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VESSEL OPERATION MANUALSPECIAL ACTIVITIES

6.01 HANDLING AND STORAGE OF DANGEROUS CHEMICALS

6.01.1 PurposeThis procedure is established to ensure proper handling and storing of chemicals for shipboard use.

6.01.2 ResponsibilityThe Master is overall responsible for the implementation of the procedure. It is the responsibility of the Chief Officer and Chief Engineer to ensure that the handling and storage of dangerous chemicals, in their respective departments, is in accordance with the procedure.

6.01.3 Handling Necessary precautions shall be taken when dangerous chemicals are being transported or used in daily work.

Containers with dangerous chemicals shall be properly marked according to the international code for dangerous goods.

The personnel shall use suitable personal safety equipment when handling dangerous chemicals.

Product data sheetsSuppliers shall provide data-sheets with all deliveries of dangerous chemicals.

The personnel shall receive necessary information and instructions regarding health hazards and other risks involved and the proper use of safety equipment during different operations.

StoringAll dangerous chemicals taken on board shall be recorded and placed in designated and well ventilated store rooms.

Chemicals with different chemical and physical properties shall not be stored together.

Any chemicals which may react with each other shall be stored in separate store rooms.

Emergency proceduresIn the case of any emergency situations resulting from breakage, leakage, explosion or fire, related to dangerous chemicals, the Emergency procedures given in the IMDG-Code (International Maritime Dangerous Goods Code) or in submitted information from the supplier shall be followed.

6.01.4 VerificationThe Master shall verify that the procedure is complied with.


6.01.5 DocumentationAn updated record of all chemicals shall be kept on board and information regarding storing, handling and health hazards shall be available to all personnel working with such products.

6.01.6 UpdatingThis procedure is subject to changes caused by new regulations, recommendations or operational requirements.

The Chief Officer is requested to report non-conformances between the procedure and the actual requirements to safe handling storage.

Proposed changes of the procedure are transmitted by the Master to the Technical Director for review and processing.


6.02 ENTRY INTO ENCLOSED SPACES PROCEDURE

A decision to enter a compartment, where there has been or could be a gas or lack of oxygen, shall only be made after investigation with approved gas and oxygen testing equipment, which has recently been calibrated and checked. See: Company Format 616 and Maker’s Instructions.

6.02.1 PurposeThis procedure is established to secure the safety of personnel during operations that require entry into an enclosed space, and to ensure compliance with regulations and recommendations in force.

6.02.2 ResponsibilityIt is the responsibility of the Master to implement the procedure and to instruct and supervise the Officers, Engineers and Ratings involved in the operation.

6.02.2 Work performanceThe Enclosed Space Danger Plan contains the information related to the hazard in each individual enclosed space and each space is marked accordingly, namely:

DANGER LACK OF OXYGEN, DANGER POISON GAS AND DANGER EXPLOSIVE ATMOSPHERE.

Before entry is allowed into cofferdams, double bottoms, ballast tanks, cargo tanks, bunker tanks, fresh water tanks or other enclosed spaces, they must be thoroughly ventilated to ensure an adequate oxygen level. Test must be carried out with any oxygen analyser in order to ascertain the presence of 21% oxygen.

In cargo and bunker tanks further tests are required to establish the presence of toxic gases as benzene, hydrogen sulphide and hydrocarbon gases etc.

Information given by the Charterers or Shippers in the loading port, regarding the individual petroleum product carried, must be consulted in order to perform proper tests of toxic gas concentrations in the tank to be entered by personnel. Your attention is drawn to given maximum allowable values.

Analyses of oxygen and gas concentrations in the enclosed space must be taken to obtain a representative cross-section of the space by sampling at several depths and through as many deck openings as practicable. When tests are being carried out from deck level, ventilation must be stopped.

Even when tests have shown a tank or compartment to be safe for entry, pockets of gas should always be suspected. Hence, when descending to the lower part of a tank or compartment, further gas tests should be made. Regeneration of gas should always be considered possible, even after lose scale has been removed.


Entry into enclosed spaceThe Chief Officer may permit entry (Entry permit) into the enclosed space, when the samples taken shows sufficient oxygen in the atmosphere and/or gas concentration below the given maximum allowable values.

The entry operation shall be attended by at least two persons outside the hazardous area. One shall be equipped with approved breathing apparatus and be well trained in the use of the equipment. The other shall be equipped with a radio communication system of approved type in order to call the Chief Officer in an emergency situation. Lifelines and harnesses shall be ready for immediate use.

While men remain in a tank or compartment, ventilation shall be continued and frequent gas tests be made to observe any change in conditions. Particularly tests should always be made before each daily commencement of work and after interruptions or breaks in the work. Tests should also be so arranged that a result representative of the conditions of the entire space is obtained.

Emergency entry into enclosed spaceBreathing apparatuses shall be used whenever emergency entry is made into a space which is known to contain toxic gas or smoke, or to be deficient in oxygen. Such should also be used if there is a possibility that any of these conditions may exist or occur during the period of occupation.

Entry into an enclosed space under these conditions should, however, only be permitted in exceptional circumstances and when there is no practicable alternative.

Gas masks and canisters of the type which depend on chemical absorbents to protect the user from poison our gases do not give protection against petroleum gas in high concentrations or against oxygen deficiency. Gas masks do not manufacture or provide oxygen. They should never be used in place of breathing apparatuses.

Personnel involved in entering non-gas freed tanks or compartments must be well trained in the use of breathing apparatuses and be aware of the danger of removing their apparatuses while in the hostile atmosphere.

The number of persons entering the tank shall be kept to a minimum consistent with the work to be performed. The use of lifeline is compulsory.

Means of communication shall be provided and a system of signals must be agreed and understood by the personnel involved.

A stand by party shall be ready with spare sets for breathing apparatuses and resuscitators outside the tank or compartment in case of emergency.


6.02.4 Verification

It is essential that all gas testing equipment used is suitable for the tests required, are of an approved type, are correctly calibrated and are frequently checked against standard samples.

Gas testing shall only be performed by personnel trained in the use of the equipment, and who are sufficiently knowledgeable to interpret the result correctly.

Adherence to the procedure for each entry into enclosed space shall be verified by the use of a checklist. The completed checklist shall be filed with the “entry into enclosed spaces permit.”

See Company Format no. 601.

When non-conformance (s) are observed it shall be marked on the checklist, and a copy shall then be transmitted to the Company.

6.02.5 Documentation

A record shall be kept of maintenance performed on breathing and testing equipment, the calibration tests carried out and of the period of their validity.

Copies of all issued permits and checklists shall be filed on board.

6.02.6 Updating

This procedure is subject to changes caused by new regulations, recommendations or operational requirements. The Chief Officer is requested to report any disagreement between the procedure and the actual requirements to execute safe entry into enclosed spaces.

Proposed changes of this procedure shall be forwarded to the Technical Director for approval.


6.03 HOT WORK PROCEDURE

Work performed where open flames, sparks or other sources of ignition may create a hazard require special pre-cautions and a permit from the Master.

6.03.1 PurposeThis procedure is established to provide proper guidelines related to “hot work”, to ensure that all necessary safety measurements are taken, and that the work is carried out in compliance with regulations and recommendations in force.

6.03.2 ResponsibilityIt is the responsibility of the Master to permit “hot work” and to instruct and supervise the Officers and Ratings involved in the operation.

6.03.3 Work PerformanceAll work in cargo tanks, pipeline systems, bunker tanks and other enclosed areas, where a source of ignition may result in fire or explosion shall be considered as “hot work.”

A permit to enter an enclosed space ref. 5.2 (Entry into Enclosed Spaces) is NOT a permit to perform hot work in the enclosed space!

Opening-up equipment and fittingsWhenever cargo pumps, pipelines, valves or cargo heater, are to be opened, they shall first be flushed with water. Even then there is a possibility that some cargo may remain which may be a source of further gas, and special care shall therefore be made.

Use of toolsTools must not be carried into compartments by personnel but be lowered in a canvas bag or bucket to avoid the possibility of their being dropped.

Before any hammering or chipping is undertaken or any power tool used, the Supervising Officer must be satisfied that there is no likelihood of liquefied gas in the vicinity.

Tanks an compartments

Before “hot work” may be permitted in a tank or compartment, ventilation shall be performed until tests with a combustible gas indicator give a reading of not more than 1% LFL (Lower flammable limit).See: Company Format 616 and Maker’s Instructions.

All sludge, scale and sediment must be removed from an area of at least ten metres around the area of “hot work,” including reverse sides of frames, bulkheads etc.


Other areas that may be affected by the “hot work” must also be cleaned, e.g. the area immediately below the place where the hot work is being undertaken.

Periodic gas tests shall be made while the “hot work” is in progress and before the resumption of work after a break. Continuous gas alarm detectors may be used as an additional safeguard. A suitable trained firewatcher with adequate fire extinguishing equipment ready for use must be in attendance in the tank/compartment while any “hot work” is in progress.Fire watch procedures must also be established in empty, adjacent spaces where a hazard resulting from the transfer of heat may be created.

All pipelines to a tank being worked on must be isolated, and adjacent tanks and spaces should be rendered safe by gas freeing or filling with water. Other tanks which may not be gas free must be closed.

An adjacent bunker tank containing fuel may be considered safe as long as tests on the ullage space in the bunker tank with a combustible gas indicator give a reading of not more thank 1% LFL.

Checks must be made to ensure that there is no ingress of flammable gases, liquids, or toxic gas from adjacent tanks or spaces by leakage into the working space.

If the “hot work” could cause heat transfer through a common bulkhead, the adjoining space should either be filled with water or fuel to well above the level at which work is being done or gas freed with all combustible residues on the bulkhead removed.

“Hot work” on pipelines and valves shall only be permitted when the appropriate section has been detached from the system and the open ended sections of the remaining system have been sealed off. The section of pipe to be worked on shall be gas free to a safe-for-hot work standard.Heating coils must be flushed and opened to ensure that they are gas free.

When alongside a terminal, no “hot work” must be allowed until the Terminal Representative and, where appropriate, the Port Authority have been consulted and approval obtained.

Work by ContractorsThe Master shall satisfy himself that whenever Contractors or work gangs are employed, arrangements are made to ensure their understanding of and compliance with all relevant safe working practices, and that they are effectively supervised and controlled by an Officer.


6.03.4 VerificationIt is of vital importance for the safe execution of “hot work” to comply with all regulations and recommendations in force.

In particular, the requirements to take readings with a combustible gas indicator to measure the lower flammable limit and assure that they safety limit is not exceeded, must be followed.

It is important to check that the Welders are not carrying plastic lighters, even in sections where smoking is allowed, due to the grave consequences, to the Welder, if lighter explosion is triggered by the welding flame or glowing metal sparks.

All Personnel involved in “hot work” shall comply with the necessary safety requirements and seek every method to verify the quality of their work. The Supervising Officer must perform routine checks to ensure that the safety standards are maintained during all phases of the operation.

Adherence to the procedure for each hot work operation shall be verified by the use of a checklist. The completed checklist shall be filed with the “Hot Work Permit.”

See Company Format no. 602.

When non-conformance (s) are observed it shall be marked on the checklist, and a copy shall then be transmitted to the company.

6.03.5 DocumentationThe justification, planning and preparation for hot work, including safety precautions taken, shall be documented in the Deck Log Book and signed/approved by the Master, prior to the commencement of hot work.

In addition to above, a Hot Work Permit may be issued.See Company format no. 602.

6.03.6 UpdatingThis procedure is subject to changes caused by new regulations, or operational requirements.

The responsible officer is requested to report any disagreement between the procedure and the actual requirements to execute hot work.

Proposed changes of this procedure are forwarded to the Technical Director for approval.


6.04 ELECTRICAL WORK IN CARGO AREAS

Work on electrical equipment in an area where an explosive atmosphere may be present requires special precautions including work permits.

6.04.1 PurposeThis procedure is established to provide proper guidelines related to electrical work in a gas dangerous zone, to ensure that the necessary safety measurements are taken, and that work is carried out in compliance with regulations and recommendations in force.

6.04.2 ResponsibilityIt is the Master’s responsibility to permit electrical work in a gas dangerous zone.

6.04.3 Work PerformancePlanningWhenever work is to be carried out on electrical equipment, or on equipment powered by electricity, in a “Gas Dangerous Zone” the Chief Engineer and Chief Electrician shall plan the work, including safety considerations.

Use of portable equipmentThe use of portable electrical equipment on wandering leads is prohibited unless the area in which the equipment is to be used is gas free for hot work and a hot work permit issued.

Cold Work on electrical equipmentWork shall not be carried out on any apparatus or wiring, nor shall any flammable-proof or explosion-proof enclosures be opened, nor the special safety characteristics provided in connection with standard apparatus be impaired, until all voltage has been cut off from the apparatus or wiring concerned. The voltage shall not be restored until work has been completed and safety measures have been fully rein-stated.

Hot Work on electrical equipmentFor the purpose of repairs, alterations or carrying out tests, it is permissible to use soldering apparatus or other means involving flame, fire or heat, or to use industrial type apparatus, in any hazardous areas, provided that the area has first been made safe and certified gas free and is maintained in that conditions as long as the work is in progress. For this type of work a hot work permit shall be issued.

6.04.4 VerificationIt is of vital importance for the safe execution of work on electrical equipment and fittings that all regulations and recommendations in force are complied with.

Reference is made to Company format no. 603.


6.04.5 DocumentationThe planning for electrical work in a gas dangerous zone, including safety precautions taken, shall be documented in the Log Book, by use of checklist signed by senior personnel involved and the Master.

6.04.6 UpdatingThis procedure is subject to changes caused by new regulations, or operational requirements.

The responsible Officer is requested to report any disagreement between the procedure and the actual requirements to execute the necessary work.

Proposed changes shall be passed on to the Master and forwarded to the Technical Director for approval.


6.05. CARGO LIFTING GEAR REPAIR PROCEDURE

Emergency repair of cargo-machinery may be necessary due to events beyond the control of the ship. The repair may not be permanent, but sufficient for the safe operation of the ship until necessary complete repair can be carried out.

6.05.1 PurposeThis procedure is established to provide proper guidelines related to emergency repair, to ensure that all necessary safety measures are taken, and that the work is carried out in compliance with regulations and recommendations in force.

6.05.2 ResponsibilityThe Master is overall responsible for the implementation of this procedure and for permitting emergency repairs on cargo-machinery. He shall ensure that the necessary safety measures are taken and that given regulations and recommendations are followed as far as applicable in the existing situation.

The Chief Engineer is responsible for the executing and the quality of the work and that the emergency repair is rectified at first opportunity to restore the machinery to “full working order.”

6.05.3 Work performanceThe necessity of the emergency repair shall be carefully evaluated bearing in mind the urgency, safety for the ship, crew and cargo.

Careful planning, where all possible consequences are considered, is essential to ensure correct execution.

Where work is carried out in an unsafe atmosphere care has to be taken to ensure safety for the workers. If the atmosphere cannot be made safe personnel protective equipment and breathing apparatus shall be used.

6.05.4 VerificationThe Chief Engineer is responsible for the emergency repair and he shall verify that the safety neither for the ship nor the crew is impaired by the quality of work.

6.05.5 DocumentationEmergency repairs require a complete documentation as follows:-

-Log extracts-Reason for emergency repair with statement why carried out at present time.-Photographs of damage.-List of spares used.-When machinery can be fully repaired, if necessary.-Any consequences to the ship’s seaworthiness.


6.05.6 UpdatingThis procedure is subject to changes caused by new regulations, recommendations or operational requirements. The Chief Engineer is requested to report any disagreement between the procedure and actual requirements.

Proposed changes of the procedure shall be passed on to the Master and forwarded by him to the Technical Director for approval.

6.06 WORK ALOFT PROCEDURE Working aloft is necessary to perform maintenance and inspection of several areas on board.These activities require special considerations and safety precautions.

6.06.1 PurposeThis procedure is established to provide proper guidelines related to work aloft or in exposed areas, where personnel are faced with risks of dangerous falls, and to ensure that regulations and recommendations in force are followed.

6.06.2 ResponsibilityIt is the responsibility of the Chief Officer or the Chief Engineer to ensure that the regulations and recommendations are adhered to, and to instruct and supervise the Officer, Engineers and Rating involved.

6.06.2 Work PerformanceSpecial preparations must be implemented for work in areas where the Personnel may be exposed to danger by falling down, including safety of Personnel passing under such areas.

On the ship sidesWork on the ship’s sides may be carried out when the ship is in port or at anchorage.The staging must be in good condition and properly rigged and secured, with a ladder to provide access to and from.

Personnel working on the stage must use harness and life lines and adjust the line length to avoid unnecessary slack. They should also use a life belt designed for use at work.

One man shall always remain on deck, or on safe level, to assist those working on the stage, and immediately report to the Supervising Officer any situation that may represent a hazard to the personnel.

On the superstructure, masts and in cargo spaces

When work is performed on the superstructure at a level of 2 metres or higher, special precautions are necessary to protect working Personnel below.


If a scaffolding is used it shall be equipped with a strong handrail at an appropriate height to prevent Personnel from falling down. The access ladder shall be securely fastened and workers should use harness with an adjustable lifeline, when climbing the ladder.

If a stage or bosun’s chair is used, the Workers shall use harness and lifeline properly adjusted all the time either working on the stage, sitting in the chair or climbing the ladder. When convenient lifeline and harness may be substituted by a properly secured safety net.

One man with hard hat should always remain on safe level to assist the Workers aloft and to warn personnel passing by of the danger of falling objects. Alternatively, the area beneath the Workers should be roped off and a warning sign be displayed stating the nature of the hazard.

Tools and equipment shall never be carried by Workers when climbing a ladder. Such articles shall be hoisted and lowered with a hand line.

Additional precautionsWhen Workers are aloft the Supervising Officer shall evaluate additional precautions to safeguard them. These precautions includes, but are not limited to the deactivating of:

-Whistle-Scanners-Aerials-Boilers sootblowers-Steam pipes and valves-Pressurised vessels or pipes

6.06.4 VerificationPersonnel working aloft, either on the ship’s sides or the superstructure – including masts, tanks and engine room – shall be properly instructed by the Supervising Officer before the work commence.

Personnel with fear of heights should not be used for such work, and non-swimmers not be used for work on the ship’s sides.

Each individual is responsible for his own safety and shall comply with the safety regulations during the stay aloft.

Adherence to the procedure for each “work aloft” operation shall be verified by the use of a checklist. The completed checklist shall be filed with the “working aloft Permit.”

See Company formats no. 604.

When non-conformance (s) are observed it shall be marked on the checklist, and a copy shall then be transmitted to the Company.


The Supervising officer shall perform routine checks, and issue a “working aloft permit” whenever such work is required.

6.06.5 DocumentationWork aloft should be noted in the Deck or Engine Log as relevant, stating the reason for the work and the precautions taken to prevent accidents.

6.06.6 UpdatingThis procedure is subject to changes caused by new regulations, recommendations or operational requirements. The Chief Officer/chief Engineer is requested to report any disagreement between the given procedure and the actual requirements to carry out work aloft safely. Proposed changes of this procedure shall be forwarded to the Technical Director for approval.


6.10 HELICOPTER/SHIP OPERATION PROCEDURE

The pilot may embark and disembark by means of helicopter transportation, in certain ports.

Assistance from a helicopter may be necessary to evacuate sick or injured Personnel, and in other emergencies.

An emergency situation on board may also require assistance from a helicopter in order to evacuate the Crew partly or wholly.

If the ship needs assistance from specially qualified Personnel – such Personnel may enter the ship from a helicopter.

6.10.1 PurposeThis procedure is established to provide proper guidelines related to transfer of Personnel between the ship and a helicopter or visa versa and to ensure that such transfers are carried out safely, in compliance with regulations and recommendations in force.

6.10.2 ResponsibilityIt is the responsibility of the Master to implement the procedure and to instruct and supervise the Officers and Ratings involved in the operation.

6.10.3 Work performanceThe vessel is not equipped for helicopter landings, but a winching zone may be marked on deck.

Rescue helicoptersMost rescue helicopters have a reach of about 230 nautical miles, which includes the estimated time to hoist 20 persons on board and time to return to base. The service speed is about 100 knots.

Smaller types which may be fitted with a hoisting winch has a corresponding reach of 130 nautical miles and the ability of lifting 7 persons.

Assistance from a rescue helicopter is requested from the closest Rescue Centre. Take-off may normally take place within an hour after request.

Communication

Communication should be established between the helicopter and the ship as soon as possible at the appropriate frequency.

The Rescue Pilot may request the ship to send a radio bearing/identification signal to locate the ship.


During darkness and poor visibility in areas with heavy traffic, the ship should inform other ships of the operation by sending a security message on the most appropriate frequency.

When the helicopter approaches the ship, the Rescue Pilot may request information related to:

-Ships heading and speed-Wind speed and direction-Pitch and roll-Safety measurements taken-Proposed lift off area

Preparation for transfer

When the Master requests assistance of a helicopter through a Rescue Centre, he will advise the kind of assistance needed i.e. transportation of sick or injured person (s), partly or complete evacuation due to emergency, or assistance of Personnel to be embarked.

He will also give his coordinates, speed and course steered and information related to the weather condition together with ships name, call letters and particulars. The preparation to receive the helicopter shall include:

- Closure of all openings to the cargo tanks. Cessation of tank cleaning and gas freeing operations.

- The pressure/vacuum valves to the cargo tanks must be lifted and closed less than half an hour before the helicopter transfer operation.

- Preparation of firefighting equipment in the transfer area.

- All obstacles and loose equipment near the transfer area must be removed.

- During nighthours the transfer area must be illuminated. Check that lights do not blind the rescue pilot.

- During dayhours appropriate signal flags must be hoisted for identification of the ship and wind direction readings from the helicopter.

- The rescue zone is manned under the supervision of the Chief Officer. Radio contact is maintained with the bridge.

- Engine is ready for manoeuvring.

- Lookouts are posted and change to manual steering is established.

- Any other precaution requested by the rescue pilot.


Embarking/disembarking of pilot

If pilotage is compulsory or decided by the Master in such a port where the pilot embarks and disembarks by helicopter the preparation for transfer shall be adhered to.The pilot will normally be winched down on the winching zone, from the helicopter.Personnel attending the operation shall stay well clear of the winching zone during the helicopter approach and take-off.Be aware of the strong jet-streams created by the helicopter.

Evacuation of sick/injured person(s)The sick or inured Person(s) to be evacuated from the ship, will normally be transferred in a basket delivered from the rescue helicopter.

When the helicopter approaches the ship, the Patient should be brought out on deck on a stretcher, if required, and placed in safe distance from the rescue zone. The Patient should be attended at all times.

The helicopter will normally approach the designated rescue zone from downwind direction and lower the hoisting wire down into the sea to discharge static electricity in the helicopter.

The Helicopter Winchman will then retrieve the wire and connect the rescue basket to the wire line. He will connect a leading line to the basket, hanging freely from it, and lower the leading line and basket down over the sea before enclosing the rescue zone, where ship’s personnel must grab the leading line and steer the basket down on deck in the rescue zone.

Depending on the conditions, the Rescue Pilot may order the basket disconnected on deck to prepare the patient for transfer and bring the helicopter downwind over the sea again to await clearance from the ship.

When the patient has been securely placed and strapped in the basket, with his passport and information of his sickness/injury and treatment received on board in an accompanying envelope, the transfer may take place.

The attending Personnel at the rescue zone must ensure that the hoisting wire, basket and leading line is kept well clear of any obstacles and give appropriate signals to the helicopter to perform the transfer.

Evacuation/assistance due to emergencyIf the ship has encountered an emergency situation caused by terrorists, pirates, fire, explosion, collision, grounding, breakdown of machinery or weather damages – the need for helicopter assistance to evacuate the Personnel partly or wholly, or assistance from specially trained Personnel – may be required.


The transfer of Personnel via ship/helicopter and visa-vera is best undertaken by using a Safety Collar connected to the helicopter’s winchwire.A Rescueman is normally supervising the transfer – hanging from and independent hook – to assist Personnel in entering and securing the Safety Collar, and in entering the helicopter.

The pick-up operation will take place from the designated area at the priority of the Master and all required signals will be given by the Rescueman. The same system is used if the pick-up is undertaken from a lifeboat, raft or from the sea.

Similarly the method may be used to bring specially trained personnel on board the ship to assist in an emergency situation at the Master’s request.

Equipment assistanceDuring an emergency situation the ship may be in need of special equipment to restore the situation on board. Helicopters have a considerable lifting capacity and may be equipped to perform lifts hanging freely beneath it. When over the designated landing area the lift may be lowered from the helicopter and landed on deck. A special hook will release the load automatically.

6.10.4 Verification The communication between the Master on the bridge and the Rescue Pilot in the helicopter must include all relevant aspects concerning the safety of the operation. Confirmation must be sought and given during all phases of the operation.

The Chief Officer, being responsible for the preparation on deck and the supervision of the personnel involved in the operation, must check that all necessary precautions are taken prior to helicopter arrival and communicate with the Master on the bridge to state his readiness and to inform of any progress in the operation.

6.10.5 DocumentationEvery aspect related to the request for helicopter assistance like justification for, times and date, position, course steered, speed,, estimated and actual rendezvous, instructions received, preparations performed and details related to operation performed shall be noted in the Deck Log Book.

A Log Extract, containing information of deviation time, if any, must be forwarded to the Company as soon as the circumstances allows.



The Master is requested to report any disagreement between the procedure and the actual requirement to carry out safe Helicopter to Ship Operations.

Proposed changes of this procedure are forwarded to the Technical Director for approval.


6.11 SHIP TO SHIP CARGO TRANSFER PROCEDURE

Transfer of cargo between ships or between the ship and a barge may take place from time to time, alongside a safe pier or at anchorage, as circumstances may require. Ref; ICS/OCIMF “Ship to Ship Transfer Guide”.

In the event of an emergency situation caused by grounding, collision, weather damages or damages to the machinery, the ship may have to discharge it’s cargo partially or completely to another ship or barge.

6.11.1 PurposeThis procedure is established to provide proper guidelines related to the above, and to ensure that the operations are carried out in compliance with the regulations and recommendations in force.

6.11.2 ResponsibilityIt is the responsibility of the Master and Chief Officer to implement the procedure and to instruct and supervise Officers and Ratings involved.

6.11.3 Work performanceThe requirements and recommendations described in the following procedures in this manual shall be fully in force when applicable:

4.03 Preparation for cargo transfer4.04 Loading4.05 Discharging10.03 Pollution prevention

NotificationWhen the STS operation shall be carried out within US coastal water, the vessel must have a valid US Coast Guard Tank Vessel Examination Letter. If such letter is not held a US Coast Guard Examination must take place before a commencement of the operation.

Alongside safe pierShip to ship transfer of cargo alongside a safe pier in port requires the same status of alert and readiness from both ships.

An adequate fender system must be used to prevent damages to either ship, and a ship to ship safety check list must be prepared and properly signed by the Masters before commencement of transfer operation.

At anchorageShip to ship transfer of cargo at anchorage are restricted by the prevailing weather conditions.

The existence of strong wind and high sea and in particular high swell will exclude the possibility of a ship manoeuvring alongside another.


When the weather conditions are favourable and/or the anchorage is well protected and considered safe by the Masters and the Port Authorities, the ships may prepare for cargo transfer.

One of the ships, preferably the largest, must anchor and allow the other to come alongside. Adequate fendering for protection of the ships sides must be provided.

During the transfer operation the weather condition must be closely monitored, and the transfer operation shall be aborted and the moored ship manoeuvred away if deemed necessary due to safety reasons.

Underway TransferLocal conditions such as water too deep for anchoring may require the transfer operation to be carried out underway. As long as adequate searoom is available and traffic conditions are suitable underway transfer may be conducted, but suitable large diameter fenders should be used.

In this case, after completion of mooring the discharging ship maintains steerage way on a constant heading and the receiving ship stops its engine, keeps its rudder amidships and remains as a towed vessel.

If it is thought necessary to minimise the towing load on the moorings, the receiving ship should use her engines sparingly, adjusting speed very gradually. The course and speed should be agreed by the two masters and should result in minimum relative movement of the two ships and minimum turbulence of the sea between them. Whenever sea and swell conditions permit, consideration should be given to placing the relative wind in such a direction that hydrocarbons from venting are carried clear of the ships, and in particular of the accommodation and ventilation intakes.

Safe navigation and collision avoidance while ships are moored is usually the responsibility of the constant heading ship.

When mooring has been completed and the movement of the fenders is acceptable to both master, hose connecting and cargo operations may commence in the manner indicated by this guide.

Constant attention should be paid to moorings and fenders to avoid chafing and undue stress, particularly that caused by changes in relative free-board. If at any time moorings need to be repositioned or adjusted, this should only be done under strictly controlled conditions.

6.11.4 VerificationThe Master and the Chief Officer must use all available means and sources to verify the conditions and safety aspects in relation to ship to ship transfer of cargo either as a non-routine or as an emergency operation. The elements in the Ship to ship Safety Check List and other relevant procedures must be followed.


6.11.5 DocumentationCargo transfer operations from ship to ship is documented in the Deck Log Book.

Relevant reports must be issued as detailed in the Loading/Discharging procedure.

6.11.6 UpdatingThis procedure is subject to changes caused by new regulations, recommendations or operational requirements. The Master is requested to report any disagreement between the procedure and the actual requirements to execute safe ship to ship transfer of cargo.

Proposed changes of procedure are forwarded to the Technical Director for approval.


6.12 SALVAGE & TOWING PROCEDURE

The ship may need assistance when an accident – caused by fire, explosion, collision, grounding, heavy weather or damages to the machinery – has occurred.

6.12.1 PurposeThis procedure is established to provide the ship’s management with proper guidelines related to average on board and to ensure that the regulations and recommendations in force are complied with.

6.12.2 ResponsibilityIt is the responsibility of the Master to implement the procedure and to instruct and supervise the Officers, Engineer and Ratings involved accordingly.

6.12.3 Work performance If the ship has become disabled due to an accident, posing immediate danger to the ship, crew or cargo, attempts shall be made to engage assistance without delay.

The Master has both the obligation and the right to requisition the assistance of a salvage vessel, if in his opinion this is necessary for reasons of safety and/or insurance interests.

The assistance obtained should be in accordance with Lloyd’s Open Formpreferably LOF 1990, based on the “no cure – no pay” principle. Copy of LOF 1990 is contained in “Ship’s professional library,” see chapter 8.05 of this Manual.

If there is no imminent danger, the Master should seek the assistance of the Company and Underwriters prior to accepting/signing any salvage agreement.

CommunicationIf there is an acute need of assistance from a salvage vessel, alerting may be effected in the following manner:

-Call MAYDAY-Make contact via coastal radio station-Contact nearest Rescue Centre-PAN-PAN or safety message may also be used.

The following information should be given:

-Ship’s name, home port, tonnage, type, cargo, draft, crew member on board.-Time, position or name of location-Situation description-Definition immediate need


SalvageIt is important to establish contact with the Salvor as soon as possible and seek advice related to the situation in order to decrease imminent danger and prepare for the arrival of assistance.

When the Salvor arrives at location the success of the operation depends upon the cooperation between the parties.

The Master must initiate the proper Contingency Procedure and ensure that all instruction of the Salvor are followed.

Sometimes these may be contrary to the judgement of the Master, but he must bear in mind that the Salvor may have the best experience and view of how the operation develops. However, the Master has the authority to stop the salvage work if in his opinion, the work is carried out in an unsafe or wrong manner, and that the Salvor is not able to carry out the task. The Master must bear in mind that the consequence may be that he may have the burden of proof.

The Master must ensure that all instructions given by, and all actions taken by the Salvor, are logged. Work which is carried out by ship’s personnel and equipment which is placed at disposal of the Salvor must be registered.

The Master is not responsible for mistakes or irresponsible actions made by the Salvor, but he is fully responsible for his own actions. If the salvage is successful all other conditions will be taken into account when the salvage money is decided.

ReportThe Master shall without unnecessary delay contact the Company and report any situation where the ship is in need of immediate assistance.

Entries shall be made in the Deck and Engine Log Book at the time the event transpires, or as soon as practical thereafter. The Master shall ensure that these entries are factual, clear and brief and that utmost care is given to the wording of such entries.

Log entries SHALL NOT be disclosed to others than representatives of the Company, Underwriters or Classification Society. Surveyors or others representing other interested parties are to be referred to the Company for information.

The Master must prepare a Log Extract with all relevant information related to the average, to be forwarded to the Company as soon as practicable.

The Leading Underwriter or his agent shall be notified when Marine Declaration and/or a survey is taking place as a result of average.It is the responsibility of the Master to notify the Agent.


General AverageGeneral Average is voluntary sacrifice undertaken to endeavour to save ship, cargo and freight from a common danger.

When a General Average has occurred, it is essential that adequate security is obtained from cargo and freight before delivery (Average Bond).

If the ship has cargo onboard, signed Average Bonds should be obtained from the cargo Receivers before the cargo is discharged. The Leading Underwriters Agent will assist in this regard.

The “average Bond From” is included in the Club’s List of Representatives.

6.12.4 VerificationThe Master must use all available means to establish a correct situation report in the event of average and to take all necessary actions to prevent any further damage to the shop, its personnel or cargo.

If the assistance of a Salvor is required, he must coordinate his effort with the Master of the salvage vessel and seek guidance and support from the Company the Underwriters and the Rescue Centre.

6.12.5 DocumentationThe following documents must be completed and forwarded to the Technical Department of Transkim Gemi Islemeciligi

-Log Extract-Offhire Statement-Note of Protest (if applicable)

A copy must be maintained on board


The Master is requested to report any disagreement between the procedure and the actual requirements to execute safe salvage and towing operations.

Proposed changes of the procedure are forwarded to the Technical Director for approval.

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