Shipboard Operations

2.1 Shore Leave

Shore leave granted to crew members in a foreign port is at the discretion of the Master and subject to the permission of local Immigration and Customs authorities.

Crew members shall report back on board in accordance with the time posted on the sailing board, and the names of those missing shall be reported to the Master.

Masters and Chief Engineers are required to be on board at least one hour prior to departure to ensure that all is ready to sail.

Masters and/or Chief Engineers when going ashore, to leave with the Chief mate and/or First Engineer, an indication of where they can be reached in the event of an emergency.

2.2 Visitors on Board

It goes without saying that the master's permission should always be obtained before visitors are allowed on board.

All crew members, officers as well as ratings, should pass on their request for visitors to the Master well in advance.

Visits of wives and fiancées or other family relatives in port can be limited by the Master due to board and lodging constraints.

Visitors will be restricted to accommodation and not allowed to stray into engine room, bridge or on deck adjacent to open holds.

3.1 Details on Key Procedures

The list of Key Procedures for which Checklists and Standing Instructions have been provided arranged in the order as follows:

1. Abandon Ship
2. Anchoring
3. Anchor Watch
4. Blackout and Re-Setting (Bridge)
5. Blackout and Re-Setting (Engine Room)
6. Bridge Pre-Arrival/Departure
7. Bunker/Sludge Transfer
8. CA Start-Up Checklists
9. CA Shutdown Checklists
10. Changing Over to Unmanned Machinery Space
11. Collision (Imminent Danger)
12. Collision Checklists and Standing Instructions
13. Damage Control Procedures Guidelines
14. High Voltage permit to work
15. Dry docking Guidelines
16. Enclosed Space Entry Permit
17. Engine-Crankcase Explosion
18. Engine-Exhaust Boiler Fires
19. Engine Failure
20. Engine Routines for Arrival
21. Engine Routines for Departure
22. Engine Scavenge Air Box Fires
23. Familiarization Form for Deck Officer's
24. Familiarization Form for Engineer Officers
25. Familiarization Form for Electrical Officers (Safety)
26. Familiarization Form for Officers (Safety)
27. Familiarization Form for Ratings (Safety)
28. Fire
29. Flooding Contingency Plan
30. Gangways and Accommodation Ladders Safe Access
31. Gantry Crane Positioning for 2 Adjacent Hatches
32. Gantry Crane Securing/Un-Securing
33. Gyro Compass Failure
34. Hot Work Permit
35. Lifeboat Launching/Free Fall
36. Lifeboat Launching/Regular
37. Man overboard
38. NA-Plant Start-Up/Shut Down
39. Narcotics/Contraband/Stowaway
40. Navigating in Congested/Coastal Waters/TSS
41. Navigating in Heavy Weather
42. Navigating in Restricted Visibility
43. Navigating/Taking over Sea Watches
44. Passage Plan
45. Pilot Chart/Navigation under Pilotage
46. Hazard Observation Card
47. Rescue Boat Launching Contingency Plan
48. Rest Periods Recording for Watch Keepers
49. Side Door Operation
50. SOLAS/MARPOL Maintenance Log
51. Steering Gear Test/Emergency Operations
52. Stowaway Questioner
53. Stranding
54. Unaccompanied Exit from Accommodation
55. Weather Precautions-Winter/Cold
56. Winter/Navigating in Ice
57. Working Over side/Aloft
58. Record of Risk Assessment
59. Diver/Underwater Operations
60. Alternate Maritime Power

The checklists and Standing Instructions are detailed in QSMS manual: Checklists /Standing Instructions. The Master is to ensure that the QSMS manual: Checklist/Standing Instructions is kept in good order.

Risk Assessment (effective 1 July 10)

In compiling the above Key and Contingency Procedures Check Lists and Standing Instructions, the principle of ensuring safeguards against identified hazards and assessed risks was used.

However, effective Jul 2010 it is mandatory that Risk Assessment undertaken for routine and other tasks performed on board the vessel be systematic and recorded.

Risk Assessments for tasks being undertaken using the above checklists and instructions should therefore be reviewed periodically using the guidelines in Section 11.3 of this Chapter and the RA Form (Checklist #58). The record of all such assessments, reviews, and measures implemented to minimize/eliminate the consequences is to be maintained in the RISK ASSESSMENT folder or attached to the Checklist of the task being undertaken.

Section 11 describes the principles of and procedures for conducting and recording Risk Assessments.

3.2 Deck/Engine and Radio Logbooks

It is impossible to exaggerate the importance of Logbooks and the necessity of ensuring that they are written comprehensible and accurately. As a successful insurance claim can largely depend on a correctly worded Logbook entry, any incident to be recorded by a relatively inexperienced Officer should be subject to the guidance and/or approval of the Master or Chief Engineer to ensure that it does not prejudice the Owner's interest. All Logbooks shall be completed strictly in accordance with Flag State and International requirements and the practice of good seamanship.

The Deck and Engine Logbooks are to be carefully maintained by the Officer in Charge of the watch at sea or in port.

If, for any reason, it is necessary to make an alteration to any entry in a Logbook, the original entry should be ruled through in such a manner that it is still legible, and the correction inserted. Such alterations must be signed by the Officer making them and countersigned by the Master/Chief Engineer. The date and time of such alterations must be noted in the margin, together with an explanation of the alteration, should this be considered necessary. Entries to be corrected must never be erased. If a Logbook does not contain sufficient space for an entry to be made, a new Logbook must be commenced; on no occasion must loose sheets be inserted into any Logbook.

Completed Logbooks should be retained onboard and kept a part of the permanent ship's records.

In the event the vessel is operated with a periodically unattended engine room, the data logger is to be set to print every four hours. Any supplementary information required, that is not printed by the data logger, should be entered manually in the Engine Logbook. Data logger printouts are to be retained on board for a period of 3 years after which they may be discarded. (See Chapter 11)

Complete details in Abstract of Deck/Engine Logs and voyage particularly should be referred to Ship's Instruction Manual.

4.1 Bridge Resource Management

An effective bridge organization will include procedures that:

• Consider unforeseen events which may develop into a serious and difficult situation.
• Require the skills, abilities, and effective communication of all bridge team members.
• Eliminate the risk that an error on the part of one person may result in a disastrous situation.
• Emphasize the necessity to maintain a good visual lookout and to carry out collision avoidance routines.
• Encourage the use of all means of establishing the ship's position so that in the case of one method becoming unreliable others are immediately available.
• Make use of passage planning and navigational systems which allow continuous monitoring and detection of deviation from the track when in coastal waters.
• Ensure that all instrument errors are known and correctly applied.

These procedures can only be achieved by each member of the bridge team realizing that he has a vital part to play in the safe navigation of the ship and that safety depends upon all personnel playing their part to the utmost of their ability.

Each team member must appreciate that the safety of the ship should never depend upon the decision of ONE person only. All decisions and orders should be carefully checked. Junior team members must never hesitate to question a decision made by a senior member if they consider that decision is not in the best interests of the ship.

The watch Officer has responsibility for his watch but must rely upon the assistance of the lookout and or the helmsman. He must ensure that the orders are correctly followed. Calling the Master to the bridge will not automatically transfer the conn from the watch officer to the Master. Until such time as the Master declares that he has taken the conn, the watch officer must still carry out his duties as he was prior to the Masters arrival. Once the Master has taken the conn and event logged, then the watch officer moves into a supportive role.

The Master controls the movements and navigates the vessel in accordance with the rules of the road and recommended traffic schemes. The watch officer continues to report relevant information to the Master, ensuring that such information is acknowledged. He will fix the own vessel, advise the position and other information, record all required entries in the logbook, and perform other duties as required by the Master.

Navigation in confined waters carries extreme risks such as:

• Grounding
• Collision and contact with other ships, floating and fixed objects
• Damage to the marine environment

These risks can be minimized if the Master operates proper BRM because it focuses on the use and co-operation of all the skills and resources available to the bridge team to achieve goals of:

• Safety and efficiency

It requires delegation of tasks. To avoid any uncertainty or irregularity which could have a disastrous result:

• The task should be clearly defined
• Navigation maneuvers must be monitored
• Information should be clearly confirmed by the recipient
• Continuous progress reporting is required

4.2 Navigation in Restricted Visibility

4.3 Sextants

Each vessel in the fleet is provided with sextants. The Second Officer is responsible for its safekeeping and maintenance. When repairs and adjustment are required, the instrument is to be landed for prompt attention by a marine optician in order that it may be in good working order at all times.

Masters should encourage Mates to practice the art of Solar and Stellar observations.

4.4 Nautical Publications

Our Vessels are continuously updated with all relevant nautical publications. The company has established a source in Europe and the USA from where latest listings of all publications are received both at RMS and on board the ship. The routine involved requires close coordination between RMS, the Master and the Publication Agency.

4.5 Nautical Agencies

For our Vessels calling worldwide ports with the exception of the USA & Japan, the agency contracted for the purpose is Bogerd Martin, Netherlands.

For Vessels in Far East Trade, shall use Cornes & Co., Kobe, Japan.

For our Vessels calling ports in the USA, the company contracted for the purpose is HORIZON NAUTICAL, USA.

For ENC's Bogerd Martin.

4.6 Procedures

The scope of publications and charts has been established between the Master and Officer. The Master has been instructed to coordinate directly with the nautical agent covering his area. Any extraordinary requirement needs approval from the office/QSMS Department. However, the Master must apply sound judgment when ordering any publications.

4.7 Change in Trade /New Port

In case there is a call for a change in trade area or the inclusion of a new port, the Master is to specify, directly to the nautical publications department on the new requirements.

4.8 Updates and New Publications

The publication company in turn is to forward directly to the Vessel on a monthly basis the list of all new (and new edition) publications, both admiralty and those related to the International Maritime Organization's requirements via e-mail. The Master is to determine the actual requirement for his Vessel and order accordingly.

4.9 Anchoring and Anchorages

4.10 Pilot Ladders and Mechanical Hoists

Pilot ladders, side doors, deck boarding and transfer arrangements are to be maintained in accordance with regulations laid down in SOLAS 1974 & its protocol of 1988 as amended.

Ref: SOLAS Chapter V Regulation 23 and IMO Resolution A.1045(27)

The periodical inspection and maintenance of the pilot ladder & boarding arrangement must be conducted in accordance with above IMO resolution and PMS and recorded.

"Required Boarding Arrangement for Pilot" Chart in accordance with IMO requirements must be posted on the Bridge.

4.11 Employment

5.1 General Reporting

To ensure that the Company can provide the vessel with the necessary services and support, it is essential that the Chief Engineer communicates regularly with the DVM and provides him with accurate information regarding both general and urgent matters. Reports are to be submitted as per 11.9.2 and photographs of problems (and improvements) are encouraged.

5.2 Watchkeeping and UMS Operation

The Chief Engineer is responsible for allocating watchkeeping duties for his staff as he is to ensure that the persons assigned to any task or duty are competent and fit.

The Duty Engineer is responsible for the satisfactory and safe operation of all machinery and associated procedures during his duty period.

Emergencies: In the event of any emergency, the Duty Engineer is to advise the Chief Engineer without delay.

Main Engine RPM: Should a reduction in main engine RPM become necessary due to a problem in the engine room, the Duty Engineer must first advise the Bridge, and then advise the Chief Engineer at the first opportunity after taking the necessary action. If an unscheduled vessel speed change is requested by Bridge, the Duty Engineer is to respond immediately. He is also to inform the Chief Engineer.

Handing-Over Duty: At the end of a duty period, the Duty Engineer is to fully inform his relief regarding the status of the engine room, any particular situations and any incidents that have occurred during the past duty period. He must also ensure that any special instructions from the Chief Engineer are passed on and understood by his relief.

UMS Vessels: The Duty Engineer will make a thorough inspection of all machinery spaces, in accordance with Chief Engineer's standing instructions before switching to UMS. At 2200, and again at 0600, irrespective of whether there is an alarm or not, the D/E must take rounds of the ER (Key Procedure Standing Instruction #10). The round at these hours also constitutes a Fire Patrol (Safety Manual 2.17) and must be logged in the Engine & Deck Log Books.

Non-UMS Vessels: On these vessels, and on U.M.S vessels during manned engine room periods, the Duty Engineer is not to leave the engine room during his watch on any excuse whatsoever unless relieved by another engineer who is authorized to take charge of a watch.

5.3 Succession to Authority

In the case or absence or disability of the Chief Engineer his duties and authority shall normally rest upon the Assistant Engineers on board in the following order:

1. First Assistant Engineer
2. Second Assistant Engineer
3. Third Assistant Engineer

5.4 Maneuvering Duties

During:

• entry or departure from port, and
• other close maneuvering situations, or
• when poor visibility, rough weather and other emergent situations require the ECR to be manned,

the Chief Engineer must be on station in the ECR/Engine Room along with the duty or other senior engineer.

The Chief Engineer is to ensure that adequate rating assistance is available in these situations.

5.5 Port Duties

During port stays, there must always be a designated duty engineer who must remain on board the vessel for his complete duty period. If the vessel engine room is operated on a U.M.S. basis in port, the duty engineer must carry out inspections as per 5.2. If there is work being carried out in the engine room by shore service personnel, or if cargo operations require the starting and stopping of related machinery. The Chief Engineer is to ensure that the engineer watches are arranged to ensure coverage with due regard to rest hours.

5.6 Work in Port

The Chief Engineer must seek permission from the Master for immobilization of the Engine.

5.7 Engine Bell Book

The Engine Bell Book shall contain an accurate record of engine telegraph orders from the Bridge on vessels not equipped with Order Printers and should be retained as a permanent record on board. The Bell Book shall also be used to record Fuel flowmeters and engine counters at start and end of sea passage.

On vessels having an automatic printout for engine movements, the printout of the maneuvering period must be maintained on board. All records are to be maintained on board for at least 3 years.

5.8 Engine Log Book

The Chief Engineer shall be responsible for the proper preparation and maintenance of the Engine Log Book. The Log shall be signed by the Engineer on watch and daily by the Chief Engineer. The Log Book provides for the entry of all pertinent data relating to machinery operation and entries shall be accurate and complete in all respects. Vessels, which have an automatic Log Alarm printout system, must have the Machinery Log printed out at a fixed time daily. The log must be configured to include all-important parameters in the engine room. A copy of the daily Log along with the Alarm Log must be systematically filed for future reference. The Log Book shall also contain important entries, like bunkering, tank levels/soundings, work done, etc. See also chapter 11.

5.9 Daily Work Book

The First Assistant Engineer, under the direction of the Chief Engineer, shall maintain a Daily Work Book, listing in detail, all maintenance accomplished on vessel machinery and equipment. Only factual entries are to be made with brief descriptions in engineering terms. DO NOT use the description, for example. "Overhauled Feed Pump", rather enter in the Book:

• Main Feed Pump opened. Bearing, clearances as follows:
• Shaft, impeller, wear rings, packing or seals renewed or listed work actually carried out.
• If upon opening the unit everything is found in perfect order, then it must be so stated, "however, bearing and thrust clearances and unit alignment tolerances must be recorded.

The Chief Engineer must review and sign the Daily Work Book kept by First Assistant Engineer each Monday to certify that previous week entries are correct and complete.

The Reefer Engineer and the Electrician must also maintain Daily Work Books and make them available to the Chief Engineer each week. The Reefer Engineer is also responsible for the maintenance of the Reefer Log for the cargo holds and containers.

5.10 Bunkering

The loading transfer and if required discharge of fuel is a critical key procedure, which could be the most likely time for a pollution incident to occur. The Chief Engineer is fully responsible for such procedures and is to ensure that precise orders are in force. He is to ensure that any tank to receive fuel has sufficient safe capacity to do so safely and at no time is a fuel tank to be filled beyond 90% capacity. Careful calculation must be made when ordering bunkers to ensure that the vessel can safely receive all of the fuel. The procedures and checks laid down in the checklist must be followed without exception and the Chief Engineer must be on board the vessel and on station during bunkering operations. Under no circumstances must the bunkering operation be hurried beyond what the Chief Engineer considers safe and if any doubt arises regarding the status of the tank levels the bunkering should be stopped immediately and only resumed once the situation is fully clarified.

Bunkering plan to be made for each bunkering. This plan shall contain ROB before bunkering including sounding, tanks to be bunkered, sequences, sounding when bunkering to be stopped, ROB after bunkering, and Emergency procedures in case of overflow.

See appropriate Checklist.

A Bunker Tank Statement on the prescribed form is to be sent as an email attachment to Vessel Operations (including Vessel Mailbox) after each bunkering, showing volume and quantity received. A legible scanned copy of the BDR for each grade received is also required to be sent in the same email.

5.11 Lubricating Oils

The same amount of care must be taken during the bunkering of lubricating oils as in bunkering fuel.

Storage tanks must be clearly labeled and contain only the designated type of lubricant.

Ship's staff is to be instructed by the Chief Engineer in the uses of the various grades of oil on board and must be aware of the dangers of mixing incompatible oils.

Engineer Officers must be aware of the oil supplier's current lubrication chart detailing the uses for each grade of oil supplied. This is to be displayed in a prominent position in the Engine Room.

5.12 Chemicals

It is the responsibility of the Department Heads to ensure that each crewmember in the respective department has been instructed in the proper handling of any chemicals they may use. Crewmembers are also to be instructed of correct procedures in the event of accidental spillage.

A special Chemical Locker is to be maintained on board. This should have a Chemical Record Book with the relevant Marine Safety Data Sheets and continuous update on the inventory.

6.1 Fire Main

Shoreside S.W. supply for the vessels fire main is to be connected as soon as possible and pressure maintained at all times.

6.2 Emergency Services

On arrival at the shipyard, a shore telephone must be connected and a list of all emergency numbers (Fire brigade, Ambulance, dockmaster etc.) is to be obtained from the yard manager and placed in a prominent position close by. All officers are to be made aware of its existence and location. (See Checklist)

6.3 CO2 System

The fixed CO2 fire-fighting installation is to be immobilized once the vessel enters the shipyard so as to prevent accidental release. This is normally effected by disconnecting the pilot cylinder in the CO2 room.

6.4 Shore Power

If the vessel uses shore power supply, the voltage and frequency must be monitored regularly and care taken when connecting heavy consumers in order to avoid black outs which could result in accidents, particularly to shore workers unfamiliar with the layout of the vessel.

6.5 Fire Watch

When hot work is being carried out, ship's staff must set a Roving Fire watch, even if a shore fire watch is posted. Attention must be paid to areas adjacent to those where welding or burning/cutting is being carried out, as these are usually the areas where fires occur.

6.6 Hot Work

Hot work should not be attempted anywhere on the vessel without prior permission from the shipyard and a gas free certificate from the shipyard's chemist.

6.7 Daily Meetings

The Master and Chief Engineer are to keep themselves fully informed regarding the status of the vessel, jobs in hand and planned, and should hold a daily meeting with the Shipyard Manager, DVM, Chief Officer, 1st Assistant and Electrician in order to discuss the daily schedule and work progress.

6.8 Transfer of Fuel or Water

No transfer of fuel or water is to be carried out without permission from the Master and all such operations are to be carefully recorded in order to ensure that the vessel is re-floated in as near the same condition as on entering the dock. (See Checklist).

6.9 Bottom Plugs

Bottom plugs are only to be removed in the presence of the Chief Officer and he is fully responsible for ensuring that all are replaced correctly before the vessel is refloated.

6.10 Cranes

No cranes are to be moved without permission from the Master, who should request authorization from the dockmaster. This is especially critical in floating docks where dock stability is a major concern. (See Checklist).

6.11 Lifeboats

Under no circumstances are lifeboats or davits to be tested while the vessel is on the blocks. The release gear for freefall lifeboats is to be secured and locked, if possible.

6.12 Pollution

Utmost care is to be taken to avoid any contamination of the drydock when bottom plugs, side valves or pipes are opened. The discharge valve from the oily Water Separator must be closed prior to entering the dock in order to prevent any possibility of siphoning. The header tanks for the stern tube and side thrusters should also be valved off.

6.13 Stern Seal

If the stern seal is to be opened, the stern tube header tank must be secured (if possible) and the oil drained internally. The Chief Engineer is responsible for ensuring that this is carried out and that the tube is refilled with the correct amount and type of oil prior to refloating.

6.14 Refloating (See Checklist)

Prior to the dock being flooded, the underwater area of the vessel must be inspected by the Master and Chief Engineer, along with the Chief Officer. All grids are to be confirmed closed and locked, all plugs refitted and no leaks showing, all anodes (where fitted) should be cleaned of paint and any protection, as should cathodic protection cells, echo sounder transducers and any other similar devices. The Stern seal should be checked for any leakage and the rope guard must be confirmed in position. Any rudder inspection plates and the rudder plug must be securely re-fitted. All chutes and plugs must be removed from hull fittings.

The Master is to ensure that the vessel stability has been checked and all major items, particularly cranes, hatch pontoons and any containers are in the correct position. The dock master is to be advised of any special requirements, such as stopping to fill ballast tanks for inspection of piping & valves. The Chief Engineer is to be advised of the program and it should be determined at what point pumps and generators may be started.

Flooding of the dock is only to be commenced on instruction from the dockmaster.

Throughout the flooding operation, all engine room pipes and valves; particularly where work has been carried out must be continuously monitored for leaks. Flooding is to be stopped if considered serious. Regular monitoring of all ballast tanks is also to be carried out and soundings recorded.

Before re-starting machinery, a thorough check of all lines and valves must be carried out and systems readied for starting, particularly with respect to the auxiliary sea water system.

7.1 Oil Spill Prevention

The Master's basic aim must be to prevent oil spillage through determined work both with the human and technical aspects of safe ship operation.

The most likely causes of oil spills on Company vessels are:

• During bunkering and internal oil transfers
• Bilge discharge (faulty monitoring equipment)
• Marine accidents

The main points to be considered are:

• Use of the Company's own bunkering and oil transfer procedures.
• Personnel alertness, system knowledge and ability to repair faulty equipment.
• Crew confidence and ability in dealing with potentially dangerous situations
• Thoroughly prepared contingency plans and training as per S.O.P.E.P.
• Proper technical back-up from the Company.

The Master shall, in consultation with the Chief Engineer, designate the requisite teams for Pollution Prevention exercises. Minimum one SOPEP drill per month. He shall ensure that correct records are maintained of all such exercises in accordance with Flag State and Port State requirements.

RMS has appointed U.S based company as Qualified Individual and Spill Management for the entire U.S.A, including contingency planning and agent for services to Non-Tank Vessel entering waters of the state of California.

See chapter 9.

7.2 Waste Management

Under no circumstances does RMS accept discharge into the sea of sewage, garbage or hold sweepings maintaining that such discharges can be major contributing factors in the pollution of coastal waters and beaches.

RMS emphasizes its agreement with the principles of MARPOL 73/78 (1997 edition) annexes IV (sewage) and V (garbage), as amended. RMS Garbage Management Plan is to be implemented as provided on each vessel.

The system remains under the overall supervision of the Master who will, in conjunction with the rest of the ship's staff, constantly review procedures to control the volume of garbage for disposal.

See Garbage Management Plan.

7.3 Air Pollution Prevention

Modern research indicates a connection between the emission of exhaust fumes containing a high percentage of carbon dioxide, and a global "greenhouse effect". Likewise a link has been established between the depletion of the ozone layer and CFC gases.

To minimize carbon dioxide emission with existing technology will be difficult but the company shall keep abreast of the current development and testing of exhaust cleaning systems and evaluate the need for such new technology to be fitted on new vessels.

With regard to CFC gases, most of the Company's vessels use these for cargo refrigeration and consequently are under an obligation to prevent their escape into the atmosphere.

Practical shipboard measures which fall under the responsibility of the Chief Engineer Officer must take into account the need for:

• Routines for frequent leak detection
• Effective evacuation of system prior to repairs
• Proper pressure testing of systems after repairs
• Establishing and maintaining a CFC log.

7.4 Ballast Water Control

California Ballast Water Program to be strictly followed.

The IMO's Marine Environment Protection Committee has adopted resolution MEPC 50(31): "International Guidelines for preventing the introduction of unwanted aquatic organisms and pathogens from Ship's Ballast water and Sediment discharges"

As it states in its title, the aim of these guidelines is to assist National Administrations and Port State Authorities to prevent pollution in the form of unwanted organisms in ballast water discharge.

NO BALLAST WATER TO BE DISCHARGED IN US PORTS. Vessels having USCG approved Ballast Water Management System may do so. All vessels to refer to class approved BWMP applicable to their Specific vessel.

See Ballast Water Management Plan.

7.5 IMDG Coded Goods

All RMS vessels carrying dangerous goods must obtain the "Document of Compliance" for the carriage of dangerous goods. All vessels must carry the latest IMDG Codes (Blue Books) including the supplements for Emergency Medical Guides and Spill Containment procedures. All Dangerous Goods loaded on board are first approved/authorized by RMS and a "Dangerous Cargo Manifest" is to be made and planned for inspections by all Port Agencies. Proper marking and segregation is to be made as per specifications under IMDG Code.

Explosives and Nuclear cargoes are to be refused and RMS has to be informed of such requests.

7.6 Anti-Fouling Paints

IMO resolution for Tributyltin Ban from 2003 and total removal from 2008. The company shall keep abreast of developments in anti-fouling paints with a view to eliminate the introduction of tributyltin and other detrimental chemical compounds into the marine environment. The Master and his staff will, on their part, make every effort to reduce pollution caused by painting, paint removal, cleaning, sand blasting or waste disposal activities.

7.7 Noise

The Company appreciates the need for lower ambient noise levels to comply with IMO and National Administration regulations as well as to reduce discomfort and disturbance to marine personnel and local inhabitants. The Master and his staff may discuss possibilities for reduction of noise levels with their DVM at any stage in the design and manufacture of new vessels, whenever installing equipment on existing vessels or at any other time they feel noise levels, especially in living areas, are unreasonable. The Master and his department head must ensure that when it is necessary to work in areas of high noise levels ear protection is worn at all times.

7.8 EU MRV and IMO Fuel Consumption Data Collection System

The EU MRV (Monitoring, Reporting, Verification) regulation (EU 2015/757 & 2016/1927) entered into force on 1 July 2015, and it requires ship owners and operators to annually monitor, report and verify CO2 emissions for vessels larger than 5,000 gross tonnage (GT) calling at any EU and EFTA (Norway and Iceland) ports.

Data collection takes place on a per voyage basis and starts 1 January 2018.

Applicable to vessels calling European ports.

Please refer to the EU MRV Monitoring Plan, as applicable for this vessel. The MEPC (Marine Environment Protection Committee) of the IMO announced that they are adopting a mandatory fuel consumption data collection system for the shipping industry.

This new regulation (MEPC 70) will apply for all ships above 5,000 gross tonnage and will start from 2019.

All ships will have to submit the data to the IMO database. The s-insight software is used by ships to report the consumptions. Applicable to all vessels.

The company will be using StromGeo and its s-insight platform for collection, validation, and calculation of various EU MRV relevant Data and generating EU MRV voyages. For which training is provided.

Regular Check of the Adequacy of the Monitoring Plan: The EU MP is to be checked by the Masters of the vessels and by office personnel on a regular basis about any changes, such as retrofits, new sources of emissions, new fuel types or of company, to confirm that the MP is still accurate and valid. The verifiers will be notified if the MP is changed.

Procedures for data flow activities: Internal cross checks and validations must be carried out by vessel and the office using s-insight platform and data on board the vessel.

Corrections and corrective actions: All data like distance travelled, time spent at sea, etc. are to be validated and any flags raised in the s-insight platform is to be followed up by the office, vessel and StromGeo support.

7.9 IMO 2020 - Ship Implementation Plan

The MEPC, agreed that Administrations should encourage ships flying their flag to develop implementation plans, outlining how the ship may prepare in order to comply with the required Sulphur content limit of 0.50% by 01 January 2020. The BMA Bulletin 183 provides guidance on this and information related to the entry into force of the MARPOL Annex VI prohibition on carriage for use of Non-compliant fuel on ships without an approved alternative means of compliance on 01 March 2020.

The Vessel Management has utilized the IMO Circular MEPC.1/Circ.878 to prepare ship specific Ship Implementation Plan (SIP). Crew are guided to the vessel/trade specific Ship Implementation Plan when receiving, processing, consuming fuel bunkered in compliance with IMO 2020 low sulfur requirements.

7.10 Inventory of Hazardous Material (IHM)

In May 2009 the Ship Recycling Convention was formally adopted in the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships. The purpose of the Convention is to prevent, reduce, minimize the adverse effects on human health and the environment caused by ship recycling, and to enhance a vessel's safety, protection of human health and the environment throughout a vessel's operating life. IMO has been focusing its efforts in developing a set of guidelines for the development of the inventory of hazardous materials, development of a ship recycling plan, authorization of ship recycling facilities, and safe and environmentally sound ship recycling.

The EU Regulation on Ship Recycling (EU Regulation No 1257/2013) which entered into force on 30 December 2013 is like the Hong Kong Convention (which has not yet entered into force internationally). The EU Regulation essentially applies the ship recycling requirements of the Hong Kong Convention to ships flagged with EU Member States, as well as certain requirements to non-EU flagged ships calling at EU ports.

A "Non-EU flagged ship": a ship flagged by a State which is not an EU Member State calling at a port or anchorage of an EU Member State must before 31st of December 2020 have a sampled Inventory of hazardous materials onboard. The vessels are to be surveyed and certified with a Statement of Compliance form the Flag or an authorized organization.

The vessels are to maintain this inventory throughout the life of the vessel. The RMS Procedure for Maintaining Inventory of Hazardous Material is listed out in the APPENDIX 12 of this Manual.

10.1 Ship's Medicine Chest and First Aid At Sea

Before sailing, the Master must ensure that there is a copy of "The International Medical Guide for Ships" and that the Ship's medicine Chest is replenished as per MSN 1726 Category A for Bahamian Vessels.

Replacements should be made as necessary to maintain such stocks.

10.2 Keys of Medicine Chest

The medicine chest must be kept locked at all times, keys being in the care of the Master, Chief Mater and/or the Officer responsible for the maintenance of the Ship's Medicine Chest.

10.3 Surgical Instruments

The instruments shall only be used for the purpose for which they are designed, and must not be removed from the medicine chest, except when required for medical purposes. They shall be returned to the chest immediately after cleaning and sterilizing. In all cases, instruments are to be re-sterilized before use.

10.4 Ship's Hospital

It is the master's responsibility to ensure that the Ship's Hospital is kept in readiness at all times.

10.5 Dangerous and Narcotic Drugs

Dangerous and narcotic drugs are to be kept in the Master's Safe. The Master must keep a list of all dangerous or narcotic drugs, amended as necessary after any use of such drugs, and shall periodically check such drugs for discrepancies. In addition, a Poison and Narcotics Book must be kept in the medicine chest. Whenever such drugs are used, an entry must be made detailing date, name of patient, nature of illness and the dosage given. Such entry to be signed by the Master. On the Change of Command, the relieving Master shall check the quantities of Poisons and narcotics on board in the presence of the Master relieved. An entry to this effect is to be entered in the Official Log Book.

10.6 Medical Attention Ashore

In the event that a crewmember requires medical attention ashore, the Master shall prepare the necessary forms and follow the distribution procedure. Experience has shown that it is most important to prepare these forms with careful attention to detail.

10.7 Medical Treatment On Board

A Medical Log Book shall be kept in the medicine chest and on every occasion when medical treatment is given no matter of how minor nature, an entry must be made in this book details the date, name of the patient, nature of illness or injury and treatment given. This book will be retained on board and treated as a confidential document, and is in addition to any entries which are required to be entered in the Deck Log Book.

10.8 Medical Log

All Masters are to maintain an accurate Medical Log covering all illnesses or injuries aboard the vessel.

See Gard Guidance to Masters.

10.9 Deviation – Repatriation

If it becomes necessary to divert a vessel to land a sick or other person, accurate log entries of the diversion shall be kept until the vessel returns to her normal route.

See Gard Guidance to Master.

10.10 Death at Sea

A detailed report covering all aspects of the death and disposal of the remains shall be submitted by the Master from the next port of call.

See Gard Guidance to Master.

10.11 Disposition of Seaman's Effects

Every precaution shall be taken to safeguard a seaman's personal effects left aboard a vessel whenever a seaman, for any reason fails to remove these effects himself. The following steps shall be taken:

• The Master shall direct an officer to make a careful inventory of the personal effects, and to prepare two copies of the inventory, properly witnessed by a responsible second party. The original will be submitted to the Crewing Superintendent.
• When a seaman is separated from the vessel for hospitalization, his personal effects, unless he is able to personally take them ashore with him, should be placed ashore in the port of his separation in the custody of the agent for delivery to the seaman. Notify the Crewing Superintendent of the disposition of the effects.
• In cases of death, fail-to-join/desertion, a seaman's effects must be retained onboard under safe storage until such time as the disposition is decided upon by the Crewing Superintendent.

10.12 Persons Designated to Provide Medical Care or Medical First Aid

The Second Officer, supported by the Master and Chief Officer is designated as the medical provider on board vessels managed by RMS.

In accordance with BMA Bulletin #148, Section 3.5.2.3 (as amended) seafarers with designated medical assigned tasks shall undergo, at intervals not exceeding five (5) years intervals, refresher courses or other appropriate training and or instructions to enable them to maintain and increase their knowledge and skills and to keep up-to-date with new developments. Documentary evidence of this training or instructions shall be maintained and the BMA may accept a valid STCW Certificate of Competency as documentary evidence.

11.1 What is Risk Assessment

In layman terms it is a subjective analysis of What can go wrong & How to prevent it? In its more erudite form, Risk Assessment is a systematic process of comparing the likelihood of occurrence of a danger with the severity of its consequence in order to determine whether measures are necessary to manage the level of risk involved.

11.2 Objective of Risk Assessment

The principal objective of Risk Assessment is to facilitate a careful examination of various shipboard operations and tasks (routine & non-routine) with a goal to identify hazards that can cause injury or damage to property and the environment and determine if procedures and controls are necessary to prevent accidents.

In doing so it also serves to elevate awareness of the ship's crew toward Safety, Health, and Environment aspects of the work environment on board.

11.3 When should Risk Assessment be undertaken

Every task on a vessel has some attendant risks that must be constantly assessed. Certain tasks pose more severe consequences than others and, in conjunction with the frequency of their occurrence, can result in injury, fatal accidents, and damage to the vessel and/or the environment.

A formal Risk Assessment should be undertaken for any task that, on initial quick appraisal, poses a risk level that is not acceptable and has no previous record of a formal assessment. Even where one is on record, a review of the initial Risk Assessment may become necessary at periodic intervals due to changed circumstances (Refer 11.6).

The following tasks and situations will require a Risk Assessment to be undertaken:

• Any task that, at immediate appraisal, presents a risk of injury, death, damage to the vessel, other property and/or environment, whether a checklist exists or not.
• Routine or non-routine work involving heavy equipment, cranes, loads, polluting or hazardous materials, electrical installations, over side or aloft work, hot work, or maintenance of critical machinery.
• When operational conditions associated with a task change e.g. change of equipment, procedure, work location, crew skill or fatigue, weather, vessel movement in a seaway, etc.
• Post occurrence of a hazardous event to determine the effectiveness of existing controls and procedures.

11.4 Training

Each vessel is provided with a computer-based training module (course) by Videotel to assist in familiarizing with the principles and methodology of Risk Assessment, and its documentation.

Each Management and Operations Level officer on board is required to complete the course and submit the certificate of completion to the RMS Crewing Superintendent. A copy must be retained on board for records.

In addition, the MCGA Code of Safe Working Practices for Merchant Seamen, a current edition of which is provided to each vessel, should be used as a reference for explanations of the Risk Assessment guidelines in this section.

11.5 Documentation and Records

Record of each Risk Assessment conducted using QSMS Risk Assessment Form (Checklist) #58 must be retained in the specified folder.

The Risk Assessment folder should contain the following documents filed in the order below:

• Correspondence, bulletins, advisories related to risk assessments.
• Record of initial assessments and periodical reviews (re-assessments) at specified intervals or post event.
• Record of training (CBT certificates).

11.6 Periodical Review of Risk Assessments

A risk assessment will require a review at intervals varying from a short one up to a year, depending on the level of risk associated with a task, to ensure that any significant changes in circumstances are re-assessed for impact on hazards or risk levels with the same objective as the initial assessment.

Examples of altered circumstances that will require a review of Risk Assessment are:

• operational procedures;
• change of equipment or tools;
• change of materials or products handled;
• conditions at the place of work changed – weather, ship motion, other;
• change in skill levels of personnel or manpower allocation;
• same work, different location;
• repetitive routine tasks where a degree of complacency tends to set in.

11.7 The Risk Assessment – Elements and Flow Chart

The broad elements of the risk assessment process are:

• classify work activities/identify task;
• identify hazards and personnel at risk;
• identify risk controls;
• estimate the risk;
• decide the tolerability of the risks;
• prepare risk control action plan (if necessary);
• review adequacy of action plan;
• ensure risk assessment and controls are effective and up to date.

Work Appraisal Meeting - prelude to Risk Assessment

To meet the objective outlined in 11.2 a Work Appraisal Meeting must be held at the location of the planned work.

11.8 Hazard Identification and Categorization

The primary questions that assist hazard identification are:

• Is there a source of danger?
• Who or what can be endangered?
• In what way could this endangerment occur?

Identify the source/nature of the hazard:

• Mechanical, physical
• Electrical
• Radiation
• Chemical, biological
• Heat, fire, explosion
• High pressure
• Psychological
• Fatigue and/or crew ability

With the above in mind identify if any of the following hazards, or its potential, exist:

• tripping, slipping or falling on the same level;
• slipping or falling from a height;
• head injuries - falling tools or other objects from above, low head room, obstructions;
• suffocation - low ventilation, low oxygen or presence of toxic or hazardous gases;
• failure of PPE;
• fire hazard;
• poor illumination;
• accident due to structural weakness or poor condition of work equipment, tools;
• electrical shock;
• accident due to presence of stressed ropes or wires, moving machinery,
• excessive heat, cold, noise, wind, rain, snow, vessel movement;
• presence of oil or other pollutants;
• navigational risks or hazards;
• hazards from plant and machinery associated with assembly, commissioning, operation, maintenance, modification, repair and dismantling;
• hazards to plant and machinery, which may result in their destruction or the loss of availability of essential equipment;

Preventive or mitigating measures and controls become imperative for any of the above situations before the work can be commenced.

The above list is not exhaustive and department heads and supervisors should carefully examine the work area for any other hazards that may require implementation of additional control measures.

Amongst considered consequences of hazards are also the impact on Company business, reputation, loss of voyage or cargo, and other financial losses.

11.9 Definitions

Hazard

Any potential source of harm or damage, or a situation with the potential for creating harm or damage.

Likelihood

The probability of occurrence of harm associated with the hazard (Table 11.10).

Severity

The degree of harm associated with the hazard (Table 11.11).

Consequences

The degree of negative impact, loss or result, associated if the hazard actually occurs.

Risk & Risk Level

The chance of something adverse happening, and a scale to classify it as a measure of the likelihood against the potential severity of harm resulting from it (Table 11.12)

11.10 Likelihood Table

11.11 Severity Table

Source: British Standard 8800:2004 Pg. 48

11.12 Risk Management – Eliminating or Minimizing the Consequences of Assessed Risks

The shipboard management team is guided to review the Risk Assessment library on board during weekly Work Planning and Safety Meetings. Maintain a list of actions for sustaining and improving controls for consistent effectiveness of mitigating processes.

• Where possible, eliminate the potential hazard or combat risks at source e.g. remove defective tools.
• If elimination is not possible, then attempt to reduce the risk to an acceptable e.g. deploy additional manpower.
• Allocate personnel with appropriate skills, ability, experience, rest.
• Deploy available technology to improve controls.
• Use a beneficial mix of technical and procedural controls.
• Give emphasis to measures that protect everyone.
• Ensure proper emphasis on planned maintenance of machinery, safeguards, alarms and warning systems, measuring instruments, etc.
• Ensure backup measures in the event of emergencies are in place and in good working condition.

Department heads should discuss the Checklist (RA form) #58 with staff prior undertaking any operation that poses significant risks.

Invite comments to the Risk Assessment Form #58 and task Checklists from work group members and submit them to the QSMS Department/DVM for remedial action.

11.13 Task Monitoring and Re-assessment

The monitoring of a work process for conformity to the predicted plan is as critical as the initial assessment and planning. Deviations resulting from altered circumstances, e.g. sudden weather change, or failure of PPE or other safety equipment, may require a re-assessment of new hazards and a different set of controls to be implemented.

Finally, there is no substitute to being alert, observant, pro-active, and responsive to your work environment at all times. That is any good seafarer's innate ability!