OOW

Stability

Section B
Emergency procedures for OOW discovering a fire on board ship

Raise the alarm immediately.

If at Sea, inform the Bridge; if in port, inform the local fire authorities.

If possible, attempt to extinguish the fire, or prevent it from spreading

Shut or reduce openings to the space

Isolate any fuel lines

Remove any combustible materials

Switch deck lighting on

Ensure there are no injured personnel in the vicinity.

Preparations and precautions to ensure vessel's watertight integrity and security of the cargo

All mechanical and watertight doors should be closed and alarm indicator tested.

All hatches battened down, hatch cleats closed, butterfly nuts locked

Ensure cargo securely stored and correctly lashed

All openings/booby hatches should be secured before sailing

All cargo loading gear secure for passage

All bow and stern doors should be secured

Test leakage detection system if fitted

Sounding pipe caps to be closed

Test water ingress system within the hold

Secure anchor chain spurling pipe

Close ventilators

Clear all scuppers and outlets

Ensure dangerous cargoes loaded away from accommodation

Ensure vessel has sufficient freeboard, and is sailing at correct marks

Have emergency plan with regards to damage control

 Measures to ensure safe movement on a vessel

All deck surfaces used for transit about the ship must be properly maintained and free from
dangerous substances

Areas used for cargo operations, or other work processes, to be well illuminated.

Any openings/hatchways should be fitted with adequate guard rails

All ships ladders to be of good construction and sound material.

All wires and ropes to be coiled and stowed

If vessel is in rough weather, have lifeline rigged on open decks

Any spillages likely to hamper movement to be immediately cleaned up

Warning signs posted in the event of unavoidable dangers

Permanent fittings which may cause hazards to movement, marked with warning signs

Ensure ship personnel are wearing correct protective gear.

Walkways and deck to be clearly marked

Ensure only authorized personnel are on board the vessel.

Information included on a PERMIT TO WORK

Name of vessel

Date of permit

Specify period of validity (not to exceed 24 hours)

Only work specified should be undertaken

Authorizing Officer to sign the permit

Person carrying out the work to countersign, then get the permit cancelled upon completion of work

Principles of the permit to Work

Measures taken to ensure job is safe

Should state the location and details of the work

Results and nature of any preliminary tests undertaken

Safeguards required during the operation

Permit to be relevant and accurate as possible

Personal protective equipment ( PPE )

Boiler suit

Safety helmet

Goggles

Ear defenders/plugs

Dust mask/respirator

Gloves-rubber, chemical resistant, cotton, leather-depending on work

Safety footwear

Buoyant work vest

Protective equipment to be worn during mooring operations

Boiler suit

Safety helmet

Goggles

Gloves

Safety footwear

ENCLOSED SPACES

Safety equipment for enclosed space entry

Breathing apparatus

Rescue harness

Lifeline

Safety footwear

Safety helmet

Gloves
Equipment required in the event of an emergency

Rescue and resuscitation equipment should be ready for use and positioned at the entrance

Breathing apparatus, together with fully charged cylinder

Life lines

Rescue harness

Torches or lamp

Stretcher

First aid equipment

General considerations to be made prior to entry in an enclosed space

Identify any potential hazards in the enclosed space

Prior to opening the entrance-precaution in case of pressurized vapors or gas being released.

Space isolated from any ingress of possible dangerous substances

Clear out any sludge (if giving off fumes) if practicable

Space thoroughly ventilated prior to entry

If necessary, suspend pumping operations or cargo movements

Testing of atmosphere in a space to be carried out by a competent person.

Procedures and arrangements P R I O R TO ENTRY

Undertake a risk assessment

Issue a permit to work

Access to be adequate and well illuminated

No source of ignition (unless authorized)

Rescue/resuscitation equipment available and ready for use

only those who need to work in the space to enter

Rescue harness to be worn if necessary

 One person at least to be present at entrance throughout the exercise

System of communication established

Ensure BA equipment being worn does not endanger personnel

Wearer should be able to detach lifeline if they so wish

Test atmosphere for oxygen and toxic gas content

Ensure adequate ventilation (back- up system provided if necessar y

Pre-arranged signal in place to deal with an emergency

Have emergency plan in existence

Procedures and arrangements DURING ENTRY

Test atmosphere in the space frequently

Stop work immediately if any unforeseen circumstances arise

Ensure adequate ventilation

If an emergency does occur: sound general or crew alarm:

Do not enter space-wait for back up

Check air supply

Move casualty asap-unless their condition precludes this.

Procedure and arrangement UPON COMPLETION

Cancel permit to work

Account for all personnel

Secure space against unauthorized entry

Ensure all tools and residue are collected and removed

Close all tank openings

Officer in charge carried out thorough examination to their satisfaction

Precautions prior to entering heavy weather

Call Master

Inform Engine Room and Galley

Ensure all ship personnel are aware of oncoming heavy weather

Keep careful check on weather forecast

Ensure all deck cargo is secure

Check all deck machinery, ensure everything is secure

Check all watertight doors, hatches, openings

Ensure any water on deck during heavy weather is able to drain as quickly as possible

Post extra lookouts as necessary

Check stability of the vessel

Expired pyrotechnics

Expired pyrotechnics must be disposed of ashore, preferably into a designated collection point.

They may not be disposed of either by letting them off, or dumping them into the sea.

Expired pyrotechnics should never be stored on board for any length of time, as they present a risk
of becoming unstable and causing fire and/or injury

If disposal is not possible, they can be sealed in a cement bucket

COSWOP code of sate working practice

It deals with regulatory background to the advice and general principles of health and safety, gives
general advice to seafarers, covers specific work activities and deals with safety for specialist ship
operations. Carriage of the code is Mandatory and governed by the Merchant Shipping (code of swp
for merchant seaman) regulations 1998/1838. Copies must be carried on board all vessels (except
fishing vessel and pleasure craft) must have adequate copies, depending on personnel.
Safe access for Pilot to board when freeboard is less than 9 meters

Pilot ladder to be free from oil, grease, or other substances

Rigged clear from any possible discharge

Rigged mid ships, to ensure all steps are against the side of the ship

Ensure adequate lighting, heaving line, safety harness and safety line

Lifebuoy with self- igniting light available

Steps should be horizontal

A responsible Officer must supervise the operation-must be in immediate contact with the bridge

Safe access for Pilot to board when freeboard exceeds 9 meters

(Include steps from information above as appropriate}

Access via accommodation ladder is necessary (Angle of slope must not exceed 45 0)

Must be rigged in position where it is intended to be used

Must lead aft, and the lower platform must remain horizontal throughout its operational range

Must comply with specifications set out in ISO 5448

Lower platform fitted with stanchions and handrails on the inboard and outboard sides

Fixed or portable light rigged. Lights to shine abaft ladder to avoid dazzling Pilot
GANGWAYS

Safety precautions when shore gangway is used

Angle of inclination from horizontal not to exceed 30 degrees

Do not rig on ships rails-unless rails have been reinforced for that purpose

Ensure it is safe before general use

Make regular checks, having due regard for tidal movement and trim of the vessel

Adequate illumination to be provided

Safety net rigged where persons may fall

When end of gangway is flush with the top of the bulwark-a bulwark ladder should be provided
(Fence any gap that is present to height of at lease one meter)

Carry out check on moorings with regards to the effect o n the shore gangway.

Gangway Precautions, preparations and equipment

(include steps from information above as appropriate)

Gangway should be used according to manufacturers recommended angle of use

Should always be fitted with guardrails-minimum height one meter

Ropes and safety nets to be rigged

Rigged well clear of cargo working area, so no suspended weights pass over. If this is not
always possible, then the access for personnel should be supervised

Ensure area around gangway is clear of obstructions- if not possible completely then warning notices
to be rigged

A lifebuoy with self- ignition light to be available

Combustible gas indicator (explosimeter)-precautions and limitations

Instrument should not be used when oxygen concentration exceeds that of fresh air, when sampling
for gases like acetylene and hydrogen

Certain materials, such as silicon, silicates, organic lead, will poison the combustible gas sensor
thereby giving off wrong readings

Pressurized or low pressure samples will give erroneous oxygen per cent readings

The instrument will not indicate the presence of combustible airborne mists or dusts.

Non conformity

This is an observed situation where objective evidence indicates the non-fulfilment of a specific
requirement. A major non-conformity would cause serious threat to the safety of the vessel
and/or personnel, or cause pollution.

MGN marine guidance notes

Provide advice and guidance to relevant parties in order to improve the safety of shipping and life at
sea, and to prevent or minimize pollution from shipping. Numbered in sequence

MSN merchant shipping notices

Are used to convey Mandatory information which must be complied with under UK legislation. They
relate to Statutory Instruments and contain the technical details of such regulations. Each MSN will be
numbered in sequence, and must be carried by law. As these notices are mandatory, it is a legal
requirement to carry all of these notices aboard the vessel.

MIN marine information notes

Provide information for a more limited audience, such as training establishments or equipment
manufacturers, or which will only be of use for a short period of time, such as exam timetables. Each
will be numbered in sequence from MIN1, and each will have a cancellation date (usually twelve
months after publication).
Competent person

Someone who is capable of making an informed assessment of the likelihood of any danger present
for example, as that person has previous experience and/or theoretical knowledge.

Dangerous space

Any enclosed or confined space in which it is foreseeable that the atmosphere may at some stage
contain toxic or flammable gases or vapors, or be deficient in oxygen, to the extent that it may
endanger the life or health of any person entering that space.

Mfag

Medical first aid guide- any accidental exposure to a dangerous substance should be treated in
accordance with this guide.

EmS Guide
Emergency schedule- this sets out the emergency response procedures for any vessel that is
carrying dangerous goods.

Both Mfag and EmS are found in the supplement of the IMDG code (light blue book)

Flash point

This is the lowest temperature at which a material can vaporize to form an ignitable mixture in air

Flammable range

This is the range of flammable vapor or gas-air mixture between the upper and lower flammable
limits

Volatile Petroleum

Petroleum, having a flash point below 60 degrees centigrade, as determined by the closed cup
method of testing.
Duties of the OOW in charge of the AFT mooring station

The overall duty is to ensure that the operation is safely and efficiently carried out.

Communicate with Master and Pilot to agree plan of operation

Ensure communication is working and agree a back- up in case of emergency

Carry out a risk assessment to avoid injury or accidents

Ensure sufficient crews are available

Ensure working area is free from avoidable obstacles, and that the deck is free of oil or dangerous
substances

Ensure working area is sufficiently illuminated

Check crew have correct PPE gear on, and understand their duties

Ensure no obstruction on propeller movement

Ensure winches and other mooring equipment are working properly

Ensure Ropes, wires and heaving lines and stoppers are ready for use

Ensure rat guards are ready to use when moored

Have fenders ready to use

Always ensure that wires and ropes are kept in separate fairleads and bollards

When mooring it is worth remembering the following: very short lengths of line should be avoided
when possible, as they will take a greater proportion of the load when there is movement of the
vessel. Breast lines provide the bulk of athwart ships restraint. Back springs provide the largest
proportion of the longitudinal restraint.
Duties of the OOW in the fwd. mooring station

(Most of the above points are also relevant to the fwd. mooring operation)

Ensure there are no wires or ropes obstructing the bow thrusters

Ensure the Anchor/s are ready for immediate use

Maintain a sharp lookout for any dangers as the vessel approaches the mooring station

Duties of the OOW in the event of an oil spill

Immediately operate the emergency shutdown procedure

Raise the alarm

Find the source of the spillage and attempt to prevent further overflow

Close all line valves, open relief tanks if available

Inform the Master and Port Authority

Stop vent fans, close all possible seawater inlets

Organize crew to mop up spillage

Check scupper plugs

Obtain sample of spillage

Ask shore permission to spray the sea area with any appropriate dispersant and/or foam to limit fire
risk

Keep a careful record of all activities and times in logs and record books, namely:

An estimate of the amount of escaped oil and its type

State of the sea tide and weather

Day and time of incident

Ship position with regards to other ship and shore

BUNKERING OPERATIONS

Pre-bunkering procedure

State of weather and water condition noted

Vessel securely moored

Check product corresponds to what was ordered

Agree quantity

Check valves

Plug scuppers

Display warning signs SOPEP plan available Clean up material in place

Oil booms ready

Firefighting equipment made ready

Agree start/stop procedure

Hoist bravo flag/red light

Agree emergency shutdown procedure

Check hose and couplings are secure

Blank off any unused valves

Record all times

All save-ails are emptied and re-plugged

During bunkering procedure

Monitor fuel connection for leaks

Maintain communication with relevant parties

Take regular soundings/ullages/meter readings

Witness retrieval, sealing and tagging of 2 product samples

If it is raining, ensure water from deck and save-ails is drained away at regular intervals

Keep watch over the side to ensure no leakage into the sea

Monitor bilge alarm

Procedure on completion of bunkering

Close bunker valves

Drain before disconnecting

Disconnect hoses

Check barge/truck meter

Check vessel meter

Sign delivery receipt

Return SOPEP plan to bridge

Clean up, and remove plugs from scuppers

Lower bravo flag, switch off red light and remove warning signs

Complete oil record book

Inform Master on completion

NB SOPEP refers to the 'Shipboard Oil Pollution Emergency Plan'

SHIP/SHORE SAFETY CHECKLISTS

BULK CARRIER

Is water depth at the berth adequate, is air draught ok

Mooring arrangements-tide, current, weather

If there is an emergency, can the vessel leave the berth at any time

Safe access between the vessel and the wharf

Agree method of communication

Identify liaison contact persons

Adequate crew on board/terminal staff-for an emergency

Agree bunkering operations

Agree any intended repairs to vessel or wharf whilst alongside

Agree procedure for reporting damage from cargo operations

Copies available of port/terminal regulations

Shipper has provided Master with details of properties of the cargo (Solas chapter v)

Ensure atmosphere in holds/enclosed spaces is safe

Cargo handling capacity has been agreed between ship/terminal

Cargo loading/unloading plan has been checked and calculated

Agreed method for trimming cargo in hold

Close liaison re ballast operations

TANKERS ship/shore safety check list

ISGOTT ship/shore safety checklist or terminal equivalent to be used

Emergency towing off pennants are correctly rigged a n d p o s i t i o n e d

Fender arrangements are in order

Tanker fire hoses/firefighting equipment is ready for use

Terminals fire hoses/firefighting equipment ready for use

All cargo hoses/pipelines in good condition and ready for use

All reducers are approved

All flange bolts are properly tightened

Loading arms are free to move

All valves have been checked

Scuppers and save-ails are plugged

Adequate lighting

Have emergency fire control plan available

All external doors/ports and windows are closed (ER vents may be open)

Sea and overboard discharge valves, when not in use, are closed and secured

Ensure all cargo and bunker lids closed

Ensure all tank venting systems are being used

Agree emergency shut -down procedure

All local, national, and international laws observed

Ships emergency fire control plans are located externally

NB IF INERT GAS SYSTEM I S FITTED;

Fixed IGS pressure and oxygen content recorders are working

All cargo tank atmospheres are at positive pressure with oxygen content 8% or less by volume.
Anchoring operations

When deciding upon the anchorage location, consider the following: depth of water and nature of
seabed, whether vessel is in ballast or fully loaded, weather conditions, current/tidal flow,
proximity of navigational dangers, and proximity of other vessels, likely swinging circle, and
reliability of position fixing.

Have a complete passage plan drawn up

Have correct anchor party prepared and ready

OOW to supervise operations only

Check communications with Bridge

Correct PPE to be worn

Ensure area beneath anchor is clear of obstructions before letting go

Personnel to be ready by the brake whilst anchoring

Windlass controls to be attended at all times

Anchor party to be fully conversant with all anchoring equipment

Single mooring point-additional considerations

During the cargo operations at the SMP, one man will be stationed forward to monitor and report on
the position of the SMP and the distance from the vessel, and will be in contact with the duty Officer

The engines are to be on Engine control at short notice (generally 10 minutes) during the period at
the point

It is not permitted to immobilize the engines whilst moored at the point

Local port authorities may have additional considerations to take into account.
 CARGO OPERATIONS

Loading plan

Load port-date and time of arrival

Initial draft, GM, displacement and stresses

planned quantity

Final condition after loading (stowage)

Information on stress and stability at regular intervals during the operation, indicating maximum
allowable limits like-GM, SF and BM

Ships particulars-particularly capacity tables

Final departure condition-stability and draft

Notes and instructions

Any cargo damage noted

Additional information regarding dangerous or valuable cargo

Lifting gear

All lifting gear, except shackles, must have a test

certificate

All load test and type test certificates for lifting gear, mooring gear and assorted wires and ropes to
be kept in a safe place

When an item has been discarded, the test certificate should be removed and destroyed

All lifting gear must be identified

Every year all items listed in the CARGO GEAR REGISTER must be subject to annual
thorough inspection by competent ship staff

Every five years, this equipment must undergo approval by class, with the cargo register
being stamped accordingly

The approval process will include load tests

See ISM-mandatory record of planned maintenance

If shackles do have test certificates, they must be filed accordingly

Cargo damage report

Include the following: name of vessel,date,time,location,weather conditions,particulars of

damage (including photos if necessary),any other relevant information

Once cargo is loaded under a clean bill of lading, it is now the vessels responsibility

Damage prior to discharge-record the extent and reasons for damage. If damage is due to weather,
Master will note protest at arrival port (this denies liability)

If cargo damaged deliberately to protect the safety of the ship and/or personnel, declare 'general
average'

Enter circumstances into the ship’s deck log book-list date, time and as much information as possible

DUTIES OF THE OOW:

Prior to loading:

Ensure vessel is safely moored, and fenders in position

Check cargo handling equipment

Ensure relevant firef ighting provisions are in place

Ensure hatch openings are secure

Check access to cargo holds

Check accommodation ladder

Ensure adequate lighting

Ensure dunnage, if required, is in place

Ensure any guard rails required have been correctly rigged

Check on weather conditions

Liaise with shore personnel regarding loading/discharging operations

Ensure communication between ship/shore agreed

Be aware of standby orders and/or local rules

During loading: (will include some of the previous points}

Maintain security of the vessel and cargo

Ensure no unauthorized personnel board the vessel

Take appropriate action regarding any damaged cargo

Note damage to any ship/cargo handling gear

Maintain accident record

Ensure weather watch

Keep watch on moorings

Ensure cargo is properly stowed and tallied

Keep times of cargo operations, and enter any relevant information in the ships log book

Ensure adequate illumination at all times

Place warning signs as appropriate

Check drainage,scuppers,are free and clear

Maintain a fire patrol

When closing tween deck covers or hatch covers, check they are properly secure

Ensure cargo lashings are correctly applied

Be vigilant with regards to any pollution dangers

Keep checks on the draft,trim,list and UKC of the vessel

Loading a heavy lift

Ensure ships gear has been fully inspected before use

Check weight of cargo to be lifted

Inform engine room and galley

Calculate maximum listing moment

Ensure vessel will maintain stability

Ensure area of loading is properly prepared-timber baulks, lashing points.

Risk assessment carried out prior to loading

Only relevant personnel in the vicinity throughout the operation

Check moorings

Lift accommodation ladder

Ensure communications are agreed

Have an emergency signal agreed

Ensure winch drivers are experienced and competent

Check ships fenders, and be aware of passing vessels secure steadying lines to the load

Ensure lifting points of the load are attached to the load itself.
Vessel at anchor discharging into barges-duties of OOW

Comply with STCW, port and company regulations and fire regulations

Make sure barges are properly alongside, maintain checks

Ensure standing orders and cargo plan are adhered to

All personnel to be wearing PPE as appropriate

Moorings, anchor, gangway are monitored

No unauthorized personnel in the vicinity

Keep watch on all cargo gear being u s e d

Keep weather watch

Ensure sufficient crews a r e on .board should vessel need to move in an emergency

Keep watch on draft and UKC

Ensure safe access to the vessel

Ensure areas well illuminated

Place warning signs of obstructions as appropriate

Vessel to be displaying any relevant lights/flags

Ensure no smoking and alcohol during operations

 VESSEL LOADING GENERAL CARGO-DUTIES:

Safety of the vessel and personnel

Ensure vessel is securely moored and alongside

Keep check on moorings/rat guards

Keep check on gangway

Ensure adequate illumination

Danger signs where appropriate

Desks and walkways clear of oil, grease, obstructions

Keep check on draft and UKC

Ensure vessel maintains stability

Keep eye on weather conditions

Ensure hatch covers are secured safely

Ensure cargo gear is being used correctly

Keep scuppers clear

Ensure all personnel are wearing appropriate PPE

Ensure guard rails are fitted and secure as appropriate

Enclosed space work-carry out risk assessment, follow coswop guidelines

Keep notes of cargo times and operations

Security of cargo

Follow standing orders and cargo plan

Protect cargo from damage by water, weather, rain, sun.

Provide adequate means of ventilation

Ensure all cargo is clearly marked with port of destination

Ensure all dangerous cargoes stored away from the accommodation

Ensure correct preparations are carried out in holds-dunnage, cleaning, lashing points

Ensure cargo is correctly secured and lashed

Any damaged good not to be loaded on vessel

Cargo damage report to be made out

OIL TANKERS-DUTIES REGARDING LOADING OPERATIONS

Before loading

Ensure cargo hoses arms are in good condition, properly rigged and connected with ships manifold
and fully bolted

When de ballasting is completed tanks should be inspected and overboard valves lashed shut as
well as sea valves

All cargo tank lids closed

Tank venting system should be checked and working properly

PV valves verified using check lift facility

Ensure sufficient pump room ventilation

Test the emergency stopping systems, efficiency of COP, ballast pump, IG system and
stripping system.

Check 02 content in the cargo tank and slop tank

Check pressure gauge at manifold.

Blank and bolt unused manifold

Take soundings in empty tanks, slop tanks and cargo tanks

All deck portable equipment disconnected from power

Check all external doors, portholes closed

Check air condition intakes closed

Good communication with shore is essential

During loading

Open correct manifold connected with hose

Commence loading slowly, then increase gradually

Check connections for leaks

Maintain checks and close watch on all systems

Empty and full tanks to be checked regularly

Manifold pressure should be zero-monitor and inform shore immediately if any problems

Check cargo quantity and draft regularly

Check PV valves and PV breaker are operating at the correct pressure

Ullages to be taken at regular intervals

As loads go in final tanks, inform shore personnel, giving at least 30 minutes’ notice

Moorings to be tended continuously to prevent vessel surging

Keep a record of operations in the ships log

All other general safety and pollution prevention regulations should be followed

After loading

Lines should be drained and all valves closed before disconnecting

Ullage port closed

After hose disconnection, ships manifold blanked and bolted

Drain all drip trays

Final ullages, densities, temperatures and samples are taken

During discharging

Pipe line valves to be pumped and deck delivery valves to be opened leaving tank suction
and manifold valves closed

IG system to be checked and ullage spaces pressurized

When shore is ready to receive cargo, open correct manifold valve and tank suction

Non return valves may leak back and pressure in the shore pipeline may cause an overflow in
the opened tank if pump starting delayed

Start one pump slowly from single tank

Before increasing to maximum discharge, check for leaks

Check for leakage at unused manifold, pipelines at regular intervals

Check cargo pumps bearing temperature and any vibration

Check pump glands from overheating

Check pressure of IG

Draft, ullage and cargo quantity to be checked regularly

Moorings to be monitored throughout the operation

Gangway checked throughout

Keep record in the deck log book

All other general safety and pollution prevention regulations should be followed

After discharging

Inspect tanks to ensure no cargo has been left on board

Pipe line may be cleared by draining back into the ships slop tank

Blank up the manifold and drain drip trays, usually in the nearest tank

Check ullage spaces are still pressurized with IG then suction plant

down
Duties of deck Officer after completion of cargo loading, and awaiting the next tide

Ensure all cargo has been secured ready for sailing

Check hatch covers and loading equipment has been stowed securely

Check deck space to ensure all equipment is stowed away

Liaise with Master and Officers regarding sailing instructions fwd. and aft

Ensure all crew are on board for sailing, and check for stowaways

Check Engine room is ready for sailing

Check tide times to organize sailing time and Pilotage

Ensure Bridge has correct charts, passage planning notes.

Make sure crew required for letting go are aware of time for stations

Use and operation of lifting plant-main considerations for OOW

Ensure all cargo handling equipment is in good mechanical order, structurally sound and free from
defect.

Gear should not be subject to loads beyond which it is certified

Person assigned to operate lifting gear to have no other duties

They should have clear visibility, and be stood in a protected location whilst operating gear

If there is a restricted view, a signalman should be used

The stop signal should be obeyed regardless of who gives it

All gear used must be certified and listed on the chain register

Care should be taken not to exceed the SWL

Ensure competent person is operating the lifting gear

Duties with respect to safety during cargo operations on a Ro-Ro ferry

MGN notice 418 to be consulted with regards to advice on securing of Ro-Ro cargo

All decks to be well illuminated and sign posted

Vessels to have a ballast system to maintain zero list

Trim is to maintained as close to EK as possible

Slack tanks are to be reduced to a minimum

All cargo space fans and vents in use to prevent a build- up of noxious gases

All scuppers and freeing ports to be kept clear

Strictly no smoking in cargo spaces

Particular care with regards to personnel and passengers being in the vicinity

Decks to be kept clear of all loose lashing materials

Correct lashing procedures to be employed

All cargo handlers correctly trained, with correct PPE

Bow and stern doors to be correctly operated, and seals checked. To be double checked prior to
vessel casting off and may not be opened until alongside

Ensure all vehicles have brakes correctly applied

Securing arrangements for specialist vehicles is adequate

Ensure relevant firef ighting provisions are in place

Vehicle ramps to be kept as flat as possible during loading

 With reference to a Ro-Ro cargo vessel:

Information that should appear on the vessel's Cargo loading Plan

a. Maximum axle load (load per axle)
b. Safe working load vehicle deck
c. load concentration for the deck
d. Driving route
e. location of GT (Gas tight Door), WT and internal portable rams
f. DG segregation

Checks that should be made on the cargo before it is loaded

a. Check that any over-height o r over width cargoes are properly stowed
b. Note any physical damage to the containers and evidence of security breach
c. Check that the door seal is intact
d. Check for leaks or other evidence of cargo damage
e. Keep proper records
f. Ensure the Ship Security Plan (SSP) is adhered to

Deck pre-sailing checks the Officer of the watch should make prior to sailing

a. Cargo stowage and securing as per plan

b. Lashing of cargoes
c. Vehicle deck ventilation system
d. Vehicle deck pumping system
e. The ramps are secured properly
f. Water tight sealing/securing arrangement done
g. Motor vehicles ignition
h. T h e spillage from fuel contained tanks of vehicle
.

EEBD (Emergency Evacuation Breathing Device) is a device that is used to

evacuate safely, from a dangerous environment that lacks normal breathing conditions caused
by smoke from fire, gas leaks etc.

Maintenance of EEBD should be in accordance with the manufacturer's instruction and

shipboard inspection should be undertaken every three months by the ship's crew and
records of checks should be maintained. Hydrostatic testing of the cylinder should be
undertaken in accordance with manufacturer's instruction. The location and the numbers of
EEBDs should be indicated in the ship's fire control plans.
ACTIONS FOLLOWING OIL SPILLAGE

Spillage on deck:

Stop cargo pumps and raise the alarm

Stop loading

Close all line valves

Inform Master and shore personnel

Open relief tanks if available

Isolate overflowing tank or burst pipelines

Bring vessel to emergency status

Stop vent fans; close all possible sea water inlets

Start additional fire pumps

Brief emergency response teams

Monitor accommodation for build- up of gas

Make entries in logs and record books

Commence clean-up operations, preferably avoiding the use of chemicals which may be
more damaging to the environment itself than the oil spill

Oil over the side in port

Stop cargo pumps and raise the alarm

Stop cargo operation

Close all line valves

Inform Master and shore personnel

Check scupper plugs

Check sea water inlets and overboard discharges

Obtain sample of slick

Obtain sample of cargo or bunkers involved in the cargo operation

Make entries in logs and record books

 Oil over the side at sea

Stop all operations

Ascertain source of leakage

Contain further leakage

Obtain sample of oil

Inform head Office and Coastal State

Inform terminal authorities prior to arrival

Make entries in log and record books

NB Marpol requires oil tankers of l5Ogt or more and all ships over 400gt to carry an approved
'Shipboard oil pollution emergency plan (SOPEP) if engaged in the carriage of noxious liquid substances

Oil discharge monitoring and control system (ODMCSI

The ODMCS is used to prevent pollution of the ocean by oil due to the discharge from ballast and bilge spaces

Oil tankers of l5Ogt and above shall be fitted with an oil discharge monitoring and control system approved by the
administration.

*to be fitted with a recording device to provide a continuous record of the discharge in litres per nautical mile and
total quantity discharged, or the oil content and rate of discharge

*the record to be identifiable as to time and date, and shall be kept for THREE years.

*the ODMCS shall come into operation when there is any discharge of effluent into the sea

*the ODMCS shall automatically stop if the instantaneous rate of discharge of oil exceeds the permitted limit

*any failure in the ODMCS shall automatically stop the discharge.

*must be able to work in manual mode if auto system does not work
 Safety check list for Helicopter landing

1. GENERAL
(a)Have all loose objects within and adjacent to the operating area been secured or removed

(b)Have all aerials, standing or running gear above and in the vicinity of the operating area
been lowered or secured?

(c) Has a pennant or windsock been hoisted where it can be clearly seen by the helicopter
pilot?

(d) Has the officer of the watch been consulted about the ship's readiness?

(e) Does the leader of the deck party have a portable radio transceiver (walkie talkie) for
communicating with the bridge?
(f) Are the fire pumps running and is there adequate pressure on deck?

(g) Are fire hoses ready (hoses should be near to but clear of the operating area)?

(h) Are foam hoses, monitors and portable foam equipment ready?

(i) Are dry powder fire extinguishers available and ready for use?

(j) Is the deck party complete, correctly dressed and in position?

(k) Are the fire hoses and foam nozzles pointing away from the operating area in case of
inadvertent discharge?

(I) has a rescue party been detailed?

(m) Is a man overboard rescue boat ready for lowering?

(n) Are the following items of equipment to hand?
(i) Large axe
(ii) Crowbar
(iii) Wire cutters
(iv) Red emergency signal/tor n
(v) Marshalling batons (at night)
(vi) First aid equipment

(o) Has the correct lighting (including special navigation lights) been switched on prior to night
operations?

(p) Is the deck party ready, wearing brightly coloured tabards (waistcoats) and protective
helmets, and are all passengers clear of the operating area?

(q) Has the hook handler been equipped with helmet, strong rubber gloves and rubber soled
shoes to avoid the danger of static discharge?
(r) Is access to and egress from the operating area clear?
2. LANDING ON
(a) Is the deck party aware that a landing is to be made?
(b) Is the operating area free of heavy spray or seas on deck?

(c) Have side rails and, where necessary, awnings, stanchions and other obstructions been lowered or
removed?

(d) Where applicable, have portable pipes been removed and have the remaining apex ends been blanked
off?

(e) Are rope messengers to hand for securing the helicopter, if necessary? (Note: only the helicopter pilot
may decide whether or not to secure the helicopter.)

(f) Have all personnel been warned to keep clear of rotors and exhausts?
r
3. TANKERS: Additional Items for Check List

a) Ships not fitted with an inert gas system: has pressure been released from tanks within
30 minutes of commencement of helicopter operations?

(b) Ships fitted with an inert gas system: has pressure in cargo tanks been reduced to slight positive
pressure?

(c) All tankers: have all tank openings been secured following venting operations?

4. BULK CARRIERS AND COMBINATION CARRIERS: Additional Item for Check List

Has surface ventilation to dry bulk cargoes ceased, and have all hatch openings been fully battened
down prior to helicopter operations?

5. GAS CARRIERS: Additional Item for Check List

Have all precautions been taken to prevent vapor emission on deck?
 DANGEROUS GOODS

Principal sources of information

available:

• Oil-ISGOTT (international safety guide for oil tankers and

terminals)

•Bulk chemical-IBC code and BCH code (international bulk chemical code, for
the construction and equipment of ships carrying dangerous chemicals in bulk)

•Liquefied gas -IG code and ICS publication, IGC (inert gas code, tanker safety guide
publication, code for the construction and equipment of ships carrying liquefied gas in
bulk)

•Dangerous goods in packaged form -IMDG code (i n t e r n a t i o n a l maritime dangerous

goods code) E m S (emergency response procedures) MFAG (medical first aid guide)

•Nuclear -INF code (international code for the safe carriage of nuclear
fuel,plutonium,and high level radio- active wastes on board ship)

• Bulk cargoes -IMSBC code and BLU code(international maritime solid bulk cargoes, and
safe loading and unloading of bulk carriers)

Chemicals in bulk-associated hazards

Corrosive- wear appropriate safety gear

Oxidation- deprive chemicals of oxygen
Reactivity- keep chemicals apart

Fire- adequate firefighting facilities to cover all types of chemicals being carried

Pollution- follow SMPEE guide-shipboard marine pollution

emergency plan

PPE on board chemical tanker

Safety boots, safety helmet, Ear muffs/earplugs,

Glasses/mask/goggles/visors

Flameproof coveralls/overalls-chemical suits-high vis workwear

Pvc gloves/nitrile gloves/leather gauntlets

CARRIAGE OF DANGEROUS GOODS IN PACKAGED FORM

In all documents relating to the carriage of dangerous goods in packaged form by sea,the proper
shipping name of the goods shall be used (trade names alone shall not be used) and the correct
description given in accordance with the classification set out in the IMDG code.

Transport documents prepared by the shipper:

These shall include the following:

• A signed certificate or a declaration that the consignment, as offered for carriage, is properly
packaged, marked, labelled or placarded, as appropriate, and in proper condition for
carriage

The person responsible for the packing/loading shall provide a signed packing certificate stating that
the cargo has been properly packed and secured

Each ship shall have a special list or manifest setting out the dangerous goods on board and their
position, or a detailed stowage plan which sets out the location of all dangerous goods may be used
instead. A copy shall be made available before departure, to the person designated by the port state
authority.

All cargo to be stowed and secured in accordance with the cargo securing manual

When an incident takes place involving the loss or likely loss of dangerous goods overboard, this
shall be reported without delay and to the fullest extent possible, to the nearest coastal state.

CARRIAGE OF DANGEROUS GOODS IN SOLID FORM IN BULK

The conditions set out for dangerous goods in packaged form shall apply, in addition to the
following:

Stowage and segregation requirements:

• Dangerous goods shall be loaded and stowed in accordance with the nature of the goods.
Incompatible goods shall be segregated from one another

• Dangerous goods liable to spontaneous heating or combustion, shall not be carried unless
adequate precautions have been taken.
• Dangerous goods which give off dangerous vapours shall be stowed in a well-ventilated
space
 Vessel loading dangerous goods in drums:

Drums dropped on deck and substances leak onto deck:

Immediate action of OOW:

Immediately stop all operations

Sound the alarm, inform Master, and bring vessel to state of emergency readiness

Secure all sources of ignition

Cordon off area affected

Ensure correct PPE is worn prior to clean up operation

Commence clean-up operations, preferably avoiding chemicals more damaging to the

environment

Notify the appropriate authorities as per ISM code

Note incident, as much information as possible, in deck and cargo logbooks

Consult relevant publications as necessary;MFAG, EmSInformation a shipper Is required to

supply to a vessel loading dangerous goods in packaged form.

Proper shipping name

Class (division where applicable) UN number

Packing group (where assigned) Minimum flash point if -61deg or less Subsidiary hazards
Declaration, in proper condition for transport, signed on behalf of the shipper

Directions where to place dangerous goods on board ship to insure safe transport

Provides emergency response advice for dangerous goods involved in fire or spillage on board

Use of hazard warning labels and identifying marks in transport