept clear of wet paint.
Sunlight
Strong sunlight can cause the outer fibres of a rope to deteriorate. Ropes should therefore be covered or stowed below when not in use.
Heat
All rope can be damaged by heat and should not be allowed to come into contact with steam lines. Some synthetic fibres lose strength at high ambient temperatures (above, say, 50 deg C) but normal strength is recovered as temperatures fall. Surface heat damage can also occur from the frictional heat generated when a rope is being handled on a warping drum. Fusing of the surface layers causes alternate sticking and slipping on the drum and it is important that turns are kept down to the essential minimum in order to reduce frictional heat. Polypropylene is particularly prone to this form of damage.
Rot and Mildew
Ropes of natural fibre are highly susceptible to damage by rot and mildew and must be stowed dry or, if damp, in a well ventilated space. All synthetic ropes are completely resistant to this form of attack and may be stowed when wet.

To obtain the maximum service from mooring lines the following points should be observed.
i) New ropes of standard construction must be uncoiled from the centre in an anti-clockwise direction and coiled down clockwise.
ii) Do not use more turns on a warping head or capstan drum than are necessary for the material in use. This is particularly important in the case of polypropylene rope, in order to avoid fusing.
iii) Avoid surging ropes when possible, particularly synthetic ropes.
iv) Ensure that the surfaces of winch drums and capstan barrels are smooth and free from rust and paint.
v) Avoid, where possible, using ropes and wires through the same fairleads or on the same bits.
vi) Avoid unnecessary exposure to strong sunlight or heat.
vii) Avoid coming into contact with paint, white spirit etc
viii) Synthetic ropes do not have the natural gripping characteristics that are found in natural fibre ropes and they can easily slip when turned-up on bits. For this reason, when turning up synthetic ropes, a round turn should be taken on the leading post of the bits before figure-of-eighting.
ix) Use synthetic stoppers with synthetic ropes.
x) Ensure that all splices are intact and have the number of tucks recommended by the rope manufacturer.
xi) Regular inspection of all ropes and wires and the repair or removal of damaged sections is essential in order to avoid accidents, and to keep the ship's mooring system in peak condition.

3 Related Documents/Forms

• CM-0404 Paint Stocklist
• CM-0305 Mooring Lines Inventory 
• CM-0306 Mooring Fittings Inspection 

1 Purpose

Provide adequate service to the charterer.

2 Procedure

2.1 Dangerous Good (DG) carried as cargo 

This procedure can be found under the following link: CM-04 Dangerous Goods (DG) carried as cargo.

• 2.2 Stability and Draft Calculation

Installation Testing
To ensure correct working of the computer after the final or updated software has been installed, it is the responsibility of the ship’s Master to have test calculations carried out according to the following pattern in the presence of a Society surveyor:
From the approved test conditions at least one load case (other than light ship) shall be
calculated. Note: Actual loading condition results are not suitable for checking the correct
working of the computer.
Normally, the test conditions are permanently stored in the computer.
Steps to be performed:
- Retrieve the test load case and start a calculation run; compare the stability results with those in the documentation.
- Change several items of deadweight (tank weights and the cargo weight) sufficiently to change the draught or displacement by at least 10%. The results are to be reviewed to ensure that they differ in a logical way from those of the approved test condition.
- Revise the above modified load condition to restore the initial test condition and compare the results. The relevant input and output data of the approved test condition are to been replicated.
- Alternatively, one or more test conditions shall be selected and the test calculation performed by entering all deadweight data for each selected test condition into the program as if it were a proposed loading. The results shall be verified as identical to the results in the approved copy of
the test conditions.

Periodical Testing
It is the responsibility of the CM to check the accuracy of the onboard computer for stability calculations. Every 3 months at least one approved test condition to be checked.
A copy of the test condition results obtained by the computer check is to be retained on board as documentation of satisfactory testing for the surveyor’s verification during each annual class survey.
At each Special Survey this checking for all approved test loading conditions is to be done in presence of the surveyor. Checking of differences between actual and calculated displacement and maintain records is also required.

Stability and draft calculations must be performed and recorded as required.

2.3 Cargo Securing

Follow the instructions of the Cargo Securing Manual (SOLAS VI Reg. 5.6).

2.4 Bulk

Prevent overstress of the ships hull, observe the EC Directive for loading and unloading.
Observe IMSBC Code.

2.5 Stevedore Damage Reporting (Deficiency Reporting)

The customer (charterer) may have certain procedures in place. However, the stevedore damage report (CM-0501) shall be issued, countersigned by stevedores and submitted to the customer (charterer) and company prior scheduled departure or at least 24 hrs after the damage occurred whichever comes first.

In some ports, the time leap for reporting damages is a lot shorter then 24hrs!

The report must be submitted in any case, even if stevedores refused to sign.

3 Related Documents/Forms

• CM-0501 Stevedore Damage Report
• BLU Code
• BC Code
• IMSBC Code

1 Purpose

Prevent marine pollution.

2 Procedure

2.1 Ballast Water

Every ship should have a ship-specific BWMP on board, if not: report to the company and preliminary use the below Model BWMP updated with your ships details/plans!

Use CM-0601 for recording events which are relevant to ballast management, and which will be of interest of quarantine officers, such as sediment removal during drydocking, or tank flushing at sea. Each entry should be completed with the signature, name and rank of the officer making the entry.

Use CM-0602 for recording ballasting and de-ballasting.

Use CM-0603 for reporting to port authorities.

2.2 Garbage

There are new disposal regulations (MEPC 201(62)) from 2013-01-01!

Main changes:

Some ports are using their own forms for discharge notifications. An "advance waste notification" is included in the M-0404 Port Clearance Creator.
Follow the instructions in the ship specific GMP which is available in this SMS.

3 Related Documents/Forms

• MEPC 201(62) Revised MARPOL Annex V "Garbage" (from 2013-01-01)
• Provisional Disposal Placard Simplified overview of the discharge provisions of the revised MARPOL Annex V which entered into force on 1 March 2018
• List of National BW Regulations
• EU Directive 2000/95/EC on ship generated waste and cargo residues
• Garbage Record Book (GRB)
• GMP (Generic)
• Port Clearance Creator
• Model BWMP (Ballast Water Management Plan)
• IMO Res. A.868(20) Ballast Water Management
• CM-0601 Ballast Water Management Record
• CM-0602 Ballast Water Handling Log
• CM-0603 Ballast Water Reporting Form

1 Purpose

Provide necessary resources to the ship.

2 Procedure

The C/M shall order via the company. In emergency, the ship's command can purchase items directly in the ports. The company must be informed accordingly to prevent double delivery.

3 Related Documents/Forms

• CM-0701 Requisition Form. (Normally all requisitions are done via the online purchase system (AMOS))

1 Purpose

Assure proper familiarization with the duties.

2 Procedure

The Chief Mate is going to prepare a handover report for the new Chief 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

• CM-0801 Handover Chief Mate

1 Purpose

2 Procedure

Responsibilities
The chief officer is the Master's deputy and second in command of the vessel. He will assist the Master in all shipboard duties, with specific responsibility as detailed below. He must make himself familiar with those aspects of the ship's affairs, which are the special concern of the Master so as to be prepared for the assumption of command, if necessary.

Unless required otherwise by the Master and in addition to his navigational duties he should be made responsible for the organization and supervision of the deck department, for the discipline of its members, and the duties enumerated in this section.

He is responsible for the maintenance of the vessel's external structures and cargo spaces and for the safe stowage and handling of cargo. He is directly responsible for the direction of the vessel's crew in these areas. He must work in close conjunction with the ship's safety officer and the ship's safety committee and must give special attention to the care and maintenance of lifesaving and fire fighting appliances. He must be duly conscious for his own safety and that of all on board.

The chief officer must himself comply with, and ensure that his staff comply with, company and statutory regulations and any government or port regulations applicable to the ship. Before any operation within his responsibility takes place he is to inspect the ship to ensure compliance with all appropriate regulations.

Safety Officer

Marlow Offshore Germany assign the Chief Officer to be the designated Ships Safety Officer. There is an outline of his duties and responsibilities under Safety Officer in this section.

Cargo Handling and Ballasting

In consultation with the Master, the chief officer shall be responsible for the correct loading, discharging and ballasting of the ship and for all stowage of solid and liquid cargoes, always bearing in mind the trim and stability of the vessel. No cargo, either solid or liquid shall be moved without consulting the chief officer, or his nominated deputy.

Lifting Operations

The chief officer should personally supervise the handling of heavy or difficult lifts, throughout the ship.

Spares and Stores

The chief officer is to order all deck stores and requirements including but not limited to general deck stores and consumables, stationery, deck use tools and spare gear in consultation with the Chief Engineer.

Seaworthiness

The chief officer is responsible for the security of all watertight compartments, except those in the engine room, and he must ensure that they are kept securely closed. When opened for access they are not to remain open for longer than necessary. Before putting to sea, and before entering adverse weather, he is to make a thorough inspection to ensure that all watertight doors are securely closed.

Accommodation Inspections

The chief officer is to make frequent inspections of crew and catering crew quarters and should insist that the crew keep their accommodation in a clean and sanitary condition at all times

Pollution Prevention

The chief officer must take every precaution to prevent any infringement of the pollution regulations. He must work in close conjunction with the Chief Engineer to ensure that all precautions are taken against overside spillage during bunkering operations and transfer of bilges. He must be aware of and promote the awareness of environmental issues.

Record Keeping

In addition to the entries required in the deck logbook the chief officer should be responsible for keeping all Marlow Offshore Germany records which require his signature. He is to ensure that tanks and compartments are frequently and regularly sounded and that a proper record is maintained.

Cargo Systems - Ships Tanks

The Chief Officer or his nominated deputy is to ensure that all cargo systems are maintained and clean. This is to include, but not be limited to fuel, ballast and freshwater tanks, working in close conjunction with the Chief Engineer.

Training and Delegation

He is to actively support the training of junior staff, and in particular is to assist the second officer in understudying his own duties and responsibilities

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 Dox

• tbn

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?

(Sample for Finland)

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

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

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

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

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

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:

1. Always have the anchorage position selected well in advance, as far as the circumstances permit.

2. Engines must be on standby, the astern movement and hand steering having been tested well before reaching the anchorage area.

3. Check there is communication between the forecastle and the bridge.

4. Make sure that power is available at the windlass and both anchors are clear and ready to be used.

5. Due consideration should be given to the prevailing weather, tides and currents.

6. Always approach the anchorage position in a cautions manner and at a low speed.

7. Other vessels anchored in the area, give an indication of the direction the vessel will be brought up.

8. Avoid anchoring close to other vessels, even if extra steaming time might be involved to anchor at a safe distance.

9. 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:

1. Wait until the vessel is completely brought up before placing engine on standby.

2. 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.

3. 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:

1. Keep a good visual lookout as well as general surveillance of the deck.

2. 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.

3. Frequent visits should be made to the forecastle by a responsible seaman to physically inspect the anchor brakes and cable.

4. Frequently check the vessel's position by all available means.

5. Ascertain the real position where the anchor lies and mark same on chart.

6. Observe standing orders and any special Night Orders.

7. Make proper entries in log book, including state of weather, tide, visibility etc.

8. Keep engine informed of prevailing conditions and adjust engine readiness accordingly.

1. Inform Master immediately if weather deteriorates and the vessel yaws heavily or drags her anchor.

10. In restricted visibility, all provisions laid down by the Regulations for Preventing Collisions at Sea (COLREGS) should be followed.

11. 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 following 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.

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

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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

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1 Purpose

This procedure sets out the basic principles which shall be followed in the handling of deck cargo at the supply base. The operations included are Discharging Deck Cargo Loading Deck Cargo Deck Arrangements Documentation and marking Dangerous goods and marine pollutants

2 Procedure

Discharging Deck Cargo

The crew / stevedores must not release the cargo sea fastenings until the vessel is alongside or the Master advises that it is safe to do so. All lifts should be checked for loose items prior to commencing operations. Vessel’s own waste cargo carrying units should be checked by vessel’s crew prior to discharge to confirm that : the cargo carrying units are correctly covered with appropriate netting or hard cover. there are no loose items on top appropriate legislation with regards to waste segregation is complied with. Personnel not directly involved with cargo handling operations should keep clear of the working area at all times.

Loading Deck Cargo

The Base Operator must provide the vessel with a copy of the vessel load list and a Dangerous Goods list for each installation to be visited in sufficient time to permit proper stowage of the cargo for the route envisaged. The vessel’s Master is responsible for the safe and correct loading of his vessel. He should liaise with the Base Operator in order to ensure that the vessel is loaded correctly and in accordance with the charterers specific requirements where possible. In deciding the order of loading and stowage of cargo the following points should be considered:
Stability IMDG Code
Locations to be visited and routing (Block stow Principle)
Location restrictions such as orientation, crane outreach and capacity
Heavy, large or awkward shaped lifts
Possible back load requirements
Likely weather to be encountered
Adequacy of cargo securing and stowage arrangements appropriate to forecasted weather
Access to cargo
Probable order of discharge

Areas on deck which are not to be used for cargo stowage should be clearly marked or otherwise indicated.
Wherever practicable, the loading plan should eliminate the need for walking across or climbing on the cargo. Where this is impracticable to achieve, special care should be taken to avoid the possibility of injury, especially if this involves approaching the edge of a dangerous drop.
Subject to all the above considerations, as a general rule, heavier & larger lifts should be stowed towards the side rails whilst smaller lifts should be stowed towards the centre. This will ensure the large lifts can be secured against the rails whilst affording protection to smaller lifts.
Vessel’s Officers shall advise the Base on where and how cargo should be stowed, including any requirements for special sea fastenings. Personnel not directly involved with cargo handling operations must keep clear of the working area at all times. Personnel, both on shore and on board the vessel should not be distracted at critical moments in the operation.
Masters should bring to the attention of the base operator, any deficiencies in lifting gear or cargo carrying unit damage found by the deck loading officer when accepting cargo on board their vessels. The Master should not accept defective lifts.

Deck Arrangements

Areas on the deck which are not to be used for cargo stowage should be clearly marked or otherwise indicated. Where fitted, pipe posts to restrain the movement of tubulars should be used.
Adequate safe means of access to the deck cargo working area for the deck crew should be maintained.

Documentation and Marking

Prior to sailing, the Master must prepare a Cargo Plan (Deck Lay Out), detailing
Dangerous goods
Marine pollutants
Cargo stowage Sufficient time should be allowed for the preparation of such a plan. A dangerous goods and marine pollutants plan, together with a list, plan or manifest of any bulk dangerous goods or marine pollutants carried, should be lodged ashore.
All cargo must be accompanied by a cargo manifest clearly identifying the goods and giving details regarding the:
Contents
Destination
General dimensions and weight
Any dangerous goods

If the Master of the vessel is unable to obtain full details of cargo to the ship prior to loading at any port or back loading at an installation, an outline list giving brief details must be drawn up to the Master’s satisfaction before loading is permitted to commence. All cargo should be marked so as to be readily identifiable from the manifest The Master is required to refuse cargo if insufficient information is given, the cargo is incorrectly manifested, or if he has reason to believe that dangerous goods are contained in unmarked cargo.
The description and weight of each lift must be individually declared on the manifest. Operators should provide facilities at the shore base to verify weights during loading operations.

3 Related Documents/Forms

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1 Purpose

2 Procedure

Cargo Handling Operations

The Master should ensure that all lifts are checked, prior to being discharged to an offshore installation. All cargo to be back loaded should be inspected by a competent person on the installation.

Tagline Procedure

We leave decision regarding use of the tug lines or not to the Master discretion. He has overriding authority on board.
However, we propose to show good co-operation from our side and if sea conditions, performance of crane operators and many other conditions (must be assess in situ) are acceptable - allow to perform such operation. Each time Master or any other person in charge shall prepare risk assessment and tool box meeting to be carried out.
Crew are not allowed to walk under suspended cargo. Crane operator shall position the cargo over the deck ( as lower possible)  and stabilize it before crew will approach with long boat hooks to take the tag lines (at least 2 pcs must be connected to each cargo).
Above is not applicable if weight of the cargo reach 90% of the crane capacity. In such situation crew is not allow to approach the lift until position on the deck and take weight off the crane wire.

The officer in charge of deck operations should have a full view of all cargo operations and personnel and be able to sight the crane wire and hook at all times. He should ensure that all deck crew stand well clear of all lifts to and from the deck of the vessel. Effective communication must be maintained between the bridge and deck crew. The banks men on the vessel deck shall wear some form of distinctive high visibility clothing to ensure identification to the crane driver on the installation. All hand signals used for banking the crane should comply with Standard Industry Hand Signals.
Cargo carrying units should be visually checked for loose items such as tools, debris etc, and prior to commencing discharge / loading. If any such items are noticed as a cargo carrying unit is being lifted, the installation should be advised immediately. A note should be taken of the cargo carrying unit number and the incident reported as per the charterer’s accident / incident procedures.

Particular caution should be exercised when working with plastic coated slings on bundles of chrome tubulars. The following points should be considered:
a) Ensure visual check of each sling to confirm good condition
b) Check each bundle has been tightly slung
c) Avoid lifting too many bundles at one time

Ensure deck crew are well clear prior to commencing the lift and watch each lift until it is either safely landed on, or clear of the deck. Masters should be particularly careful to ensure that the correct bulk hoses are used for the transfer of commodities to installations. Platform personnel are responsible for ensuring that the correct hoses are sent to the vessel.
The Master must not break stow if it is felt unsafe to do so. Any attempt to pressure the Master into doing so must be reported immediately to the charterer / operator with a full written report prepared for the charterer at the end of the trip. When needed and prior to commencing non routine cargo handling operations, the Master should conduct a risk assessment on the work to be done e.g. working in marginal weather with heavy lifts, and hold a tool box talk with the crew.
The OIM must provide the vessel with a copy of the vessel load list and dangerous goods list for each installation / port to be visited in sufficient time to permit proper stowage of the cargo for the route envisaged.
The vessel’s Master is responsible for the safe and correct loading of his vessel. He should liaise with the OIM to ensure that the vessel is loaded correctly. The OIM is responsible for providing accurate information on the cargo to be loaded including relevant declarations for dangerous goods and the proper packing and labelling of dangerous goods.

In deciding the order of loading and stowage of cargo, the following points should be considered:
a) Stability
b) IMDG Code
c) Installations to be visited and routing
d) Installation restrictions such as orientation, crane outreach and capacity
e) Heavy, large or awkward shaped lifts
f) Possible back load requirements
g) Likely weather to be encountered
h) Adequacy of cargo securing and stowage arrangements appropriate to forecasted weather
i) Access to cargo
j) Probable order of discharge
k) Areas on deck which are not used for cargo stowage should be clearly marked or otherwise indicated

Subject to all the above considerations, as a general rule, heavier & larger lifts should be stowed towards the side rails whilst smaller lifts should be stowed towards the centre. This will ensure the large lifts can be secured against the rails whilst affording protection to smaller lifts.
Vessel’s officers shall advise the OIM on where and how cargo should be stowed, including any requirement for special sea fastenings. Personnel not directly involved with cargo handling operations must keep clear of the working area at all times. Personnel, both on the installation and on board the vessel, should not be distracted at critical moments in the operation.
The vessel’s Master is responsible for ensuring that all cargo is properly secured prior to sailing. Restraints should remain in position until the cargo is ready to be offloaded. [Cargo Securing Manual (MSC/Circ.745)].
The OIM must give prior notification to Masters if dangerous goods are to be included in back loaded cargo so that appropriate stowage and / or segregation may be arranged. All cargo to be back loaded should be inspected by a competent person on the installation who will sign the dangerous goods declaration and where appropriate, the packing certificate.
The OIM should pay particular attention to the securing of cargo within open topped cargo carrying units and half height cargo carrying units. The OIM should also ensure that open topped waste cargo carrying units are fitted with a net or permanent cover.
Masters should bring to the attention of the OIM, any deficiencies in lifting gear or cargo carrying unit damage found by the deck loading officer when accepting cargo on board their vessels.
The Master should notify the OIM of defective lifts and return these to the installation if it is safe to do so. On receipt of any improperly secured lifts, the Master must inform the OIM immediately and request that the lift be returned to the installation for rectification, provided that doing so does not constitute a safety hazard in itself. Should returning the lift be impractical or dangerous, the Master must request equipment from the platform to enable the ship’s crew to rectify the defects on board the vessel. In any event, the incident must be recorded in the vessel’s log and a report prepared for forwarding to the OIM and the charterer as soon as possible.
The Master has overall authority to terminate operations or refuse cargo when it is felt unsafe to continue with the operation in hand. Similarly, the OIM has overall responsibility for operations within the 500 metre zone and will terminate or modify any operation that is considered hazardous.

3 Water Management 

Procedure of Water Management can be found under the following link: CM-17 Water Management. 

4 Supply of fuel to Offshore Locations

Procedure regarding the Supply of fuel to Offshore Locations can be found under the following link:

CM-17 Supply of fuel to Offshore Locations. 

5 Clear Deck Procedure 

The Clear Deck Procedure can be found at the following link: CM-17 Clear Deck Procedure.

1 Purpose

No extraordinary or unusual lift is to be undertaken without a risk assessment being made in keeping with the HSE requirements of these procedures. A tool box meeting and risk assessment is to take place prior to routine lifts, whenever there has been a change of crew, riggers, crane operator or any other person involved in the operation.

2 Procedure

Crane Operators

Crane operators are to be appropriately qualified and experienced with the type of crane on board. He must familiarise himself with and have a full working knowledge of all of the following:
All the controls and their operation.
Use and set-up of the load indicator.
use of emergency features such as emergency lowering.
Lifting capacities of crane at various lifting angles and out reach, wires, slings and rigging equipment.
Operational limitations as set by the manufacturer.
Pre operational checks.
Crane maintenance requirements.
Survey status of crane and rigging equipment.

The recommended procedures in accordance with the MCA Code of Safe Working Practices for Merchant Seamen, Chapter 21.
The hand signals in use on board the vessel.
A full understanding of the principles to correct steady a swinging load. This must be practised on a regular basis. When first joining a vessel, the crane operator must ensure he is familiar with the crane characteristics and have practised swing correction before any lift is made.

Lifting Operations

Prior to any lifting operations using the crane taking place, the following shall be taken into account.
(a) Valid Risk Assessment available.
(b) Are all surveys and certificates in date.
(c) Has the crane operator fulfilled all the requirements as in above section.
(d) Are all maintenance requirements up to date
(e) Is the crane and all it’s safety functions fully operational. Limit switches to be tested every time new operations commence.
(f) Are weather conditions acceptable.
(g) Total height and outreach required for lift in relation to the movement of vessel.
(h) Is the proposed lift within the cranes capabilities throughout the full lift.
(i) Are the correct slings and rigging equipment available.
(j) Is there adequate visibility, and/or a banksman available.
(k) Is there adequate lighting.
(l) Are there adequate communications.
(m) Is vessel stability adequate.

Weather limitations

Where the manufacturer has set operational limitations relating to movement of the vessel, these must be closely adhered to. Crane operations are not to be attempted if:
(a) The Master considers the vessels movement too excessive for the intended lift.
(b) The crane operator is not confident that he can safely carry out the operation.
(c) The vessels roll exceeds 3 degrees or if an unusually sharp or irregular movement is experienced. Where the vessel has a slow roll period allowing for easy correction of the swing, the 3 degree limitation may be exceeded, but only on the mutual agreement of the Master and the crane operator and providing that the movement does not exceed any manufacturers limitations.
Under no circumstances is the Master or crane operator to be pressurised to undertake lifts if either considers it unsafe to do so.

Stopping Lifting Operations

The Crane Operator has the right to stop lifting operations at any time he considers it to be unsafe to continue. Reasons for stopping operations include:
(a) Unnecessary personal in the area.
(b) Personal standing in an area where the load would pass over them.
(c) Defects in any equipment.
(d) Rigging equipment or riggers operations not up to standard or suspect.
(e) Indicated weight or description are not as planned.
(f) At any time the Crane Operator or Master think that it is unsafe to continue.

3 Related Documents/Forms

1 Purpose

This procedure sets out the basic principles which shall be followed when the ship operates around offshore locations and alongside installations.

2 Procedure

Installation Arrival

Prior to arrival at any offshore installation, the Master should ensure the following:
The vessel establishes contact with the installation and provides an ETA at least one hour before arrival.
Bridge personnel should ensure that they have read and understood the contents of the relevant operator’s data card and appropriate installation data card (s).
They must also ensure they are familiar with the working practices of the installation to be visited, including, but not limited to:
a) VHF / UHF working channels
b) Communication contact points - marine control / radio room / central control room
c) Physical layout of the installation (s), positions of cranes, buoys etc
The information may be verified by direct contact with the installation.
Consideration should be given to steering an off-set course to the installation. The course should take into account the prevailing weather and tidal conditions at the installation so that, should the vessel suffer a blackout it would end up well clear of the installation and any other installations in the immediate area.
In addition to the above, the following information should be provided by the OIM:
a) Names of any other vessels working at or close to the location and their VHF/UHF channels.
b) Information on any specific installation operations which may affect vessel operations alongside e.g. ROV operations
c) Face of the installation to be worked and if there are any hazards on that or adjoining faces.
d) Whether the vessel will be worked on arrival or not.

Before entering the 500 Metre Zone

The vessel should confirm, by functional tests, the satisfactory operation of the following:
a) All propulsion and manoeuvring control equipment
b) Internal and external communications equipment.
c) Cargo handling equipment

A single set of tests may be considered sufficient where installations are in close proximity.
Pre Entry Checks before entry to any controlled area or 500 metre zone will be completed Any defects occurring after this initial report must be immediately reported to the installation as they occur. Continuity of operations shall be subject to agreement between the vessel Master and the installation OIM.
After completing the above, the vessel Master should formally request to enter the installation’s 500 metre zone, this request should be confirmed and the time noted and entered in the vessel log book.

Inside the 500 Metre Zone

Inside the 500 metre zone of any installation, the vessel must comply with the operator’s procedures covering that installation. Any decisions on cargo operations will be made in conjunction with the installation OIM and the crane driver. Vessel Master, OIM and crane driver each have a right of veto over any marine operation. However, this does not prejudice the Master’s responsibility for the safety of the vessel and its crew.
Smoking and hot work is prohibited on deck whilst working alongside all installations. If hot work is required on the vessel at any stage ( e.g. grinding/burning off lugs), permission must be sought from the installation and all hot work controlled under the work permit system.
Whilst within the 500 metre zone of an installation, the bridge must be manned as per the charterers requirements and per the Installation Data Card. Manning should also allow for "comfort breaks" for the Master when the vessel is connected to hoses for long periods of time.
When the vessel enters the 500 metre zone to commence work, the Master should make his approach in a safe and seamanlike manner taking into account wind, wave and tidal conditions. The vessel should be manoeuvred to a safe position adjacent to the work location, outside the radius of the installation’s cranes and at least 50 metres off the installation. In this position, the vessel can be set-up on its proposed heading and an assessment of environmental conditions, motion and behavior of the vessel made.
When the Master is satisfied that he can hold the vessel safely in the required mode and heading, he may ease the vessel towards the operating position. Final approach to the installation should be at a speed, over the ground, not exceeding 0.5 knots.
Masters should take into account the risks involved in changing the mode of control of the vessel, e.g from forward to aft.
It should be appreciated that surface current speed and direction may alter on different sides of an installation and may differ considerably from locally volunteered current meter information taken from varying sub-surface depths. The Master must ensure that he is fully familiar with local conditions and should consult the installation data card for information on local conditions.

Mobile Installation

Prior to coming alongside a mobile installation, Masters should ascertain the following as part of their pre-approach checks:
a) Number of thrusters on the installation
b) Type of thruster control, i.e automatic (DP/mooring assist) or manual.
c) Number of thrusters running /use and direction(s)

Request notice from installation if azimuth or power settings are liable to alter.
Installations anchored in deep water with steep chain catenaries are liable to more lateral movement than installations with shallow catenaries. When installation thrusters are running and working against the sea, the installations may not move naturally or in harmony with a vessel alongside. In addition, vessels may experience difficulty manoeuvring as a result of thruster wash welling up to the surface close to the installation.

FPSO’S

Prior to manoeuvring alongside an FPSO, Masters should ascertain the following as part of their pre-approach checks:
a) Motion characteristics of the FPSO
b) Wind vaning characteristics
c) Propulsion systems

Alongside Installation

When manoeuvring close to an offshore installation, the Master must not be involved in any activity which will distract him from the primary task of controlling the vessel. If circumstances require, or the Master is requested to do so, the Master must take the vessel well clear of the installation and establish position at a safe distance. During the period that the vessel is standing off, the Master must ensure that a close watch is kept on the vessel’s position and that the vessel is not allowed to "creep" or "drive" into the installation.
When changing work faces on an installation, the move must be properly planned, taking the prevailing environmental forces into account. A safe distance off the installation must be maintained at all times. Any significant change of position should be made by taking the vessel well clear of the installation and making a fresh approach to the required work face.
When positioning the vessel, due allowance should be made for the visibility of the underdeck structure and the position / volume of overboard discharges and vents.
Where lighting is insufficient to allow the Master of the vessel to have a clear view of the overall operation or the installation structure, operations should be restricted to daylight hours or until adequate visibility has been restored.
All non-essential overboard discharges that could hamper safe vessel operations alongside should be shut down prior to commencing cargo operations. Should the Master consider that an overboard discharge may cause distress or danger to personnel or to the vessel, then he has the authority to cease operations and stand off, until the discharge has ceased or prevailing conditions keep the discharge clear of the vessel.
Should equipment failure or a problem occur with the vessel’s machinery / control systems or contact be made with the installation structure, the vessel must inform the installation OIM immediately and leave the 500 metre zone as soon as practicable. The vessel will not be allowed to re-enter until the Master and OIM have satisfied themselves that remedial action has been taken to prevent a recurrence, and that the vessel is fully operational. The Charterer must also be advised of equipment failure either directly or via the owners.
Masters must leave sufficient instructions with the Officer of the Watch to ensure that their vessel is operated in a safe and proper manner during their absence from the bridge. This should include an instruction to call the Master in the event of any significant alteration to the work programme.
Suitable PPE must be worn by all crew on deck. It is important that hard hat, boots and coveralls are worn at all times. PPE should have reflective properties which will be effective in all weather conditions. Suitable floatation suits / buoyancy aids must be worn at all times whilst operating within the 500 metre zone and additionally, at all times when involved in anchor handling operations. Should the vessel or any of crew be involved in an incident / accident whilst inside the 500 metre zone, it must be reported to the installation OIM as soon as it is practicable and safe to do so.
Fishing within the 500 metre zone of an installation or sub-sea equipment is strictly prohibited.
Vessels must not discharge any waste overboard. (ICS Environmental Code).

Communications

At all times when on location at an installation and especially when operating within the 500 metre zone, the vessel should monitor the working channel of the installation. The vessel must also monitor the international marine emergency VHF Channel at all times.
Before a vessel is positioned to work cargo, radio communication between the vessel and appropriate platform stations e.g. control room, radio room, cranes, deck foreman, bulk cargo supervisor etc, must be established and tested as satisfactory.
Depending on the vessel and the operator / owner of the installation, communication may be by means of VHF / UHF channels.
There must be no MF/HF transmissions whilst the vessel is inside the 500 metre zone. Should the need arise to transmit on these frequencies while working inside the 500 metre zone, the Master must request permission to transmit from the OIM. If permission is not granted and the urgency of the requirement warrants, the Master must request permission to leave the 500 metre zone and make the transmission. Similarly all VHF Radio’s must be operated on low power whilst within an installation’s 500 metre zone.
Unscreened mobile telephones must be switched off at all times within the 500 metre zone.

Work Programme

On, and preferably before, arrival at an installation the Master should be given the programme of work envisaged by the OIM. This should include any requirement to load or backload bulk products, including quantities and any breaks in these operations that can be foreseen by the OIM. The order of loading, discharging and storage arrangements should be pre-planned to avoid slotting-in of containers and the necessity for any person to climb on top of cargo.
Any significant break in operations should be notified by the OIM to the vessel Master who should then manoeuvre his vessel away from the installation. Excessive close standby time alongside the installation should be avoided and if a break is required and anticipated to be protracted, the Master should request permission to move outside the 500 metre zone.

Inbound Passage

The charterer’s nominated representative should be given the following details:
a) ETA
b) Heavy / awkward / wide loads and their position on the vessel.
c) Tank status and contents remaining on board.
d) Dangerous Cargo.
e) Specific information as requested by the Charterer.
In addition, vessel to comply with specific requirements required by the destination port.

Restraining of Cargo

Irrespective of the weather and sea conditions and however short the run, cargo should be restrained. Restraints should be in position before the vessel sails, and should remain in position until the cargo is offloaded.
a) Block stow for each location to be preferred and promoted during loading.
b) Cargo should be secured in accordance with the Cargo Securing Manual.
c) Restraints should be rigged so as to deny initial movement.
When determining the type and extent of restraining arrangements required, the Master should consider a number of factors. These should include but need not be limited to:
a) The motion characteristics of the ship.
b) The anticipated weather.
c) The freeboard.
d) The nature of the cargo.
e) The number of installations to be worked

Personnel Transfer Operations

Transferring personnel between the vessel and an offshore platform is a potentially high risk operation.
See "Personnel Transfer Using Ships Cranes" by The Standard P&I Club for guidance.

The senior bridge officer on duty must satisfy himself that the following are in place before operations commence:
1. tool box talk,
2. risk assessment,
3. lifejackets must be of working vest type,
4. suit cases placed in the middle of the Billy Pugh / Personnel Basket
5. visual checks of equipment
6. no helicopter ops
7. Billy Pugh / Personnel Basket must come down from the rig with no one or with minimum two people to even the load. This depends on how many people are being transferred, 1 person transfer is not allowed due to the uneven platform.
8. Billy Pugh / Personnel Basket must be tested first and placed over the ship with no one on board to assess if the operation is safe
9. Ship must be in a safe position
10. Area must be free of any obstructions
11. Tag lines must be attached to control the Billy Pugh / Personnel Basket whilst rolling
12. Weather conditions to be taken into account
13. Sea wave height and swell considered
14. No transfers during the hours of darkness
15. FRC should be ready in case people fall into the water
16. Stop the job if in any doubt.

Communication with the platform person in charge must be established and a sequence of events agreed. An assurance from the platform must be received that the transferring basket is fit for purpose and subject to a testing regime.
Personal flotation devices are to be worn and secured to the basket by the lanyard during the transfer.
The Personnel Transfer Checklist CM-2103 is to be completed prior to commencing the operation.

3 Related Documents/Forms

• CM-2101 Wet Bulk Transfer Offshore
• CM-2102 Arrival at Installation
• CM-2103 Personnel Transfer Checklist (Crane)
• "Personnel Transfer Using Ships Cranes" by The Standard P&I Club

1 Purpose

This procedure sets out the basic principles to be followed during loading/unloading of bulk materials. The procedure sets requirements for both wet and dry bulk. Checklists should be completed in all cases for wet bulk, and for dry bulk

2 Procedure

2.1 Dry / Wet Bulk at the base

2.1.1 General Requirements

The transfer of bulk cargo in port and particularly offshore, is a potentially hazardous operation and must be conducted in a safe and controlled manner. Offshore bulk cargo operations require a vessel to maintain position alongside an installation, sometimes for extended periods. The attachment of one or more hoses to the vessel restricts its ability to manoeuvre. Planning is therefore essential to minimise time alongside and to ensure a safe and efficient operation.
The following information should be requested by the receiver of the products:

1. Confirm type and quantity of product to be discharged and order of discharge
2. Estimated pumping rate for each product
3. Length of warning / estimate of time required to stop
4. Whether stop will be initiated from vessel or installation
5. Emergency Stop procedure established
6. Confirmation that the liquid bulk lines can be drained back to the vessel's tanks where necessary, by gravity only.

When the hose is connected and lines are set, the provider should be directed to start pumping at a slow rate. For dry bulk transfers, purge air should be utilized prior to bulk transfer to clear lines and to prove connections.
If all is well, cargo is confirmed as entering the correct tanks, no leaks are observed, and a good vent has been obtained (dry bulk), the provider should be advised to increase pumping up to the full delivery rate.

During bulk cargo operations, the following points should be observed:

1. The Master or person appointed for the task must ensure that he can see the bulk hose(s) at all times and he should not allow other operations to distract his attention away from the hose(s).
2. The vessel bridge and OIM or provider should confirm quantities discharged and received at regular intervals to ensure that there are no leaks within the respective systems.
3. The vessel deck crew, installation crane driver or provider must be readily available and close at hand throughout any transfer operation.
4. Sufficient warning shall be given by each party prior to changing over tanks.
5. Installation, provider or vessel valves should not be closed against a cargo pump
6. If at any stage in the operation, the vessel Master, provider or OIM are in any doubt as to the integrity of the operation, then that operation should be terminated.
7. The loading rate should be reduced to a manageable level to allow the receiver to top off tanks safely.

When pumping has finished, both the receiver and provider should set their lines to allow the hose to be drained back into the vessel's tank. If the installation has a vacuum breaker fitted to the line, this should be used to aid draining. In suitable conditions the crane should also be used to lift the hose to aid draining. In the case of dry bulk, purge air should be used to clear the lines. When the hose is disconnected, the end should be fitted with a suitable cap or blank. Product remaining in the line following transfer should be drained back into one of the vessel’s tanks prior to disconnecting the hose. This does not apply to potable water.
Hoses used for potable water must not be used for transferring other bulk liquids, including drill water. Potable water lines should be flushed through prior to transferring water to avoid any residues within the lines contaminating the installation’s supplies. During periods of darkness, adequate illumination must be available over the hose and support vessel throughout the operation. To facilitate identification, hoses should be fitted with high visibility bands, high visibility tape or alternative means to mark the product. Hoses are color coded for manufacturers identification and approval, frequently by use of spiral colored bands within the hose structure. It is recommended that hose terminations should be identified by the use of a colored band or alternative means to mark the product, and all receivers should adopt the NWEA or other National Recognized Standards recommended color scheme: Bulk Hose Color Coding. The color band at the termination should be broad and distinctive to avoid confusion with spiral band colors within the hose structure.
The manufacturer’s color coding identification in the hose should not be confused with the color band at the termination. All bulk hoses used offshore are to be of sufficient length for safe operation and have internally swaged or other approved clamp fittings. Unapproved repairs should not be made.
In the transfer of bulk products, consideration should be given to the fitting of self-sealing weak link couplings in the hose string. Flotation collars should be fitted to hoses in compliance with National Recognized Standards and Guidelines.

2.1.2 Bulk transfer operations in port

Prior to the start of any bulk transfer operation, a cargo transfer plan should be formulated and agreed with the other person responsible for the pumping or reception of the product.

This should include:

1. Product to be loaded
2. Tanks to be used
3. Load / discharge rates required / possible
4. Procedures for topping off tanks
5. Procedure for emergency stops
6. All external hot work must be stopped and hot work permits revoked if a hydrocarbon based product is to be loaded.
7. Check loading / discharge line and tank valves are correctly se
8. If more than one product is to be loaded / discharged simultaneously, ensure that correct hose is fitted to appropriate coupling
9. Check condition of loading / discharge hoses
10. Ensure moorings are maintained such that no strain is imposed on the hose(s) by vessel movement.
11. Ensure there is sufficient scope of hose deployed to cope with any ranging of the vessel on the quay.
12. Establish communications routine with other party
13. Prove vessel’s tank level monitoring system. Manual verification checks of the level monitoring system should take place during loading of liquids, especially when loading to near capacity of individual tanks.
14. Ensure a watchman with suitable communication equipment is on duty at the deck manifold
15. Complete and sign off any relevant company safety check lists or dangerous goods safety checklist
16. If fuel or oil based fluids are to be loaded, ensure whenever possible that self closing connections are fitted to hoses
17. Ensure that all pollution prevention equipment is in place as per the vessel’s SOPEP
18. Provide at vessel hose / manifold / reception site drip trays, fire hoses, fire extinguishers, test equipment for gas concentrations, explosimeter.
19. Impose no smoking conditions.
20. Harbour / base operators’ emergency pollution procedures on display Bulk Operations

2.1.3 Prior to commencement of Liquid Bulk Operations.

The following applies prior to the commencement of liquid bulk operations in port:

• Plug deck scuppers where practicable
• Drain deck savealls where applicable
• Ensure moorings are maintained such that no strain is imposed on the hose(s) by vessel movement.

2.1.4 Prior to commencement of Dry Bulk Operations.

The Master should ensure that dry bulk tanks are ready for loading.

The following standard apply:

• No residue remains from a previous cargo unless loading on top has been agreed in advance.
• Internal tank surfaces are dry
• Tank baffles or similar equipment required for discharging cargo are in good condition
• Tanks are not pressurised
• Seals on tank accesses are in good condition
• A proper vent line has been connected and vent dust box requested if not supplied.
• The correct tank(s) is/are selected for the product.

2.2 Dry / Wet Bulk at the installation

2.2.1 General Requirements

The transfer of bulk cargo in port and particularly offshore, is a potentially hazardous operation and must be conducted in a safe and controlled manner. Offshore bulk cargo operations require a vessel to maintain position alongside an installation, sometimes for extended periods. The attachment of one or more hoses to the vessel restricts its ability to manoeuvre. Planning is therefore essential to minimise time alongside and to ensure a safe and efficient operation.

The following information should be requested by the receiver of the products:

1. Confirm type and quantity of product to be discharged and order of discharge
2. Estimated pumping rate for each product
3. Length of warning / estimate of time required to stop
4. Whether stop will be initiated from vessel or installation
5. Emergency Stop procedure established
6. Confirmation that the liquid bulk lines can be drained back to the vessel's tanks where necessary, by gravity only

• When the hose is connected and lines are set, the provider should be directed to start pumping at a slow rate. For dry bulk transfers, purge air should be utilized prior to bulk transfer to clear lines and to prove connections.
• If all is well, cargo is confirmed as entering the correct tanks, no leaks are observed, and a good vent has been obtained (dry bulk), the provider should be advised to increase pumping up to the full delivery rate.

During bulk cargo operations, the following points should be observed:

1. The Master or person appointed for the task must ensure that he can see the bulk hose(s) at all times and he should not allow other operations to distract his attention away from the hose(s).
2. The vessel bridge and OIM or provider should confirm quantities discharged and received at regular intervals to ensure that there are no leaks within the respective systems.
3. The vessel deck crew, installation crane driver or provider must be readily available and close at hand throughout any transfer operation.
4. Sufficient warning shall be given by each party prior to changing over tanks.
5. Installation, provider or vessel valves should not be closed against a cargo pump
6. If at any stage in the operation, the vessel Master, provider or OIM are in any doubt as to the integrity of the operation, then that operation should be terminated.
7. The loading rate should be reduced to a manageable level to allow the receiver to top off tanks safely.

• When pumping has finished, both the receiver and provider should set their lines to allow the hose to be drained back into the vessel's tank. If the installation has a vacuum breaker fitted to the line, this should be used to aid draining. In suitable conditions the crane should also be used to lift the hose to aid draining. In the case of dry bulk, purge air should be used to clear the lines.
• When the hose is disconnected, the end should be fitted with a suitable cap or blank.
• Product remaining in the line following transfer should be drained back into one of the vessel’s tanks prior to disconnecting the hose. This does not apply to potable water.
• Hoses used for potable water must not be used for transferring other bulk liquids, including drill water. Potable water lines should be flushed through prior to transferring water to avoid any residues within the lines contaminating the installation’s supplies.
• During periods of darkness, adequate illumination must be available over the hose and support vessel throughout the operation. To facilitate identification, hoses should be fitted with high visibility bands, high visibility tape or alternative means to mark the product.
• Hoses are color coded for manufacturers identification and approval, frequently by use of spiral colored bands within the hose structure.
• It is recommended that hose terminations should be identified by the use of a colored band or alternative means to mark the product and all receivers should adopt a universal color and connection scheme, consult NWEA guidelines. The color band at the termination should be broad and distinctive to avoid confusion with spiral band colors within the hose structure. The manufacturer’s color coding identification in the hose should not be confused with the color band at the termination
• All bulk hoses used offshore are to be of sufficient length for safe operation and have internally swaged or other approved clamp fittings. Unapproved repairs should not be made.
• In the transfer of bulk products, consideration should be given to the fitting of self-sealing weak link couplings in the hose string.

2.2.2 Bulk Transfer Operations at Sea

The following procedure should be used prior to and during any transfer offshore of bulk cargo to or from the vessel.

Installations should ensure that:

1. Hoses are visually inspected and doubtful lengths replaced.
2. Slings and lifting points are visually checked and replaced if required.
3. Hoses are lifted by a certified wire strop on a certified hook eye fitting.
4. Underdeck lighting is provided and adequate Vessels should ensure that:
5. All pollution prevention equipment is in place as per the vessels SOPEP
6. Where practical and applicable, scupper plugs are in place and deck save alls are drained
7. If a connection other than a self sealing quick release coupling is used, particular care must be exercised when disconnecting the loading hose and a drip tray must be in place
8. All manifold valves are in good condition
9. Correct couplings have been identified for the product (s) to be transferred
10. The person in charge of the operation performs no other duties
11. Installation underdeck lighting is adequate for the work to be done.
12. Dry bulk vent line positions are identified.

3 Bulk Hose Operation

The Bulk Hose Operation procedure can be found at the following link: CM-20 Bulk Hose Operation.

4 Related Documents/Forms

• CM-2201 Dry Bulk Transfer Checklist (Load-Discharge)
• CM-2202 Wet Bulk Transfer Checklist

1 Purpose

Maintenance, Inspection and coding of equipment.

2 Procedure

The Merchant Shipping (Hatches and Lifting Plant) Regulations defines a competent person. The Docks Regulations also states requirements for the Competent Person.
A "competent person" is a person over 18 years of age possessing the knowledge and experience required for the performance of thorough examinations and tests of ships' lifting plant". Marlow Offshore Germany requirement is that the person shall demonstrate competence through knowledge of relevant regulations, design and maintenance of ship related equipment and that the operator has undergone training in the use of the equipment. This shall be to the level deemed acceptable based on company instructions and signed off by the ship's Chief Officer.

2.2 Examination and Recording

The procedure for examination and recording of lifting appliances are detailed in the "Lifting Appliances - Register" and reference to COSWP Chapter 19.
Also additional information is found in the Cargo Securing Manual. The "Register of Ships Lifting Appliances and Cargo Handling Gear" should be kept together with the Cargo Securing Manual.

• Part 1 – Lifting Appliances - Thorough examinations of lifting appliances and loose gear,
• Part 2 – Lifting Appliances - Regular inspections of loose gear,

Record shall also be kept of the non-certified equipment such as pad eyes in the engine room. These shall me annotated as "Non Certified" in the records.

2.4 Inspection Color Coding

In order to identify items of loose gear, which have certificates and are approved for lifting purposes these shall be marked with a color The color will indicate the calendar year for which they have been inspected.

2.5 Damaged Lifting Equipment
Items of lifting equipment that are found to be damaged must be reported to the Chief Officer and withdrawn from service immediately. They must be painted black, kept in a separate area from the rest of the lifting equipment and removed from the vessel at the earliest opportunity.

Loose gear should be inspected within one month either side of the year-end and no gear with incorrect color coding should be used.
The color currently in use on board the vessel should be prominently displayed on a notice saying, “Color code for Lifting gear is (color). Only lifting gear marked with this color should be used.”
Webbing slings must NOT be painted but may be marked by colored tape or security tag through the eyes.
Non-approved equipment (Uncertified pad-eyes etc.) should continue to be painted Black. A notice to the effect that uncertified pad eyes are painted black and should be load tested prior to use should be displayed in the engine room and any other appropriate space. Uncertified pad-eyes are no to be used unless tested. This procedure would normally take place by shore side personnel who would be using the pad eyes for a particular task rather than he wholesale testing of all the vessel pad eyes when they may not be used for considerable periods of time.

3 Related Documents/Forms

• Training Record of Competent Person
• COSWP MCA Code of Safe Working Practices for Merchant Seafarers
• Register of Ships Lifting Appliances and Cargo Handling Gear
• Lifting Plant Operators Certificate