Emergency Procedures Manual

Prime Tanker Management Inc.
Prime Gas Management Inc.
Manual Code: EMP (004)
EMERGENCY PROCEDURES MANUAL
Approved by DPA/ DCOO

Frantzeskos Kontos
Authorized by
Chief Operating Officer ( COO)
George A. Kouleris
DOCUMENT CONTROL
No part of this document may be reproduced, utilised, stored in any retrieval system or transmitted in any
form or by any means, electronic or mechanical, including photocopying, recording or by any information,
storage or retrieval system without the permission of Prime Tanker Management Inc and Prime Gas
Management Inc.
Page 1 of 2
Emergency Prime Tanker Management Inc.
GENERAL
Procedures Prime Gas Management Inc.
Manual Revision: 11
(004) GENERAL
Eff. Date: 31/10/2020
RECORD OF AMENDMENTS
Amendment Date Position /
Section / Page No. Date Issued Initials
Number Amended Rank
ALL SECTIONS
00 Newly issued 01/03/2016 N/A CAC S&Q Mgr
Manual
Sections
Amended
01 01/03/2016 30/09/2016 CAC S&Q Mgr
01-02-03-04-05-06
-07-08-09-10-11
Sections
Amended
02 01/03/2016 28/02/2017 CAC S&Q Mgr
02-03-04-05-06-
07-08-09-10-11
Sections Amended
01-02- 05
03 New 01/03/2016 31/03/2017 CAC S&Q Mgr
02A
Sections
Amended
04 01/03/2016 30/11/2017 CAC S&Q Mgr
01-02-03-04-05
06-07-08-09-10-11
02-03-05
01/03/2016
05 30/06/2018 CAC S&Q Mgr
New
Appendix A 30/06/2018
Sections
06 Amended 01/03/2016 31/03/2019 CAC S&Q Mgr
02-05-10
Sections Amended
01/03/2016
02-05-10
31/05/2019
07 Appendix A CAC S&Q Mgr
30/06/2018
New
Appendix B 31/05/2019 N/A
Sections Amended
08 01/03/2016 30/09/2019 CAC S&Q Mgr
04-05-10
Page 1 of 2
GENERAL
Manual Revision: 11
(004) GENERAL
Eff. Date: 31/10/2020
Amendment Date Position /

Section / Page No. Date Issued Initials
Number Amended Rank
Sections Amended
( All)
01-02-02A-
01/03/2016
03-04-05-
06-07-08-
09 09-10-11- 29/02/2020 CAC S&Q Mgr
APPENDIX A 30/06/2018
APPENDIX B 31/05/2019
Sections Amended
10 01/03/2016 31/08/2020 CAC S&Q Mgr
04-05
Sections Amended
11 01/03/2016 31/10/2020 CAC S&Q Mgr
10
Page 2 of 2
GENERAL
Manual Revision: 11
(004) GENERAL
Eff. Date: 31/10/2020
CONTENTS
SECTION No Title Issue Issue

Status Date
Manual Control Page
GENERAL : 11 31/10/2020
Record of Amendments and Contents
SECTION 01 Introduction 04 29/02/2020
SECTION 02 Office Emergency Procedures 08 29/02/2020
SECTION 02A Office Premises Emergency Procedures 01 29/02/2020
SECTION 03 Shipboard Emergency Procedures 05 29/02/2020
SECTION 04 Following an Emergency 06 31/08/2020
SECTION 05 Ship Emergency Actions 10 31/08/2020
SECTION 06 Salvage 04 29/02/2020
SECTION 07 Helicopter Contingency Plan 04 29/02/2020
SECTION 08 Stowaways 04 29/02/2020
SECTION 09 Drug Trafficking 04 29/02/2020
SECTION 10 Drills and Exercises 08 31/10/2020
SECTION 11 Mass Rescue 04 29/02/2020
APPENDIX A Business Continuity Plan (Office) 02 29/02/2020
APPENDIX B Media Handling Techniques 01 29/02/2020
Page 3 of 2
GENERAL
Manual Revision: 11
(004) GENERAL
Eff. Date: 31/10/2020
Page 1 of 2
GENERAL
Manual Revision: 11
(004) GENERAL
Eff. Date: 31/10/2020
Page 2 of 2
SECTION 01
Manual
(004) Revision: 04
INTRODUCTION Eff. Date: 29/02/2020
While every effort is made to avoid Incidents and Accidents,

it is important to have measures in place to deal with the consequences of an unplanned event.
This Manual contains the “Integrated System of Shipboard and Shore-based Emergency Plans” and
must be used in conjunction with:
 SOPEP/SMPEP/VRP/ CCP/PCSOPEP.
 Emergency Towing Booklet.
 Ship Security Plan.
 Recovery of Persons from the Water (PIW).
 Ship Safety/Fire Plan.
of each vessel.
The System provides a framework for all individual Emergency Response Plans, tailored for a variety
of potential emergencies in a uniform and modular designed structure.
The scope of the System is:
 To ensure that comprehensive Emergency Response Plans are available both on board and ashore
to cope with any emergency situation.
 To ensure that all Personnel who are nominated, have the training and capability to respond to all
identified potential emergency situations.
 To ensure that these Emergency Plans comply with National and International Legislation.
 To provide a standardized source of information and guidance for decision-making, with quick
and logically sequenced procedures, which can reduce errors and oversights during emergency
situations.
All Office Employees must be familiar with the Office Emergency Procedures, directly related to the
Office Premises.
All Office Departments who are involved in Shipboard Emergencies (Technical, Marine, Crew,
Operations, S&Q, and Legal Departments) must also be very familiar with the Shipboard Emergency
Procedures.
The Master and all Officers must be familiar with the Shipboard procedures contained in this
Manual.
Ratings must be familiar with the Emergency Alarms and Emergency Procedures applicable to their
job functions.
The Emergency Procedures are also available as IMS Forms SOS/000+
They are provided in plasticized copies in two (2) RED Folders, which are named:
“SOS – Emergency Forms”.
Two (2) hard copies of this File are provided onboard each Vessel:
 One “SOS” Folder must always be available on the Bridge.
 The second “SOS” Folder must always be available in the Engine Control Room.
In Office, the “SOS-Emergency Forms” Folder, must be available in the Emergency Response
Room.
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SECTION 02
Manual
(004) Revision: 08
OFFICE EMERGENCY PROCEDURES Eff. Date: 29/02/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 Company’s Emergency Response Team .................................................................................. 2
2.1.1 General Responsibilities of the Members of the Office Emergency Response Team.................................... 2
2.1.2 Emergency Responsibilities per Department Manager .................................................................................. 3
2.1.3 Responsibilities during Absences ................................................................................................................ 10
2.1.4 "On Scene” Person or Team ........................................................................................................................ 12
2.1.5 Emergency Contact List ............................................................................................................................... 13
2.1.6 Organizing the Emergency Response Team ................................................................................................ 14
2.1.7 Emergency Response Team Call-out ........................................................................................................... 15
2.1.7.1 Extent of “Call-out” of ERT ............................................................................................................................ 15
2.1.7.2 “Call-out” of the ERT ...................................................................................................................................... 15
2.1.7.3 ERT proceeding to the Office .......................................................................................................................... 16
2.1.7.4 Alcohol Testing of Members of the ERT......................................................................................................... 16
2.1.7.5 Travelling of ERT Members ............................................................................................................................ 16
2.1.7.6 Back-up arrangements in case of prolonged Emergency ................................................................................. 16
2.1.7.7 Prolonged Emergency Response...................................................................................................................... 17
2.1.7.8 Periodic Review of the Level of Response ...................................................................................................... 17
2.1.7.9 Temporary Office Assignments of Shipboard Personnel or Temporary employment to maintain smooth Fleet
Daily Operations ......................................................................................................................................................... 17
2.1.8 Log of Events ............................................................................................................................................... 18
2.1.9 Evaluation/Analysis of the Emergency Response........................................................................................ 18
2.2 Emergency Response Room (ERR) ....................................................................................... 19
2.2.1 Facilities of the Emergency Response Room............................................................................................... 19
2.2.2 Additional Information ................................................................................................................................ 21
2.3 Damage Stability Assessment Services .................................................................................. 22
2.3.1 Damage Stability Data ................................................................................................................................. 22
2.3.2 Initiating the Emergency Response Services (ERS) for Damage Stability Assessment .............................. 22
2.4 Media Handling ...................................................................................................................... 23
2.4.1 General......................................................................................................................................................... 23
2.4.2 Designated Company Spokesman ................................................................................................................ 23
2.4.3 Use of Contracted Media Consultants ......................................................................................................... 24
2.4.4 Emergency Website Link ............................................................................................................................. 26
2.4.5 “Joint Information Center” .......................................................................................................................... 26
2.4.6 Dealing with the Media Ashore ................................................................................................................... 26
2.4.7 Media Training ............................................................................................................................................ 27
2.4.8 Responding to Family Members/ Next of Kin Callers ................................................................................. 27
2.5 Immediate Business Continuation .......................................................................................... 28
3. RECORD ................................................................................................................................... 28
Page 1 of 28
SECTION 02
Manual
(004) Revision: 08
1. PURPOSE
This procedure describes the Structure and Responsibilities of the Office Emergency Response Team.
In addition, this procedure describes the Emergency procedures of Office personnel.
Reference is made to Section 10-“Drills & Exercises” of this Manual.
2. PROCEDURE
2.1 COMPANY’S EMERGENCY RESPONSE TEAM

This procedure describes the Structure and Responsibilities of the Office Emergency Response Team.
2.1.1 General Responsibilities of the Members of the Office Emergency Response Team
The Responsibilities of the Members of the Emergency Response Team (ERT) are the following:
a) They must be contactable on a 24-hour basis.
(A 24-hour cover, which takes account of holidays and work-related travel arrangements must
always be in place (Stand-ins during absences).
b) They must have readily available in the Office, all the Contact Numbers of the Third Parties
directly related to their activities, who are likely to be involved in an Emergency i.e
Damage Stability Assistance, Flag Administration, P&I Club, Classification Society, Legal
Service, Media Service, Port Agents, Salvage Companies, QI, Drug and Alcohol Screening
Companies etc.
c) They must be aware of the Office and Shipboard Emergency Procedures, directly related to
their Duties and Responsibilities.
d) They must be well familiar with the location in Office, where all "Emergency
Documentation" is found e.g Charts, Vessels Drawings, Crew Files, etc.
e) The traveling Members of the ERT (Ship Managers, Marine Superintendents) must ensure
that, at all times, they have Valid Passports and valid Visas for countries frequently visited by
Company’s Vessels (i.e. USA, Australia, Singapore, UAE, India, S. Korea, China ,
Egypt/Suez Canal etc).
f) The ERT Members must always carry with them (in hard copy of electronic format) the
following:
 The Emergency Checklists (SF/SOS/000+) in order to be guided for a systematic response
to Emergencies.
 Essential Emergency Response Information related to the Vessels.
 The Company Emergency Contact List of the latest version.
 Other “Ship Interest Contacts” List (e.g. contacts of Damage Stability Assessment
Contacts etc).
 Third Party Contact Details and mentioned under “Item (b)” above.
 Third Party Contact Details are included in the Third Party Contact List, which is found in
Archive and is reviewed and updated on a Quarterly basis.
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SECTION 02
Manual
(004) Revision: 08
2.1.2 Emergency Responsibilities per Department Manager

The Emergency responsibilities per Department are as follows:
(for more detailed actions refer to the Office Emergency Response Checklist)
CORE EMERGENCY RESPONSE TEAM
1. DPA (ERT Coordinator)

1. In charge of the Emergency Response Team.
2. When the DPA receives the Initial Call from the Vessel’s Master.
 Instructs the Master to notify the QI (for USA) or to make the notifications as per
SOPEP/SMPEP etc. (in case of Oil Spill).
 Reminds the Master to download /secure the VDR, CCTV Data.
(and ECDIS- if required /applicable to the emergency case).
 Provides guidance on the Company Media and Social Media Policy
(i.e do not talk to Media, no uploads on Facebook, Twitter etc).
3. Summons up the Emergency Response Team.
4. Briefs the Emergency Response Team on the first Incident data available.
5. Allocates Responsibilities (Who needs to do What, When, Why, How etc).
6. Arranges for Stand-ins (adequately trained), in case Members of the Emergency Response
Team are absent.
7. Makes necessary back-up arrangements in the event of a prolonged emergency
( ERT Members to be replaced every twelve (12) hours by their stand-ins , if possible )
8. Releases the resources to meet the Emergency.
9. Assigns Record Keepers (for the Logging of all important events) and Document Controllers.
10. Advises the Management /Owners (in cooperation with the Operations Manager).
11. Decides who will attend on-scene (Technical or Marine Superintendent) if required.
12. Makes arrangements for Drug and Alcohol Tests, Helicopters, Divers, Media Consultants,
P&I Club (in coordination with the QI, if the Incident occurs in USA).
13. Deals with Local Authorities.
14. Approves and organizes Salvage Assistance, if required.
15. Coordinates reports from all sources and monitors and coordinates all activities throughout the
emergency.
16. Summons the ERT in frequent intervals for briefing/ debriefing and for issuing new
instructions.
17. Attends on Site, if required.
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SECTION 02
Manual
(004) Revision: 08
CORE EMERGENCY RESPONSE TEAM- (continuing)
2. TECHNICAL DEPARTMENT MANAGER
1. Ensures that appropriate and timely guidance is provided to the Chief Engineer.
2. Notifies Classification Society and requests attendance of a Class Surveyor, on scene.
3. Contacts the Classification Society and requests for Damage Stability Information.
4. Selects a suitable Repair Shipyard in the area and arranges/approves the ordering of urgent
spares, if necessary.
5. Sends the Vessel’s Technical Superintendent on scene, giving instructions and full authority
to assess the casualty and to decide (in cooperation with the Technical Manager and the
DPA), if the situation will be taken over by the Vessel’s Manager ( or the QI , if the incident
occurs in USA).
6. Requests the collection /display of Structural Drawings of the Vessel, investigates the area of
damage and evaluates the situation.
7. Makes arrangements for a Technical Superintendent to attend on scene i.e
Orders flight arrangements for the Vessel’s Superintendent who will attend, or for any
Specialized Technicians etc.
(if a Marine Superintendent is to attend as well – this must be arranged in cooperation with
the Marine Department).
8. Notifies the Agent to provide full services and support to all persons who will arrive on scene
(Superintendents, Investigators, P&I Club, Class surveyors, technicians etc).
9. Approves the Arrangement for Divers (if required).
3. MARINE /VETTING DEPARTMENT MANAGER
1. Notifies USCG, Port State Authorities.
2. Notifies the Flag Administration.
3. Notifies Oil Majors.
4. Arranges to send the Vessel’s Marine Superintendent on scene i.e arranges flight details for the
Vessel’s superintendent /Ship Manager and to notify the Agent to escort him to the Vessel.
(if a Marine Superintendent is to attend as well- this must be arranged in cooperation with the
Technical Department).
5. Requests the Master to keep the paper chart used for the specific area intact (if paper charts are
used)-for investigation and P&I purposes.
New charts must be ordered for further use, if required.
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SECTION 02
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4. OPERATIONS DEPARTMENT MANAGER

1. Contacts the Agent, reports Incident and provides instructions about Divers, Helicopters etc,
liaising with the Port Authorities who will be monitoring these activities or the QI, if the
Incident occurs in USA).
2. Contacts the Charterers and reports the Incident.
3. Liaises with Towage Companies, Rescue Organizations, Terminals or other Parties in the
vicinity of the Incident.
4. Notifies the Owners (in cooperation with DPA).
5. Arranges for Salvage Contracts etc, if necessary, liaising with P& I Club.
6. Contacts the Master for Cargo Transfer Operations and remedial actions, in general.
7. Instructs the Master to take Samples (if possible), in duplicate, at the presence of a non-crew
member.
8. Liaises with the Legal Department m and requests them to notify the P&I (Protection &
Indemnity) Club to request the presence of a P&I Correspondent on the spot and Hull &
Machinery correspondent liaising with the Legal Department.
In case of crew injury, two (2) P&I Representatives must be sent:
 One for the Company/ Vessel
 One for the crew.
9. Liaises with the Legal Department and requests them to notify the H&M Club and request the
presence of an H&M Correspondent on the spot, if required.
10. Establishes contact with the P&I and Hull & Machinery, in coordination with the Legal
Department (if required), and provides updates.
11. In cooperation with the DPA, provides guidance to the Master on the reporting to the
Authorities (USCG, Port State, QI etc).
12. Provides guidance as to MSDS of the Cargo carried onboard and other guidance, as required
etc.
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SECTION 02
Manual
(004) Revision: 08
5. CREW DEPARTMENT MANAGER

1. Notifies the Manning Agent of any incident, which involves injured/missing crew or
replacement of crew onboard, as a result of the Incident.
In case of injured crew, assures that he/they will be sent to Hospital for further Medical
Treatment or Medical Examinations to ensure their good health condition. (contacts and
Calms-down the Next of Kin).
Due to the Language Barrier- in certain situation the Crew Department cannot directly contact
the Next of Kin.
In such cases, the Crew Manager authorizes the Manning Agent to directly contact the Next of
Kin.
2. Requests from the Manning Agent the replacement of the injured/missing crew, because even if
they are found, they will have to be hospitalized.
Additionally, replacement of Crew who are not injured, but are under stress, must also be
considered.
In every communication with the Manning Agent, provides updates on the health condition of
the Crew and in particular, injured crew.
3. Arranges Flight details for new joining crew–and notifies the Agent to safely and promptly
escort them to the Vessel.
4. Calls the Ship’s Agent and advises him to be ready, and make pre-arrangements for
hospitalization for the injured members, who are missing and not found yet.
( This is done in cooperation /coordination with the Operations Manager)
5. When the Ship’s Agent transports the injured crew to the Hospital, the Crew Manager must
always request from the Agent to appoint a Person to escort the injured and remain in the
Hospital, in order to update the Company and the Manning Agent on their Health Condition.
The Name and Mobile number of the Ship Agent’s Escort Person that will be provided by the
Agent to the Company and the Crew Department must be made known to the Manning Agent
(who in turn will provide this Contact Number to the Next of Kin of the Crew Member(s)).
6. In case of Fatality or Serious Injury, arranges with the Manning Agent to also provide Expert
Psychological Support to the Next of Kin and other Relatives.
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SECTION 02
Manual
(004) Revision: 08
6. S&Q DEPARTMENT MANAGER

1. Reminds the Vessel’s Master /Officers of the Safety Procedures to be followed for this kind of
Emergency.
(Specific SF/SOS/000+ Checklists to be referred to).
2. Arranges for a Drug and Alcohol Test for all crew onboard, to be carried out by Shore
Screening Company and notifies the Ship’s Agent for the arrangements made requesting him to
coordinate the Collector’s transportation to and from the Vessel.
USCG requires that all personnel involved in a Serious Marine Incident (SMI) are tested as
follows :
For Alcohol: within two (2) hours after the occurrence of the Incident.
For Drugs: within thirty two (32) hours after the occurrence of the Incident.
In the event that safety concerns related to the SMI do not permit the testing for alcohol within
two (2) hours, the testing must be conducted as soon as possible, but not later than eight (8)
hours following the incident.
In case the Incident occurs in USA
If it is deemed necessary to delay the D&A Test, then the QI must be notified, and they in turn
must notify the USCG about the delay due to the seriousness of the Incident.
It is important for USCG to know that the Company is aware of this obligation, but is
postponing it in order to deal with the incident.
In case a Crew member(s) has been injured and has been (or will be) transported to the
Hospital, then the Agent’s Representative who will escort the injured crew, must be instructed
to ensure that in Hospital, the injured Crew Member(s) are tested for Drugs and Alcohol.
3. Requests from the Vessel’s Master the submission of the Incident Report ( SF/SAQ/405B
) or
Accident (Injury) Report (SF/SAQ/405A).
The relevant Flag Administration Formats must also be filled-in, as required i.e:
 MI-109 Report on Marine Incident
 MI- 109-1 Report on Personal Injury
 MI- 109-2 Report of act of Piracy
These must be submitted to the ERT for review, and approval, before being sent to the
Flag Administration.
4. Reviews the Incident/ Accident reports, in cooperation with the DPA and other members
of the ERT, and forwards them to the Flag Administration within the time-frame, set by
the Administration. (Usually 24 hours after the occurrence).
5. Maintains a general coordination and control of Documents, as member of the ERT etc.
6. One member of the S&Q Department (as authorized by the DPA) maintains the Log of
Events in the Emergency Response Room.
7. COMPANY SECURITY OFFICER
1. Determines which measures the Vessel’s Master and Officers must apply & informs USCG or PSC
Authorities.
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SECTION 02
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2. Coordinates all security-related issues.

Continuing on next page
Continuing from previous page

8. ELECTRONICS ENGINEER
1. The Electronics Engineer of the Company is the Emergency Focal Point for Cyber Incidents
relating to Operational Technology Equipment, as specified in the Procedures Manual (002) –
PROC 27A- Software Management – Annex A4 &A5.
The following additional Office Personnel may be summoned to support the core Emergency
Response Team, as deemed necessary by the DPA, and the ERT Core Members :
DEPARTMENT ADDITIONAL ERT PERSONNEL, AS REQUIRED

Technical Department Fleet Managers /Ship Managers
Marine /Vetting Department Safety /Marine Superintendents
Operations Department Fleet Marine Operator(s)
Crew Department Crew Operators(s)
S&Q Department S&Q Coordinator / ISM Coordinator
Security Section Alternate CSO
Refer to next page for the SUPPORTING EMERCENCY RESPONSE TEAM
Page 8 of 28
SECTION 02
Manual
(004) Revision: 08
SUPPORTING EMERGENCY RESPONSE TEAM

9. LEGAL DEPARMENT MANAGER
1. Notifies the P & I club and requests the presence of a Legal Representative on scene.
(Liaising with the Operations Department).
2. Notifies Hull & Machinery (liaising with the Operations Department), and requests for a Legal
Representative on scene (if required).
3. Requests from the P&I Club to provide a Dedicated Contact Person (Name and telephone
Number) in order to establish a “Hot Line” for Claims, as a result of the Incident.
10. PURCHASING DEPARTMENT MANAGER (Spares / Stores)
1. Arranges for spares and stores required for Shipyard repairs after the Technical Department has
selected the Shipyard.
2. Monitors the ordering and delivery of spares.
Attention! In order to avoid duplication of orders, close contact with the QI, the Agent and the
Company Representative, who is on scene, must be maintained.
11. IT DEPARTMENT MANAGER
1. Ensures that the communication between Office and Vessels is smooth and uninterrupted.
2. Ensures that the Equipment in the ERR are in good order.
3. Notifies the Crew Internet Provider SAIT/ ex SHR- to temporarily disable Crew Access to
Internet and Crew E-mail.
12. ADMINISTRATIVE ASSISTANCE
1. Assists in communications with Third Parties (sends out faxes etc).
2. Handles Telephone calls.
3. Keeps Records processes documents.
4. Distributes incoming messages, reports, processes documents etc.
13. TRAINING DEPARTMENT MANAGER
1. Assists in the simulation of the Incident, on Bridge Simulator or Engine (if required).
2. Other support, as required.
14. MEDIA CONSULTANT
1. Handles the Media and advises the ERT and DPA on the latest news published by Media
& Social Media.
2. Submits Media Statements to the DPA for approval before being uploaded on the Company
Web-site. (www.prime-marine.com).
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2.1.3 Responsibilities during Absences
The ERT Members are replaced as follows, in case of absence, illness or travelling.
It must be stressed that a member of the ERT and his Substitute as per the Tables below,
cannot travel or be on vacation at the same time.
POSITION STAND-IN/ SUBSTITUTE
1. DPA – ERT Coordinator
ERT Coordinator/ DPA  Deputy ERT Coordinator/Alternate DPA.
 Marine/Vetting Manager.
2. Technical Department
Technical Manager  Fleet Manager (s)
Fleet Managers/Ship Managers  Fleet Managers of other Fleets.
3. Marine Department
Marine/Vetting Manager  Other Senior Marine/Vetting Superintendent (s).
Marine/Vetting Superintendent  Other Marine /Vetting Superintendents
4. Operations Department
Operations Manager  Other Senior Fleet Operators
Fleet Operators  Other Fleet Operators
5. Crew Department
Crew Manager:
 Deputy Crew Manager,
 Senior Crew Operator.
Crew Deputy Manager
 Crew Manager or
 Senior Crew Operator.
Crew Operator
 Other Crew Operators.
6. S&Q Department
S&Q Manager:  Deputy S&Q Manager or CSO.
Deputy S&Q Manager  S&Q Manager or CSO
 Senior S&Q Coordinator,
S&Q Coordinator :  Deputy S&Q Manager or
 Other S&Q Coordinator
7. Security Section
Company Security Officer  Alternate Company Security Officer.
(CSO)  Operations Manager.
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POSITION STAND-IN/ SUBSTITUTE

8. Electronics Engineer
Electronics Engineer  Technical Department Manager
( OT /CT Fleet or Gas Carrier)
9. Legal Department
Legal Department Manager:  Other Member of the Legal Department
10. Purchasing Department
Spares Purchasing Manager  Purchasing Manager –Stores
Stores Purchasing Manager  Purchasing Manager – Spares
11. IT Department
IT Manager  IT Assistants
12. Training Department

Training Manager  Training Coordinator
13. Administrative Assistance
Administrative assistance Other Company Secretaries.
14. MEDIA Consultant ( 3rd Party Contractor )

Local Media Representative District Area Media Representative.
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SECTION 02
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2.1.4 "On Scene” Person or Team

The ERT Coordinator /DPA must decide on the composition of the "On Scene" Company
Representation (i.e one (1) Person or Team) who will travel to the site of the Incident.
The Ships Managers must be prepared to travel on short notice.
Other Office staff may be requested to attend, as required.
“On Site”
Emergency
Substitute / Deputy Summary of Duties
Response Team
member
In charge of the On Site Response Team.
Liaison with Vessel’s Master & Response
Deputy Technical Manager or Coordinator
Fleet Manager Fleet Manager or Dealing with local authorities and
DPA Classification Society surveyor (if attending).
Dealing with Salvors / towage contractors.
Report to ERT.
Dealing with cargo related and oil spill
response matters.
Dealing with other on site parties as
appropriate (charterers, terminal, P&I
representative, etc.).
Logging all important events.
Fleet Manager or Dealing with crew matters.
Ship Manager
Deputy Technical Manager or Ordering urgent spares, stores and services.
Marine Sup’t
other Ship Manager Tending to crew needs in case of injuries and
ensuring that medical attention is given.
Assisting with repatriation details and custom
clearances as necessary.
Facing local media ONLY if directed so by
the Response Coordinator.
Reporting to ERT.
The Company provides “Grab and Run” bags with duplicated Essential Plans for all Vessels and
also a standard bag with essential items such :
 Personal Protective Equipment (PPE),  Notebooks,
 Mobile Chargers,  Pens, Markers, Pencils
 Plug adaptors,  personal gas detector, etc.,
 Sanitizer Gel /Tissues ( for Hygiene)  ( Digital Camera to be provided before
leaving the Office)
Page 12 of 28
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2.1.5 Emergency Contact List

All Members of the Emergency Response Team are included in the Company Emergency Contact
List.
The Company Emergency Contact List is a Controlled Document with an "Issue Date" and a
"Revision Date" and is controlled, updated and distributed by the S&Q Department.
The Emergency Contact List consists of two (2) parts:
A. Emergency Contact List – Office Personnel
 This List includes all Contact Numbers of the Members of the Emergency Response Team
and of other Key Personnel.
 Home telephone number(s)
 Mobile Telephone number(s)
 Secondary number(s) to be called in the event that the Primary Number is unobtainable
(i.e. summer houses).
B. Emergency Contact List – Vessels
 Telephone
 Fax
 E-mail
 Telex
 Mobile Telephone number(s)
C. Any changes of the above data must be conveyed to the S&Q Department as follows:
 Addition / deduction of Members of the ERT.
 Changes in the Contact Numbers of the existing Members.
 Changes in the Vessel Contact numbers.
D. The Emergency Contact List can be found in the following locations in the Office:
 Electronically- In the Company database "Archive"
 Hard copy- Posted in the Emergency Preparedness Cabinet (inside the Emergency Response
Room)
All Office personnel must have a copy of the most recent Emergency Contact List, readily available
at their desk, or must be familiar with the relevant Electronic File, for immediate retrieval.
When out of Office, they must have the Emergency Contact List readily available, either in Hard
Copy, or in their Mobile Phones or electronically on lap-tops, tablets etc.
Periodically, they must verify that they have the most recent Emergency Contact List, by checking
the "Archive".
The Emergency Contact List is distributed onboard by e-mail attachment, by the S&Q Department,
following Document Control Procedures.
All members of the ERT have been provided with Company Mobile Telephones.
They must be contactable on a 24-hour basis, including Holidays and work related travel time.
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2.1.6 Organizing the Emergency Response Team

A. Secretarial Support / Record Keeping
Following the initial "Call-out", and when the ERT has been summoned in the Emergency
Response Room, the DPA/ERT Coordinator must assign specific duties to the Members of the
ERT and to other assisting Office Personnel.
Initial duty assignments include:

 One person must be assigned to keep the "Log of Events" (Record Keeper).
a) If possible, this person must not have an active role in the Emergency Response.
 One person must be assigned to send out the messages ( e-mails , faxes etc)
a) This person must be experienced, with good English, and quick in typing.
b) This person must also be responsible to contact the recipients and verify that they have
received the message(s) sent.
 One person must be assigned the duty of “Document Controller” in the ERR.
He/she must read the messages, and according to their content, distribute to the appropriate
members of the ERT for further action.
Additionally, this person must ensure that all information requested has been received and all
messages from Third Parties requesting response, has been responded.
 One person must be assigned the duty to continuously check the incoming messages, and
ensure that they have been received in entirety (all pages included) and that they are readable.
In case the faxes etc. are not complete or not readable, this person must contact the message
sender and request them to resend or clarify.
 One person must be assigned to adjust the three (3) clocks inside the ERR.
a) One clock must indicate the time of the Office site.
b) The other clock must indicate the time of the Incident site.
c) One clock must indicate the UTC
B. Emergency Telephone Calls to the Vessel

Some guidelines from lessons learned are the following:
 Only one (1) person from the Office ERT must be assigned to contact the Master.
Any instruction, information and advice must be communicated to him, who in turn, will
contact the Master.
Too many Office Personnel contacting the Master will result in repetition of information,
sometimes in contradicting instructions, and definitely in loss of valuable time.
If necessary, the DPA may also contact the Master, but at the presence of the assigned person,
since the later must be well aware of all conversation exchanged.
 All ERT members must have their mobile phones with them in the Emergency Response
Room, but all conversation on mobile phones must be made outside the ERR.
 All telephone conversations between the Office and the Vessel must be in simple English, at a
slow pace and a polite and calm tone.
Shipboard personnel must be encouraged to repeat what they have understood, in order to
avoid any misunderstanding of instructions.
 The Master must be reminded that no statement must be given to the Media.
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Statements to USCG/PSC/ Police/FBI, are permitted only following Office advice and
guidance.
The most recent /updated "Emergency Contact List for Fleet Vessels" must always be posted
inside the Emergency Preparedness Cabinet.
In order to ensure a continuous communication with the Vessel,

it is recommended to maintain one of the Vessel’s telephone lines open
with one Office designated line, preferably on “Speaker-Phone”.
Having an open contact can be very critical on the initial stages,
from the time of receiving the first contact, until the emergency room is manned.
2.1.7 Emergency Response Team Call-out

The following procedure must be followed during the ERT “Call-out”, based on Risk Assessment.
2.1.7.1 Extent of “Call-out” of ERT

When the ERT Coordinator /DPA or Alternate DPA is notified of the emergency, he must
decide on the extent of the "Call-out".
There are three (3) possible decisions:
1. Low Risk Incident The Manager and Members of the Department(s) directly
involved, depending on the nature of the incident
2. Medium Risk Incident Core Emergency Response Team
3. High Risk Incident Full Emergency Response Team
( Core and Supportive ERT Members)
In case there is a possibility for a Ship Manager or other ERT Member to travel and be
"On Scene", this person must be informed in order to start preparing for Traveling.
2.1.7.2 “Call-out” of the ERT

After having decided on the extent of the "Call-out", the DPA/ERT Coordinator must notify
the relevant ERT members.
He may complete the "Call-out" himself, however it is suggested to assign this duty to another
member of the ERT Team, thus, enabling himself to deal with the emergency immediately.
The DPA must keep an open contact with the Vessel, using a Dedicated Emergency
Telephone in the ERR –preferably a speaker-phone) as this can be very critical on the initial
stages from the time of receiving the first notification, until the Emergency Response Room is
manned.
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2.1.7.3 ERT proceeding to the Office

Upon notification, the Members of the ERT must proceed to the Office, as soon as possible.
One (1) person (the DPA or other member of the ERT who will not be traveling towards the
Office) must be in continuous contact with the Vessel and with other 3rd Parties involved in
the Incident (Port Agent, Classification Societies, Manning Agent etc) until all the Members
of the ERT are summoned in Office.
The use of mobile phones while driving is strictly prohibited for safety reasons.
On arrival in Office, they must be able to immediately retrieve all documentation and information
which will be required for the emergency response.
2.1.7.4 Alcohol Testing of Members of the ERT

If the ERT is summoned after or before Office Hours, on their arrival to the Office, they must
be tested for Alcohol Consumption, in order to ensure that they are in a position to safely and
effectively respond to the emergency.
In the Emergency Response Room, a calibrated Alcometer with adequate mouthpieces must
always be available.
2.1.7.5 Travelling of ERT Members

Depending on the emergency, Ship Managers, Marine Superintendents or other Office Staff
may be required to travel.
They must be prepared to travel at short notice, having at all times, valid Passports and Visas
for countries frequently visited by Company Vessels.
When travelling to join a Vessel after an incident, the members of the Emergency Response
Team will fly Business Class, in order to be well rested and alert when arriving on site.
The Company’s Travelling Policy must always be followed (as found in PRO (02) Manual).
As already stated in § 2.1.3 of this procedure,

a member of the ERT and his Substitute cannot travel or be on vacation at the same time.
2.1.7.6 Back-up arrangements in case of prolonged Emergency

If the duration of an incident exceeds a period of twelve (12) hours, the DPA/ERT
Coordinator is responsible for distributing the duties of each member of the ERT (as well as
the duties of any specialists dedicated to support the response), to their stand-ins, so that
problems arising from the incident are confronted with the appropriate attention.
Special attention shall be given so that involved personnel do not become over-exhausted.
For that purpose adequate human resources shall be arranged in order to ensure that suitable
and qualified personnel are available to replace those involved in the Incident Response,
after a period of no longer than twelve (12) hours, whenever possible.
The General Manager is additionally responsible to delegate the routine duties of the ERT
members to their deputies or, if the primary ERT member is not available, to persons from
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their respective department, in order for the routine operation of the Company not to be
disrupted.
Depending on the emergency, the exact ERT line-up and the routine duties to be taken, the
above-mentioned delegation shall be based on a relevant risk assessment.
2.1.7.7 Prolonged Emergency Response

Additional provisions for the ERT members, in the case of a prolonged Emergency Response
are provided as follows:
 Tea and Coffee facilities.
 Provision of food. (The Company has own-employed catering staff, who can be
mobilized)
 Sleeping accommodation (beds, linen, hygiene kits, etc )are available
 Brand Hotels in the vicinity
 Fully equipped Medical Chest.
 Taxi services frequently used for Company purposes- who may be mobilized for safe
transportation of the members of the Emergency Response Team.
(Their contact details are included in the Third Parties Emergency Contact List).
2.1.7.8 Periodic Review of the Level of Response

The members of the Emergency Response Team (ERT), must enter the Emergency
Response Room in order to update the DPA and other members of the ERT who are
assisting the DPA, and the Record Keeper.
All verbal and written notifications made and received, must be noted on the form
OFF/SOS/002- Office Emergency Notifications, which must be posted on the wall
immediately after the incident notification.
(copies of Form OFF/SOS/002 are ready for use in the Emergency Response Cabinet).
In order to monitor the progress and the level of the Emergency Response, the DPA must summon
the members of the Emergency Response Team, every one (1) hour as a minimum, in order to brief
and be briefed by the ERT.
This can easily be monitored by activating the Alarm clock on a Mobile phone to sound every one (1)
hour.
2.1.7.9 Temporary Office Assignments of Shipboard Personnel or Temporary employment to

maintain smooth Fleet Daily Operations
In “worst-case” scenarios, during which Company Personnel may be required to attend the Vessel
for long periods, the company will take the following actions to ensure smooth Fleet daily operation:
 Invite in Office, Shipboard Officers who are on leave, to stand-in for the Office staff who are
attending the Vessel which has been involved in an incident.
 Proceed with temporary employment of Office personnel, for the Technical and
Marine/Vetting Departments, as required.
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2.1.8 Log of Events

A "Log of Events" must be maintained to record all the activities of the Emergency Response Team.
The ERT Coordinator / DPA must assign the duty of maintaining the "Log of Events" to one
individual.
When possible, the individual must not be actively involved in Emergency Response actions.
(i.e a Department Secretary, member of the S&Q Department etc –depending on the extent of the
“call-out”).
For major events, it is suggested to keep a “Running Log of Events” on computer during the crisis,
and display on the screen of the ERT.
Such an electronic Log of Events will be easy to update on an on-going basis with more details
during the crisis management and everyone in the ERR can review on screen.
Additionally, it is suggested that each Member of the Crisis Team keeps a personal “Log of
Events”.
On completion of the Emergency Response, all such Logs must be collected and unified for
documentation purposes.
The "Log of Events" must include, but is not be limited to:

 Time of Initial Emergency Notification, from the Vessel’s Master to the ERT Coordinator/DPA.
 Initial Description of the emergency.
 Time of the ERT "Call-Out".
 Time of Arrival of ERT members to Office.
 Details of all communications to and from the ERT - telephone, fax, e-mail etc. (details of all
contacts: Time/ Name/ Brief summary of the conversation).
 Updates on the emergency situation.
 Details of any orders placed for emergency supplies or services.
 Details of contacts with Media.
 Minutes of meetings within the ERR.
 Time of completion of the Emergency Response.
 Final details, results, conclusions.
 Initial proposes for changes to the Emergency Procedures and Checklists.
 Initial evaluation of 3RD Parties involved in the Emergency Response, with the purpose to add
them in the Emergency 3RD Party Contacts List, or even to remove them (in case of unsatisfactory
response).
2.1.9 Evaluation/Analysis of the Emergency Response

At a later date, the Accident/ Incident must be analysed to identify the Root cause(s) and to take
corrective action to avoid re-occurrence.
The "Log of Events" must be thoroughly reviewed, to identify any mistakes or omissions during the
Emergency response, and to take corrective actions i.e. additional Emergency training, employment
of outside consultants, etc.
The results of such analysis must be fed back into the IMS for the improvement of the Emergency
Procedures and the Emergency Response i.e
 Amendment of Emergency Procedures and Checklists
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 Consideration of additional Stand-ins ( after prolonged emergency response)

 Addition of 3rd Party contractors, or deletion of existing with bad performance during the
emergency.
 Additional Training Needs
 Any other change, improvement as required.
The results must also be discussed during the quarterly Management Review Meetings.
2.2 EMERGENCY RESPONSE ROOM (ERR)

This procedure describes the "set-up" of the Emergency Response Room (ERR).
The Emergency Response Room of the Company is based at its Headquarters, providing the
appropriate hardware support during emergencies and training exercises.
A. Dedicated Emergency Response Room

The Company has designated the Conference Room of the 4th Floor as the dedicated Emergency
Response Room, since it is centrally located to all Departments relevant to the marine operations of
the Company.
B. Alternate Emergency Response Room

The “Alternate Emergency Response Room” is the Auditorium on the 1st Floor.
Any emergency must have priority over any other scheduled activities in the space.
During a real emergency, all persons, not involved in the Emergency Response, must evacuate the
space.
2.2.1 Facilities of the Emergency Response Room

A. Communications
 Telephone appliances (at least two (2) telephone appliances with multiple lines) and one (1)
telephone line with “Speaker Phone”.
 Satellite/Cable Television.
 CCTV with Recorder.
 Video Recorder.
 Computer (at least one (1) – this may be a Lap-Top).
 Mobile Telephone Chargers.
 Fax appliance (readily available on the 4th and 3rd Floor where the ERRs are located).
 DVD/Video appliances.
 Weather Forecast System (two (2) Screens).
 Electronic and /or Paper charts.
 Sufficient power outlets for equipment, including Mobile Phones.
 Back-up power supply.
The IT Administrator is responsible for the above items, in cooperation with the DPA.
B. Emergency Response Room Set-up

 Computer and Screens.
 Large Table.
 Sufficient chairs (to accommodate the Core ERT Department Managements as minimum).
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 Note Pads.
 Pens and Pencils and Markers.
 Flip Chart/White board and pen/ markers special for Flip Charts.
 Three (3) clocks for the time at Office site (Piraeus), the UTC and at the location of the
Incident.
C. Emergency Preparedness Cabinet

The Emergency Preparedness Cabinet includes the following documentation:
RESPONSIBLE DOCUMENTATION POSTERS
DEPARTMENT
S&Q VRP: Vessel Response Plan 1.Emergency Contact List – Office
SOPEP: Shipboard Oil Pollution Emergency and Vessels (latest edition)
Plan 2.DPA / Alternate DPA Placard
SMPEP: Shipboard Marine Pollution Company Security Officer (CSO)
Emergency Plan Placard
PCSOPEP: Panama Canal Shipboard Oil
3.Shipboard Emergency
Pollution Emergency Plan
Communication/ Action flow
CCP: California Contingency Plan
chart
File "SOS" – with plasticized copies of all the
4.Copies of Form OFF/SOS/005-
Emergency Checklists SF/SOS/000+
"Emergency Response Room
File "Table-Top Exercises – Certificates of
Inventory List"
Participation & California OSPR Accreditation
Letters" 5.Copies of Form OFF/SOS/002 –
"Office Emergency Notifications
Checklist"
Technical Box files " 500" for each Vessel, having the
following information:
Capacity Plan with dead weight scale
General Arrangement Plan
Emergency Response Services
Vessel’s Particulars
Marine File "Media Consultants Duty Rosters"- 1.Media Consultants Emergency
updated by the Marine Department Contact System
2.Media Consultants Duty Roster
3. Pre-tailored "Initial Press
Release"
(DPA – Company Spokesman)
Marine Navigational Charts
(selection of charts of the our Vessels’ usual
trading areas)
Company Copy of a standard Ship Security Plan
Security
Officer
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RESPONSIBLE DOCUMENTATION POSTERS

DEPARTMENT
S&Q Dpt Third Party Names and Emergency Contacts The 3rd Party Contact List Poster
& includes :
Office The Third Parties Emergency Contact List is
Secretaries  Classification
reviewed as a minimum on a Quarterly Basis-
 Marispond ( For SOPEP/SMPEP)
and verified on a sample basis.
 HELINTEC
During the Annual Table Top Exercise the 3rd  Flag Administrations
Party Emergency Contact List is fully  P&I Club
verified, by calling all 3rd Party contacts  H&M
listed, in order to add new Companies and  QI Services
contacts or remove names and contacts which  NRC ( National Response Center)
are no longer valid.  MTI – Media Consultant
 ELSSI (Drug& Alcohol
All Office Departments are responsible to Screening)
notify the S&Q Department if new 3RD  Manning Agents
Parties are added, or existing ones are  Traveling Agencies
removed.  Salvage Companies
A Three-Month (3 Month) Inventory must be carried out using the relevant Inventory List.
Each Department, is responsible to ensure that all Documents, Posters, Checklists, Manuals,
Emergency Contact Lists, Duty Rosters (as stated in the Table above) are in place and updated.
Following a real emergency and/or emergency drill, an additional inventory must also be carried out,
and all items used, must be replaced.
2.2.2 Additional Information

Since the Emergency Response Room is centrally located to all Departments relevant to marine
operations, it is easy to retrieve any other additional information such as:
 Vessel Plans.
 Details of Ship’s Characteristics, Machinery, Equipment and Fittings.
 Crew onboard – Next of Kin.
 Disposition of Cargo, Bunkers and Water on board.
 Cargo Owners / Charterers.
 Contact Numbers of Port Agents, Supplies, Shipyards, Traveling Agents.
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2.2.3 Monitoring the Emergency by utilizing Emergency Checklists

Shipboard Emergency Procedures have been established by the Company to respond to an Accident,
Incident or other emergency (i.e. Security, Cyber Security).
An "SOS –Emergency File" is found in the Emergency Preparedness Cabinet.

This file includes all the Emergency Forms SF/SOS/000+, in plasticized copies.
When an emergency occurs, the plasticized copy of the relevant Emergency Procedure must be
extracted from the File, and used for reference during the emergency.
All required actions taken must be checked, using a marker.
At the end of the emergency response, the plasticized copy must be cleaned and filed back in place.
At the end of the Emergency Response, any additional Documentation (Plans, Emergency
Checklists, Contacts details etc) or other items (i.e mobile chargers etc), which proved to be useful
or critical, must be included in the standard items which must be readily available in the Emergency
Response Room.
2.3 DAMAGE STABILITY ASSESSMENT SERVICES

This procedure relates to the Classification Societies, who provide a 24-hour Damage Stability and
Structural Integrity Assessment service.
2.3.1 Damage Stability Data

For all Fleet Vessels, Damage Stability Information are available on a 24-hour basis.
Calculation can be performed, in the relevant Offices of the Classification Societies.
Contact details (Classification Society or approved Office, the Address, and the 24 –Hour Emergency
Phones) can be found in the relevant VRP and SMPEP Manuals, as follows:
A. In VRP – Appendix II / per Vessel.
B. In SMPEP- Appendix B / per Vessel.
C. This information is also available in:
 The Damage Stability Booklets/Plans or Emergency Response Services Contract, which
are filed in the Emergency Preparedness Cabinet, in Box Files.
2.3.2 Initiating the Emergency Response Services (ERS) for Damage Stability Assessment
The procedure for initiating the emergency response service for damage stability is the following:
A. State that you require Emergency Response Service.
B. State your Name.
C. State your Company name.
D. State your Telephone/Fax number (and if on the Vessel, also state INMARSAT Ocean Region
code).
E. State the Ship’s Name, Call Sign and IMO number.
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Damage Stability Services must be consulted prior to any change

in Weight allocation and Cargo or Ballast shifting.
2.4 MEDIA HANDLING

This procedure describes the Company relations with the Media.
2.4.1 General
All Office and Shipboard personnel are not permitted to give any information to any Person from or
acting on behalf of the Media (radio, TV, newspapers, magazines).
The Master, Officers and Ratings are permitted to give statements only to Government Authorities or
other Persons who are carrying out Official Investigations (USCG, PSC, Flag Inspector, Police, and
FBI etc).
Before giving any Statement, even to the Authorities, the Office must be advised.
No information must be given to non-governmental organizations (i.e. Green Peace)
All enquiries from the Media must be addressed to:

 The "Company Spokesman" (the DPA)
 The Media Contractor
 The “Media Statement” Link in the Company Website ( www.prime-marine.net)
2.4.2 Designated Company Spokesman

The Company must appoint a Designated Person as the sole Contact with the Media.
The designated "Company Spokesman" must have the following qualifications:
 Senior Office employee
 Experienced & trained
 Informed
 Responsible
 Fluent in English
 A good Communicator
The "Company Spokesman" is the Designated Person Ashore (DPA).

He is the only authorized person to directly deal with the Media,
in cooperation with the contracted Media Consultant.
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All contact with the Media must be:

 Courteous
 Accurate, based on facts
 Brief and to-the-point
 Informative
 Consistent
 With special emphasis on Crew Safety and Environmental Protection
If the situation requires, periodic and adequately frequent Press Releases/Conferences must be
arranged.
It is advisable to prepare a pre-tailored "Initial Press Release".
The facts of the incident may change, but the basic wording may be standard
(Professional approach, Correct-but simple-English, reliable /verified information (no assumptions)
etc).
2.4.3 Use of Contracted Media Consultants

It is the Company’s Policy to use External Specialized Resources in an emergency, as required.
The Company has a contract with a Media Contractor to support its efforts in handling Media, Social
Media, Crew Relations and Relations with 3rd Parties, following an incident or casualty involving a
Vessel or any event likely to attract unfavourable Media attention.
Their contact details of the Contracted Media Consultants are found at the beginning of this
Emergency Manual, immediately after the Manual Contents Pages and in the Emergency Checklists
(Media Statements (OFF/SOS/100 for Office and (SF/SOS/100 for the Vessels).
The Media Contractor must provide assistance such as:

Responding to media enquiries,
 Monitoring news broadcasts, social media, TV and Radio Interviews and
 Providing Press Releases.
The Media Contractor must have Offices in all the major Countries/Cities and must be able to
provide the Company with International support.
The Company Spokesman must always inform the Media Contractor when an Incident occurs,
even if the Incident is considered "not serious".
Incidents evolve and what seems innocent can suddenly be very damaging
to the Company’s reputation.
The liaison between the Media Contractor and the Emergency Response Team, may be a person
other than the DPA, who must, however, have all the qualities mentioned in this paragraph, with
authority to sign-off on statements and to discuss the Media strategy.
(see DPA’s Stand-ins in § 2.1.3 – “Responsibilities during Absences”).
During an incident, the DPA is dealing with very important tasks to meet the Emergency.
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Since all activity during an Emergency is taking place inside the Emergency Response Room (ERR)
which is noisy and busy, it is not suggested to deal with the Media from inside the ERR.
There is always the danger that unauthorized callers (i.e Media, Claimers etc), will overhear
conversations of the ERT.
The Media Contractor must immediately provide a “Holding Statement” for use, only if there is
Media interest.
As required, this statement, when approved by the Management Emergency Response Team (ERT)
can be used for the Media outlets, covering the incident.
Since Media are becoming very pressing and time is precious, the Company, with the cooperation of
the Media Consultant, has drafted two (2) Media Statements:
 One for Office (to be immediately uploaded on the Company website).
 One for the Vessel (to be released by the Master).
The Initial Media Holding Statement, which has been provided by the Media Consultant , to be
initially uploaded on the Company’s Website, immediately following the Master’s Vernal report of
any incident is found in the Emergency Checklist OFF/SOS/100
This statement is very general, and does not include any specific information, however, it is good
practice and shows willingness to cooperation with the Media.
The Master’s Media Statement, which has been provided by the Media Consultant, to be released to
Media e is found in the Emergency Checklist SF/SOS/100.
The Master must not release any further information other than the information of this statement.
He must instruct all Media to refer to the Company website.
In the event that the Incident or Event is attracting significant Media interest, then the Media
Contractor must prepare on-going statements (subject to ERT approval) as the Incident develops.
The Media Contractor must also provide draft “Q&A”s (“Questions” that might be asked by the
Media and suggested “Answers”) and Key Messages for all communications.
Depending on the Incident and its location, it is expected that the Media Contractor will take all
Media Calls during the first hours, while the Company Response Team (ERT) establish the severity
and facts of the incident.
Where direct Media interviews are required by the Company, then the Media Contractor must make a
recommendation and discuss the opportunity for delivering suitable and relevant information
e.g concerns for any personnel involved, injuries, fatalities, size of oil spill and pollution and the
actions which the Company is taking to mitigate the environmental damage.
Depending on the seriousness of the Incident, consider sending

a Media Representative on scene.
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2.4.4 Emergency Website Link

The Company has established a special “Emergency Link” (under “NEWS”) inside the Company
Website: www.prime-marine.net.
As mentioned in the previous paragraph of this procedure, immediately after the Master’s first Verbal
Notification, the Initial Holding Statement (as provided by the Media Consultant and found in form
OFF/SOS/100) must be uploaded on the Company’s website.
Thereafter, the Company will make additional “Holding Statements” to the Media, which must be
written /proposed by the Media Contractor and approved by the Company (DPA or other ERT
Member assigned - refer to § 2.1.3 of this Section).
The “Holding Statements” must be continuously updated, as further information becomes available.
2.4.5 “Joint Information Center”

The Media inquiries may also be addressed to the USCG Organization “Joint Information Center”,
for emergencies in the USA waters.
The “Joint Information Center” (JIC), is a “One-stop Shopping Center”, which provides information
pertaining to hazards such as Wildfires, Public Health issues, Bio-terrorism, Major Sea Pollution
Incidents and Natural Disasters, which are threatening or are perceived as threatening.
Joint Information Center website: www.593info.org
The Media Contractor must provide experienced personnel to attend to JIC (Joint Information
Center) if a Unified Command is set-up by the USCG, to act on behalf of the Company.
2.4.6 Dealing with the Media Ashore

When a serious emergency situation develops, resulting in loss of life or environmental pollution, etc,
the Television, Radio and Newspaper reporters will try to contact anyone who is able to provide
information.
Apart from questions addressed to the Company’s Management and the Authorities, Media and other
interested parties may also approach Shore staff.
If unauthorized Company’s personnel are approached by the Mass Media, they must politely refuse
to release any information and indicate the Authorized Persons to be contacted
( i.e the Dedicated Company’s Spokesman (DPA), the Media Contractor & the Company website)
The Company must make all necessary contacts for Media Response, as it may be appropriate,
through:
 The Company’s Spokesman.
(The person authorized by Top Management to deal with the Media or his Deputy or other
Designated Stand-in).
 A Company Representative, specifically nominated and acting on scene, on Company’s behalf.
 A Media Contractor.
Experience has shown that if the general public is ignored, or is given misleading information or
receives the impression that the Vessel or the Company are doing little to mitigate the emergency, it
will be detrimental to the Vessel’s overall interest.
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The mishandling of response to the Media and the Public during an emergency situation can easily
lead to a false and exaggerated picture of the incident.
This can cause undue panic and distress to the Families of the Seamen involved, and can seriously
damage the reputation of the Company, its principles and possibly, subject them to unjustified action
by Local or State Authorities.
When opportunity arises, the Media and/or Representatives of Interested groups must be invited to a
Press Conference, arranged to be held at a convenient place.
Subsequent Conferences might follow. Media Questions must be carefully Answered (Q&A) as
proposed by the Media Contractor. This must also be applied for any Statements released.
The Company Spokesman, having the overall responsibility for the Media response, may use the text
of the template of Initial Holding Statement (as found in OFF/SOS/100) for forming his initial press
statement.
The purpose of the template of OFF/SOS/100 is to help prepare a Press Release under the pressure of
an Emergency Situation.
The final text for the Press Release must be reviewed by the Company’s Department Heads and the
contracted Media Consultant, before any announcement/statement.
(For more guidance on Media Handling Techniques, refer to Appendix B of this Manual).
2.4.7 Media Training

It is Company Practice to provide Media Training to all its employees, who are likely to be contacted
by the Media i.e
 All member of the Emergency Response Team (ERT), both Core and Supporting.
 Any other persons who are likely to be actively involved in Emergency Support Activities.
 Office Secretaries /Receptionists in Emergency Support Activities or in the Annual Table Top
Exercises.
 All Shipboard Senior Officers also receive basic training in Media response, as a minimum.
Media Consultants must also provide periodical Media Training, as required.
Shipboard and Office Personnel are trained in Media Handling during Office-Vessel drills and
Annual Table Top Exercises.
2.4.8 Responding to Family Members/ Next of Kin Callers

The first response to Family Members/ Next of Kin Callers must be such as to show care and concern
for those directly involved, while ensuring that the Caller is directly routed to the responsible Office
Department (note the Information Center).
The response must be:
“Thank you for your call.

I can understand your concern.
Let me first note down your Contact details and the full Name of your Family Member.
I will then transfer you immediately through, to our Crew Department.
If by any chance you get cut off, I will ensure that they have your number to contact you”.
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2.5 IMMEDIATE BUSINESS CONTINUATION

When there is an emergency in the Office, it is critical to ensure that there is Business Continuation.
For this reason, the following must be ensured:
 The Vessels must be notified immediately through other communication channels (i.e. personal e-
mails and Company mobile phones).
 In case there is an emergency in the Office, communications can be continued uninterruptedly,
through the Mobile devices (laptops, blackberries, smart phones etc.), as the Company Servers
are hosted on Google’s Data Centre, located in U.S.A.
 The Communication Systems must be brought back to operations by repair or replacement of
equipment by specialized technicians.
 If necessary, by relocating operations to an alternate location of business.
ALTERNATE BUSINESS LOCATION

The alternate location of business, where Company Operations will be relocated until
normal working conditions are restored in the Company Premises is:
Energean Oil & Gas
Atrina Center
32, Kifissias Avenue, 151 25 Maroussi, Athens, Greece
Telephone: +30 210 8774200
Refer to APPENDIX A –“Business Continuity Plan” of this Manual.
3. RECORD
 Office Emergency Response Checklist EMP/ SECTION 2/ OFF/SOS/003A

 Office Contingency Plan for Hijacking EMP/ SECTION 2/ OFF/SOS/004
 Emergency Response Room Inventory List EMP/ SECTION 2/ OFF/SOS/005
 Media Inquiries Record EMP/ SECTION 2/ OFF/SOS/006
 Media and Claims Poster EMP/ SECTION 2/ OFF/SOS/007
 MEDIA Holding Statement EMP/SECTION 2/ OFF/SOS/100
 Office Secretary’s Standard Media Response EMP/SECTION 2/ OFF/SOS/101
Page 28 of 28
Emergency
SECTION 02A
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OFFICE PREMISES Revision: 01
(004)
EMERGENCY PROCEDURES Eff. Date: 29/02/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2.1 Office Emergency Procedures .................................................................................................. 2
2.1.1 Identification of Company Emergency Situations ......................................................................................... 2
2.1.2 Fire ................................................................................................................................................................. 2
2.1.3 Earthquake ..................................................................................................................................................... 4
2.1.4 Power Failure ................................................................................................................................................. 7
2.1.5 Evacuation ..................................................................................................................................................... 7
2.1.6 Electrocution in Office................................................................................................................................... 7
2.1.7 Persons Trapped in the Elevator .................................................................................................................. 11
2.1.8 Medical Emergencies ................................................................................................................................... 11
2.1.9 Office Visitors.............................................................................................................................................. 12
2.1.10 Office Fire and Earthquake Drills ................................................................................................................ 12
2.2 Immediate Business Continuation .......................................................................................... 14
2. RECORD ................................................................................................................................... 14
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1. PURPOSE
This procedure describes the Emergency procedures of Office personnel.
2.1 OFFICE EMERGENCY PROCEDURES

This section describes the procedures followed by the Company in order to establish Safety in the
Head Office.
2.1.1 Identification of Company Emergency Situations

This section describes the Office Emergency Procedures in order to establish Safety in the Head
Office.
The Company Emergency Situations are the following:
 Fire.
 Earthquake.
 Evacuation.
 Electric Power Failure.
 Medical Emergencies.
 Persons trapped in the Elevator
 Electrocution (Electric Shock)
2.1.2 Fire
The First Action is to raise the Alarm!!
Company’s Office employees must use their best judgment in order to prevent the circumstances
leading to a fire to breakout.
As far as practicable, the Offices premises are equipped with arrangements for Fire Detection, Fire
Alarm and Fire Fighting which, as a minimum shall be in accordance to the National requirements.
All employees must be familiar with the use of such equipment and must be able to assist and protect
any other person in Company’s premises.
The capability of the equipment and personnel to protect against fire must be verified and upgraded
through Quarterly drills.
In case the fire is uncontrollable, the Office employees must:

 Evacuate the building by using the stairs ONLY.
 The Elevator must NEVER be used during a Fire.
 The Roof of the Building must be the LAST choice, in case the staircase is on Fire.
 The Fire Department must be called immediately.
 Once outside the building, a tally must be carried out in order to ensure that no persons are
trapped inside the building.
In case the fire is controllable, a designated and trained employee must try to extinguish it, using a
portable Fire Extinguisher.
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The type of Portable Fire Extinguisher to be used as per the Table below:
DRY POWDER FIRE EXTINGUISHERS
Class Use Definition

Class YES Fires involving combustible
A materials like wood, paper,
textiles, straw, coal, car tires.
They are often found in
commercial and home
buildings.
Class YES Fires caused by combustion
B of liquids or materials that
liquify for example fats, oils,
petrol, paints alcohol and
paraffin.
Class YES Fires caused by combustion
C of gases for example:
hydrogen, natural gas,
methane, propane and
acetylene.
Class NO Fires involving combustible
D metals such as sodium,
magnesium, aluminium,
lithium and potassium. These
types of fires require special
fire extinguishers.
Class YES Fires involving electrical
E equipment
Class NO Fire involving cooking oils

F and fats
A Brief instruction can be : “PASS”

P-ull the pin
A-im the nozzle at base of fire
S-queeze the lever
S-weep
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2.1.3 Earthquake
Company’s Office employees shall be familiar with recommended guidelines addressing the actions
to be taken in the case of an earthquake.
Furthermore, employees must have assessed the risk associated to their area of work and must have
removed hazards, which may lead to accidents in the case of an earthquake.
Earthquake Emergency Procedure

The First Action is to raise the Alarm!!
A. DO NOT PANIC -Remain where you are. Keep calm and don’t panic.
B. During the Earthquake , if indoors:

1. Go at a location identified as “Triangle of Life” ( see photos on next page)
Stay away from swinging doors, or under heavy unsecured objects.
2. Stay away from windows, suspended objects and anything that can tip, fall or drop on
you. If you can’t get under a stable surface, get down low next to a small file cabinet,
chair, couch, or anything stable
3. Cover your head with your arms or hands. With a chair, put your head under it if you
can.
4. Hold on to your cover (chair, table, etc) or brace against a wall until the shaking stops.
5. DO NOT RUSH outside of the building, exposing yourself to falling debris, etc. (walk
out in an orderly manner)
Experience has shown that the greatest point of danger is just outside of entrances and
close to the sides of buildings. Do not use the lifts/elevators.
6. DO NOT TRY TO JUMP out of windows.
You will just injure yourself very badly or even get killed.
C. After the Earthquake is over:

1. Evacuate the building until the building has been inspected to be safe. If outdoors,
move away from building (proceed to the designated evacuation area and wait with the
coordinator until your name is checked off.)
2. Restore your calmness and assist others, as required.

3. If you do not evacuate the building after the earthquake, decide which precautions to
take in case of aftershocks: e.g. close blinds to protect against flying glass, set heavy
items on floor, turn off sensitive equipment, tape shut file cabinets, etc.
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There are two “Schools of Thought” regarding actions to be taken during an Earthquake.
1- The Triangle of Life (older theory)
2- Drop-Cover-Hold On (newer theory)
The “TRIANGLE OF LIFE” School of Thought

The “Triangle of Life” was developed on the assumption that during an earthquake, buildings
ALWAYS collapse.
Many years ago, during earthquakes in Japan, and in the deadly earthquake of Mexico in 1985,
people who had gone under tables etc were crushed to death, while others , who had curled in the
“Triangle of Life” had survived, thanks to the falling tonnage above them being cushioned by the
desks and other heavy furniture.
The safe locations where one must seek refuge during an Earthquake, if following the “Triangle of
Life” School of Thought are the following:
Location in Office Premises Location in Office Premises

Yes Yes
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The unsafe locations which one must avoid during an Earthquake are the following:
Location in Office Premises Location in Office Premises

No! Near Window! No! Near Glass Surface!!
The “DROP! COVER! – HOLD-ON!” School of Thought

Nowadays, Building collapse is less of a danger.
While images of collapsed structures in earthquakes around the world are frightening and get the
most attention from the media, MOST BUILDING DO NOT COLLAPSE AT ALL.
Strict building codes have worked to greatly reduce the potential of structure collapse.
The Buildings now are built stronger and earthquake-resistant.
However, there is a possibility of structural failure in certain building types, especially un-reinforced
masonry and in certain structures before the latest Building codes.
The safe locations where one must seek refuge during an Earthquake, if following the “Triangle of
Life” School of Thought are the following:
In order to decide on which Earthquake protection method one must follow,

one must think of the hazard level of the building he/she is in.
In today’s Modern Buildings, the risk of getting injured or killed by a falling or flying objects is
higher than from a falling roof.
Therefore the new “School of Thought” “DROP! COVER! HOLD ON!” is now implemented world-
wide.
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2.1.4 Power Failure

Company’s Office is equipped with fixed emergency lights, which may assist movements within the
Office in case of power failure.
The Office Building has and emergency Generator which is automatically activated when there is a
Power Failure in the Office.
The elevators must be checked immediately for any trapped persons.
2.1.5 Evacuation
Company’s Office employees must be familiar with the Office escape routes.
Escape rescue plans are displayed in appropriate posts in the workplace.
Escape roads and emergency exits must be kept free and lead to the shortest road to an outdoor or a
rescue area.
Exits to be used in case of emergency must open forward and be equipped with auxiliary lighting.
2.1.6 Electrocution in Office

Electrocution ( Electric Shock ) is one of the Office Hazards, since in the Office Working spaces,
there are many electrical appliances, cords and wires etc .
Faulty switches, frayed flexes and defective appliances can all be causes of electrical shock. Even a
shock from a domestic current - the type used in the home or the workplace - can cause serious injury
or even result in a fatality.
Water is also a very efficient conductor of electricity, so presents an additional risk.
Handling otherwise safe electrical equipment with wet hands, or when you are standing on a wet
floor, greatly increases the risk of electrical shock.
The danger from an electrical shock depends on:
 the type of current,
 how high the voltage is,
 how the current traveled through the body,
 the person's overall health and
 how quickly the person is treated.
The symptoms of electric shock may be:

 Tingling
 Severe burns
 Confusion
 Difficulty breathing
 Heart rhythm problems (arrhythmias)
 Cardiac arrest
 Muscle pain and contractions
 Seizures
 Loss of consciousness
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Electricity may also paralyze the victim, making him/her unable to detach himself /herself from the
electric device. As a result , the damage caused by the electricity is even more severe.
Under certain circumstances, even a small amount of electricity can be fatal.
ACTIONS TO BE TAKEN
Raise the Alarm!!
Ask someone to Call an Ambulance immediately

All victims of electrocution, whether conscious or unconscious require assessment in
HOSPITAL.
Metropolitan Hospital : 210 4809-000 or 1055
ACTION 1- Protect Yourself!!

When approaching a person in contact with electricity, make sure you do not become the next
victim!!
The victim conducts electricity as long as he/she is in touch with the electric circuit.
DO NOT PUT YOURSELF AT RISK!!

DO NOT TOUCH THE VICTIM , unless you are sure that the current is turned off!!
ACTION 2 – Turn off the Power !!

 If possible, switch off the electrical current by, for example , turning of a switch,
disconnecting the contact plug, or shut off the power via circuit breaker fuse box or outside
switch
 Do not get near high-voltage wires until power is turned off .
 Overhead power lines usually are not insulated. Stay at least six (6) meters away if wires are
jumping and sparking.
Action 3- If you cannot turn-off the Power !!

If you cannot switch-off the current quickly, take precautions in order to detach the victim.
Always remember !!
 Damp hands, damp clothes, damp shoes and environment conduct electricity.
Make sure that your hands, clothes and shoes are not damp, when trying to rescue the
victim.
Rubber gloves and boots are good insulation against electricity
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Dry wood, textiles and newspapers are good insulators.

 Put on rubber gloves and rubber boots( if available), or stand on an insulated rubber mat
(Rubber doormats are suitable ) before approaching and touching the casualty.
You can stand on something dry and non-conductive such as dry newspapers or other
paper, telephone book, or wooden board.
VERY IMPORTANT!!
 If the victim is entangled in electrical lines, try to remove the lines with a wooden or plastic
pole ( broom stick), or other suitable non-metal object, making sure it is not damp.
( see sketches below )
Action 4- Provide CPR ( Cardio Pulmonary )- VERY IMPORTANT!!

As soon as the victim is detached immediately -check for Breathing and Heart-beat
 If the casualty is not breathing, give CPR Respiration
 If there is no heartbeat , apply chest compressions
 Don't move a person with an electrical injury unless he or she is in immediate danger.
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CPR TECHNIQUE
1-PUMP
If the victim is not breathing normally, coughing
or moving, begin chest compressions.
Push down in the center of the chest 4-5 cm

inches 30 times.
Pump hard and fast at the rate of
100-120/minute, faster than once per second.
2-BLOW
Tilt the head back and lift the chin.
Pinch nose and cover the mouth with yours and

blow until you see the chest rise.
Give 2 breaths.
Each breath must take 1 second.
Action 5- Check for other injuries

When breathing is restored, check for other injuries i.e
Bleeding
If the person is bleeding, apply pressure and elevate the wound if it's in an arm or leg.
Fractures
There may be a fracture if the shock caused the person to fall.
Burns
Make an assessment for Burns.
Look specifically for two (2) electrical burns:
Electrical burns always come in pairs – an entry wound ( smaller) and an exit wound ( larger)
cool any burned areas with cold water and cover with a clean, non-fluffy, non-sticky dressing
Treat as for heat burns
Apply a bandage. Cover any burned areas with a sterile gauze bandage, if available, or a clean cloth.
Don't use a blanket or towel, because loose fibers can stick to the burns.
Try to prevent the injured person from becoming chilled and wait for Medical Assistance.
Remember !!
The most serious problem is rarely the burn – it is CARDIAC ARREST !!
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2.1.7 Persons Trapped in the Elevator

If any employee or visitor is trapped in the elevator, he must use the dedicated bell to request
assistance.
Thereafter, the emergency numbers are as per above table.
The telephone number of the Elevator Technician can be found in the address book.
The Security Team on the ground floor/ Building Reception have the relevant contact numbers.
2.1.8 Medical Emergencies

Company Doctor
The Company has employed a Doctor, as an external Medical consultant in order to provide Medical
advice and assistance to both Office and Vessel staff.
He has an Office in the Company premises. All Office employees may arrange with the Floor
Secretary appointments for Medical Advice.
Additionally, the Company doctor, provides Medical Advice to all our Fleet Vessels’ Staff..
An Emergency Poster with his name and contact details has been sent to all the Vessels.
The Doctor also participates in Officers’ Conferences lecturing on health issues. He also participates
in Office-Vessel drills providing medical advice.
Medical Chests
Company’s Offices are equipped with Medical Chests containing medicines, and material sufficient
to assist the response to medical emergencies, which may be reasonably expected.
Such medical chests must have an inventory of the items contained, their number and the expiry date
(if applicable) and are being inspected for maintenance/ replenishment by the Office Secretary at
least annually.
The Office secretary ( Assistant to the Company Doctor) must keep an up-to-date list of external
contacts (i.e Contracted Company Doctor), which may offer medical assistance.
Medical Treatment
Employees with adequate training in first aid must be identified and be ready to offer assistance
whenever it is needed.
In case any office employee or visitor needs professional medical assistance, the Company Doctor is
called.
Additionally, procedures are in place in order to be transferred immediately to the nearby hospital.
Local Emergency Contacts
Ambulance 166
Fire 199
Police 100
Emergency Doctor 105/107
Hospital “Metropolitan” ( near Office Premises) +30 210 4809000/1055
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2.1.9 Office Visitors

Persons, who remain in the Company’s premises for extended periods of time and are not Company’s
employees, must receive sufficient information concerning actions in the case of emergencies.
Must an emergency occur, Company’s employees must assist visitors in any way possible.
Furthermore:
 All visitors must first check in at the Building Security Office, at the ground floor.
 The name of the visitor, the date and IN/OUT time must be recorded in the Visitors Log Book.
 A Visitor’s Card must be handed over to the visitor.
 An Identification Badge must be handed over to the visitors and must be visibly displayed while
the visitor is in the Office.
 All visitors must review the “Advice on Health and Security”, which is found plasticized at the
Building Security Office.
 The Building Security Office must notify the Office Receptionists, who in turn will notify the
hosting Office staff.
 The visitor will be taken to the Conference room.
The hosting Office staff must inform the visitor of the following:
 If any Drills are planned (or not) during the time of the visitor’s stay.
 What the visitor has to do in case he/she hears the Alarm,
 Indicate the Emergency Exits to the visitor
 Indicate the designated Smoking Areas.
 Visitors must be accompanied by the hosting office staff at all times.
2.1.10 Office Fire and Earthquake Drills

On a Quarterly Basis (March- June- September- December), an Office Fire and Earthquake drill
must be held in the Office.
Records of such drills must be maintained in Office, by the S&Q Department.
Reference is also made to procedure “Occupational Health & Safety” of Office Manual.
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PREVENTIVE ACTIONS FOR OFFICE EMERGENCIES
No. Fire Prevention Responsible person

KNOW THE LOCATION OF THE ALARM!
1. Know how to use a portable fire extinguisher Each person
2. Do not smoke indoors Each person
3. Limit use of extension cords and multiple outlets Each person
4. Always maintain a First Aid Kit for use in any type of Reception Office secretary
emergency.
5. IT Administrator
Keep off-site duplicate of critical data & sensitive
information which is not in electronic form
Earthquake Responsible person

1. Back-up data and sensitive information, store duplicate IT Administrator
off-site (electronic data and/or other records)
Power Failure Responsible person
1. Do not overload power strips Each person
Communication Failure (or Cyber Attack) Responsible person
1. Install firewall software on network IT Administrator
2. Install antivirus software on all computers and networks IT Administrator
3. Update system protection software regularly IT Administrator
4. Keep off-site duplicates of critical data. IT Administrator
Electrocution Responsible person
1. Call the Hospital and request assistance Company Doctor or other
Office Employee on scene
2. Turn off power – if possible Rescuer
3. Protect yourself before assisting ( wear rubber gloves, Rescuer
shoes, do not use any damp material etc )
4. Provide CPR Rescuer
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2.2 IMMEDIATE BUSINESS CONTINUATION

When there is an emergency in the Office, it is critical to ensure that there is business continuation.
For this reason, the following must be ensured:
 The Vessels’ Master and Officers must be notified immediately through other channels (i.e.
personal e-mails and Company mobile phones).
 In case there is an emergency in the Office, communications can be continued uninterruptedly,
through the mobile devices (laptops, blackberries, smart phones etc.), as the Company Servers are
hosted on Google’s Data Centre, located in U.S.A.
 The Communication Systems must be brought back to operations by repair or replacement of
equipment by specialized technicians.
 If necessary, by relocating operations to an alternate location of business.
Alternate Business Location

The alternate location of business, where Company Operations will be relocated until
normal working conditions are restored in the Company Premises is:
Energean Oil & Gas
Atrina Center
32, Kifissias Avenue, 151 25 Maroussi, Athens, Greece
Telephone: +30 210 8774200
2. RECORD
 Office Emergency Response Checklist EMP/ SECTION 2/ OFF/SOS/003A

 Office Contingency Plan for Hijacking EMP/ SECTION 2/ OFF/SOS/004
 Emergency Response Room Inventory List EMP/ SECTION 2/ OFF/SOS/005
 Media Inquiries Record EMP/ SECTION 2/ OFF/SOS/006
 Media and Claims Poster EMP/ SECTION 2/ OFF/SOS/007
Page 14 of 14
SECTION 03
Manual
(004) Revision: 05
SHIPBOARD EMERGENCY PROCEDURES Eff. Date : 29/02/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 Vessel’s Emergency Organization ............................................................................................ 2
2.1.1 Master’s Overriding Authority....................................................................................................................... 2
2.1.2 Shipboard Emergency Communications / Actions ........................................................................................ 2
2.1.3 Responsibilities of the Shipboard Emergency Response Team ..................................................................... 4
2.1.4 Communication and Record .......................................................................................................................... 5
2.1.5 Log of Events ................................................................................................................................................. 5
2.1.6 Dealing with the Media Onboard / on scene .................................................................................................. 6
2.1.7 Greenpeace .................................................................................................................................................... 8
2.1.8 Corporate Social Media – Company Policy ................................................................................................... 8
2.2 Alarm Signals and Emergency Muster ................................................................................... 10
2.2.1 General Alarm Signal .................................................................................................................................. 10
2.2.2 Fire Alarm Signal......................................................................................................................................... 10
2.2.3 Piracy Attack Signal .................................................................................................................................... 11
2.2.4 Lifeboat / Liferaft Station Signal ................................................................................................................. 11
2.2.5 Order to Abandon Ship ................................................................................................................................ 11
2.2.6 Rescue Boat/Man Overboard Signal ............................................................................................................ 12
2.2.7 Emergency Muster ....................................................................................................................................... 12
2.3 Muster Lists & Emergency Procedures/Instructions .............................................................. 12
2.3.1 Master’s Responsibilities ............................................................................................................................. 13
2.3.2 Items Listed on the Muster List .................................................................................................................. 13
2.3.3 Duties Assigned in The Muster List ............................................................................................................ 13
2.3.4 Points to consider when Compiling the Muster List .................................................................................... 14
2.3.5 Muster Station/ Areas .................................................................................................................................. 15
2.4 Emergency Reporting ............................................................................................................. 15
2.4.1 Reporting of Incidents and Accidents at SEA.............................................................................................. 15
2.4.2 Emergency Reporting to the Company ........................................................................................................ 16
2.4.3 What to report .............................................................................................................................................. 17
2.4.4 Reporting Incidents involving Pollution ...................................................................................................... 19
2.5 Drift Estimation of a Disabled Vessel .................................................................................... 21
2.6 Maximum Possible Oil Outflow .............................................................................................. 22
2.7 Prediction of Oil Spill Movement and Behaviour................................................................... 22
2.7.1 Movement of Spilled Oil ..................................................................................................................................... 23
2.7.2 Local Conditions ................................................................................................................................................. 24
2.7.3 Manual Volume Calculation ............................................................................................................................... 24
2.7.4 Factors which must be considered when making detailed predictions of oil spill movement ............................. 25
3. RECORD ................................................................................................................................... 25
Page 1 of 25
SECTION 03
Manual
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1. PURPOSE
This procedure describes the organization of the Emergency Parties onboard the ship and the
arrangement for recording events during an emergency.
Reference is made to procedure “Drills & Exercises” of this manual and “Analysis of Accidents,
Incidents and Near Misses” of the IMS Procedures Manual.
2. PROCEDURE
2.1 Vessel’s Emergency Organization

This section describes the organization of the Emergency Parties onboard the ship and the
arrangement for recording events during an emergency.
2.1.1 Master’s Overriding Authority
The Master of any Company ship has the overriding authority and responsibility to make
decisions with respect to safety and pollution prevention and to command and direct any action
onboard the ship, which he decides, is necessary for the safe operation of the ship and protection
of the environment.
The Master of any Company ship must not be constrained by the owner, charterer, Company or
any other persons from taking in respect of the above, any decision which, in the professional
judgment of the Master, is necessary.
This includes decisions for the safety of navigation, in particular in severe weather and heavy seas
and in restricted visibility.
This includes the authority to request Salvage assistance (LOF- Valid Edition), if the situation
cannot be handled using the ship’s own resources.
Commercial considerations must not prevail over the Master’s authority and responsibility for the
ship, its crew, safety and protection of the environment.
2.1.2 Shipboard Emergency Communications / Actions

(Refer to organogram on next page)
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2.1.3 Responsibilities of the Shipboard Emergency Response Team
ERT Member Duties and Responsibilities

Master  Is In overall charge of operation onboard.
 Assesses the nature and extent of the incident.
 Informs Port authorities, Qualified Individual (for USA) or RCC of incident.
 Informs Company DPA and Vessel’s Operator
 Informs CSO, in case of Security Incident
 Informs Charterers, as per their Emergency Notification Procedures
 Informs local agent and requests him to contact the local P&I Club
representative.
 Advises the Company’s Head Office of the situation.
 Keeps every one updated at regular intervals and advises of any changes in
the status of the emergency.
 He is the Spot Manager of all emergency situations.
 Requests assistance as deemed necessary.
 Oversees stability evaluation and directs damage control in collaboration
with the Technical department.
 Issues instructions to the C/O and crew.
Chief Officer  Is in charge of deck operations.
 Is responsible for the Vessel’s ERT.
 Stops all cargo/ballast and bunkering operations immediately.
 Keeps Master informed and updated on the situation and of the results of
steps taken.
 Investigates source/cause of incident and decides on actions with the
Master’s approval.
 Works on stability, stresses or damage stability problems, reporting to the
Master.
 Arranges readiness of fire/pollution fighting equipment.
GMDSS Operator  Assists the Master with communications and logs times and facts at each
stage of the incident.
( the 3rd Officer is the GMDSS Officer during Emergencies)
Chief Engineer  Is in charge of bunker operations. Stops bunkering immediately.
 Is in charge of all Engine Department operations and Engine Room ERT
leader.
 Organizes the use of the required equipment.
 Is responsible to take action as directed by the Master.
Officer of Watch  Alerts immediately general alarm by any possible mean and activates the
(OOW) Vessel’s ERT and crew, as required, under the Master’s immediate
surveillance.
 Informs the Master and the C/E immediately.
 Mobilises watch deckhands (e.g. to contain and clean up the spill).
 Transmits/receives reports as ordered by the Master, and keeps log of all
events and progress.
 Mobilises fire-fighting squad, as needed.
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Duty Engineer  Alerts the C/E and OOW of the situation.

 Prepares for fire fighting.
 Assists C/E during bunker operations.
 Ensures sufficient air pressure to deck for portable pumps.
Ratings  Alerts and informs the OOW immediately.
 Prepares for cleaning up with clean up equipment.
2.1.4 Communication and Record
The Master is the only person who will communicate with the Office or any Third Party.
In case the Office requests to speak with another Officer,
the Master must always be present.
2.1.5 Log of Events

Whenever possible, the Log of Events must be completed as the response to the emergency develops.
However, it must be stressed that the Log of Events is secondary to the actions taken to respond to
the emergency.
The Log of Events must provide a comprehensive record of the emergency and include, when
applicable, the following information:
 A time for each entry or occurrence.

 Details of alarms.
 Results of any muster
 Details of emergency: location, type, extent etc.
 Details of response actions.
 Details of results from response.
 Details of personnel deployed.
 Details of any equipment used.
 Details of any persons injured.
 Details of any damage.
 Details of communications from ship to the Company, coastal authorities or others.
The Third Officer is the Record –Keeper during an Emergency.

If for any reason, this is not possible, then the Master must assign this responsibility to another
Officer.
Remarks must be entered in the Deck Log Book.

Any rough notes made during an emergency must be maintained.
Reference is also made to procedure “Analysis of Accidents, Incidents and Near Misses” of the IMS
Procedures Manual (PRO (002))
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2.1.6 Dealing with the Media Onboard / on scene

Following an incident onboard, Media will try to approach the Shipboard personnel for information.
The Master must clearly identify the caller before passing any information.
Unauthorized callers must be referred to the Company for information.
The Master must ensure that no other Officer or crewmember speaks to the Media.
Since all the Company Vessels are provided with Crew Internet, the Vessel’s Crew may send out
information.
In order to eliminate such a possibility, when an Incident takes place, the Master must request from
the Company to temporarily disable /limit Internet and Crew E-mail.
No statements must be given to the Media, Subagents or anyone other than Officials entitled to have
information, (i.e USCG, FBI, Police, PSC, Port Authorities, Flag Inspectors, P& I /H&M).
However, before giving any statement to the Officials stated above, the Office must be advised (the
DPA).
The Company’s nominated representative on the scene of the incident may deal with the Media,
provided that he has been appropriately trained and authorized by the Company Spokesman.
Personal opinions or assumptions of the onboard personnel must never be expressed to outside
parties, and only the persons specifically nominated by the Company shall deal with the Media.
Any approaches from the press or Media must be treated courteously, however contacts with the
Press, Environmental Groups and the general Public must never be undertaken by Vessel’s personnel.
Such approaches are directed to the Vessel at times of great workload and it will cause considerable
distraction and may obstruct/slow down essential and vital activities.
The Master is NOT obliged and must not attempt to provide any information to the Press, Media,
Environmental groups or other Unions and Non-Governmental Organizations (i.e Green Peace) and
must not allow their representatives onboard the Vessel unless he is instructed by the Company to
do so.
Unless otherwise authorized by the Company Spokesman, the Master must avoid any further contact
with the mass Media and the public. He must politely request them to refer to:
 Company Spokesman
 Company Website- Media Statement Link
 Company “Information Center”
The Company “Spokesman”
The Company Spokesman is the Company DPA.

He is the only authorized person to deal directly with the Media, in cooperation with the contracted
Media Consultants.
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Company Website – Media Statement Link

The Company has established a special “Emergency Link: named “Media Statement” inside the
Company Website : www.prime-marine.net.
On this link, during emergencies, the Company uploads a “Media Statement”
This Statement is continuously updated , as further information becomes available.
The Master must request all Media representatives to refer to the “Media Statement” in the
Company’s Website, without giving any further information.
Company "Information Center" telephone number (manned by the Media Contractor ).

The purpose of these arrangements is to relieve the Master of these sometimes-burdensome
responsibilities and to help him maintain a favorable relationship with the press and Media.
This way, the Company shall allow him to deal with the safety and/or environmental problems,
which are the only and main goal for the protection of the Vessel’s safety and the environment.
Questions asked by official investigators at the scene of an accident must not be answered unless
legal counsel is present or unless authority to answer such questions is given by the Company.
If the Master or any personnel are required to answer questions and the authorities do not permit time
for reference to the Company, legal advice must then be obtained through the local agent and the
Company must be informed as quickly as possible.
Although the release of information by shipboard personnel is not allowed, it is recognized that under
the pressing conditions of an incident, an initial statement may have to be given to the press by the
Vessel’s Master.
Therefore the following is recommended as the Master’s MEDIA Statement.
“I am aware that an incident has occurred involving our Vessel – ( name of Vessel ).
I am not the person to give you any details, but we have set up an Information Centre to provide
information on this incident. Please let me give you the telephone number.
(Provide contact number as follows )
Company telephone: +30 210 9464 800 ….. or
Media Representative: Mr. / Mrs. ……… Telephone ….
(The Contact Details of the Media Consultant are found at the beginning of this Manual- after the Manual
Contacts, as well as in the Media Consultants Poster which must be found posted on the Bridge and in the
Emergency Checklist SF/SOS/100- Master’s Media Statement found in the RED SOS File)
Also, you may refer to the Company website: www.prime-marine.net – where a Media Statement
will be uploaded.
Thank you for your call.”
The response from the Vessel’s Bridge (Master) to Media Callers must be to pass the caller to Office
Number and free-up the line without providing any information.
“This is the Bridge (Master) of the (name Vessel). We are involved in an emergency and need this
line urgently to deal with the situation.
I am sorry I cannot take this call. Please call our office on (give number). Thank you”.
(Close the Line!!!)
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2.1.7 Greenpeace
In case “Greenpeace” contacts any Vessel’s Master or places any threat or creates any kind of
harassment, for any reason, the Company must be notified immediately, as well as the Ship’s Agent.
Any contact with Greenpeace representatives must be made smoothly, in a proper and polite manner
and without provocative behaviour and language however, the following must be stressed:
Under no circumstances must the Master or Officers conduct any dialogue/conversation with
Greenpeace or provide any information.
The Master must instruct the Greenpeace representative to direct all inquiries /questions to the
Vessels’ Operator.
No Greenpeace representative must be allowed to board the Vessel without consent from the
Office.
2.1.8 Corporate Social Media – Company Policy

The use of Social Media increases opportunities for employees to remain engaged with the world
beyond their immediate work environment.
It also allows employees to generate content from anywhere in the world.
However, as communication opportunities increase so do responsibilities for employees.
The Company’s Social Media Policy outlines the necessary principles that users of Social Media
must observe, the conditions in which internet activity will be monitored and the actions to be taken
upon violation of the established policy.
The Policy deals with the use and misuse of Social Media platforms and other websites including by
not limited to :
 Social Networking websites such as Facebook, MySpace, Linkedin, Yahoo Groups, QQ.COM
 MicroMedia/ Microblogging websites such as Twitter.
 MultiMedia websites such as Youtube and Flickr
 Online Encyclopaedia sites such as Wikipedia.
 Blogs
 News sites where content and comments can be posted such as CNN Report
 Any other website where user-generated content can be posted for wider viewing and sharing.
The Company expects all individuals to comply with its Policy on Social Media, at all times to
protect the Company reputation.
The policy applies to all individuals working at all levels onboard company Vessels and covers the
use of Social Media during Work and non-work hours, on personal and company-supplied equipment
such as computers, lap-tops and mobile phones.
Company Management and Masters/ Chief Engineers are responsible for ensuring that the standards
set forth by this policy are communicated to their staff and that their own conduct sets a good
example in this respect.
The Company recognized the value of Social Media and expects all shipboard staff to use these tools
responsibly, protecting the Company’s reputation, as they would in traditional Media.
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A. SOCIAL MEDIA GUIDELINES

The following Social Media Guidelines must apply at all times
 Be responsible!
As an employee, any user-generated content could have an impact on the Company’s
reputation, so give careful thought before sharing photographs or video of Company’s assets,
particularly the ships, facilities or people in uniform.
For example, imagery taken during an incident could potentially be harmful to an Incident
investigation process.
 Be accurate and honest
In any circumstance in which you are in doubt, or are uncertain about how to respond to a
post, contact some of the Media contact person, for guidance.
 Don't make posts or comments!
that may be considered obscene, threatening, harassing or embarrassing to others.
 If you post photographs of other people, get their permission first!
 Never use someone else’s copyrights, copyrighted material, trademarks, service marks or
other intellectual property;
 If you see comments relating to the Company that you think must be addressed, contact the
Office ( DPA ) for guidance;
 Do not use the Company logo (in any form) on any personal social Media platform. Use of
any company logo must be approved by the DPA.
 Respect others in any online social interaction. Do not use social Media or any similar form of
communication to attack or insult the Company fellow employees, customers, vendors,
contractors, suppliers, competitors or others.
Employees are referred to the Company’s policies on cultural awareness, ethics and gender
equality which extend to all forms of communications, including the use of social networks
and other new Media.
 Do not disclose any confidential, proprietary or sensitive information about the Company, its
employees, customers, vendors, contractors, suppliers, competitors or others.
 Do not comment on Company-related legal matters, financial performance, competitors,
strategy or rumours.
 If any member of the Media (social or traditional) contacts you about your user-generated
content (i.e., blog post, comment, video), do not engage in a dialogue rather refer them to the
Office or the Media contact persons.
B. VIOLATION OF SOCIAL MEDIA POLICY

Any violation of the Company’s Social Media policy may give grounds for disciplinary action up to
and including termination of employment.
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2.2 ALARM SIGNALS AND EMERGENCY MUSTER

This section describes:
 The General Alarm Signal and the Fire Signal to be used to summon crewmembers and any other
persons on board, to their Emergency Muster Station.
 The signal to be used to summon crewmembers and any other persons on board to their Lifeboat/
Liferaft Station.
 The FINAL order to “Abandon Ship” must be given.
 The signal to summon the Rescue Boat crew.
2.2.1 General Alarm Signal

The General Alarm Signal must be clearly defined on the Muster List.
Seven (7) short blasts followed by a continuous signal for about 20-30 seconds on the ship’s whistle.
In case of Flooding, Oil Spill, the Verbal Announcement to be transmitted by Public Address or by
Radio.
1•- 2•- 3•- 4•- 5•- 6•- 7•---------------------------------- (20-30 seconds)
The signal must continue to sound for sufficient time to enable all personnel on board to be aware of
its significance.
On hearing this signal, all crew and passengers onboard must close the cabin windows
(portholes), switch off the electrical devices, and proceed to their Muster stations, properly dressed,
carrying their life-jackets, their immersion suits and their EEBDs (in case of hazardous cargo vapour
dispersal) and await for instructions.
2.2.2 Fire Alarm Signal
A Fire Alarm is sounded as continuous ringing of the ship’s electrical bell and continuous sounding
of the ship’s horn for 10 seconds or more.
_________ more than 10 seconds_________ ( ship’s bell )
__________more than 10 seconds__________ ( ship’s horn)
The location of the Fire must be made by Verbal Announcement transmitted by Public Address or
by Radio.
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2.2.3 Piracy Attack Signal

As per “Best Management Practices”, a Piracy Alarm must be established, which must be distinctive
from the other alarms, in order to avoid confusion with other alarms, potentially leading to the crew
mustering at the wrong location outside the accommodation.
Five (5) groups of Long blasts followed by one Short Blast ( Letter “N”)
‐‐‐‐‐‐‐‐• ‐‐‐‐‐‐‐‐• ‐‐‐‐‐‐‐• ‐‐‐‐‐‐‐‐• ‐‐‐‐‐‐‐‐‐‐•
During Security Drills, the Piracy Attack Signal must be sounded, so that all Shipboard Personnel are
made familiar with it.
2.2.4 Lifeboat / Liferaft Station Signal
One (1) short blast (0.5 to 1.0 second) and one (1) long blast (1.5 to 2.0 seconds)
repeated for about 30 seconds.
•(0.5-1.0 sec ) ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ ( 1.5-2.0 sec) X ( repeated for 30 seconds )
On hearing this signal all persons on board must:

 Proceed immediately to their Lifeboat/Liferaft Station as described on the Muster List.
 Prepare the Life–Saving Appliances for immediate use.
 Await instructions.
The Master must always give the final “Abandon Ship” order, VERBALLY.
2.2.5 Order to Abandon Ship
The order to abandon ship must be given by the Master,

by “Word of mouth”
“ABANDON THE SHIP”
The verbal order may be transmitted by RADIO .

The Master must ensure that all persons on board are made aware of the order to abandon the ship.
Account must be taken of persons at remote locations.
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2.2.6 Rescue Boat/Man Overboard Signal
Three (3) long blasts (4 – 6 seconds), repeated a few times.
1------------------ 2---------------- 3------------------- X ( repeated 3-4 times)
On hearing the Rescue Boat/ Man Overboard Signal, all crewmembers who have been assigned this
duty, must proceed to the Rescue Boat (or Lifeboat with Engine, as prescribed).
The Master and/or the Watch Officer must initiate the required maneuver of the Vessel according to
the IAMSAR – Volume III, Section 4.
Crewmembers may additionally be advised verbally, that the situation is a call-out of the Rescue
Boat crew.
Crewmembers who are not assigned to this alarm may be assigned duties, as required.
2.2.7 Emergency Muster

When the General Emergency Alarm Signal is sounded the following action must be taken:
A. All crewmembers and supernumeraries must report to their Muster Station, as detailed on the
Muster List.
B. All persons must have their lifejacket and their immersion suit and be properly dressed in warm
clothing. In gas of hazardous vapour dispersal, EEBDs must be worn.
C. A check of all persons must be carried out to identify if anyone is missing.
D. Personnel present on the bridge, in the engine room or at other locations must report their
presence.
E. Any missing persons must be identified and reported to the Master.
All onboard must await instructions from the Master.
2.3 MUSTER LISTS & EMERGENCY PROCEDURES/INSTRUCTIONS

This section describes the procedure for preparing Muster Lists, their contents and the posting of
Muster Lists and Emergency Instructions.
A. The Muster List must specify details of the General Emergency Alarm and Public Address
System, and also the action to be taken by crew when this alarm is sounded.
B. The Muster List must also specify how the order to Abandon Ship will be given.
C. The Muster List must show the duties assigned to the members of the crew
The Muster List must be prepared before the ship proceeds to sea. After the Muster list has been
prepared, if any change takes place in the crew, which necessitates an alteration in the muster list, the
Master shall either revise the Muster list or prepare a new list.
The Muster List must specify substitutes for key personnel who may become disabled taking into
account that different emergencies may call for different actions.
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Absence of an up-to-date Muster List, or crew members found not to be aware of their duties in the
event of fire or an order to abandon the ship,
will give clear grounds for an Expanded Port State Control Inspection.
2.3.1 Master’s Responsibilities

The Master is responsible for the following:
 The original compilation of the Muster List.
 Keeping the Muster List up-to-date at all times.
 Ensuring that the Muster List is prepared and up-dated before the ship proceeds to sea.
 Signing and dating the Muster List.
 Ensuring that copies are exhibited in conspicuous places throughout the ship, including the
Navigating Bridge, Engine Room and Crew Accommodation.
The Master may delegate the task of compiling the Muster List to a suitable Officer.
Any changes in the composition of the crew and the supernumeraries carried on board must be
reflected in the Muster List.
2.3.2 Items Listed on the Muster List

The Muster List must contain the following details:
 The General Emergency Alarm Signal, Fire Alarm Signal & Public address system.
 The Lifeboat / Life-raft Station Signal.
 The Abandon Ship Signal and how the final order to Abandon Ship will be given.
 The Rescue Boat Signal.
 The duties and responsibilities of all the crewmembers on board on hearing an Emergency Signal.
 The action to be taken by all crew members and supernumeraries in hearing an Emergency
Signal.
2.3.3 Duties Assigned in The Muster List

The Muster List must clearly indicate the duties assigned to crewmembers, including the following:
A. Closing of the watertight doors, fire doors, valves, scuppers, side-scuttles, skylights, portholes
and other similar openings in the ship.
B. Equipping of the survival craft and other life-saving appliances.
C. Preparation and launching of the survival craft (s).
D. General preparation of other life-saving appliances.
E. Use of communication equipment.
F. Muster of supernumeraries (if any).
G. Manning of Fire Parties assigned to deal with fires.
H. Special duties assigned in respect of the use of fire-fighting equipment and installations.
I. The Muster List duties must specify substitutes for key persons who may become disabled,
taking into account that different emergencies may call for different actions.
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J. In assigning substitutes, care must be taken to ensure that the Emergency Parties do not become
undermanned or lack leadership. Consideration must also be given to the possibility of an
emergency occurring in port, when key and other personnel may not be on board.
K. The Muster List must show each crewmember’s Lifeboat/Liferaft Station.
L. The Muster List must identify the person(s) whose duty is to ensure that the Life-Saving
Appliances and Fire-Fighting Equipment are maintained in good condition and are always ready
for immediate use.
M. The Muster list must show the duties assigned to members of the crew in relation to
supernumeraries onboard (Superintendents, crew relatives, technicians etc) in case of
emergencies. The duties must include:
 Warning the supernumeraries
 Seeing that they are suitably clad and have donned their lifejackets correctly.
 Assembling the supernumeraries at the Muster stations.
 Keeping order in the passageways and stairways.
 Ensuring a supply of blankets is taken over to the survival craft.
N. The Muster List must identify the person(s) whose duty is to operate the GMDSS.
O. Downloading and carrying the VDR Data.
P. Carrying the Vessel’s Log Books and Seamens’ Books/ Passports
In the case of a Serious Maritime Accident/Incident involving the Vessel,

the Master must be responsible to save the data of the VDR.
2.3.4 Points to consider when Compiling the Muster List

The Manning of the Survival Crafts
 There must be a sufficient number of crewmembers, (who may be deck officers or certificated
persons onboard), for operating the survival craft and the launching arrangements required for
abandonment by the total number of persons onboard.
 The person in charge and the person second in charge of a lifeboat must be designated. This
person must be a Deck Officer or must have a Certificate for Survival Craft.
 However, the Administration, having due regard to the nature of the voyage, the number of
persons onboard and the characteristics of the ship, may permit persons practiced in the handling
and operation of liferafts to be placed in charge of liferafts instead of persons qualified as above.
 The allocation of personnel to the Survival Craft must take into account the skills of the persons
allocated.
 Each Lifeboat must have a person assigned to it, who is capable of operating the engine and
carrying out minor adjustments.
 The person in charge of the survival craft must have a list of the survival craft crew and must
ensure that the crew under his command is acquainted with their duties.
 In lifeboats, the second-in-command must also have a list of the lifeboat crew.
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2.3.5 Muster Station/ Areas

The Muster Station must be readily accessible from the Accommodation and all other work areas.
The Muster Area(s) must be illuminated by lighting supplied from the Emergency Switchboard.
2.4 EMERGENCY REPORTING

This section describes the format for reporting an emergency to the Company and/or third parties.
Reference is made to procedure “Analysis of Accidents, Incidents and Near Misses” of the IMS
Procedures Manual.
2.4.1 Reporting of Incidents and Accidents at SEA

Communication in any incident is extremely important.
In the event of an emergency situation the Master is to report the event to the Company and to all
other relevant parties as soon as possible.
The Master shall immediately report to the Coastal Station responsible for that geographical area in
which the Vessel is sailing:
 any incident or accident affecting the safety of the ship, such as collision, running aground,
damage, malfunction or breakdown, flooding or shifting of cargo, any defects in the hull or
structural failure;
 any incident or accident which compromises shipping safety, such as failures likely to affect the
ship's manoeuvrability or seaworthiness, or any defects affecting the propulsion system or
steering gear, the electrical generating system, navigation equipment or communications
equipment;
 any situation liable to lead to pollution of the waters or shore of a Member State, such as the
discharge or threat of discharge of polluting products into the sea;
 any slick of polluting materials and containers or packages seen drifting at sea.
The reporting procedure to be followed by the Master or other authorised person is based on the
“General principles for the Vessel reporting system and Vessel reporting requirements, including
guidelines for reporting incidents involving dangerous goods, harmful substances and/or marine
pollutants” adopted by the IMO Resolution A.851 (20) as amended by MEPC.138(53).
In the event of incidents or accidents at sea as referred above:
 the Vessel’s managing Company, the Vessel’s Master and the Owner of the dangerous or
polluting goods carried on board must, in accordance with National and International law,
cooperate fully with the competent National Authorities, at the latter's request, with a view to
minimising the consequences of an incident or accident at sea.
 The Master of the Vessel shall inform the Company of any incident or accident which occurs at
sea. As soon as it has been informed of such a situation, the Company must contact the competent
Coastal Station and place itself at its disposal as necessary.
 Only the Master may authorize the dispatch of a Distress, Urgency or Safety Message from the
Ship.
The Format of a Distress Message is found in the International Code of Signals.
Details of how to send a distress, urgency or safety message and the format of the message must
be posted or be readily available in the following locations :
o On the Bridge, close to the VHF
o Close to the Main Communication Equipment.
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All Bridge Officers must be aware of how to send a Distress, Urgent or Safety Message.
They must also be aware of the function of the SSAS Alert System and how to operate it.
2.4.2 Emergency Reporting to the Company

The Company must be informed of any emergency on board, as soon as practicably possible.
The first contact must be made to the Company DPA and/or the Alternate DPA.
During an Emergency , the Master’s initial call must be to the DPA , using the
COMPANY EMERGENCY TELEPHONE NUMBER

+30 210 9464 999
The line is imminently diverted to the DPA’s mobile telephone
If the DPA’s mobile line is busy or un-reachable, then the call, after 5 rings is automatically
diverted to the mobile telephone numbers of following ERT Members :
 Operations Manager
 Marine/Vetting Manager
 Deputy DPA
( See relevant DPA /Alternate DPA Placard )
Following the Master’s Initial Notification, using the Company Emergency Telephone
Number, stated above, and after the Emergency Response Team has been summoned in the
Emergency Response Room, the contact with the Master will be made using
ERR Speaker Phone Line : +30 210 9464 905
which enables all the members of the ERT to listen to the conversation between the Master
and the ERT Members.
Other lines in the ERR are : +30 210 9464 839 /840
Other Contacts must be made using the number(s) detailed on the Emergency Contact List.
The report must be made by telephone in the first instance.

An Emergency Report in writing must follow the Initial Contact.
The message must be sent by the fastest means available.
The Standard Emergency Reporting Format must be used when transmitting in writing a message to
the Company regarding an emergency onboard.
Masters must not wait until they have all information available before advising the Company and the
relevant parties but must pass whatever information is available as soon as possible, in order to
activate the Company Emergency Response Team immediately.
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If the Master is incapacitated or unable to make the calls, another Officer must make the required
notification.
All messages, concerning Emergencies must be sent to the e-mail address

Emergency@prime-marine.net
All written messages sent by the Master to Third Parties,

must be sent as “cc” to the Office
to the e-mail address
Emergency@prime-marine.net
All Communications to 3RD Parties must be made as per the Shipboard Emergency Communications /
Actions Diagram in previous paragraph.
2.4.3 What to report

The Master must report ( as per PRO (002)- Section 14- § 1.1- Definition of Accidents / Incidents)
: An uncontrolled or unplanned event, or sequence of events, that results in a fatality
Accident
(Injury) or injury to a seafarer(s) or 3RD Party onboard or whilst ashore on company business
(Terminal, Pilot Station, STS Location etc).
: An occurrence when there is damage to property, machinery, pollution or spillage of
Incident
cargo or bunkers, environment or property An event, or sequence of events, which
has occurred directly in connection with the operation of a ship that endanger, or if
not corrected, could endanger the safety of a ship, its crew or any other persons or
the environment and / or property.
 Fire  Mooring Incident
 Explosion  Hazardous Material release/involved
 Collision  Oil Spill in water
 Allision  Oil Spill onboard
 Grounding  Cargo Transfer
 Flooding  Ballast Transfer
 Steering Failure  Heavy Weather Damage
 Machinery Failure  Ice Damage
 Lost or reduced power  Fire-Fighting Equipment Failure
 Lost or reduced propulsion  Jetty Contact
 Electric Power Failure/ Black-out  Security Incident
 Structural Failure  Cyber Security Incident
 Damage to Navigation Aids  Any other
Any accidents, damage or suspected damage to other Vessels or property which have been caused by
the Vessel or its personnel. (i.e Contact with Bridges, Jetty contact , damage to Buoys etc ).
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Further Guidance on Reporting:
A. Notification of damage caused by a Company Vessel to a Third Party

Whenever the Company Vessel causes damage to another Vessel or other property , the Master must
notify the Company as soon as possible, first orally ( to activate the Company’s Emergency Response
Team ), and then in writing, following the Emergency Communication Format.
Any damage caused by the Vessel to buoys, beacons or other aids to navigation must be reported
without delay to the appropriate local authority.
B. Notification of Damage caused to the Company Vessel by a Third Party

Whenever a Vessel incurs any damage, expense or delay because of an accident due to the action of
any third party, the Master must notify such third party, in writing if possible, of the occurrence and
the damage.
It is not necessary to inform the third party that the Company will hold them responsible for a loss, as
such notice will be given in appropriate cases by the Company.
Survey of Damage Involving outside parties

Whenever damage is sustained, which may result in a claim against or by another party, the
Company must be notified immediately so that a Joint Survey of the damage can be arranged.
C. Salvage Services Rendered

In a case where a Company’s Vessel renders, or is called upon to render salvage services, no
agreement as to compensation or reward may be made except as directed by the Company.
The Master must try to obtain from the Master of the Vessel or person in charge of the property to
which the salvage service has been rendered, a statement indicating the nature and extent of service,
that the salvaged property is safe and that no further aid is necessary.
Entries must be made in the Bridge logbook summarising the services rendered and giving details of
time lost due to salvage operations, stores or equipment consumed and any injuries sustained by
Vessel’s personnel.
Entries must be made in the E/R logbook indicating the use made of machinery and equipment and
whether this was excessive or otherwise and details of fuel, water and engine stores or equipment
consumed. Company must be kept fully advised of the progress of the salvage service.
D. Cargo Loss or Contamination

Any loss or contamination of cargo must be reported to the Company as soon as possible, giving full
particulars as to cause and extent of the damage.
E. General Average
When the Vessel is carrying cargo and incurs expenses of a general average nature, the Master must
immediately notify the Company.
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2.4.4 Reporting Incidents involving Pollution
A. Duty to Report a Pollution Incident

 The Master of the ship involved in an accident involving pollution, or other person having charge
of the ship, must promptly report the particulars of such an incident without delay and to the
fullest extent possible, in accordance with the provisions of the Protocol.
 In the event of the ship being abandoned or in the event of a report from such ship being
incomplete or unobtainable, the Owner, Charterer, Manager or Operator of the ship, or their
Agent must, to the fullest extent possible, assume the obligations placed upon the Master.
B. Methods of Reporting
 Each report must be made by radio, whenever possible, -but in any case- by the fastest
channels available at the time the report is made.
 Reports made by radio must be given the highest possible priority.
 Primary Communication
 Verbal report via Satcom Telephone must always be followed by a confirmatory
written message.
 Fax message must be sent as soon as possible.
 Secondary Communication
Listed below in order of priority:
 Verbal reports via Satcom Telephone.
 Verbal reports via VHF Coast Radio Station (where possible).
 Fax messages via Satcom.
 Telex messages via Satcom.
 Verbal messages via Radio Telephony (HF or MF radio).
 Written messages via Radio Telegraphy (HF or MF radio).
C. Whom to contact
The Master is responsible for reporting any incident involving an oil spill or a substantial threat of an
oil spill to:
 The nearest Coastal State Authorities:
o As per MSC-MEPC .6/ Circ 12- Annex 2- List of National Operational Contact Points
responsible for the receipt , transmission and processing of Urgent Reports on Incidents
involving harmful substances including Oil from Ships to Coastal States (as found in
SOPEP, SMPEP, CCP, PCSOPEP, VRP)
o In the absence of a listed contact point, or where the responsible Authority cannot be
contacted by direct means without delay, the Master is advised to contact by the quickest
available means :
a) The Nearest Coast Radio Station
b) The designated ship movement reporting station
c) The Rescue Co-ordination Centre (RCC).
d) Such station may be obtained from the Admiralty List of Radio Signals NP 281 (1)
& (2).
 The Company: Initial Call to the DPA or Alternate DPA
 P & I Representative
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 H & M Representative
 Classification Society, if necessary
 Local Agents
Where no local Agents are appointed in advance, the Masters are required to obtain details
concerning local reporting procedures upon arriving to port.
 Port Authorities & Contacts
 Salvage Contractors, if necessary
 Charterers ( Headquarters and ‘on-site” team)
 Cargo Owners
 Contracted Repair Team, if necessary
 Vetting companies – as per their requirements, i.e. Exxon Mobil requests to be notified at
the e-mail address: incident@exxonmobile.com
If at Terminal :
 Terminal/loading master.
 Local fire department (in case of explosion and /or fire).
D. When to make reports

The report must be made when an Oil Spill incident involves:
 A discharge or probable discharge of oil or noxious liquid substances above the limited level -for
whatever reason- including those for the purpose of securing the safety of the ship or for saving
life at sea; or
 A discharge or probable discharge of harmful substances in packaged form, including those in
freight containers, portable tanks, road and rail vehicles and ship-born barges; or
 Damage, failure or breakdown of a ship of 15 meters in length or above which:
 Affects the safety of the ship, including but not limited to collision, grounding fire, explosion,
structural failure, flooding and cargo shifting, or
 Results in impairment of the safety of navigation, including but not limited to failure or
breakdown of steering gear, propulsion plant, electrical generating system, and essential ship-
borne navigational aids or
 A discharge during operation of the ship of oil or noxious liquid substances on excess of the
quantity or instantaneous rate permitted under the present Convention.
E. Contents of the Report

Each report must contain in general:
 The Identity of the ship.
 The Nature of the damage.
 The time and date of the occurrence of the incident.
 The geographic position of the ship when the incident occurred, proximity to land, traffic density
and navigational hazards.
 Weather, tide, current and sea state at the time of the incident.
 Details relevant to the condition of the ship.
 Assistance and salvage measures.
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Each report must contain in particular:

 A clear indication or description of the harmful substances involved, including, if possible, the
correct technical names of such substances (trade names must not be used in place of the correct
technical names).
 A statement or estimate of the quantities, concentrations and likely condition of harmful
substances discharged or likely to be discharged into the sea.
 Where relevant, a description of the packaging and identifying marks, and
 If possible, the name of the consignor, consignee or manufacturer.
Each report must clearly indicate whether the harmful substance discharged, or likely to be
discharged is oil, a noxious solid substance or a noxious gaseous substance and whether such
substance was or is carried in bulk or contained in packaged form, freight containers, portable tanks,
or road and rail tank wagons.
Each report must be supplemented -as necessary- by any other relevant information requested by the
recipient of the report or other information which the person sending the report deems appropriate.
F. Supplementary Report
When possible, any person -who is obliged under the provisions of the Protocol to send a report-
must:
 Supplement the initial report, as necessary, with information concerning further developments.
 Comply – as far as possible-with requests from affected States for additional information
concerning the incident.
The full format of a reporting message is contained in MARPOL 73/78 Protocol 1 - Appendix, which
is identical to the procedure described here in.
All Reports must be copied to the Company
2.5 DRIFT ESTIMATION OF A DISABLED VESSEL

If the Vessel becomes disable for any reason, the Master shall assess the situation for any imminent
dangers and shall contact with no delays the head office using the emergency contact numbers.
Depending on the nature of the incident, the Emergency Response Team (ERT) shall assess the
dangers and urgency for requiring assistance from external private or public organizations.
Depending on the location, the relevant Coastal State shall be notified accordingly.
To avoid the imminent risk of grounding, the ERT in coordination with the Master shall estimate the
Vessel’s drifting pattern by using all available information.
The Vessel will drift under the influence of wind, current and wave forces. The initial drift direction
can be influenced by the way in which the Vessel’s head is directed.
The Master shall observe and inform to ERT the following:
 Drift behaviour,
 Trim.
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The ERT shall calculate the drift taking into consideration the four main effects:
 Wind force,
 Wave force,
 Current force,
 Ships resistance when it is travelling through the water.
If it is determined that the Vessel is heading towards a dangerous situation, alternative options to
achieve a possible change in drift direction and/or speed shall be considered.
This can be achieved by:
 Use of engines when steering is lost,
 Trim change,
 Giving the Vessel a list,
 Putting the rudder hard over the downwind position,
 Heel positioning of rudder whilst steering capacity is still available,
 Use of Anchors.
In water too deep for an anchor to reach the bottom, lowering the anchor (or anchors) to about 80
meters will reduce downwind progress. The anchor and cable may have the effect of a drogue** or
sea anchor and could help to keep the Vessel’s head into the weather.
It must be noted that 80 meters of cable and anchor must be possible as this length is normally within
the designed capabilities of most windlasses.
** A drogue (also known as a storm drogue) is a device trailed behind a boat on a long line attached
to the stern. A drogue is used to slow the boat down in a storm and to prevent the hull becoming side-
on to the waves.
Reference publication for estimating Vessel’s drift:
 Peril at Sea and Salvage (A Guide for Masters) – ICS, OCIMF
Emergency Response Services shall be contacted for the calculation of the Vessel’s drift.
2.6 MAXIMUM POSSIBLE OIL OUTFLOW

The oil outflow performance of double hull tankers which comply with MARPOL regulation 13F (3)
may be different. In order to calculate the oil flow different methodologies can be used with the most
popular the probabilistic methodology and best available tanker accident damage statistics.
The outflow parameters can be calculated through a computer program and provided by the Vessel’s
ERS (Emergency Response Services) provider in case of an emergency.
2.7 PREDICTION OF OIL SPILL MOVEMENT AND BEHAVIOUR

It is necessary to determine the type, characteristic, quantity and location of spill and to incorporate
a number of environmental factors to make an accurate prediction on the spill’s movement, changes
in characteristics due to weathering and to predict coastal marine areas potentially at risk.
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Predictions of the movement of oil must be made at the following intervals after location of the spill
has been determined: one (1) hour, three (3) hours, six (6) hours, twelve (12) hours, twenty four (24)
hours and 48 hours. These predictions must be updated following each new weather forecast. The
spill will need to be constantly monitored and any changes in the spill’s appearance noted. This will
enable the accuracy of the movement and weathering predictions to be assessed and updated.
2.7.1 Movement of Spilled Oil

In accurately predicting the direction of movement of an oil spill, knowledge of tides, currents and
wind speed and direction is essential. Oil will normally move at 100% of water speed (current) and
approximately 3% of the wind speed. The figure on the next page indicates how this information can
be used for this purpose.
Some tidal stream and current information is contained on hydrographic charts of the area and must
be used in conjunction with tide tables for the appropriate day.
Wind speed and direction must be obtained from the ship’s Captain reporting the spill. Additionally,
weather forecasts will be obtained from the Meteorological Office.
Most of the weathering processes, such as evaporation, dispersion, dissolution and sedimentation,
lead to the disappearance of oil from the surface of the sea, whereas others, particularly the
formation of water-in-oil emulsions ("mousse") and the accompanying increase in viscosity, promote
its persistence.
The speed and relative importance of the processes depend on factors such as the quantity and type
of oil, the prevailing weather and sea conditions, and whether the oil remains at sea or is washed
ashore.
Ultimately, the marine environment assimilates spilled oil through the long-term process of
biodegradation. The main processes that cause an oil to weather are described below and
summarized in the following diagram.
An indication of oil movement in relation to currents and winds is as follows:
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The influence of 3% of the wind speed combined with 100% of the current speed results in the
movement of oil from A to B
Note: Wind blows FROM the specified direction whereas currents flow TOWARDS the specified
direction.
2.7.2 Local Conditions

The assessment of the spill’s movement must consider local variations to predict values. The wind
will have an effect on the direction of travel of an oil slick. Strong tidal currents can substantially
modify wind effects, and reference must be made to appropriate Hydro graphic Department nautical
charts of the area for details. In other coastal areas, a combination of wind and tide will determine
the direction of movement.
The part which has a high risk of a spill has the following characteristics:
 The port experiences a high-energy coastline exposed to southerly, westerly and northerly
winds.
 The currents generally tend towards north and seaward. This must be taken into account
when planning the method of recovery of a spill.
To assist in tracking spills, it must be noted that a spill response, the use of ocean capable boom must
be assessed on the day. However, their use will become marginal, when winds exceed 20 knots and
wave heights reach 1 meter.
Predictions of the slick movement after the initial time using the manual calculation method will be
ineffective after this time.
Predictions must be verified by surveillance at sea carried out by fixed-wing aircraft, helicopter or
visual observation from sea-level.
Aerial surveillance will enable:
 determination of the size, quantity and location of the slick;
 determination of the movement of the slick;
 noting any changes in appearance and distribution of the slick; forecasting of coastal
marine areas potentially at risk; and reporting effectiveness of response measures.
Reliable local knowledge, if available, is invaluable.
2.7.3 Manual Volume Calculation

Currently, the most reliable method of assessing slick thickness is by visual colour comparison.
A Guide to the Relation between Appearance, Thickness and Volume of Floating Oil:
Oil Type Appearance Approximate thickness Approximate volume

(estimated from the (m3/km2)
appearance)
Oil Sheen Silvery >0.0001mm 0.1
Oil Sheen Iridescent >0.0003 mm 0.3
Crude and fuel oil Black /dark brown >0.1mm 100
Water-in-oil emulsion Brown/roan >1mm 1000
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2.7.4 Factors which must be considered when making detailed predictions of oil spill movement
 Currents tides,
 Weather (including wind direction and speed),
 Wave height (sea state),
 Sea temperature, salinity spill size / volume (m3),
 Spill thickness (estimated by colour, e.g. Sheen, rainbow,)
 Type of oil spilled (viscosity, pour point, specific gravity, dispersion, evaporation,
 Satellite imagery tidal current atlas,
 Local sources (spill responders, fishermen, recreational boats),
 Aerial surveillance.
3. RECORD
 Master’s Media Statement EMP/SECTION 3/ SF/SOS/100
 Emergency Reporting to the Company EMP/SECTION 3/ SF/SOS/001
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FOLLOWING AN EMERGENCY Eff. Date: 31/08/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 General ..................................................................................................................................... 2
2.2 Drug and Alcohol Post- Incident Testing Following a Qualifying Incident ............................ 3
2.3 Drug and Alcohol Testing Following a Serious Marine Incident (SMI) in USA Territorial
Waters ................................................................................................................................................ 3
2.4 Specimen Collection Kits .......................................................................................................... 4
2.5 Review and Evaluation of the Emergency Procedures Manual and Emergency Response
Plans after an Incident or Drill ........................................................................................................... 4
2.6 Responding to Emergencies (Lessons Learnt)-Vessel Procedure ............................................ 5
2.6.1 Keep Good Document Control! ............................................................................................ 6
2.6.2 Be alert! ................................................................................................................................. 6
2.6.3 Take Photos! Take Samples! ................................................................................................ 6
2.6.4 Take care of the people onboard! .......................................................................................... 7
2.7 Responding to Emergencies (Lessons Learnt)-Office Procedure ............................................. 7
2.7.1 Communication with the Vessel............................................................................................ 7
2.7.2 Periodic Summoning of the Emergency Response Team ..................................................... 7
2.7.3 Keep Good Document Control! ............................................................................................ 7
2.7.4 Be proactive! ......................................................................................................................... 8
2.7.5 Be alert! ................................................................................................................................. 8
2.7.6 Request photos to be taken (if applicable) ............................................................................ 8
2.7.7 In case of Oil Spill, request Samples to be taken ................................................................... 8
2.7.8 Use specialized External Resources, if and when required ................................................... 9
2.7.8.1 Classification Societies .................................................................................................................................... 9
2.7.8.2 P&I Club / H&M ............................................................................................................................................. 9
2.7.8.3 Request support /advice from the Flag Administration ..................................................................................... 9
2.7.8.4 Cooperation with Coast Guard........................................................................................................................... 9
2.7.9 Last, but most important! Take care of the people onboard! ............................................... 10
2.7.9.1 Provision of necessities ................................................................................................................................. 10
2.7.9.2 Hospitalization .............................................................................................................................................. 10
2.7.9.3 Psychological Support/ Specialist Post Trauma Support .............................................................................. 10
2.7.9.4 Family Liaison Arrangements....................................................................................................................... 10
2.7.9.5 Arrangements for additional Shipboard Support Personnel .......................................................................... 10
2.7.9.6 Trained Negotiators & Specialized Resources .............................................................................................. 11
2.7.9.7 Supply of Equipment/Stores/ Spares that have been used during the Emergency ........................................ 11
2.7.10 Request for Crew Dispensation, if required ....................................................................... 11
2.7.11 Protect the Company’s Public Image – Involve specialized Media Consultants! ............. 11
2.7.12 Verify the ability of the Vessel to resume its voyage ........................................................ 11
2.7.13 Table Top Exercises between Office and Vessels ............................................................. 12
3. RECORD ................................................................................................................................... 12
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1. PURPOSE
This procedure describes the actions to be taken following an emergency situation onboard and
ashore and defined by:
 OCIMF – “Guidelines for the Control of Drug and Alcohol Onboard Ship”-2nd Edition, June
2020
 For USA -46 CFR Part 4 - § 4.06-3 –“Requirements for Alcohol and Drug Testing following a
Serious Marine Incident”.
2. PROCEDURE
2.1 GENERAL
Post-Incident Drug and Alcohol Testing is mandatory after any:
 Qualifying Incident -as per OCIMF or
 Serious Marine Incident (SMI)- as per USCG requirements
within the time intervals of the following paragraphs.
All persons engaged or employed onboard the vessel, who are directly involved in the incident,
must be tested for Alcohol and Drugs.
If a Pilot is onboard during the SMI, he must also be tested.

In case he refuses, this must be immediately reported to the Port Authorities and to the Company.
A relevant Bridge Log Book Entry must be made.
If testing by Shore Screening Company is not possible, due to the Vessel’s position or safety concerns,
the Shipboard Personnel must initially test one another for Alcohol (using the Vessel’s Alcometer,
until such test is possible by a Shore Screening Company
The Master must test all crew and must himself be tested by an Officer.
All such tests must be conducted in the presence of a witness (e.g the Third Officer).
Even in the case of such Emergency Alcohol Tests, the relevant form SF/SAQ/412-“Unannounced
Alcohol Test”, must be filled in, “ticking” the box “Testing Occasion- Incident Investigation”.
A relevant entry must be made in the Deck Log Book.
Thereafter, Drug and Alcohol Testing, by Shore Screening Company should be arranged the soonest
possible.
When a person is injured requiring medical treatment ashore, and the Alcohol & Drug Tests, by fluid
or urine specimens is not possible within the OCIMF time intervals of maximum eight (8) hours, then
urine samples should be obtained, immediately after the injury, in order to be landed ashore, when the
injured person is transferred to a shore medical facility, for testing of Alcohol and Drugs.
Only oral fluid or urine specimens are to be used for a post-incident Drug test.
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2.2 DRUG AND ALCOHOL POST- INCIDENT TESTING FOLLOWING A QUALIFYING INCIDENT
As per the OCIMF Guidelines for the Control of Drug and Alcohol Onboard Ship – Second Edition –
June 2020 – page 19- Post Incident Testing:
Drug and Alcohol Testing are to be conducted as soon as possible after the qualifying incident.
 For Alcohol: within two (2) hours after the occurrence of the incident.
 For Drugs: within eight (8) hours after the occurrence of the incident
If longer than two (2) hours, but within eight (8) hours,
BOTH the Alcohol and the Drug testing should be conducted
and the reason for delay validated and documented.”
OCIMF defines a “Qualifying Incident” when:

 A person sustains injuries requiring more than first aid.
 A person is involved in a high consequence Near Miss.
 An environmental incident, process safety incident, community impact, or property damage
incident, as determined by the vessel or terminal site supervisor/manager.
2.3 DRUG AND ALCOHOL TESTING FOLLOWING A SERIOUS MARINE INCIDENT (SMI) IN USA
TERRITORIAL WATERS
As per OCIMF Guidelines for the Control of Drug and Alcohol Onboard Ship – Second Edition –
June 2020 – page 19- Post Incident Testing:
“International Flag Vessels, experiencing a USCG-defined Serious Marine Incident (SMI) in USA
Territorial Waters must perform a post-incident Drug and Alcohol Test in accordance with USCG
specimen collection and testing requirements”.
The Drug & Alcohol Testing requirements after a Serious Marine Incidents are specified in
46 CFR Part 4- §4.06-3 “Requirements for Alcohol and Drug Testing following a Serious Marine
Incident”.
USCG requires that all personnel involved in a Serious Marine Incident are tested as follows:
 For Alcohol: within two (2) hours after the occurrence of the incident.
 For Drugs: within thirty two (32) hours after the occurrence of the incident.
This applies to all persons engaged or employed on board the vessel who are directly involved in the
SMI.
In the event that safety concerns related to the SMI, do not permit the testing for :
 Alcohol: within two (2) hours, the testing must be conducted as soon as possible, but not later
than eight (8) hours following the incident.
Alcohol testing is not required to be conducted more than 8 hours after the occurrence of the
SMI. ( 46 CFR 4.06-3 § (a) iii )
 Drugs: If safety concerns directly related to the SMI prevent the collection of drug-test
specimens from being conducted within 32 hours of the occurrence of the incident, then the
collection of drug-test specimens must be conducted as soon as the safety concerns are
addressed. ( 46 CFR 4.06-3 § (b) ii )
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Every effort will be exercised by the Company to carry out the Drug and Alcohol Tests,
within the OCIMF Maximum Time Interval of eight (8) hours, even for incidents in USA Waters.
The USCG defines a Serious Marine Incident as:

(46 CFR- Part 4- § 4.03-2 and USCG Form CG-2692B Version 07/19 valid until 31/07/2022)
 One or more deaths.
 An injury that requires professional medical treatment beyond first aid, and in the case of a
person employed on board a vessel in commercial service, which renders the individual unfit to
perform routine vessel duties.
 Damage to property in excess of $ 200,000.
 Actual or constructive loss of any vessel subject to inspection under 46 USC 3301.
 Actual or constructive loss of any, self-propelled Vessel, not subject to inspection under 46 USC
3301, of 100 gross tons or more.
 A Discharge of 10,000 gallons or more of oil into navigable waters of the United States, as
defined in 33 USC 1321.
 A discharge of a reportable quantity of a hazardous substance into the navigable waters of the
United States.
 A release of a reportable quantity of hazardous substance into the environment of the US
environment.
The Drug and Alcohol Tests following an SMI must normally be conducted by a Qualified Shore
Screening Company, appointed by the USCG/PSC or by the Company.
It is the Company’s Policy to appoint the Shore Screening Company immediately after the incident
occurrence and to notify USCG/PSC accordingly.
2.4 SPECIMEN COLLECTION KITS

All Vessels must have a sufficient number of urine-specimen collection kits, which must be readily
accessible for use following a Serious Marine Incident.
All company Vessels have been supplied with such kits, which are found in the Hospital room and
are inventoried on a 6-months basis.
(See Form -Surgical Equipment Inventory- under Additional Mandatory items - with the title “Drug
& Alcohol Sampling Kit”).
After a Serious Marine Incident and when it is obvious that the time frame for the Drug & Alcohol
Tests cannot be met, the Master must collect urine samples, using the Collection Kit, and store them
in a refrigerator chamber until handing them over to the Shore Screening Company.
2.5 REVIEW AND EVALUATION OF THE EMERGENCY PROCEDURES MANUAL AND EMERGENCY
RESPONSE PLANS AFTER AN INCIDENT OR DRILL
This section describes the actions after the finalization of an Office-Vessel Drill or an actual
emergency situation.
On conclusion of an emergency situation or an Office-Vessel Drill where the Emergency Procedures
Manual and Emergency Response Plans have been used, a “Review and Evaluation Meeting” must
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take place in the Head Office, in which, as a minimum, the ERT Members or Drill Participants must
attend.
The Drill results must by discussed during the Month’s Safety Meeting on board the Vessel involved
in the real Emergency or the Drill.
During these "Review and Evaluation" meetings the following issues shall be addressed:
 Suitability of the Emergency Procedures Manual and the Emergency Response Plans in meeting
their purpose.
 Effectiveness of the Emergency Procedures Manual and Emergency Response Plans in
responding to emergencies.
 Identification of areas and methods of improvements to the Emergency Procedures Manual, the
Emergency Response Plans and Training need (as required).
 Evaluation of the actions followed both by the ship and shore ERT.
 Corrective and Preventive action to be taken for avoiding similar incidents.
Minutes of such “Review and Evaluation” Meetings must be made available in Office to all ERT
members and others, as required (Office-Vessel Drill Circulars).
The Drill Evaluation must also be distributed to the Fleet Vessels (Office-Vessel Drill Circulars).
All parties directly involved must comment on the effectiveness of the ERT and make suggestions for
the improvement of the Emergency Procedures and Emergency Checklists and any need for
additional training.
The Emergency Procedures Manual the other Emergency manuals (SOPEP/SMPEP/VRP, etc.) may
only be modified and/or updated with the written agreement of the COO and/or the DPA.
The S&Q department, in consultation with other Department Heads and Vessels’ crews,
Administers the maintenance, update and periodic revision of the Emergency Procedures Manual and
the Emergency Response Plans, following DPA approval.
Lessons learnt from real incidents and exercises are taken into account when updating the
Emergency Procedures Manual and the Emergency Response Plans.
The S&Q Department shall keep records of all lessons learnt and of all subsequent improvements,
corrective actions and resolution.
Where a member of crew has been involved in an operational incident, there may be a need for either
retraining or further development, which shall be immediately addressed.
2.6 RESPONDING TO EMERGENCIES (LESSONS LEARNT)-VESSEL PROCEDURE

This section includes various practices which were tested during real emergencies or exercises and
proved to be very helpful.
Reference is also made to procedures “Drills & Exercises” of this manual and “Analysis of
Accidents, Incidents and Near Misses” of the IMS Procedures Manual.
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FROM PREVIOUS EXPERIENCE (EMERGENCIES AND EXERCISES) THE FOLLOWING LESSONS WERE
LEARNT:
In regular time intervals, set by the Master, all communications must stop.
The Master must summon the Shipboard Emergency Organization and brief and be briefed on the
status.
This is very important for further coordination of actions taken.
Upon the occurrence of any serious Incident /Accident, the VDR Data must be downloaded within
4-5 hours, following instructions by the DPA and must be held in the Master’s safe.
This must be recorded in the Bridge Log Book.
The DPA must be informed in writing that VDR data were downloaded.
The VDR Data must NOT be removed from the Master’s Safe and handed to Authorities or other
Organizations, without the written authority of the DPA/ Alternate DPA.
Additionally:
2.6.1 Keep Good Document Control!
 If an incoming message is not clear and readable, the sender must be contacted and must be
requested to resend it.
 The pages of the incoming faxes must be checked against the cover page which states the
number of attachments, to ensure that all have been received (the content of missing pages
may be very important in decision-making and actions to be taken).
 The contents of the messages must be read very carefully. If the contents of the messages are
not clear, the sender must be contacted for clarification (assumptions can be dangerous or
misleading).
 When important notifications /messages are sent by the ERT to Third Parties, an assigned
person must contact them and ensure that they have received them. (Critical issues have been
delayed, in cases where the message had not been received).
2.6.2 Be alert!
 Review all incoming messages with great attention.
 Try to screen all the incoming messages and telephone calls.
 During an emergency, various amateurs may contact the Master trying to sell their services
(helicopter leasing, Diving Companies, Media Consultants etc)
 Always contact the Office for such cases.
 Do not give any information to various reporters.
2.6.3 Take Photos! Take Samples!

 Take photos. Sometimes one photograph of the damage is more helpful than numerous
worded reports and provides objective evidence.
 In case of Oil Spill, take samples. Duplicate samples must be taken of oil on the Vessel and
from the locations where the oil was found on the water. Samples must be taken and sealed in
the presence of non-crew witnesses (USCG, Harbor Master, etc).
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2.6.4 Take care of the people onboard!

 Following a serious incident /accident make sure that all crew onboard are safe and that they
have all necessities (clothing, drinking water, adequate victualling etc). For any problem the
Office must be notified immediately.
2.7 RESPONDING TO EMERGENCIES (LESSONS LEARNT)-OFFICE PROCEDURE

This section includes various practices which were tested during real emergencies or exercises and
proved to be very helpful.
Reference is also made to Section 10 - “Drills & Exercises” of this Manual and Section 14 -“Analysis
of Accidents, Incidents and Near Misses” of the IMS Procedures Manual.
FROM PREVIOUS EXPERIENCE (EMERGENCIES AND EXERCISES), THE FOLLOWING LESSONS WERE
LEARNED:
2.7.1 Communication with the Vessel

During an emergency, and after the first notification received from the Master, ask the Master to
contact the Office, instead of the Office calling the Master.
If the Office calls the Master continuously, they might interrupt him from very important activities
for meeting the emergency.
Instruct the Master to have one of the Vessel’s telephone lines open with one Office designated
telephone line, which will be continuously on “SPEAKER PHONE”, if considered necessary.
Leave the telephones of the Emergency Room free for incoming calls.
If the members of the Emergency Team would like to make a call, it is better to go to another space,
other than the Emergency Room. In this way, there will be no delay in incoming telephone calls,
which may be crucial, and the noise in the Emergency Room will be kept low.
In this way, people on the other line will not be able to overhear other conversations in progress that
they are not supposed to know. I.e a Media Person is waiting on the line and can listen to a
background telephone conversation between the DPA and USCG etc.
2.7.2 Periodic Summoning of the Emergency Response Team
Every one (1) hour, the DPA/ ERT Coordinator, must stop all communications, summon the ERT
and brief and be briefed on the status.
This is very important for further coordination of actions taken by all ERT members.
Additionally:
2.7.3 Keep Good Document Control!
For Example:
 If an incoming message is not clear and readable, the sender must be contacted and requested
to resend it.
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 The pages of the incoming faxes must be checked against the cover page which states the
number of attachments, to ensure that all have been received. The content of missing pages
may be very important in decision-making and actions to be taken.
 The contents of the messages must be read very carefully. If the contents of the messages are
not clear, the sender must be contacted for clarification (assumptions can be dangerous and
misleading).
 When important notifications/messages are sent by the ERT to Third Parties, an assigned
person from the Office must contact them and ensure that they have received them. Critical
issues have been delayed, in cases where the message had not been received.
2.7.4 Be proactive!
For Example:
 If crew injury has been reported, the Company must not delay its response, waiting for the
Medical Report of the Hospital/Clinic.
 Arrangements for crew replacement must be made immediately, especially for key Shipboard
Personnel.
 If an incident has taken place (i.e. grounding, collision, etc) which may create doubts as to the
implementation of the Company’s Watchkeeping, Disciplinary procedures, Drug & Alcohol
Policy, etc., then the Office must arrange for an immediate Drug & Alcohol Test by a
specialized Shore contractor, before Port Authorities request it.
(refer to paragraph 2.1 –“Drug and Alcohol Testing” of this procedure).
 In case of a serious incident, the Ship Manager and/or Marine Superintendent must be sent on
the spot. In case another Ship Manager /Superintendent happens to be around the incident
area, it would be very useful to send him onboard, until the Ship Manager arrives.
Immediate Company representation is always appreciated by Local Authorities.
2.7.5 Be alert!
 Review all the incoming messages with great attention.
 Try to screen the incoming messages and telephone calls.
 During an emergency, various amateurs may contact the Company trying to sell their services
(helicopter leasing, Diving Companies, Media Consultants, etc).
 Use your contracted Consultants/Services/Suppliers, or always refer to your Port Agent.
 Do not give any information to various reporters.
 Only the Company Spokesman, in cooperation with a contracted Media Consultant may have
contact with the Press/Media.
It is strictly forbidden for any other Company employee to give such statements.
2.7.6 Request photos to be taken (if applicable)

 Sometimes one photograph of the damage, etc is more helpful than numerous worded reports.
2.7.7 In case of Oil Spill, request Samples to be taken

 Duplicate samples must be taken of oil on the Vessel and from the locations where oil has
been found on the water.
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 Samples must be taken and sealed in the presence of non-crew witnesses (USCG, Harbor
Master, etc).
2.7.8 Use specialized External Resources, if and when required

By utilizing external resources, valuable time can be saved, and the outcome is usually more
effective.
External resources may include Media consultants, specialized surveyors, lawyers, etc.
2.7.8.1 Classification Societies

As per Company Emergency Response Procedures, the Classification Society is always notified by
the Technical Department, and their attendance on site is requested, in order to carry out an initial
evaluation of the damage, and to assess the ability of the Vessel to continue its voyage and
operations.
Communication with the Classification Societies must be made, depending on the emergency
situation and its escalation, actions taken and their results. An assessment must be made to determine
any further actions required, in order for the Vessel’s recovery to be ensured.
2.7.8.2 P&I Club / H&M

As per Company Emergency Response Procedures, the P&I Club and H&M are always notified and
their attendance on site is requested, in order to assess the damage and facilitate the recovery process,
and appoint local legal advisors, as required.
The P&I Club is mobilized in all cases i.e for Crew Injuries and for Damages to the Vessel, spills to
the environment etc.
When crew are injured, the attendance of two P&I representatives is always requested i.e one for the
Crew and one in order to deal with the Incident (Vessel damage and/or pollution).
Depending on the seriousness of the Incident, a P&I Contact number may be established for all
claims.
This contact must then be made available in the Company Web-site.
This will reduce the numerous incoming communication in the Office during the period of crisis,
and will permit the ERT to deal with the real emergency.
Communication with the P&I Club/ H&M must be made, depending on the emergency situation and
its escalation and additional needs.
2.7.8.3 Request support /advice from the Flag Administration

The support and advice of the Flag Administration must be requested, as required i.e in cases of mass
rescue, pirate attacks and kidnapping of crew etc.
2.7.8.4 Cooperation with Coast Guard

When an incident occurs the nearest Coastal Authorities are notified as per the requirements of
SOPEP/SMPEP/PC SOPEP. Following the Vessel’s Notification, the Office Emergency Response
Team must be in close cooperation and contact with the Coastal Authorities.
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During incidents which occur in USA, as per standard emergency procedures, the QI is always
notified, who in turn notifies and mobilizes the USCG.
Thereafter, the Office Emergency Response Team closely cooperates with the QI and the USCG.
2.7.9 Last, but most important! Take care of the people onboard!
2.7.9.1 Provision of necessities
Following a serious incident/accident, make sure that all crew onboard are safe and that they have all
necessities (clothing, drinking water, adequate victualling, etc.)
2.7.9.2 Hospitalization
If crew have been injured, arrange hospitalization using the quickest means of transportation (i.e.
helicopter), and request that the agent assign a person to provide frequent follow-up. Keep the
Manning Agent informed on all developments.
Personnel who receive any medical treatment after an incident, either onboard or ashore are
repatriated, in order to ensure that they fully recover.
2.7.9.3 Psychological Support/ Specialist Post Trauma Support

If after a serious incident/accident, crew onboard are not injured but are in a state of shock
(I.e. death of colleagues) arrange for specialist Post Trauma psychological support if necessary.
Personnel reported to be under stress after an incident, are always repatriated for full recovery.
2.7.9.4 Family Liaison Arrangements

If after a serious incident/accident, crew have been injured and are hospitalized, the Company
requests from the Agent to provide a dedicated Agent’s Employee to escort the injured and remain in
hospital.
His contact details are made known to the Manning Agent, who may call any time and be informed
of the health status of the injured. Family members may call on this mobile phone and request to
directly talk to the injured relative (if he is a position to speak).
If the crew members’ next of kin, cannot speak English, the Company requests from the Manning
Agent, to nominate an employee of the Manning Agency as Family liaison.
2.7.9.5 Arrangements for additional Shipboard Support Personnel

If after an incident the Master is continuously kept busy by the Authorities for investigation, send
another Company-experienced Master to join the crew, even if the Ship Manager and/or
Superintendent is on the scene.
It is very important and helpful for crew to have a Senior Shipboard Officer, who speaks their
language and has shared similar experiences.
Additional evaluation of manning needs must be made, as per Flag Administration’s and Vessel’s
requirements.
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2.7.9.6 Trained Negotiators & Specialized Resources

The Company may mobilize additional resources to support crisis management i.e
 Trained negotiators may be appointed in cases of Piracy Attacks which result in kidnapping,
keeping hostages etc.
 Specialized Legal Advisors may be appointed for the Investigation of very serious Incidents.
 Specialized Media Consultants may be appointed to deal with the Media, Social Media, News
Broadcasts etc, during very serious Incidents.
2.7.9.7 Supply of Equipment/Stores/ Spares that have been used during the Emergency
Any consumables (especially those directly related to Safety) must be immediately replenished
i.e Fire Extinguishers, CO2 System, Medical Oxygen Cylinders etc.
2.7.10 Request for Crew Dispensation, if required

A Crew Dispensation must be requested from the Flag Administration, if for any reasons the Ship’s
Manning Certificate is affected.
If for example the Master is incapacitated and the Chief Officer must temporarily assume the
Master’s duties without being the holder of a Master’s certificate, then a Crew Dispensation is
required.
2.7.11 Protect the Company’s Public Image – Involve specialized Media Consultants!
Following an incident, various organizations or individuals may contact the Company, for the
purpose of raising claims for damage to their property etc. Do not ignore them.
When an Incident occurs, the contracted Media Consultant must immediately be notified in order to:
 Prepare an initial Media Holding Statement
 Monitor Media and Social Media
 Receive calls from Media and Claimers
 Participate in Broadcasts , TV, Interviews etc
 All other actions required to reduce the negative impact on the Company’s Public image
2.7.12 Verify the ability of the Vessel to resume its voyage

Following an incident, the Office must evaluate the ability of the Vessel to resume its passage.
This must be made, in close cooperation with:
 The Master.
 The attending Company representatives (Technical and/or Marine Superintendents).
 Class Surveyors on site.
 P&I and H&M Representatives on site.
 Port Authorities.
 Classification Society (SERS etc).
If the Vessel needs urgent repairs, these must be carried out at the nearest Repair Yard.
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2.7.13 Table Top Exercises between Office and Vessels

In order to ensure effective Emergency Response, the Company organizes Office-Vessel Drills.
The number of such exercises (Drills) depends on the size of the Fleet.
The results and the lessons learnt are circulated to all Fleet Vessels (Table Top Exercise Booklet),
which must be found filed onboard in Box File SAQ.
Guidance on Drill preparation is provided in Form SF/SOS/000A- “Drill Preparation Checklist”.
Guidance on Master’s Statement to the Media is found in Poster SF/ SOS/ 100 (under SOS Forms).
(A Detailed procedure regarding Table Top Exercises is found in Section 10–“Drills and Exercises”
of this Manual).
3. RECORD
Shipboard Forms
Shipboard Emergency Response Checklist EMP/SECTION 05 / SF/SOS/000
Shipboard Drill Preparation Checklist EMP/SECTION 10 / SF/SOS/000A
Office Forms
Office Drill Preparation Checklist EMP/SECTION 10/ OFF/SOS/003
Office Emergency Response Checklist EMP/SECTION 02/ OFF/SOS/003A
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SHIP EMERGENCY ACTIONS Eff. Date: 31/08/2020
Contents
1. Emergency Reporting to Company.......................................................................................... 3
2. Abandon Ship .......................................................................................................................... 3
3. Collision ................................................................................................................................... 5
4. Critical Equipment failure ....................................................................................................... 6
5. Emergency Cargo Transfer ...................................................................................................... 7
6. Excessive List .......................................................................................................................... 8
7. Grounding or Stranding ........................................................................................................... 9
8. Hull/Structural Failure ........................................................................................................... 10
9. Hull Leakage .......................................................................................................................... 11
10. Tank Overflow ....................................................................................................................... 12
11. Towing ................................................................................................................................... 13
12. Stress & Stability ................................................................................................................... 14
13. Shipboard Spill Mitigation Procedures .................................................................................. 15
14. Transfer System Discharge .................................................................................................... 17
15. Fire in Engine Room .............................................................................................................. 18
16. Break Away from Jetty During Oil Cargo Operation ............................................................ 22
17. Helicopter/Ship Operations.................................................................................................... 23
18. Fire and Explosion ................................................................................................................. 24
19. Oil Spill –record Keeping and Sampling ............................................................................... 25
20. Bomb Threat – Initial Action ................................................................................................. 26
21. Stowaway–actions to be taken after they are found .............................................................. 27
22. Stowaway Questionnaire (By P&I Club)............................................................................... 28
23. Stowaway Questionnaires (By North of England) ................................................................ 28
24. Containment System Failure .................................................................................................. 28
25. Submerged / Foundered ......................................................................................................... 29
26. Wrecked or Stranded ............................................................................................................. 30
27. Hazardous (Gas or Toxic) Vapour/Liquid Release................................................................ 31
28. Bridge Equipment Failure ...................................................................................................... 34
29. Recovery from unstable situation .......................................................................................... 35
30. Piracy File .............................................................................................................................. 38
31. Cargo Jettisoning of Gas, Oil or Noxious Liquid Substances (Emergency Discharge) ........ 38
32. Main Engine or Boiler Explosion .......................................................................................... 42
33. Cargo Tank Integrity Failure (for gas carriers only).............................................................. 43
34. Large Scale (Mass) Rescue – Vessel Emergency Checklist .................................................. 44
35. Main Engine Failure .............................................................................................................. 44
36. ECDIS Failure (WHEN Navigating PAPERLESS) .............................................................. 46
36A. ECDIS GNSS Failure ............................................................................................................ 47
36B. ECDIS GYRO Failure ........................................................................................................... 48
36C. ECDIS Speed log Failure ..................................................................................................... 48
37. Man Overboard ...................................................................................................................... 49
38. Electric Power Failure ........................................................................................................... 51
39. Steering Gear Failure ............................................................................................................. 53
40. Fire in Pumproom .................................................................................................................. 54
41. Fire in Accommodation ......................................................................................................... 56
42. Uncontrolled Venting ............................................................................................................ 59
43. Fire on Deck- Non Cargo....................................................................................................... 60
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44. Fire on Deck- oil .................................................................................................................... 61

44A. Fire on P/V Valves or on Mast Riser ..................................................................................... 62
45. Chemical Fire on Deck .......................................................................................................... 64
46. Pollution ................................................................................................................................. 65
47. Bunker Spill ........................................................................................................................... 66
48. Major flooding ....................................................................................................................... 67
48A. Flooding in Engine Room ...................................................................................................... 68
48B. Flooding in Pumproom .......................................................................................................... 69
49. Gyro Compass Failure ........................................................................................................... 70
50. Hose Burst – Pipe Fracture .................................................................................................... 71
51. Loss of Anchor....................................................................................................................... 72
52. Emergency discharge in case of loss of Pumps (FOR Oil/Chemical Vessels) ...................... 73
53. Emergency Procedures during Cargo Operations (for LPG VESSELS) ............................... 74
54. Loss of Life ............................................................................................................................ 83
55. Rescue from Enclosed Space ................................................................................................. 86
56. Cyber Security Emergency- Response Plan .......................................................................... 89
56A. Vessel Business Continuity Plan – Server Malfunction ......................................................... 90
57. Emergency in Terminal ........................................................................................................ 91
57A. Fire in Terminal....................................................................................................................... 91
57B. Terminal General Emergency ................................................................................................. 92
57C. Terminal Vapour Release ........................................................................................................ 93
57 D. Terminal – Expecting Severe Weather .................................................................................. 95
58. Heavy Weather ...................................................................................................................... 96
59. Record .................................................................................................................................... 98
Note: For ECDIS Failure reference is made to “Navigation & Mooring Manual” ............................. 99
In case of Emergency situations please refer to the corresponding stand-alone Manuals,

as applicable:
1. Ships Security Plan
2. Emergency Towing Booklet
3. SOPEP / SMPEP
4. VRP
5. Recovery of Persons from the Water
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1. EMERGENCY REPORTING TO COMPANY

Refer to Emergency Procedures Manual (004)–SECTION 03- “Shipboard Emergency Procedures”.
2. ABANDON SHIP
Abandon Ship Procedure
 Sound the Lifeboat Station Signal.

 One (1) Short Blast (0.5 to 1.0 second) and one (1) long blast (1.5 to 2.0 seconds) repeated for
about 30 seconds.
 Transmit a DSC Distress message by VHF-MF/HF- INMC.
 Assemble at muster station with lifejackets and immersion suits.
 Adjust the Course to provide best launching conditions for survival craft.
 Check the Crew members at Boat station. If absence, start search.
 Check that crew are wearing life jackets, immersion suits, and appropriate clothing and
equipment for survival.
 After crew assembled, prepare crafts and deploy the Ship side-boarding ladders.
 Lower the boats to the embarkation level-winch operator.
 Check that life rafts are ready to be launched.
 Ensure that the painters are set correctly.
 Master’s or his appointed Deputy’s to verbally order “ABANDON THE SHIP”.
 Start of Emergency Generator.
 Shut off M/E, Aux machinery and pumps.
 Secure Propeller.
 Inform Company if time permits.
 Embark Crew.
 Lower Life boats and life rafts into the water. Start Life Boats engine.
 Gather all emergency crafts together and away from casualty at a safe distance.
 Commence standard survival procedures.
The following items to be taken to the Lifeboats:

A. Lifeboat radio (if carried).
B. EPIRBs/SARTs.
C. Survival craft “walkie-talkie” portable radios.
D. Extra Food, water and blankets (if time permits).
E. Vessel’s Log Books (at least Deck and GMDSS).
F. Passports & Seamen Books of all crew.
G. VDR Information and CCTV Footage (where time and other responsibilities permit
(MSC/Circ.1024)).
H. Sextant.
I. Chronometer.
J. Almanac and Nautical Tables.
K. Charts (as applicable).
L. Additional medical items and equipment (if time permits).
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M. Immersion suits and thermal protective aids.

N. Pyrotechnics from bridge.
O. Line Throwing Apparatus.
P. Additional engine fuel.
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3. COLLISION
Collision Procedure
 Sound the General Alarm.

 Switch on Flood and Deck lights.
 On VHF Ch16, warn e ships in the vicinity.
 Call the Master.
 Alter course or speed to minimize the effects of a collision.
 Stop Main Engines (unless circumstances dictate otherwise).
 Consider grounding if this will avoid collision.
 Advise the Engine Room.
 Start the Fire Pumps.
 Operate the Deck Water Spray System.
 Alert Oil Spill Team.
 Consider the use of Anchors.
 Close the watertight doors.
 Exhibit “NOT UNDER COMMAND” Lights and Shapes.
 Have ready at radio, details of ship's position and any other information necessary for a
distress/urgency message.
 Muster the crew and conduct a tally of personnel-check if any person is injured.
 Sound all Tanks and bilges.
 Check for oil spillage.
 Check for cargo system damage/leakage.
 Check for flooding.
 Check the extent of the damage.
 Check for fire.
 Check for pollution.
 Advise nearest Coastal State.
 If the ship is threatened by grave and imminent danger and requires immediate assistance,
transmit a Distress call and message.
 Take samples of oil on Vessel, if oil spill occurs.
 Advise the Company using the Emergency Contact List and Emergency format.
 Alert the Office Emergency Response Team.
 Request Damage Stability Assistance.
 Secure data on the VDR, after DPA’s instruction, 4-5 hours after the incident occurrence.
Record this in the Bridge Log Book. The USB must not be removed from the Master’s safe
without the written authority of the DPA/ Alternate DPA.
 CCTV Footage.
 ECDIS Preserve.
 Conduct Alcohol Tests using the Vessel’s Alcometer, and collect urine samples for Drug Tests
within 2 hours after the incident.
(All crew including the Master and if Pilot is onboard, including the Pilot).
 Take Photos.
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 Maintain Course Recorder and Data Logger with collision time.

 Fix Vessel’s Position on Chart & enter record in Log Book.
 Maintain Incident Log.
 Check Log Book Records-Course –Speed- Visibility prior to Collision.
 Estimate and Record Angles of Impact.
 Record times of events prior to Collision –Sound Signals and Engine Movements etc.
 Record details of other Vessel (Name, Flag, where from & Cargo).
 Determine of other Vessel needs Assistance or Stand by.
4. CRITICAL EQUIPMENT FAILURE
 Report Casualty (Internal).

 Alert Ship’s Crew.
 Implement Emergency Response Plan procedures.
 Initiate required Notification of Agencies and Company.
 Verify Vessel’s Position.
 Alert other Vessels in area.
 Establish and maintain regular communications with appropriate Maritime Government
Agency.
 Determine if ship’s force is capable to repair the source of the casualty.
 Determine the estimated time of repair completion.
 Determine need for commercial salvage assistance.
 Prepare ship’s personnel to initiate Oil Spill Mitigation and removal action is warranted.
 Determine cause of casualty.
 CCTV Footage.
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5. EMERGENCY CARGO TRANSFER
 Ensure that bits of sufficient strength are suitable located inboard of enclosed fairleads to
receive eyes of monitoring ropes.
 Establish ship compatibility.
 Establish radio communication.
 Determine method of approach, mooring and unmooring procedures and which ship will
provide moorings.
 Test the engines, steering gear and controls for good order.
 Check fenders and handling equipment for good order (if applicable).
 Prepare contingency plan.
 Plug and seal scuppers.
 Establish efficient deck watch paying particular attention to moorings, fenders, hoses and
manifold observation.
 Tightly close and seal area of sea and overboard discharge valves of cargo system.
 Check and prepare fire-fighting and anti-pollution equipment for use.
Record this in the Bridge Log Book. The USB must not be removed from the Master’s
safe without the written authority of the DPA/ Alternate DPA.
 CCTV Footage.
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6. EXCESSIVE LIST
Cargo Shifting /Excessive List Procedure

 Notify the Master.
 Slow down (Speed Reduction).
 Determine the cause of list.
 Consider stopping/altering the course.
 Assess the effect of list on Hull, Machinery, pumps, and pipes.
 Check for any Oil Spillage/Threat of discharge.
 Alert the Oil Spill Response Team.
 Exhibit Lights/Shapes.
 Check Crew for Absences/Injury.
 Monitor VHF – Channel 16.
 Warn the Vessels in the vicinity.
 Switch on flood and deck lights.
 Sound all tanks and bilges.
 Take samples of oil onboard, if Oil Spill occurs.
 Complete notification procedures on information from Master.
 Fix Vessel’s position on Chart and Log Position.
 Maintain an Incident Book.
 Determine the assistance needed: tug – salvage-navy-rescue.
 Assess the Vessel’s seaworthiness and ability to right herself.
 Compile information for damage stability assistance. Emergency Response Centre (on which
Vessel is subscribed) must be contacted and give relevant approval prior changing any weight
allocation onboard.
 Alert the Emergency Response Manager and Team.
 If appropriate, advise the nearest Coastal State.
 Advise the Company using the Emergency Contact and Emergency format.
 Secure CCTV Footage.
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7. GROUNDING OR STRANDING
Grounding Procedure

 Stop the Engines (unless circumstances dictate otherwise).
 Alert Vessel Emergency Response Team.
 Advise the Engine Room.
 Close the water-tight doors.
 Exhibit “aground” lights and shapes.
 Switch on the deck lighting.
 Make sound signals (if appropriate).
 Have ready, at radio details of ship's position and any other information necessary for a
distress/urgency message.
 Warn other ships in the area.
 Muster crew and conduct a tally of personnel.
 Prohibit all smoking. Eliminate other sources of ignition.
 Check for flooding.
 Check for damage to cargo system. If leakage, operate water spray.
 Check for pollution.
 Sound tanks. Compare with previous readings.
 Take over-side soundings. Assess the nature of the sea-bed.
 Check tide. Assess the effect of rising/falling tide.
 Close down non-essential equipment.
 Maintain Accommodation and Engine Room gas free.
 Close down E/R intakes if cargo liquid/vapour or bunker fuel may enter system.
 Compile information for Damage Stability Assistance Emergency Response Centre (on which
allocation onboard.
 Take photos.
 ECDIS Preserve.
within 2 hours after the incident.
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8. HULL/STRUCTURAL FAILURE
Hull / Structural Failure Procedure

 Slow down (Speed Reduction).
 Inform the Engine Room.
 Consider stopping – altering course.
 Determine the extent of the damage.
 Assess implications and threat of Oil Spillage – Loss of Fuel.
 Alert Vessel’s Emergency Spill Response Team.
 Exhibit Lights and Shapes.
 Check crew for absence or injury.
 Monitor VHF - Channel 16.
 Warn Vessels in the vicinity.
 Switch on flood and deck lights.
 Sound all Tanks and Bilges.
 Take samples of spill.
 Complete notification procedures (on information from the Master)
 Fix Vessel’s position on chart and log position.
 Maintain an Incident log and complete an incident report.
 Compile information for Damage Stability Assistance Emergency Response Centre (on which
allocation onboard.
 Take photos.
 Conduct Alcohol Tests by Alcometer and take urine samples for Drug Testing.
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9. HULL LEAKAGE
 Secure Isolation Valves.

 Secure Pumping (if applicable).
 Notify transfer facility / Vessel – if applicable.
 Report casualty (internal).
 Alert Vessel’s Crew.
 Initiate required Agency and Company notifications.
 Initiate Oil Spill removal and verity containment.
 Determine location and survey extent of casualty.
 Determine rate flow loss, structural stability and stress conditions.
 Establish stability and salvage plans.
 Coordinate shore side Emergency Response Resources.
 Document all actions and events.
 Ascertain cause of casualty.
 Determine corrective action.
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10. TANK OVERFLOW
 Secure Product flow.

 Secure Pumping.
 Verify scuppers secured.
 Drain the IG Line.
 Notify transfer facility / Vessel.
 Report casualty (internal).
 Alert Vessel’s crew.
 Initiate required notification of Agencies and Company.
 Notify Vessels in area.
 Initiate Oil Spill removal and verify containment.
 Use slop dump valves, if available.
 Survey extent of incident.
 Conduct Perimeter Survey.
 Coordinate shore-side clean-up support resources and planning needs.
A. Oil Discharge Notification Checklist.
B. Stress and Stability Checklist and Damage Stability Assessment Forms.
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11. TOWING
ACTION TO BE TAKEN MASTER TOWING MASTER

Determine towing and arrangement that will best suit the  
intended voyage or emergency.
Consider size, horsepower and manoeuvrability of assisting ship  
when deciding upon towing arrangement.
Determine whether distressed Vessel must be towed from the  
bow or the stern.
Establish early communication to exchange information, decide  
what preparations must be made.
Consider the means for transferring the towing hawsers between  
the two ships.
Choose fixed fairlead or chock with largest possible radius of  
curvature.
Maintain radio communication during connecting up operation.  
 Secure data on the VDR, after DPA’s instruction, 4-5 hours 
after the incident occurrence. Record this in the Bridge Log
Book. The USB must not be removed from the Master’s
safe without the written authority of the DPA/ Alternate
DPA.
REFERENCE : “PERIL AT SEA AND SALVAGE: A GUIDE FOR MASTER”
LIST OF INFORMATION TO BE TRANSMITTED TO THE TOWING SHIP
A. Usable Strongpoints : Type , Dimensions , Working Strength in Metric Tons ( one half ultimate strength )
1. For a stopper :Maximum and minimum size of chain accepted
2. For a towing bracket :
Clearance width between side plates
Length and thickness of towing bracket pin
Clear distance between back of pin and front of side plates
3. For bitts ( ships not fitted with special strong point )
Diameter of bitts
Possibility of using two pairs of bitts simultaneously
Working strength in metric tons ( one half ultimate strength )
B. Fairleads : Internal Dimensions ( dimensions of horizontal and vertical axes ) , distance between
fairlead and strongpoint , Position in relation to ship’s centreline and deck.
C. Other components available onboard
1. Existence of chafing chain : Diameter , Grade, Length , dimensions to open link
2. Existence of towing pennant wire : Diameter , Length, Strength
3. Other components , if any
Possibility of using ship’s winches in order to haul towing wire onboard.
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12. STRESS & STABILITY
Provide Initial Vessel Casualty Report:

 Departure Loading Condition.
Provide Initial Damage assessment report :
 Current Loading Condition: Cargo / Ballast.
 Current Loading Condition: Fuel.
 Current Ship situation: Draft, Trim and List.
 Damage: Location and extent from preliminary Survey.
Provide follow –up damage assessment report :
 Condition of the Ship: Extent to which aground.
 Soundings around the Vessel from detailed Survey.
 Condition of the Ship: Draft – forward , amidships ( port and starboard ),
and aft from detailed survey.
 Condition of the Ship: Cargo and fuel loss or change.
in amount or disposition from detailed survey.
 Auxiliary Systems: from detailed Survey.
 Secure data on the VDR, after DPA’s instruction, 4-5 hours after the incident occurrence. Record
this in the Bridge Log Book. The USB must not be removed from the Master’s safe without the
written authority of the DPA/ Alternate DPA.
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13. SHIPBOARD SPILL MITIGATION PROCEDURES
RANK DUTIES
Master Overall in charge of operation on board. Reports incident as required
(Section 2 of SOPEP Plan).
Remains as owners’ senior representative until relieved by the Qualified Individual.
He will inform :
 Coastal States.
 Local and /or Terminal Authorities of Incident.
 Local Agents.
 Local P & I Club Representative.
 Prime Management.
 Charterers (after contact has been made with Prime Marine Management).
 Ship’s Owners.
 Shore Based Damage Stability Service.
 Secure data on the VDR, after DPA’s instruction, 4-5 hours after the incident
occurrence. Record this in the Bridge Log Book. The USB must not be removed
from the Master’s safe without the written authority of the DPA/ Alternate DPA.
General Secretary to Master.

Officer Transmits and receives reports as ordered by Master. Keeps Log of all events and
progress.
Chief Officer He takes the role of the Oil Pollution Control Officer and is also in charge of Deck
Operation.
He keeps the Master informed and updated on the situation and the results from action
taken to limit outflow.
Mobilizes the Oil Pollution Prevention Team to limit the Oil Spill and to start clean-up
operations.
Chief Engineer Is in charge of bunker operation. Organizes on board clean-up equipment.
Start fire/foam pump as required. Takes action as directed by the Master or Oil Pollution
Control Officer.
Alerts and informs Chief Officer and Master of the situation. In the event of the oil
Deck Duty Officer spilled on deck, he will instruct the Terminal / Barge personnel to immediately cease
operations and inform the Chief Engineer.
Mobilizes deckhands to the best position for keeping escaping oil from running over the
Vessel’s sides.
Mobilizes fire-Fighting squad, as needed, when Chief Officer takes charge on deck.
Mobilizes off duty crew as necessary.
Fitter / Assists Chief Engineer. Limits outflow by operating pump/ valves.
Pumpman Makes sure that the air driven pumps are properly rigged and tested.
Recovers free flowing oil on deck by operating air driven pumps.
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Duty Engineer Assists Chief Engineer .Prepares for firefighting.

Ensures sufficient air pressure to deck.
Mobilizes on duty / off duty engine ratings as necessary.
Duty If oil leakage is detected , alerts the Duty Officer immediately
Deck/Engine Prepares for Pollution Control Action. Positions sorbent material (booms) to prevent any
Rating oil from reaching the railing.
Commences clean-up by using the onboard spill clean-up equipment.
GENERAL PROCEDURES
Oil spillage / leakage will be announced by all available means (hand held portable radio sets, load-
hailer, general alarm, etc).
Secure all cargo and transfer operations.
When general alarm sounds all crew must immediately report to the Oil Pollution Control Officer, on
main deck to assist in the operations as directed.
It is of vital importance to check escaping oil from flowing overboard.
All crew must be aware of the location of equipment to mitigate oil spill discharge and must receive
frequent training in Pollution Control.
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14. TRANSFER SYSTEM DISCHARGE
 Secure pumping / product flow.

 Secure Isolation Valves.
 Verify that scuppers re-secured.
 Notify transfer facility / Vessel.
 Report the casualty (internally).
 Alert Vessel’s Crew.
 Implement the Emergency Response Plan Procedures.
 Initiate the required notification to Agencies and Company.
 Initiate Oil Spill Removal and verify containment.
 Survey the extent of the Incident.
 Coordinate shore-side Clean-up Support Resources and planning needs.
 Determine corrective actions.
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15. FIRE IN ENGINE ROOM
Fire in Engine Room Procedure
 Sound the Fire Alarm.

 Call the Master and Chief Engineer.
 Establish Internal Communications.
 Set VHF to Channel 16/70.
IF IN PORT
 Call the Terminal, Port Authorities and Local Agent.
 Stop all Cargo, Bunkering, de-ballasting and Tank Cleaning Operations and drain cargo hoses,
to be ready for disconnection.
 Activate the Emergency Shut-Down (ESD) (if applicable).
 Inform the fire brigade in case situation deteriorates.
(The Vessel’s fire squad shall continue fire-fighting until the Fire Brigade arrives onboard).
 To aid the Fire Brigade, the General Arrangement Plan, Damage Control/Fire Fighting Plan,
Capacity Plan, Cargo Plan, International Shore Connection, stability information, a Crew List
and the Fire Pre-Plan, shall be readily available.
IF AT SEA
 Consider alteration of course to facilitate best drift vector and fire-fighting prior to loss of
power.
 Prepare details of ship’s position and any other information for broadcasting distress/urgency
message.
 If the ship is in grave and imminent danger and requires immediate assistance, transmit a
Distress call and message.
 Lifeboats ready at embarkation level as per Muster List.
 Advise the nearest Coast State(s) NRCC : National Response Coordination Center–
Admiralty List of Radio Signals – Volume V
 Make Vessel’s Position available to GMDSS Station, Satellite Terminal or other automatic
distress transmitters and update as necessary.
 Muster all crew and conduct a tally (count) of crew. All Crew accounted for? If not, start
search.
 If at night, switch on deck lights.
 Locate the position /center of the fire and identify any combustibles involved.
 Stop Airconditioning/ Ventilation.
 Close all Fire dampers, if necessary.
 Operate appropriate remote oil cut-off valves.
 Isolate electrical power /circuits from appropriate areas.
 Use Portable lighting and additional power source (batteries).
 Continue bounding the bulkheads with sea water for cooling down.
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continuing from previous page
 Assess the fire and determine: the class of fire, appropriate extinguishing agent, how to
prevent the spread of the fire, the necessary personnel and the form the Fire Fighting Squad.
o Advise the Vessel’s Fire Squad on the situation.
o Determine the Fire Fighting Method.
o Prepare lifesaving appliances for use during the Fire-Fighting.
o Organize Fire-fighters in pairs, equipped with breathing apparati and communication
equipment.
o Brief the Fire Squad on escape routes (give special instructions on when and how
they must retreat).
o Ensure sufficient back-up fire-fighting equipment on scene.
o When fire-fighting Engine Room Fires, make one attempt at controlling and
extinguishing the fire and then withdraw and use the Fixed Installations.
 Start the Fire pumps or Emergency Fire Pump.
 Start the Emergency Generator.
 Activate Emergency Stops.
 Commence Boundary Cooling.
 Fire Squad to commence containing the fire.
Fire party to enter at the lowest possible point.
Consider controlled ventilation to be maintained to remove the heat and humidity as long as
men remain inside the space.
 Meanwhile, ensure sufficient back-up Fire-Fighting equipment still on scene.
 Maintain Fire-Fighters’ escape route (water sprays and ventilation to take the heat away
from the escape route).
 Commence Fire patrols of areas above, around, and if possible, below the position of the
fire.
 Evacuate from adjacent spaces any combustible material (paint room etc)
IF FIRE CANNOT BE EXTINGUISHED BY FIRE FIGHTERS, CONSIDER THE ACTIVATING THE FIXED CO2
SYSTEM , AFTER THE EVACUATION OF MACHINERY SPACES
 Start-up the Emergency Generator to provide Emergency Power and lighting.
 Close down all Main and Auxiliary Machinery Systems, including Boiler and Boiler System
and Electrical Generation Systems.
 Isolate Air Reservoirs.
 Close Main Sea Injection and overboard valves.
 Close and seal all skylights, doorways, ventilators, funnel openings and any other E/R
openings.
 Re-muster crew and conduct a tally of personnel, immediately before releasing the Fixed
System.
 Operate the remote shut-off controls to close the valves on oil fuel storage, setting and daily
service tanks.
 In the case of fire, Fixed Fire Installations such are CO2 are not to be operated until the
machinery spaces have been cleared of personnel and the spaces have been secured.
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AFTER THE RELEASE OF THE FIXED CO2 SYSTEM
Allow sufficient time for fixed system to extinguish the fire, before re-entry in the Engine Room :
A. Before entrance, the Emergency Generator is be used in order some lights in the Engine
Room to be lit.
B. Entrance in the Engine Room, using BA Devices (in a team of two persons) can take
place a few minutes, after the CO2 release.
C. The Team to verify that the Fire is extinguished. Normally, fire would be extinguished.
If local furnace is still not extinguished, then the Team to use portable Fire Extinguishers to
eliminate the fire.
D. The Team to verify that fire cannot be resurged.
“Any “Fire” Source to be removed or blocked /isolated (Oxygen, Fuel and Heat).
E. Engine Room fan supplied by the Emergency Source of power to be started and all access
hatches / doors / skylights to the Engine Room to be opened.
F. The 02 content in the ER to be monitored using the portable 02 Analysers
The above process (from A to F) cannot be more than 18 hours.
G. When 02 content is safe for Man Entry, Engine Crew to start one or more DGs and provide
power to the Main Switchboard. When normal source of power is connected to the EDG to
be stopped and the Main and Auxiliary Machinery to be run as required.
THER FOLLOW-UP ACTIONS
 Determine if tug assistance is required.

 Engage local tugs, if available.
(Consult the Company i.e to sign LOF or Lump-sum Agreement).
 Initiate a damage inspection in order to compile a report.
 Forward an Initial Incident report to the Company.
 Start collecting evidence for subsequent incident investigation i.e
Label, preserve and photograph all items of damaged hull and machinery to be handed over
to the H&M Surveyors.
 Issue urgent requisition for the restoration of the Fixed CO2 System.
 Issue urgent requisition for the renewal or repair of equipment damaged by the fire.
 Record all the events in the Deck Log Book.
 Carry out an Alcohol Test (using the Vessel’s Alcometer) and send the results to the Office.
Also make a relevant Deck Log Book entry.
 Send the final Incident report to the Office.
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Further points to consider:

 In an Engine Room the main combustibles are oils.
 When a fire breaks out involving oil, the supply of oil to the fire must be cut off.
 A broken pressure pipe will spray oil, producing a fire that seems large but is only a thin film of
oil spread over a large area. This type of fire may be extinguished by the use of water spray.
 Foam is most suited for extinguishing an oil fire.
 However, remember that fire has three dimensions and there may be many other surfaces with
different aspects covered in oil, which may not be suited to the use of foam.
When entry is to be made into an engine room to fight a fire, it must be made as low down the engine
room as possible and partial ventilation maintained to remove heat and humidity as long as men
remain inside the space.
Remember!!
Heat and humidity are the enemy of fire fighters.
Fires in the engine rooms of ships can be difficult to fight with the limited personnel and material
resources available on board without resorting to the use of the fixed installation.
Before men are committed to fight a fire in the Engine Room, the Master must have a clear plan of
action.
The fire-fighters must be briefed as to the task and given specific instructions on when and how they
must retreat, if efforts to extinguish the fire by the use of water or foam are failing.
While men are in the Engine Room, their escape route must be protected with water sprays and the
ventilation arranged to take the heat away from the escape route.
The escape route must be maintained at all times.
In fighting Engine Room fires, the generally understood philosophy is to have one attempt at
controlling and extinguishing the fire and then to withdraw and use the fixed installation.
When using a fixed gas installation the following points must be considered:
 CO2 has no cooling effect, and any delay in their use will mean that:
 A longer period will be required before heat has dispersed and the Engine Room can be re-
occupied.
 The fire damage to the machinery will be greater after the fire is extinguished; cable
insulation and lagging may continue to smoulder.
 Some of the extinguishing gas will be lost by breakdown in contact with hot surfaces in the
engine room.
 The system is normally a “one use” system only.
 The engine room may not be able to be re-entered for a considerable period of time, possibly 24
hours, to allow time for all fire and smoldering to be extinguished.
 The ship will be without any power (except possibly power from Emergency Generator) once the
Engine Room is flooded with extinguishing gas and until it can be re-opened and ventilated.
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16. BREAK AWAY FROM JETTY DURING OIL CARGO OPERATION
Break-away from Jetty during Oil Cargo Operations
 Activate the Emergency Shutdown (ESD) (if fitted).

 Stop ALL Operations:
o Cargo
o Bunkering
o Deballasting
o Tank Cleaning
 Sound the General Alarmlarm.
 Drain the Cargo Hoses to be ready for disconnection.
 Advise the Terminal of the disconnection of the Loading Arm and order the Emergency
Release of the Loading Arm.
 Shut all the Cargo System valves.
 Start the Fire Pumps.
 Advise the Engine Room- Order the Emergency Start of the Main Engine.
 Request Tug Assistance from the Terminal (Minimum two (2) tugs).
 Start Preparing the Fire Wires (if not already prepared) or any other suitable mooring line.
 Notify Coastal Authorities.
 Make the Notifications as per SOPEP or SMPEP or VRP (depending on the country).
 Make announcement on the Public Address:
o Notify crew of the location of the Spill onboard.
o Warn of the hazards (toxic cargo and gases).
o Warn of the danger of snap-back from parting lines.
 Allocate Responsibilities to the Vessel’s Emergency Parties:

o Bridge – 3 Persons: Master, 2nd Officer and one (1) AB.
o Engine Room -3 Persons: Chief Engineer, 3rd Engineer & one (1) Motorman.
o Foam Room -1 Person: i.e the Second Engineer to be on stand-by to activate the
Foam and the Emergency Fire Pump (if necessary).
o At Anchors-2 Persons: The Third Officer and the Bosun ( going forward from the
opposite side of the
o Near the Fish Plate: Pumpman on standby at wilden pump
o First Aid: One (1) person to bring at least two (2) Bas and the stretcher (in case of
injury by Toxic gases or by contact with cargo etc) and then join the cleaning-up
team on deck.
o Other Crew-All others: On deck-for cleaning the Oil Spill – one to ensure that all
scuppers (which had been closed before cargo operations) – remain closed.
 Confirm that the Air-condition on re-circulation mode.

 Advise the nearby ships by VHF.
 Display “Not under Command” signals (if at night).
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continuing from previous page

 Use the hose water spray to dilute any vapour cloud, if required.
 Use portable gas detection equipment to monitor vapour cloud dilution.
 Switch off the Radars and the Bridge Radio Equipment ( if a Vapour Cloud in present)
 Inform the nearby Vessels and Terminal about the presence of a Vapour Cloud.
 Observe the movement of the Vapour cloud and keep the nearby Vessels and Terminal
informed.
 Notify the Agent.
In case of Fire:
 Warn crew to not direct water jet on any burning liquid pool.
 Activate the Foam System, if required.

 Refer to emergency procedure for hose burst/pipe-work fracture etc for guidance on vapour
dispersal.
17. HELICOPTER/SHIP OPERATIONS

(Refer to Emergency Procedures Manual (004) –SECTION 07- Helicopter Contingency
Plans).
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18. FIRE AND EXPLOSION
Fire and Explosion

The Vessel’s Fire Emergency Squad (FES) and the Emergency Support team (EST) must be
immediately activated.
 Sound the General Alarm and send Crew to Fire Stations.

 Advise Engine Room, Bridge and Control Room.
 Notify the Office, USCG/Port State and Qualified Individual.
 On locating the Fire, notify all onboard of the location through the Public Address System
If in Port
 Activate the Emergency Shut Down ( ESD )
 Stop all cargo, bunkering, de-ballasting and tank cleaning operations and drain the cargo hoses,
 Close all Ventilation, Forced Draught and Air-Conditioning Systems.
 Close all Doors/Ports/Skylights.
 Isolate all Electric Circuits Involved.
 Request for assistance from Terminal/Authorities (Fire Fighting shore squad-Medical Assistance )
 Muster all crew and conduct a tally (count). All Crew accounted for? If not, start search.
 Evacuate all Personnel in the area.
 Commence Fire-fighting, using appropriate fire extinguishing agent – until Shore Fire-fighting
squad arrives on scene
If at Sea
 Consider altering the Course and Speed.
 Commence Fire Fighting using appropriate fire extinguishing agent
 Fix Vessel’s position on chart, log it and pass to Radio Room.
 Call for assistance as per Master’s instructions.
 Display “NOT UNDER COMMAND” lights and shapes.
 On VHF – Channel 16- advise Vessels in the area of situation.
 Prepare the lifeboats.
 Broadcast a Distress call and message ,if the ship is threatened by grave and imminent danger
and requires immediate assistance,
 After extinguishing the fire, check for Oil Spillage, Discharge/Intake and alert Oil Spill Response
Team.
 Assess the cause and extent of damage.
 Complete notification procedures on information from the Master.
 Check damage to Hull and Pipes.
 If there is Oil Spill, take sample of oil on board.
 Ensure that Log and Incident Books contain record of all events.
 Compile information for Damage Stability assistance.
 Take photographs.
 If required, advise nearest Coastal State.
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Conduct Alcohol Tests using the Vessel’s Alcometer, and collect urine samples for Drug Tests within
two (2) hours after the incident.
(All crew including the Master and if Pilot is onboard, including the Pilot.
19. OIL SPILL –RECORD KEEPING AND SAMPLING
 Log Oil Spill or substantial threat of spill by recording the following:

o When, where and what happened.
o Notifications made (to whom).
o Actions taken by crew:
 Any assistance received (by whom).
 When authority transferred to Response Manager or Shore Authorities.
 Document spill ( Log Book, Photographs, Video etc )
 If spill occurs, take samples of oil on Vessel i.e
o Take duplicate samples – maintain custody and records.
o If possible, take samples from locations where oil is observed on water.
o Seal samples and mark with date and location.
o If possible, have non – crew member witness sampling.
o (e.g. USCG, Harbour Master or private lab personnel).
 Submit one (1) sample to USCG, if requested, and approved by Owners Representative.
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20. BOMB THREAT – INITIAL ACTION
In case of a Bomb Threat, whoever receives the call must ask and record the following questions:
1. Time
2. When is the bomb going to explode?
3. Where is the bomb?
4. What does it look like?
5. What kind of bomb is it?
6. What will cause it to explode?
7. Did you place the bomb?
8. If “yes”, why did you do that?
9. Where are you calling from?
10. What is your address?
11. What is your name?
12. Make a note of caller’s voice. Was it ( “tick” as many as are applicable):
Calm Slow Crying Slurred
Stutter Deep Loud Broken
Giggling Accent Angry Rapid
Stressed Nasal Lisp Excited
Disguised Sincere Squeaky Normal
13. Was the voice familiar?
14. If “YES”, whom did it sound like?
15. Was there any background noise?
16. Note down the exact words of the caller:

17. In port, inform Shore Authorities (Harbor Master, Police, Fire Department, etc.)
18. Inform Home Office Immediately
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21. STOWAWAY–ACTIONS TO BE TAKEN AFTER THEY ARE FOUND
SEARCH
Area of vicinity of where the stowaways are discovered must be searched for other stowaways.
Area in vicinity of where the stowaways are discovered must be searched for papers and personal
belongings.
Stowaways to be searched for papers and personal belongings.
SECURITY
Objects that could be used as weapons to be confiscated.
Larger groups of stowaways to be separated into smaller groups.
Appropriate measures to be taken to ensure the security of the stowaway(s) by locking them in
suitable cabins or storerooms.
Guards to be posted.
HEALTH & WELFARE
General health check of stowaways to be carried out.
Expert medical advice to be sought if necessary.
Stowaways to be provided with food and water.
Stowaways to be provided with clothing and bedding.
REPATRIATION ARRANGEMENTS
Stowaways to be landed before the ship leaves the embarkation port or harbour waters
Except in an emergency case, do not depart from the planned voyage to seek disembarkation of a
stowaway unless advice has been sought from the ship’s operators.
Ship’s operator to be notified.
P & I Club to be notified.
Stowaway questionnaire to be completed for each stowaway (see instructions below).
Statement to be prepared for the appropriate authorities containing all relevant information.
Relevant details to be notified to the authorities at the port of embarkation.
Relevant details to be notified to the authorities at the next port of call.
Relevant details to be notified to the authorities at the Flag State.
WHILE ONBOARD
Stowaways must not be put to work.
Keep contact between stowaways and crew to a minimum
Instructions for completing stowaway questionnaire
 Keep the original laminated questionnaires in a file and photocopy them, where required.
 Do not write on the originals that have been filled in.
Arrange for the stowaways to complete the questionnaire in the appropriate language
themselves, using black ink or black ball pen.
 Take four passport type photographs of the stowaway and attach one to the questionnaire in the
space provided.
 Send a copy of the completed questionnaire for each stowaway to the P & I Club.
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22. STOWAWAY QUESTIONNAIRE (BY P&I CLUB)

(Refer to relevant Emergency Checklist SF/SOS/022)
23. STOWAWAY QUESTIONNAIRES (BY NORTH OF ENGLAND)

(Refer to relevant Emergency Checklist SF/SOS/023A-F–in English, French-Portuguese-
Arabic, Chinese, Swahili).
24. CONTAINMENT SYSTEM FAILURE
 Stop all Transfer of (Oil or Chemicals).

 Raise the alarm and muster all crew.
 Alert Vessel’s Emergency Response Team.
 Minimum number of crew wearing appropriate PPE to be on deck to deal with emergency.
 In case of toxic or hazardous chemical cargo onboard, chemical suit and SCBA to be worn.
 Control atmosphere with portable gas instruments.
 Notify Terminal and agents (if at port) and request tugs & pilots to proceed to anchor if this is
required or assistance for possible evacuation, fire-fighting or containment of spillage.
 Advise Authorities, and QI (in USA) if Spill has occurred or expected to occur.
 Implement Oil/Chemical Spill Clean Up as per SOPEP/SMPEP.
 Damage stability to be examined.
 Class (SERS-Ship Emergency Response Service) to be contacted for advice.
 Determine the reason for containment system failure.
 Determine if any Spill has occurred.
 Plug all overboard scuppers, in case any are open.
 Secure hoses accordingly. Disconnect any loading arm, if connected.
 Prepare the emergency Framo to be ready for use in case is necessary.
 Make sure that adequate lighting for night operation is provided.
 Consider internal cargo transfer if space available. Review compatibility of cargoes. Review
stresses and stability.
 Coordinate with Shore Response (if applicable).
 If at sea, advise nearest Coastal State.
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25. SUBMERGED / FOUNDERED
 Sound General Alarm and advise personnel of the action plan.

 Send out Distress Message.
 Call the Master on the Bridge and the Chief Engineer in the Engine Room.
 Reduce Speed.
 Report Vessel’s circumstances and position.
 Determine if immediate evacuation is necessary.
 Check all openings in hull and superstructures for watertight integrity.
 Ensure that all watertight doors, sewage and other relevant damage control valves are closed.
 Head into sea/swell to reduce rolling and use the minimum amount of rudder necessary to
maintain course.
 Fill bottom tanks with Ballast – low side first. Emergency Response Centre (on which Vessel is
subscribed) must be contacted and give relevant approval prior changing any weight allocation
onboard.
 Top-up slack tanks.
 Check loading computer system for stresses (if applicable), stability and correct trim/list as
necessary.
 Abandon Ship (if considered best course of action).
 If appropriate, advise nearest Coastal State.
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26. WRECKED OR STRANDED
 Sound the General Alarm and advise personnel of the action plan.
 Call the Master on the Bridge and Chief Engineer in the Engine Room.
 Send-out a Distress Message.
 Exhibit “Not under Command” Lights and Shapes. Use sound signals.
 Report Vessel’s circumstances and position.
 Evaluate control of the Vessel.
 Communicate with Shore-based rescue services.
 Determine if immediate evacuation is necessary.
 Advise personnel to proceed to Emergency Stations.
 Abandon Ship (if this is considered the best course of action).
within two (2) hours after the incident.
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27. HAZARDOUS (GAS OR TOXIC) VAPOUR/LIQUID RELEASE
Hazardous (Gas or Toxic) Vapour Release Procedure
 Always be alert for the presence of detectable or undetectable Gas or Toxic vapour.
 Evacuate (or minimize to absolutely necessary) the immediate area of the gas release and
immediately undertake a roll call of all crew.
 Suspend, if necessary, any cargo and bunkering operations until normal circumstances are re-
established.
 Notify the Master, Bridge and Engine Control Room and seek for Shore Based assistance.
 Bridge to adjust Vessel’s Course and Speed, and take weather conditions into account. The ship
must stay upwind.
 Close all external openings (doors, windows, portholes etc) and eliminate any possible sources of
ignition.
 Turn-off the ventilation to the Accommodation & Engine Room.
 Locate the source and the type of vapour release and assess the incident and any possible
dangers.
 Crew to prepare for Fire/Explosion emergency procedures and assemble the Fire Control Party.
 Use appropriate respiratory equipment.
 Use appropriate gas detection instruments to measure the amount of gas in the space or area.
 Use appropriate toxic gas tubes to verify the existence and amount of toxic gas in the space or
area.
 Use all the appropriate and available means in order to ventilate the vapour disperse and clean
the space or area from gas, toxic vapours or oil.
 Monitor space for early detection of any re-appearance of gases or toxic vapours.
 Dangerous cargo safety data sheets to be posted in mess rooms and into cargo control rooms.
A. Flammability Problem from Gas Concentrations external to Cargo Tanks

Gases from Petroleum liquids as Crude Oil – Motor and Aviation gasoline, natural gasoline and
naphtha’s, are denser than air and therefore their concentration on deck areas, as gas expelled
from Cargo Tank vents in sufficient quantity, give rise to flammable gas mixtures.
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B. Release of Gas or Toxic Vapour during Measuring or Cargo Sampling

In case closed gauging or sampling cannot be carried out, then this will involve the use of
equipment passed into the tank via an ullage or sampling port or a sounding pipe. Personnel may,
therefore, be exposed to greater concentrations of cargo vapour.
In such cases, crew must take care to avoid inhaling gas, by keeping their heads well away from
the dispersion of gas and by standing in angles, towards the direction of the wind.
In addition, depending on the nature of the cargo, appropriate respiratory protective equipment
must be used.
All access points must be opened only for the shortest possible time.
C. Operations must be suspended and all venting points must be closed, in the following cases:
 When closed operations cannot be carried out.
 When vapour concentrations are rising because of defective equipment (all defects must be
rectified before re-starting operations).
 During still air weather conditions (operations must restart after weather conditions have
improved).
The use of appropriate toxic gas tubes must be employed in order to determine the amount of
concentration of toxic vapours in the area.
The PEL (Permissible Exposure Limit) for the amount of specific gas, which must not be
exceeded, must always be kept in mind.
A major objective is to avoid a flammable gas mixture or toxic vapour to enter the living spaces
or other spaces with potential sources of ignition.
This can be achieved by keeping all external doors, windows and portholes closed, during any
cargo operation.
D. Action to be taken in case gas is detected in Ballast Tanks or other void spaces
 Continuous ventilation.
 Inerting the tank, if possible.
 Filling or partially filling the tank with ballast, always taking into account prevailing stress,
trim, stability and load-line factors.
Entry into such spaces must be prohibited, as far as possible, until it is safe and until there is no
further possibility of gas or oil ingress.
However, the entry must be carefully planned according to enclosed space entry permit
procedures. Self-contained breathing apparatus must be used.
E. Personal Protective Equipment (PPE)

When at risk of being exposed to toxic vapours (benzene or hydrogen sulphide) in excess of PEL,
crew are required to wear respiratory protective equipment.
This requirement may also extend to those personnel not directly involved in cargo operations.
Loading terminals have the responsibility to advise the Master if the cargo to be loaded contains
hazardous concentrations of toxic substances and material.
Material Safety Data Sheets (MDSD), with instructions on how to handle and be protected, must
be handed over to the Master.
All crew must be aware of the specific dangerous characteristics of the loaded cargo and of how
to be protected.
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F. Gas or Toxic Vapour Release at Terminal

As already mentioned in the previous sections of this procedure, the risk of gas or toxic vapours
release is greatly increased when the Vessel is carrying out cargo operations at Terminals.
Special attention must be given and the following instructions must be strictly followed:
 Adopt closed loading system whenever this is feasible.
 Gas displaced by the incoming cargo must be vented to the atmosphere via the mast riser(s) or
through high velocity or constant velocity valves. In any case, this will ensure that the gases are
taken clear off the cargo deck.
 Use the vapour emission control system, wherever this is applicable on Vessels and Terminals.
 Spot checks on deck and adjacent spaces, must be carried out by the ship’s personnel to verify the
existence and level of gases and toxic vapours concentrations on deck and adjacent spaces. These
checks must be carried out by using gas detection instruments, toxic gases detection tubes,
pumps, or electronic instruments.
 Personnel involved in cargo operations on deck must wear respiratory protective equipment,
when closed operations cannot be conducted for any reason and hydrogen Sulphide or benzene
concentrations could exceed PEL.
 When crew are exposed to cargo vapour, (usually during gauging or sampling) they must take
care to avoid inhaling gas, by keeping their heads well away from the dispersion of gas.
 Suspend loading for a period of time in case high concentration of gases appears at cargo deck
(due to still air conditions).
 Keep all external doors, windows and portholes closed.
 Keep air condition on re-circulation mode.
 The absence of smell must never be taken as an indication for the absence of gas, as in some
cases gases may reduce the sense of smell.
All the above restrictions and instructions also apply to Tank Cleaning, Ballasting and Ship to Ship
operations, either at Terminal or at Sea or Anchor.
G. Gas or Toxic Vapour Release at Sea or at Anchor

When the Vessel remains idle at anchor or when sailing at sea, it is understandable that the risk of
vapour release is considerably reduced and only major changes in prevailing circumstances (i.e. a
substantial raise in sea and air temperature by abrupt and uncontrolled heating) may cause vapour
release.
In these cases all the above-mentioned restrictions and instructions are applying and can be followed
partly or entirely.
During voyage, fixed systems for monitoring pressure or vacuum in cargo tanks must always be
switched on and relevant levels must always be monitored and recorded by ship’s personnel.
In case that no fixed gas detection systems for cargo spaces are available onboard, then good
operational condition of P/V valves and high velocity valves must be verified by periodical checking.
When vapours are released in dangerous quantities and under unfavorable circumstances, gases may
concentrate in the accommodation area and living quarters.
Crew must be warned and measures must be taken to avoid this.
In such a case, a course alteration must be undertaken, until the toxic cloud is dispersed or until
weather conditions change.
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28. BRIDGE EQUIPMENT FAILURE
Initial Actions to be taken, as required:

 Switch to Back-Up Alternative Equipment, if available.
 Record the time of failure
 In case back-up equipment are not available (e.g. radar), double the Officers on Watch.
 Increase vigilance.
 Check for Navigational Hazards in the vicinity
 Fix the Vessel’s position
 Check the Maintenance Manual and determine the cause of the failure.
 Determine if repairs are possible by Vessel’s crew and by the Electrician.
 If the repairs are possible by Vessel’s Crew/ Electrician, estimate the time required for the
repairs to be completed.
 Determine any Shore Assistance and equipment, if required
 Determine the Spares required.
 Record the events in the Bridge Log Book.
 Advise the Company
Follow –up Actions to be taken, as required:

 Compile a Damage Inspection Report.
 ECDIS preserve.
Actions to be taken when the situation is stabilized, as required:

 Start establishing facts /collecting evidence for subsequent investigation
(take photos, keep damaged parts onboard).
 Restore normal Vessel operation.
 Issue a Defect Report and an Urgent Requisition.
( if required)
 Forward a Follow-up/ Final report to the Company.
 Update Bridge Deck Logbook.
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29. RECOVERY FROM UNSTABLE SITUATION
REFERENCE
 Damage Stability Book
 Loading Computer
1. RECOVERY FROM UNSTABLE SITUATION

If loss of stability becomes evident during loading or discharging:
 All Cargo, Ballast and Bunker operations must stop at once.
 All Cargo, Ballast and Bunker Valves must be closed.
 All Cargo, Ballast and Bunker Hoses must be disconnected.
A Plan must be prepared for restoring positive stability.
If the Vessel is at a terminal, this Plan must be agreed with the Terminal Representative.
Loading arms or hoses must be immediately disconnected.
The specific action required to restore the stability will be determined by the Vessel’s detailed
stability information, in relation to a particular condition.
The Ship’s Contingency Plan S.E.R.S must always be referred to for guidance, in case immediate
action cannot be taken due to circumstances.
In general, the following principles must apply:

 The vertical center of gravity must be lowered in the most effective way, by transferring cargo
and/or ballast, as necessary.
 Where slack double bottom ballast tanks exist, these must be filled to a level well over 3.0 m
sounding, starting with those on the low side, followed by those on the high side.
 If the pressing-up of slack bottom tanks is insufficient to regain stability, it may be necessary to
consider filling empty double bottom ballast tanks.
 It must be taken into consideration that this will initially result in further loss of stability caused
by the effect of the added mass below the Vessel’s original center of gravity.
 No attempt must be made to correct a list, by filling compartments on the high side as this is
likely to result in a violent change of the list to the opposite side.
 The restraint provided by the moorings must always be considered. To attempt to control the list
by adjusting the mooring rope tension could be dangerous and must therefore be avoided.
2. ONBOARD RESPONSE TEAM FOR RECOVERING FROM UNSTABLE SITUATION

A. Master
During the Recovery from unstable situation, the Master is in charge of the overall operations
onboard.
His duties are the following:
 Assess the extent of the damage.
 Prepare a plan for the Vessel’s recovery from the unstable situation.
 Activate the Ship’s Spill Response team.
 Commence notifications to the parties concerned.
 Assess the need for lightering and salvage.
 Supervise all the aspects of the Emergency Response.
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 If necessary, request assistance from shore based Damage Stability and residual strength
calculation service.
The Master must contact the Operations Department and Ship Manager to receive advice and
instructions.
He must also obtain assistance from the Classification Society for Emergency Stability
Calculations and Shore Based Damage Stability Services.
B. Chief Officer
During the Recovery from unstable situation, the Chief Officer is in charge of all the cargo
and ballast operations.
He must:
 Secure all transfer operations and conduct the Cargo and Ballast transfer as required, in
order to restore the ship’s stability, always under the instructions and supervision of the
Master.
C. Duty Deck Officer

During the Recovery from unstable situation, the Duty Deck Officer must assist the Chief
Officer by:
 Securing all transfer operations
 Carrying out the ship’s trim and stability calculations, always under the supervision of the
Chief Officer.
D. Chief Engineer
During the Recovery from unstable situation, the Chief Engineer must be in the Engine
Control Room.
Under the direction of the Master, the he must conduct fuel /water transfers and must provide
technical/mechanical services, where required.
E. Duty Engineer
During the Recovery from unstable situation, the Duty Engineer must be in the Engine Room.
Under the supervision of the Chief Engineer, he must assist him, where required.
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ACTIONS AND DUTIES FOR RESTORING STABILITY

If during cargo operations, an unstable situation develops, the actions which must be taken by
shipboard personnel are the following:
No. Action Responsible Person

01. Stop all Cargo, Ballast and Bunkering Operations immediately. Duty Officer
02. Call the Master and the Chief Officer. Duty Officer
03. Report immediately to the Terminal or Ship involved in STS. Master/ Chief Officer
04. Disconnect all Loading Arms /Hoses. Duty Officer
05. Ensure that all Cargo/Ballast Pumps are stopped Chief Officer/ Duty
Officer
06. Ensure the condition of Mooring ropes and wires, tightness of Duty Officer/ Bosun
Moorings etc.
07. Request Tug Assistance, if necessary. Duty Officer/ Bosun
08. Establish communication with Shore Based Management and keep Master
close contact with them.
09. Contact the Classification Society- Damage Stability Service Master
provider for assistance.
10. Determine the distribution of weights onboard. Chief Officer
11. Conduct Cargo /Ballast Tanks Ullaging /sounding as soon as Master/ Chief Officer
possible to determine the reason(s) which caused the excessive list.
The Chief officer to sound all fuel and water tanks and report to the
Master.
12. Check the Draft/Freeboard /Angle of Heel and Underkeel Clearance. Chief Officer
13. Check Cargo Hoses or Rigid Loading Arm (s) and cargo connection Duty Officer
equipment and report the condition.
14. Inform the charterers and agents. Master
15. If the list is caused by incorrect distribution of weights, Chief Officer/ Master
correct/adjust the distribution by transferring cargo or ballast or
bunkers to other tanks.
16. If the unstable situation is caused, due to reduced GoM, make a new Chief Officer/Master
Cargo/Ballast Plan by Loadicator.
Check with the Ship’s Loadicator all the intermediate steps of the
selected operation, to ensure that the GoM, will not be further
reduced at any stage and that stresses will remain within acceptable
limits .Report this to the Classification Damage Stability Service.
17. Inform Shore-Based Management on proposed recovery Master
arrangements.
18. Present and explain the final Corrective Action Plan to all the Master
Officers.
19. Implement the agreed plan. Master
20. Report to Owners, Charterers and all Parties concerned parties, when Master
the Vessel’s stability is restored.
21. Resume Cargo Operation and monitor any further steps required. Chief Officer
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30. PIRACY FILE

(Refer to SHIP SECURITY PLAN)
31. CARGO JETTISONING OF GAS, OIL OR NOXIOUS LIQUID SUBSTANCES (EMERGENCY

DISCHARGE)
REFERENCE
ISGOTT-6th Edition- Chapter 9.11.3.3.-“Jettison of Cargo”
1. GENERAL
Legally the term “jettison” defines the casting of all or part of a Vessel’s cargo overboard to lighten
the Vessel or to minimize danger.
The jettison of the cargo on board might be one of the actions the Master could be forced to resort, in
cases of imminent hazard.
The jettison of cargo is an extreme measure, which can only be justified as a means of:
 Saving life at sea.
 Securing the safety of the Vessel.
 Preventing an even greater loss to the Vessel and/or cargo.
 Preventing an even greater environmental damage.
 A decision to jettison cargo must therefore not be taken until all the alternative options have been
considered in the light of available information on stability and reserve buoyancy.
If it is necessary to emergency discharge / jettison cargo in the foregoing circumstances, whenever

possible, the Master must notify the Company and the Local State Authorities of the intention to
jettison and explain the consequences, if jettison is not carried out.
The Master must take the decision for cargo jettisoning, based on his professional judgment and after
the evaluation of, but not limited to, the following factors:
 The Vessel’s position.
 The imminence of the prevailing hazard.
 The thorough examination of all information and data received from the Damaged Stability
assessor.
 The quantity of cargo which must be jettisoned.
 The potential consequences of failure to jettison, in terms of loss of life, Ship and environmental
damage.
 The prevailing weather and sea conditions.
The evaluation of these factors must be carried out by the Master, in coordination with:
 The Vessel’s Owners/ Managers
 Charterers and
 Cargo Owners,
provided that the imminence of the prevailing hazards permits.
The Charterers and/or Cargo Owners, along with the Local Authorities and the Vessel’s Flag
Administration must be advised and updated with the developments.
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Full information shall be recorded in the Bridge logbook, such as:

 Type / grades of cargo and quantities.
 Time required jettisoning cargo.
 Draft before and after jettisoning.
 Position of Vessel.
 All other pertinent information.
Jettisoning of cargo must be reported to the nearest Coastal State Authority and written approval
must be obtained, if time permits.
2. PROCEDURE FOR EMERGENCY DISCHARGE / CARGO JETTISONING
Plan the Cargo Jettisoning Operation

 Issue a Risk Assessment taking all risks into consideration and ensuring all measures and
controls are in place.
 Ensure that the ship has adequate stability, trim and stress throughout the Operation.
 Ascertain the Cargo Quantity and identify the tanks that have to be jettisoned.
 Review the MSDS and take all necessary precautions
 Calculate the resultant list and change the trim.
 Work on corrective measures like internal transfer of cargo, bunker transfer of ballast etc.
Obtain Verbal and Written Approval from the Company and Coastal Statue Authorities providing
the above information( i.e Risk Assessment , Stress, stability etc )
Take all safety precautions for operations involving flammable gas in the vicinity of the deck i.e
o Ensure that there is not smoking.
o Ensure that no naked lights and no electrical switches are exposed or used without
permission.
o Identify any potential sources of ignition and isolate them.
o Ensure that all necessary Fire Fighting Equipment are rigged, operational and ready
for use on Deck, in Engine Room and in the Accommodation Area.
o Ensure that the Fire Stations are manned.
o Ensure that Deck Spray System is operating and additional spray hoses are rigged to
deflect the Gas cloud
o All fire hoses have been set up in order to create a water fog/spray curtain in the
vicinity of the jettisoning point to disperse and prevent the return of vapours /gas
cloud towards the vessel.
Monitor the atmosphere in the Accommodation
 Ensure that the accommodation block is secured and that the ventilation is
stopped/controlled (other than the closed circuit ventilation).
 Designate an Officer to continuously sample the atmosphere within the accommodation area.
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Vessel’s Position
 Head the ship to be upwind of the discharge and free of cargo vapours -gas clouds, if
possible.
The ship should keep the wind from aft directed towards astern.
 Fix the ship’s position before commencing the operation and note down the time of the
commencement of the operation.
 Ascertain the wind, tide, current sea and weather forecasts.
 Check the proximity of shore land, heritage reefs etc.
 Check the proximity of other vessels in the area.
Prepare cargo hoses etc , for the Jettisoning operation

 Ensure that Engine Room personnel have been alerted.
 Depending on the circumstances consider changing engine room intakes from high to low.
 The discharge should take place through the sea valve and, where possible, on the side
opposite to engine room intakes.
The Engine Sea Suction and all Engine Room vents must be from the opposite side.
 Ensure that all Engine Room vents being used are on the opposite side and, if possible, use
low suction cooling water.
 All non-essential intakes should be closed.
 Rig extension pipe/cargo hose from crossover, sufficiently long to extend over the ship’s side
and to be properly supported to prevent overstressing of the manifold. The extension
pipe/cargo hose to be angled downwards and fitted with suitable reducer to increase the
discharge velocity and to prevent liquid from direct contact with the hull.
If the discharge needs to be from the deck level, properly rig the flexible hoses to extend
below the water surface
( ISGOTT 6TH Edition-§ 9.11.3.3)
 Ensure that all Cargo & Emergency Equipment are available, and the Emergency Team
ready.
 The manifold not connected to the cargo hoses used for the jettisoning must be blanked off
and fully bolted.
Prepare for Emergency Evacuation
 Ensure all crew members have EEBDs and Lifejackets readily available and all Crew on
deck to wear SCBA and all other PPE necessary.
 Ensure that survival craft is prepared and ready for launching on windward side (if
necessary).
Before the Cargo Jettisoning Operation starts:
 Inform the OOW and the Engineer of the Watch that Jettison will commence.
 Warn the ships in the vicinity on VHF Channel and broadcast urgency on GMDSS Warning.
 Display lights and shapes according to COLREG 72.
 Keep continuous watch on Channel 16 VHF.
 Notify the Office.
 Notify the Coastal State.
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During the Cargo Jettisoning Operation :

 The Discharge Rate to be closely monitored & controlled by the Chief Officer in consultation
with the Master
 Wherever possible, sounding (ullages) should be taken of any tanks from which cargo or
bunkers are jettisoned for insurance purposes.
After the Cargo Jettisoning Operation:

 Notify the Office, the Local Coast Authorities and the Vessels in vicinity of the completion of
Cargo Jettisoning operations.
 Detailed entries should be made in the Deck Log Book and Oil Record Book
 Provide all necessary information and reports to the Office in order to make the notifications
as below:
o P&I
o Flag Administration
o Charterers/ Cargo Owners
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32. MAIN ENGINE OR BOILER EXPLOSION
FOR MAIN ENGINE AND BOILER EXPLOSION

 Raise Alarm.
 Call the Chief Engineer.
 Advise the Bridge.
 Shut down any operation.
 Cut –off fuel supply to the exploded equipment.
 Summon the Vessel’s Emergency Fire Squad.
 Permanent Fire Extinguishing System ready.
 Evacuate from the area all non-essential personnel.
 Identify any chemicals involved which may ignite fire etc and trigger further explosion
 Ensure that no personnel is in the vicinity of the explosion.
 Make a tally–Search for any crew missing or injured.
 Check operational condition of the rest E/R equipment and appliances.
IN CASE OF MAIN ENGINE EXPLOSION, THE FOLLOWING ACTIONS MUST BE ADDITIONALLY
IMPLEMENTED :
 Check for other Vessels in the vicinity.

 Check for Navigational Hazards.
 Add additional Look-out.
 Make the appropriate sound signals.
 Exhibit shapes/ lights as necessary.
 Set VHF Channel 16/70.
 Broadcast urgency messages to all nearest Vessels and stations.
 Consider anchoring, if necessary (if depth of water is suitable).
 Fix the position of the Vessel and record the time of Explosion / Failure of the M/E.
 Assess weather, current and drift.
 Determine if shore assistance is required.
 Engage tugs as necessary.
 Prepare Towing arrangements and remove lashings from anchors in case of need.
 In case of imminent danger of the Vessel being driven aground, lower both cables to their full extent.
 If the situation poses a serious threat to the safety of the Crew consider abandoning the ship and make
all necessary preparations.
 Lower Lifeboats to embarkation level.
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33. CARGO TANK INTEGRITY FAILURE (FOR GAS CARRIERS ONLY)

 Inform Master.
 Summon Emergency Response Squads.
 Start pump liquid from the tank or the inter-barrier spaces into an undamaged empty tank or
with compatible cargo and sufficient ullage available.
 Use the liquefaction plant in order to reduce the tank pressure and therefore the static head on
the leak.
 Avoid drawing air into the tank space.
 Monitoring of the tank or the inter-barrier spaces pressure and temperature.
 Fire Fighting equipment and protective clothing ready for immediate use.
 As far as the cargo transfer cannot take place, then anticipation of cargo leakage / discharge
into the sea must be made and in case of tankers the action plan as per SOPEP/SMPEP shall
be implemented.
 In case cargo transfer is not feasible , prepare flexible hose to be connected to the liquid
 Line manifold. If available stern manifold the flexible hose to be connected at this
manifold. Flexible hose to be connected to the manifold and secured in order to avoid
movements due to cargo flow or weather. On the free end of the hose a reducer to be fitted to
increase the velocity of the cargo discharged at sea. The free end to be lowered in sea.
 Accommodation doors and inlets to be shut off.
 Cargo line valves to be opened for cargo discharge at sea. Discharge of cargo at sea to
commence. In case Vessel underway the heading of the Vessel to be so that the wind
direction is the same as the discharge, if possible.
 Calculate the amount of the cargo to be shifted and/or discharged and trim, stability, stress
considerations.
 Careful assessment of the wind conditions and the available manoeuvrability of the Vessel in
order to achieve safe dispersal of the vapour cloud. The toxicity of the cargo must be known
and adequate precautions for the protection of crew must be available.
 Transfer plan to be submitted to Emergency.
 Response Services for approval.
 Foreword initial report.
 Inform local authorities.
 Broadcast a radio warning to all Vessels in vicinity.
 Set Fire pump in operation.
 Prepare for fire-fighting.
 A battery of fire hoses, positioned & immediately ready to attack any approaching liquid
pool.
 Strict ignition control must be imposed throughout the Vessel
(Not to be announced by the PA system).
 Continuous monitoring of gas concentration on deck.
 Decontamination of exposed personnel.
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34. LARGE SCALE (MASS) RESCUE – VESSEL EMERGENCY CHECKLIST

(Refer to Emergency Procedures Manual (004) –SECTION 11- Large Scale (Mass) Rescue)
35. MAIN ENGINE FAILURE
Main Engine Failure Procedure
 Advise the Master.

 Check for Navigational Hazards in the vicinity.
 If possible, steer the ship using the rudder and thruster(s) if fitted, so as to maximize the distance
from the nearest hazard and to provide the most advantageous drift vector.
 Exhibit “not under command” signals.
 Make appropriate sound signals (if necessary).
 Broadcast a warning to other ships in the vicinity.
 If the ship presents a hazard to other ships, issue navigation warning.
 Fix the position of the Vessel.
 Set VHF to channel 16/70.
 Add additional lookout.
 Advise crew of the emergency.
 If in shallow waters, make preparation to anchor or take action to minimize any drift towards the
grounding line (in in shallow waters).
 In case of imminent danger of the Vessel being driven aground, lower bot cables to their full
extent even if such action may prove ineffective.
 Obtain details of the breakdown from the Engine Room and report to the Master.
 Determine if repairs are possible by ship’s crew.
 Estimate the time required for repairs (if possible to do by crew).
 Continue to monitor the position and movement of ship.
 Calculate the expected future movements of the ship based on position monitoring information,
weather forecasts and tidal information.
 If appropriate, advise the nearest Coastal State (if necessary and after Office advice).
 Determine whether tugs are required and engage local tugs-if available.
 Prepare the towing equipment onboard and remove the lashings from the anchors.
 Lower the lifeboats to embarkation level as per Master’s orders.
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 If the situation poses a serious threat to the safety of crew:

o Checked the necessity of abandoning the ship.
o Instructed crew to prepare their life saving appliances for possible use.
o Mustered the crew, if necessary.
 Record the Events in the Deck Log Book.
 Forward Initial Report.
 Assess any damage to the Vessel and compile a Damage Inspection Report.
 If repairs are being carried by Ship’s crew, monitor the progress of the repairs and report to the
Office.
 Send follow-up report to the OfficeStart establishing facts and collecting evidence for subsequent
Investigation (take photos, keep damage parts onboard).
 Label, preserve and photograph all items of damaged machinery for providing them to the H&M
Surveyors.
 Restore normal Vessel operation.
 Arrange for renewal or repair of any equipment /spares /stores which were used /consumed
during the M/E Failure.
 Update the Deck Log Book.
 Perform an Alcohol Test of crew.
 Forward the Final report to the Office.
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36. ECDIS FAILURE (WHEN NAVIGATING PAPERLESS)
 Report the ECDIS failure immediately to the Master.

 Activate the paper charts from the Emergency Chart Folio (“take-me-home” folio).
 Enter the Ship’s position on the chart.
INVESTIGATE THE DEFECT AS FOLLOWS :
 In case that Both Systems are power-supplied by UPS due to general shut-down of the
systems, consider a controlled shutdown of one of the systems and inform the Master.
 On restoration, following a Power failure or uncontrolled shutdown of the systems, confirm
that there is power supply to each system.
 Restart the Second System, in a timely manner, to coincide with the expiration of the UPS on
the first system.
 Conduct a Self-Test.
 Check the following to ensure settings are correct:
Anti-grounding cone. Units.
Safety Depth. Chart Priority.
Safety Contour. Chart Auto-load.
Velocity Vector. Check that the Primary and Secondary position sources
(GPS) are selected and are working correctly.
 Confirm that the Heading source (GYRO) selected and working correctly.
 Confirm that RIO ( Radar Information Overlay ) is operating correctly ( if applicable)
 Check the Vessel’s current position.
 Verify that own Vessel shape is correct and that the ship is aligned to the ship’s head.
IF PROPER OPERATIONAL CONDITION IS NOT RESTORED, FOLLOW THE STEPS BELOW
 Make a relevant entry in the Bridge Log Book.
 Master in “conn” –Watch Type B- increase vigilance.
 Marine Manager and Electronics Engineer to be immediately advised by phone and then by e-
mail in order to provide assistance/guidance.
 Draw courses on the Charts (plan the passage to the Port of Refuge).
 Increase the Position Fixing Frequency to every 10-15 minutes and use visual and Radar.
Position Fixing (landmarks) in coastal areas, Celestial Navigation, Radar Parallel indexing etc
 Prepare Passage Plan on available paper charts (emergency folio) and send it to the Office
basis Port of Refugee.
Shore based Emergency Response Team will be activated and information received by the Office
concerning present navigational hazards (upon ENC\s review by the Vessel’s Superintendent ) to be
taken into consideration for the Passage Plan
 Secure CCTV Footage
 ECDIS preserve (if one of the ECDISs fails)
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36A. ECDIS GNSS FAILURE
REPORT THE GNSS FAILURE IMMEDIATELY TO THE MASTER
 Read and acknowledge the Alarm.

 Select the Secondary position fixing sensor, if not automatically selected.
 Ensure the system automatically selects dead reckoning if there are no valid and selected
position sources.
 If applicable, ensure the Kalman filter is “ON”.
 Identify other equipment that may be affected by the failed sensor.
 When the Position fixing system is restored, correlate with Radar Information Overlay.
mail.
IF PROPER OPERATIONAL CONDITION IS NOT RESTORED. FOLLOW THE STEPS BELOW
 Enter the Ship’s position on the ENCs using traditional means of position fixing (use visual
and Radar Position Fixing (landmarks) in coastal areas, Celestial Navigation, Radar Parallel
indexing etc).
 Amend ship’s route as necessary.
 Change steering mode to manual.
 The paper charts from the Emergency Chart Folio must be on SBE (“ take-me-home” folio)
 ECDIS preserve.
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36B. ECDIS GYRO FAILURE
 Report the GYRO failure immediately to the Master

 Read and acknowledge the Alarm.
 Switch to the second Gyro.
 Check the Heading Data Source.
 Check the priority of each sensor connected.
 Establish if this is a gyro failure or failure of the interface.
 If it is a Gyro failure follow the Bridge Equipment failure SOS checklist ( SF/SOS/028)
 Switch to manual steering.
mail.
 If it is an interface failure of both gyro (when both connected) enter heading manually
 Watch Type to be set to B until rectification.
 ECDIS preserve.
36C. ECDIS SPEED LOG FAILURE
 Report the GYRO failure immediately to the Master.

 Read and acknowledge the alarm.
 Ensure ECDIS source of data automatically changed to GPS.
 Inform the Master.
 Establish if this is a speed log failure or failure of the interface.
 Check if speed over ground is available on ARPA.
 Advise all Bridge Watch keeping Officers.
 Review the RA-10 Speed log Failure.
mail.
 ECDIS preserve.
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37. MAN OVERBOARD
Man Overboard Procedure
 Shout as loud as possible MAN OVERBOARD!!! STARBOARD or PORT SIDE!

 Throw out a lifebuoy at once and give the alarm to the bridge.
 Sound “Man-Overboard” Alarm Signal.
 Release from Bridge the man overboard buoy.
 Activate any Man Overboard facility on NAVAIDS and plot Ship’s position.
 Post lookouts with binoculars as high as possible.
 If man in sight, kept visual contact when turning the ship.
 Warn engine room (if manned), before turning.
 Engage immediately hand steering.
 Muster rescue boat crew.
 Record time of incident - Fix Vessel position – take immediate action so as not to run over the
man overboard.
 Hoist signal flag “O”.
 Give appropriate sound signals to the Vessels in the vicinity.
 Start WILLIAMSON turn.
 Operated both steering motors (warn the Engine Room).
 Prepare the Rescue Boat.
 If weather conditions are considered suitable, launch the rescue boat.
 If weather conditions are considered unsuitable for the utilization of the rescue boat, consider to
launch an inflatable life raft.
 Bring both RADARS to Operational state.
 If possible, operate at least one Radar set in true motion mode.
 Take visual bearing and estimate range (if man is in sight).
 Plot position on true motion radar.
 Make Vessel’s position available to GMDSS station, satellite terminal or other automatic
 Apply wheel to hard port or hard starboard and make appropriate sound signals.
 (If sea room allows, when ship is heading 60 degree from the original course).
 Make the ship steady on reciprocal course. Slow down.
 Launch the Lifeboat or rescue boat or inflatable raft.
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Rescue Operation
 Carefully hoist the casualty, once located, onboard the rescue boat as per procedures in “Plans
and Procedures for Recovery of Persons from the Water” (PIW Manual).
 Rig pilot ladder net to assist on the recovery.
 Bring the casualty onboard and transfer immediately to the Hospital Room for Medical
Treatment -as per PIW Manual procedures.
 Check for the casualty’s condition.
 Inform the Bridge of the condition of the casualty and return to Vessel without delay.
 Record events in Bridge Logbook.
 Consider further shore medical assistance to the person.
Any person who has fallen overboard will, as soon as possible after recovery, require first aid
treatment and must then be sent ashore, at the first opportunity, for medical check-up.
 Forward initial report to the Office.
 Forward follow up report/ Final Report.
 ECDIS Preserve.
 If possible, test the Casualty for Alcohol before his dispatch ashore.
 Forward follow up - final report.
 Update Bridge Logbook.
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38. ELECTRIC POWER FAILURE
Electrical Power Failure Procedure
 Advise the Chief Engineer.

 Operate the Emergency Generator.
 Check that the Navigation Equipment are running from the Emergency Generator.
 Ensure that all other safety systems are supplied with electrical power from the Emergency
Generator.
 Check the compasses. Cage if required.
 If the propulsion or steering is affected, exhibit “NOT UNDER COMMAND”” signals.
 Set VHF Channel 16/70 and send Securite message to alert all the Vessels in the vicinity.
 Record the time of the blackout.
 Fix the position of the Vessel at the time of the black-out.
 Inform all Crew through the Public Address.
 Remove all non-essential Electric Loads.
 Make preparation for Anchor (if in shallow waters).
 Take steps to minimize the distance towards the grounding line (if anchoring is not possible).
 Determine whether tug assistance is required.
 Engage Local tugs, if required.
 Operate other Main Generators.
 Continue to operate the Emergency Generator.
 Obtain details of the failure from the Engine Room in order to determine the cause of the
damage.
 Determine whether repair is possible by the Vessels’ crew and make a first estimate of the time
required for the repair of the damage.
 Continue to monitor the position and movement of the ship.
 Calculate the expected future movements of the ship, based on the position monitoring, weather
forecasts and tidal information.
 Issue a navigation warning if the ship presents a hazard to the other ships in the vicinity.
 Transmit a Distress Call (if the Vessel is threatened by grave and imminent danger and requires
immediate assistance).
 If the situation poses a threat to the safety of crew, consider the possibility to Abandon the ship
and start making the necessary preparations i.e. lowering the lifeboats at embarkation level
 Conduct an Alcotest onboard – to the Engine Crew first, as a minimum, and then to all crew, for
any future investigation.
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If there is suspicion that the Quality of the Fuel is the Root Cause of the Electric Power Failure, the
following actions must be taken:
 Fuel Change-Over to Gasoil.
 Auxiliary Engine Filters to be opened and cleaned.
 Fuel samples to be collected for analysis from the following points:
o Fuel Oil Line.
o Service and Settling Tank.
o Before and after the Heavy Fuel Purifiers and before and after the filters of the
common line of the Main Engine and Diesel Generator.
o Composite (Upper /Middle/Lower) sample for Bunker Storage Tank.
Important!!
 Before reinstating power to the navigation aids, to cargo monitoring equipment etc, consider
switching-off all systems to avoid any power surge, which may damage the equipment.
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39. STEERING GEAR FAILURE
Steering Failure Procedure:

 Inform the Engine Room.
 Consider stopping- altering course.
 If necessary, slow down or stop the ship.
 Alert Vessel Emergency Response Team.
 Arrange for steering by the Emergency System.
 Display “Not under Command” signals.
 Arrange for steering by the Emergency System.
 Obtain a report on the steering defect.
 Broadcast a warning to other ships in the vicinity.
 Broadcast a Navigation warning (if the ship presents a hazard to Navigation).
 Test the means of communication with Navigational Bridge (Primary and Secondary).
 If the complete steering system is not operational, consider the use of thrusters (if fitted) to assist
in steering the ship at slow speed.
 If in shallow water, make preparation to anchor.
 Make the best use of Engine and any other means to maintain distance from grounding line.
 Monitor VHF –Channel 16.
 ECDIS Preserve.
 Determine reason of Malfunction /Failure.
 Complete Notification from Master to Company.
 Fix Vessel’s position on Chart and Log Position.
 Maintenance of Incident Report.
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40. FIRE IN PUMPROOM
In the event of a fire being discovered in the cargo pumproom, the following procedures must be
followed:
 Raise the Fire Alarm.
 Announce on Public Address “FIRE! - FIRE!” at …. (Location, if known).
 Advise Engine Room to be on stand-by.
 Activate Emergency Shut-Down (ESD).
Stop all Cargo, Bunkering, Deballasting and Tank Cleaning Operations and drain the Cargo
hoses to be ready for disconnection.
 Stop all mechanical ventilation.
 Notify the Terminal.
 Muster Crew to Muster stations and carry out a tally, to ensure that there are no missing persons.
In the event of a missing person or persons, start a search.
 Allocate the duties to the Team (Fire-Fighting Team and Support /Standby Team).
 Arrange for the closing of all fire flaps and dampers or other openings in the area of the fire and
its surroundings.
 Arrange for the electrical isolation of the fire area and its surroundings.
 Check that the fire-fighters are ready, wearing protective clothing and breathing apparatus for
working in enclosed spaces.
 Check that the Support/Standby Team is ready to back-up the Fire-Fighting team or event to take
over, if required.
 Prepare the fire hoses for the fire fighters to use.
 Determine the size and type of fire in order to decide on the appropriate extinguishing agent.
If the fire can be tackled locally, ensure that full protective equipment are worn.
 Commence Fire-Fighting locally, using appropriate fire extinguishing agent, with portable fire
extinguishers, trying to stop it from spreading to adjacent spaces.
 Continuously monitor BA Sets by measuring their pressure, and replace as required.
 Ensure that all openings are secured before activating the Fixed CO2 System – (in case the fire
cannot be extinguished locally).
 Examine the boundary of the fire zones and prepare boundary cooling to prevent the fire from
spreading to adjacent spaces.
 Take measurements of the temperatures on the deck, using laser thermometers at
Lower- Middle and Upper Level of the Pumproom.
 Monitor the temperature of Bunker tanks continuously.
 Check for toxic gas release.
 Appoint one crew member to be on stand-by at Mooring winches and to prepare stand-by lines in
addition to the fire lines, in case the Vessel is ordered to cast-off from the Terminal.
 If the Vessel is at Port, request Fire –Fighting tug boats and Shore Fire Brigade for assistance
 Prepare the Deck Foam Extinguishers in order to flood the pumproom from the upper level,
downwards.
 Fix the Vessel’s position on the Chart, log it and pass to the Radio Room.
 Call for assistance as per Master’s instructions (by Messenger- Cadet Responsible).
 Display “NOT UNDER COMMAND” Lights and Shapes.
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 Prepare the Lifeboats.

 Broadcast DISTRESS Alert Message, if the ship is in grave and imminent danger & immediate
assistance is required.
 On VHF –Channel 16-advise Vessels in the vicinity, of the situation.
 Complete Notification procedures (as per Master’s instructions) to the Company and Port
Authorities /Coastal State Authorities, Shore Facilities, Agent etc.
 Check the damages to Hull, Pipes etc.
 Compile information for Damage Stability Assistance.
 Ensure that the incident has been recorded in the Deck Log Book.
 Take Photos.
 Follow Company procedures for reporting.
 Conduct an Alcohol Testing using the Vessel’s Alcometer within eight (8) hours after the
incident and collect urine samples for Drug Tests to be made within 32 hours after the incident.
If a pilot is onboard, the pilot to be tested.
If toxic gas is released, the relevant Company procedures must be followed.

If appropriate, advise nearest Coastal State.
Advise the Company using the Emergency Contact List and Emergency format.
If the ship is threatened by grave and imminent danger and requires immediate assistance, transmit a
Distress call and message.
When the fire has been extinguished, the area must continue to be cooled in order to prevent re-
ignition until it has been established that there is no danger of re-ignition and all risks and dangers
have been eliminated.
All equipment, which was used, must be immediately restored to their correct position.
All used air cylinders must be refilled. Fire extinguishers must be refilled also.
If this is not possible, they must be set aside for landing at next port.
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41. FIRE IN ACCOMMODATION
Fire in Accommodation Procedure

 Call the Master, of not already on Bridge.
 Establish Internal Communications.
 Advise Engine Room to be on stand-by.
IF IN PORT
 Call Terminal, Port Authorities and the Local Agent.
 Stop all cargo, bunkering, de-ballasting and tank cleaning operations and drain the cargo hoses,
 Activate the Emergency Shut-Down (ESD) (if applicable).
 Inform the Fire Brigade in case the situation deteriorates.
The Vessel’s Fire Squad must continue fire-fighting until the Fire Brigade arrives onboard.
 To aid the fire brigade the General Arrangement Plan, Damage Control/Fire Fighting Plan,
Capacity Plan, Cargo Plan, International shore connection, stability information , Crew list
(including Contractors/Visitors), and Fire-Pre-plans shall be readily available.
IF AT SEA
 Consider alteration of course and speed to facilitate best drift vector and fire-fighting.
 Prepare details of ship’s position and any other information for broadcasting distress/urgency message.
 If the ship is in grave and imminent danger and requires immediate assistance, transmit a Distress
call and message.
 Lifeboats ready at embarkation level as per Muster List.
 If the situation poses a serious threat to the safety of the crew:
o Check necessity of abandoning Vessel.
o Instruct personnel to prepare life-saving appliance for possible use.
o Muster Crew as necessary.
Meanwhile
 Advise the nearest Coastal State(s).
NRCC: National Response Coordination Center.
Admiralty List of Radio Signals – Volume V.
 Make Vessel’s position available to GMDSS station, satellite terminal or other automatic
 Muster crew and conduct a tally (count) of crew.
Are all crew accounted for? If not, start a search!
 If at night, switch on all deck lights.
 Locate the position /center of fire and identify any combustibles involved.
 Stop Air- conditioning /Ventilation.
 Close fire dampers, if necessary.
 Isolate electric power /circuits from appropriate areas.
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 Assess the fire and determine:

o Class of Fire.
o Appropriate extinguishing Agent.
o How to prevent the spreading of the fire.
o The necessary personnel and the composition of the Fire Squads.
 Additionally:
o Advise the Vessel’s Fire Squad on the situation.
o Determine the Fire Fighting method.
o Prepare lifesaving appliances for use during Fire-Fighting.
o Organize Fire-Fighters in pairs, equipped with breathing apparati and communication
equipment.
o Brief the Fire Squad on escape routes (give special instructions on when and how they
must retreat.
o Ensure sufficient back-up fire-fighting equipment on scene.
 Start fire pumps or Emergency Fire Pump.
 Start of Emergency Generator.
 Commence Boundary Cooling of bulkheads via fire-fighters
 Fire squad to commence fire-fighting containing the fire.
Consider maintaining controlled Ventilation in order to remove the heat and Humidity as long as
fire fighters remain inside the space.
 Ensure sufficient back-up Fire-Fighting’s escape route (water sprays and ventilation to take heat
away from the escape route).
 Commence Fire Patrols of areas above, around and if possible, below the position of fire to fire
spread out.
 Evacuate from adjacent spaces any combustible material (paint room etc).
FOLLOW-UP ACTIONS
 Determine if tug assistance is required.
 Engage local tugs, if available, and if required.
(consult the Company, to sign LOF or Lump-sum Agreement).
 Initiate damage inspection in order to compile a report.
 Forward an Initial Incident Report to the Company using Emergency Format SF/SOS/001
 Start collecting evidence for subsequent investigation i.e
Label , preserve and photograph all items of damaged spaces/ equipment to be handed to H&M
Surveyors
 Issue urgent requisition for renewal or repair of equipment, damaged by the fire
 Record all events in the Deck Log Book.
 Carry out an Alcohol test (using the Vessel’s Alcometer) and send the results to the Office.
Also make a relevant Deck Log book entry.
 Send the Final Incident report to the Company ( SF/SAQ/405B) and prepare the relevant report
to the Flag Administration Form MI-109- Incident Report and send to Office for review
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Further Points to consider:

Generally, fires in the accommodation, with the exception of storerooms, are surface fires with little
bulk and can be effectively tackled with water spray.
However they may be difficult to contain because of:

 The ventilation systems, power cables and plumbing, which aid the spread of fire.
 Open alleyways and stairwells.
 The fire load from furnishings, stores and deck coverings etc.
Large areas of the accommodation may become smoke-logged, especially with the use of modern
plastics and man-made fibres. Many fumes may be highly toxic.
The air conditioning system must be immediately shut down, if it is on re-circulation, to prevent the
distribution of smoke and toxic gases throughout the accommodation.
The fire must be contained by a combination of:

 Boundary cooling.
 Boundary starvation.
 Ventilation control.
When the fire has been contained, consideration must be given to:
 the best position to gain entry to the fir;
 the best way to ventilate hot gases and steam.
Note:
When the Fire is in the Galley Space, the following must be considered:
 The majority of galleys on Company Vessels are equipped with CO2 Systems.
 If during a Fire in Galley, the CO2 System is activated, the space must be well ventilated after
use, and must be monitored with Portable Gas Measuring equipment before entrance is
permitted.
 Crew entering after use of CO2 System must be equipped with Personal 02 Analyzer.
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42. UNCONTROLLED VENTING
WHEN AT TERMINAL
 Stop all cargo pumps and associated Cargo Systems and close all Valves.
 Keep Compressor Room ventilated.
 Activate ESD / Activate Deck Spray System.
 Isolate Electrical Circuits on deck.
 Have ready resuscitator, breathing apparatus, stretcher and other safety equipment.
 Monitor by gas and toxic meters atmosphere in accommodation (gas &toxic vapours).
 Eliminate /repair source of gas vapour release.
 Inform Terminal and other concerned parties.
 Resume Cargo Operations only after completion of safety checks.
 Monitor Tank Pressures and Temperatures.
 Ensure Accommodation Block/ Engine Room is sealed-off.
 Sound Emergency Stations and Muster personnel inside the Accommodation.
WHEN AT SEA
 Maneuver Vessel to disperse the vapour cloud away from the Vessel.
 Muster crew inside the accommodation with lifejackets.
 Monitor the atmosphere (gas and toxic vapour) by gas and toxic meters.
 Eliminate /repair the source of gas/toxic vapour release.
 Activate the Deck Spray system.
 Ensure that Accommodation Block / Engine Room is sealed off.
 Monitor Tank Pressures and Temperatures.
UPON RELEASE OF GAS/ TOXIC VAPOURS ON THE MAIN DECK DURING CARGO OPERATIONS, THE
FOLLOWING ACTIONS TO BE IMMEDIATELY TAKEN:
 Stop Cargo Operations.
 Identify Source of Release.
 Ensure that Accommodation Block /Engine Room is sealed off.
 Inform the Terminal and Relevant Port Authorities.
 Eliminate /Repair the source of gas /toxic release.
 Activate ESD/Deck Spray.
ENCLOSED SPACES
 Take all safety measures for entry into enclosed spaces.
FIRST AID FOR CREW AFFECTED BY TOXIC Vapours
In case crew members are affected by gas/toxic vapours, they must be transferred to the
Vessel’s Hospital, where First Aid as per Cargo’s Health and Safety data (MSDS) must be
provided, and when at sea, Shore Medical Assistance to be requested.
OTHER
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43. FIRE ON DECK- NON CARGO
 Sound Fire Alarm

 Call the Master, if not already on Bridge
 Report to Stations and prepared for Fire-fighting duties according to Muster List
 Start a Fire Pump using at least two (2) jets of water to show the system is in proper working order
 Check Firemen’s Outfits and other Personal Rescue Equipment
 Check relevant Communications Equipment
 Check operation of Watertight Doors , Fire Doors , Fire Dampers and Main Inlets and Outlets of
Ventilation Systems in the l Area
 Check necessary arrangements for subsequent abandonment of the ship
 Advise Terminal (if in Port)
 Activate Emergency Shut Down (ESD)
 Stop all Cargo, Bunkering, Deballasting and Tank Cleaning operations and drained Cargo Hoses to
be ready for disconnection.
 Advise Engine Room and Fire Parties of the situation
 Start Emergency Fire Pump and Deck Water Spray System
 Stop Air Conditioning / Ventilation
 Alter Course and Speed to facilitate Fire-Fighting (if at sea)
 Switch on all Deck Lights (if at night)
 Muster Crew – conducted Tally of Personnel.
 Evacuate from the area all non-essential personnel
 Locate fire, reported to stations and prepared for fire duties according to Muster List.
 Start a fire pump using at least two jets of water to show the system is in proper working order.
 Start Fire Fighting – contained Fire
 Isolate electric power to area of Fire
 Start Controlled Ventilation for the control of heat and humidity – to help Fire Team
 Try to maintain Accommodation and Engine Room free of smoke
 Commence boundary & additional cooling of cargo system around location of fire
 Check and monitored the temperature in the tanks below.
 Prepare to use the Fixed Fire-Fighting System ensuring space battened down
 Start preparing Distress/ Urgency Message to Company and nearest coastal state
 Start Fire Patrols of areas above , around and below position of Fire
 Prepare sufficient back-up Fire-Fighting Equipment at scene
 Fire extinguished
 Report to Company, Terminal, Port Authorities
 Retrieve VDR Data
 Conduct Drug and Alcohol Test
 Secure data on the VDR, after DPA’s instructions, 4-5 hours after the incident
 ( in real incident, a Deck Log book entry must be made, the USB must be kept in Master’s safe and
handed over to authorities only after DPA Approval )
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44. FIRE ON DECK- OIL

 Call Master, if not already on Bridge.
 Mustered crew – conducted tally of personnel. Evacuated from the area all non-essential
personnel.
 Alter course and speed to facilitate fire-fighting (if at sea).
 Locate fire, reported to stations and prepared for fire duties according to Muster List.
 Start a fire pump using at least two jets of water to show the system is in proper working order.
 Advise Engine Room and fire parties of the situation.
 Check fireman’s outfits and other personal rescue equipment.
 Check relevant communications equipment.
 Check operation of watertight doors, fire doors, fire dampers and main inlets and outlets of
ventilation systems in the area.
 Check necessary arrangements for subsequent abandonment of the ship.
 Advise Terminal (if in Port).
 Activate Shut Down (ESD).
 Stop all cargo, bunkering, de-ballasting and tank cleaning operations and drained cargo hoses to
be ready for disconnection.
 Start emergency fire pump and deck water spray system.
 Stopd air conditioning / ventilation.
 Switch on all deck lights (if at night).
 Start Fire Fighting – contained fire.
 Isolate electric power to area of fire.
 Try to eliminate any source of re-ignition i.e. electric systems (if applicable).
 Disperse vapour clouds with water spray away from sources of ignition.
 Start fire patrols in accommodation in case of fire impinging on Bridge front.
 Start controlled ventilation for the control of heat and humidity – to help fire team.
 Apply additional cooling with fire hose water spray.
 Tried to maintain accommodation and engine room free of smoke.
 Commence boundary & additional cooling of cargo system around location of fire.
 Check and monitored the temperature in the tanks below.
 Prepare to use the fixed fire-fighting system ensuring space battened down.
 Start preparing Distress/ Urgency Message to Company and nearest coastal state
 Prepare sufficient back-up fire-fighting equipment at scene.
 Fire extinguished.
 Report to Company, Terminal and Port Authorities.
 Conduct Drug and Alcohol Test.
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44A. FIRE ON P/V VALVES OR ON MAST RISER
A. How it happens
Cargo vapors are flammable and when vented, with or without inert gas, it will mix with the oxygen
in the atmosphere it is vented into.
Ideally, if the Mast Riser is in the wind, then the vented gas is very quickly diluted into the
atmosphere below flammable limits.
Although venting happens quickly, it is possible that at some point the "gas" will not be diluted safely
enough; any inert gas will be too diluted to protect; and there will be enough oxygen for the
flammable gas to burn, if ignited.
It is rare to have spark on the Mast Riser or P/Vs except of lightning strike (or other electrostatic
sparks pre-lightning).
In such a case, there may be a flare-off like a burn at the top of the Mast Riser.
There is a possibility during loading, that poorly maintained high velocity valves (P/Vs) may slightly
leak, or not shoot up high enough to dilute the vapors.
Flame mesh screens are installed in Mast Riser and P/Vs vacuum side which must be periodically
checked to ensure integrity and cleanliness.
These wire meshes work by blocking the flame to the point where it is too small to burn. Obviously,
some cargo gases are more "burnable" than others, but regulations have established (Certificate of
Fitness) the proper size.
In all cases, INERT GAS dilution is important and the IGS should be started to essentially
dilute/replace the flammable gas with Inert Gas.
What to do during loading if fire is at the P/Vs
The idea is to keep the flame OUT OF THE TANK - do not let it drift into the tank.
 Make the other tanks safe and start IG production immediately.

 Once IG replaces the gas coming from the loading then loading rate must be gradually
reduced and then stopped.
 STOP Loading all OTHER tanks that are not connected to the burning P/V vent.
 Close off all other tanks - all vents – that are NOT connected to the P/ V valve. Hose down /
cool down the burning P/V valve area.
 Increase IG Production rate (increase pressure mmWG to high but safe level).
 Then (after IG pressure is high) slow and stop the loading into the affected tank.
 Continue cooling the area.
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What to do during loading if fire at the Mast Riser
 Close all IG branch valves that are not connected to the loading tanks.
 Start immediately the IG production.
 Once IG replaces the gas coming from the loading then loading rate must be gradually
reduced and then stopped.
 Close all the rest IG branch valves. Increase the IG pressure to safe levels. Provide cooling at
the Mast Riser burning area even when the fire is extinguished.
What to do during passage if fire at the Mast Riser or P/Vs
 Isolate all IG branch valves from the common IG line.

 Alter the ship’s heading to increase the relative wind (and high dilution) at either the Mast
Riser or the flame on deck P/Vs. Start IG production to purge the main IG line and/or
pressurize the tank with the P/V on fire.
 Provide cooling in the area by means of water.
 Few types of Mast Riser have specific fire extinguishing means such as steam, CO2 or N2.
 In such case vessel’s specific Fire Extinguishing Plan must be followed.
For all above cases
 Report to Company, Terminal and Port Authorities.

 Conduct Drug and Alcohol Test.
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45. CHEMICAL FIRE ON DECK

 Call Master, if not already on Bridge.
 Advise the Terminal and Port authorities (if in port).
 Change AIS status to NUC and hoist “JULIET” Flag.
 Activated Shut Down (ESD).
 Stopped all cargo, bunkering, de-ballasting and tank cleaning operations and drained cargo
hoses to be ready for disconnection.
 Shut all cargo valves and possible openings.
 Any craft alongside must be released.
If at sea, consider alternation of course or speed to restrict spread of the fire from windward
direction and to facilitate fire-fighting of any vapour.
 Start the fire pumps, emergency fire pump and hoses.
 Activate the deck and bridge front water sprays (if fitted).
 Maintain Accommodation and Engine Room free of toxic fumes or smoke.
 Switch on all deck and bridge lighting.
 Muster crew and conduct a tally of personnel.
 Advise the Fire Parties of the situation/location.
 If at sea, have ready at radio VHF CH 16/70, details of ship’s position and any other
information necessary for a distress/urgency message.
 Apply additional cooling with fire hose water spray.
 Attempt to eliminate any sources of re-ignition i.e. electrical systems.
 Disperse any vapour clouds with water spray away from sources of ignition.
 Prepare lifesaving appliances including chemical suits for use.
 Ensure sufficient back up fire-fighting equipment at the scene.
 Attempt to extinguish any chemical fire by using FOAM.
(if the fixed Deck Foam extinguishing system is not working, and the fire is small, the
portable foam applicator with cans of foam concentrate may be used and continuously
replenish them via deck foam tank by opening the drain valve).
 Attempt to extinguish any fire impinging on a pressure Vessel.
 If appropriate, advise Coastal State.
 Advise the Company by using the Emergency Contact List and Emergency format.
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46. POLLUTION
 Locate the source of pollution.

 If possible, stop or reduce the rate of flow of pollutant. If the pollution is from a tank,
consider reducing head in tank by transfer.
 Close ER intakes of the side of pollution.
 Ascertain the type of pollution.
 If a fire risk exists, sound General Alarm and muster crew at stations and proceed to fire
parties.
 If a fire risk exists, sound General Alarm and muster crew at stations and proceed to fire
parties.
 If pollutant is oil, follow procedures detailed in SOPEP.
 Clean up any spill on deck and dispose of cleaning materials as required by MARPOL-
Annex V.
 Report incident as required by Company procedures (PRO (002) – PROC 14).
FURTHER POINTS TO CONSIDER

 Oil dispersant must not be used without the written permission of the Harbour Authorities.
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47. BUNKER SPILL

 Muster Crew.
 Attempt to contain oil on deck.
 Advise Terminal and Port Authority.
 Prepare oil spill clean-up equipment.
 Prepare reception tank for oil.
IF OIL IN WATER
 Activated SOPEP.
 Consider closure of ER intakes on side of spill.
 To use dispersant, asked for written permission from the Port Authorities
(prepared message requesting this).
 Advise Office using Emergency Contact List and Emergency Format.
 Advise Shore Harbour Control Station.
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48. MAJOR FLOODING

 Close the watertight doors.
 Advise the ER about the situation.
 Trace and identify the source of ingress.
 Determine the extent of flooding, exercising caution as some spaces may be under pressure
due to flooding.
 Isolate the area and protect any electrical equipment in the vicinity.
 Attempt to remove the flooding effect by pumping out affected space, if feasible.
 Bring into service additional bilge pumping capacity, if required.
 Have ready, at position of radio, details of ship's position and any other relevant
information.
 Consider ballasting /de-ballasting to reduce level of flooding.
 Emergency Response Centre (on which Vessel is subscribed) must be contacted and give
relevant approval prior changing any weight allocation onboard.
 If appropriate, advise the nearest coastal state.
 Take photos.
 Conduct Alcohol test by Alcometer and take urine samples for drug testing.
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48A. FLOODING IN ENGINE ROOM
Leakage from Equipment and Systems, Leakage from Crack or Small Hole in Hull, Leakage
from Overboard Valve.
 Automatic Bilge High Level Alarm was activated
 Advise the Bridge ,Sound the General Alarm
 Call Chief Engineer ( if already not in E/R ) –
 Summon Main Engine Emergency Response team.
 Close all Water tight doors
 Advise the Master
 Exhibit shapes/ lights as necessary
 Fix Vessel’s position
 Set VHF to Channel 16/70
 Determine the extent of flooding
 Re-check sounding /volume of all ER Double Bottom Tanks and bilges
 Assess the effect of the damage on the Vessel’s stability and strength
 Advise the Company using the Emergency Format SF/SOS/001
 Request ERS Emergency Response Service for assistance
 Isolate the area /equipment /system and protect any electrical equipment in the vicinity –
 Cut off all electrical power running through the area
 Check if Emergency power is available
 Check if Main Engine is available
 Check if steering is operational
 Close the Overboard Valve
 Stop Main Engine ( if necessary), or reduce speed
If the leakage is from the Overboard Valve
 Carry out Black-out of Engine Room.
( leakage from Equipment, Systems or Overboard Valve – if this is required for stopping the
leakage)
 Attempt to remove the Flooding effect, by pumping out the affected space ( if possible) using the
Emergency Bilge Suction System
 Assess capability of pumps to cope with water ingress , and bring into service additional bilge
pumping capacity ( if required)
 Determine possible final trim/list and stability, due to flooding.
 Used the Vessel’s Loading Program to calculate and evaluate Damage Stability, taking into
account the volume of compartments not used for storage of Cargo, Ballast , Bunkers
 Carry out temporary repairs of the leakage
 (using straub clamps etc, after verifying their good condition )
 Advise nearest Coastal State (if necessary and after Office advice )
 Establish if tug assistance is required
 Transmit a Distress Message
( if the Vessel is threatened by grave and imminent danger and requires immediate assistance )
 Check necessity of abandoning the ship
 Prepare lifeboats for possible embarkation
 Instruct personnel to prepare live saving appliances for possible use during Ship Abandonment
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48B. FLOODING IN PUMPROOM
 Inform the Bridge OOW

 Activate the Bilge Alarm.
 Raise the General Alarm.
 Call the Master
 Advise the Engine Room of the situation
 Summon Crew at Muster Stations.
 Carry out Crew Tally.
 Close all Water/Weather-Tight Doors.
 Prepare the Flooding Team
 Close all Superstructure and Deck openings.
 Stop all Ballast and Cargo Operations.
 Turn Pump Room Vent Flaps to High Suction.
 Assess the damage and rate of water ingress.
 Prepare the Stripping Pump System and necessary line-up for suction of liquid from the Pump
Room.
 Check other adjacent spaces for flooding.
 Assess the effect of damage and/or weight distribution on Vessel’s stability and strength.
 Assess the capability of pumps to cope with the water ingress.
 Estimate the time that flooding will affect critical machinery.
 Ensure Emergency Power availability.
 Ensure Main Engine readiness.
 Ensure Steering is fully operational.
 Evaluate the weather and sea conditions.
 Turn Vessel head -on the waves to reduce rolling.
 Notify the DPA and the Ship Operator verbally
 Call for assistance in case situation worsens(URGENCY or DISTRESS message)
 Record all events in Log Book.
 Advise the Company using the Emergency Contact List and Emergency format
( SF/SOS/001)
 If Vessel in danger of foundering prepare the life boats.
Later, if flooding is stopped :
 Take photos.
 Conduct Alcohol test by Alcometer and take urine samples for drug testing.
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49. GYRO COMPASS FAILURE
 Switch over to Hand Steering or alternatively switch the Auto Pilot to the Magnetic Compass
Mode.
 Advise the Master, if not already on Bridge.
 If necessary, reduce speed to slow down the ship.
 Determine the Magnetic Compass Course corresponding to the assigned Gyro Compass
Course.
 ECDIS preserve.
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50. HOSE BURST – PIPE FRACTURE

 If in port, advise the Terminal.
 Stop any cargo operations and activate ESD (if fitted).
 Start the Fire pumps.
 Shut all cargo system valves.
 If at sea, consider alteration of Course or Speed to carry vapour cloud away from ignition
sources or accommodation/personnel.
 If at sea, consider shutting down the radars and maintaining radio silence. Isolate any other
sources of ignition.
 If at sea, have ready at radio, details of position and any other information for an urgency
safety message. Transmit only when safe to do so.
 Muster all crew clear of hazardous area
 Prohibit all smoking.
 Advise the Engine Room and Emergency Parties of the situation.
 Maintain the Accommodation and Engine Room gas free.
 Do not direct water jet on any liquid pool.
 Use hose water spray to dilute vapour cloud and direct it away from ignition sources and
personnel.
 Isolate the source of leakage.
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51. LOSS OF ANCHOR
Emergency Procedure “Loss of Anchor”

In the event that an anchor and/or cable is lost while the Vessel is at anchorage, the following
procedure must be followed:
 Change the Main Engine readiness to “STAND BY”.

 Instruct the “Fore Team” to prepare the second anchor for “let go”.
 Check the position of the ship and her movement towards other ships in the vicinity and /or to
shallow waters.
 Broadcast a warning to other Vessels in the vicinity.
 Advise the nearest Coastal State.
 Establish the position of the Anchor Loss, if possible
 Report the loss to the Company by phone, and then submit a full report explaining the possible
reasons of the loss.
MARSHALL ISLANDS OPERATING REQUIREMENTS IN THE EVENT OF LOSS OF ANCHOR

(as per MI Technical Circular 12).
At the time when an occurrence of loss of anchor is brought to the attention of the Recognized
Organization (Classification Society), a notification in writing must be made to the Administration,
requesting authorization for the issuance of a Short Term Safety Construction Certificate, providing
relevant recommendations with regard to the term of validity of the certificate, special operational or
construction considerations and the Owner’s corrective action plan.
Upon receipt of the above notification, the Administration will provide the requisite authorization to
the Recognized Organization (RO), for the issuance of a Short Term Safety Construction Certificate,
on the basis of the recommendations provided.
The following notations must be included on the Short Term Construction Certificate:
 Tug Assistance is to be provided at the discretion of the Master, while entering & leaving the port
and while navigating in confined waters.
 Main Engine Propulsion is to be kept on “standby” at all times, while at anchor.
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52. EMERGENCY DISCHARGE IN CASE OF LOSS OF PUMPS (FOR OIL/CHEMICAL VESSELS)
To effectively deal with such a situation, the Company ensures that portable pump(s) are always
operational and readily available.
Through form SF/MRS/240N, Emergency Deep well pump(s) (Baby Framo) is tested annually with
sea water.
During the test the pump is connected with hydraulic hose and the discharging hose.
Pump and hoses are rinsed with fresh water after the use prior stowage.
In case of loss of a cargo pump, the Master must immediately notify the Vessel’s Operator and contact the
Technical Department for advice.
Upon completion of all tests and re-operation of the pump precluded, then Terminal and Charterers
must be notified that prior completion of overall discharge, the Emergency Framo pump must be
lowered to the respective tank.
In the first place, Terminals approval must be obtained to proceed with emergency discharge
alongside, otherwise the Vessel must proceed to anchor.
A Risk Assessment to be carried out prior commencement of lowering/installation of the pump.
To lower the “Emergency Framo” to the tank, connect and operate it, the detailed procedures contained
in the Framo Manual must be followed.
The best option is to transfer the ROB quantity, to an emptied tank (previously contained an identical or
compatible cargo with no tank cleaning requirement).
Thereafter the discharging can resume by using the main pump.
The safety precautions and procedures will depend on the nature of the cargo to be discharged.
In this respect the MSDS posted in CCR must be consulted.
Appropriate PPE must be worn. If the cargo is toxic or hazardous, full face chemical suit and SCBA
must be worn.
The use of the emergency deep well pump involves opening of a Butterworth tank lid.
In this respect a positive pressure must be maintained (if the tank is Nitrogen inerted or padded).
In any case the crew must remain at lee way of the wind.
Minimum necessary crew must attend at deck.
The accommodation must be protected by closed doors and air condition intake put in recirculation
mode.
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53. EMERGENCY PROCEDURES DURING CARGO OPERATIONS (FOR LPG VESSELS)
This section describes the associated actions due to a failure of plant or an emergency situation to gas
carriers.
Reference must be made to the Vessels’ SMPEP and the relevant publications carried on board.
1. UNLOADING WITHOUT DEEPWELL PUMPS

Chapter 7 of the Tanker Safety Guide - Liquefied Gases must be read in conjunction with this
section.
With the exception of fully refrigerated Vessels and in the event of a failure of a main cargo pump
the tank may be discharged using vapour pressure to transfer cargo directly ashore or to another tank,
or to the suction of a booster pump.
Vapour for this procedure can be supplied from another tank, produced in the Vaporizer or LPG
Compressor or received from shore.
Discharging by displacement with vapour is a much slower process than by using deep well pumps;
the actual rate being dependent upon the physical properties of the cargo, cargo temperature, gas
temperature, and available overpressure.
If cargo gas is used, it is estimated that between 30% and 50% will condense out, thus lowering the
discharge rate still further.
The pressure above the liquid is to be kept constant throughout the discharge, which may not be easy
as the level approaches the bottom of the tank. Frequent adjustments to the discharge rate will be
necessary to maintain pressure.
2. FREEZING (HUDRATES IN CARGO )

Water loaded with the cargo, or loaded into tanks which have not been thoroughly dried, can result in
ice forming at the following key locations:
 Manifold cargo filter.
 Main and purge condensers.
 The vaporiser, during vaporising.
 Condensate expansion valves.
Problems will occur if the water has not been drained off and the cargo is cooled down below + 5°C
during the voyage, as it can block deep well pumps, and expansion valves. Methanol injection points
are located at most of the vulnerable locations, but methanol can contaminate the cargo, and in some
cases is not allowed to be used.
(a) A blocked cargo manifold filter catcher will be signaled by a high pressure drop and reduced
flow. During loading regular draining is to occur to remove water. If it is blocked by ice the inlet
and outlet valves are to be closed and the Vessel pressurized with cargo or inlet gas. Warm gas
can be used if necessary.
(b) A blocked deep well pump will probably need to be cleared by methanol injection if it cannot be
turned. If the sump is frozen as well this may require considerable quantities of methanol, and
attention must be given to the acceptable levels of methanol-in-cargo contamination.
If this method of defrosting is not successful, or methanol is not allowed, the tank will have to
be unloaded by displacement with cargo.
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3. FLAMMABILITY
All liquefied gases presently transported in bulk by sea, with the exception of chlorine and nitrogen,
are flammable.
Because of the high vapour pressure and rapid vaporisation of spilled liquefied gases, the spread of
flammable vapour is likely to be more extensive than in the case of a similar liquid spillage of oil.
The chances of ignition, following a spill of liquefied gas is thereby greater.
Radiation from liquefied gas fires, because of the rapidity of vapour production, may be intense and
no fire-fighting must be attempted without full fire-fighting protective clothing.
Leakage of a liquid or vapour from a pipeline under pressure will burn as a jet if ignited which will
continue as long as fuel is supplied.
A particularly destructive form of vapour burn associated with the transportation of liquefied gas in
pressurized containers is the BLEVE (Boiling Liquid Expanding Vapour Explosion).
This arises from the rise in pressure within the container together with the weakening of the un-
insulated and uncooled part of the container shell due to surrounding fire or due to radiation from the
ignited vapour emission from the safety relief valve.
As a result, the container suddenly splits open, releasing the pressurized liquid to atmospheric
pressure. The consequent flash of liquid vapour provides fuel for a rising fireball and parts of the
ruptured container may be projected apart with considerable violence.
The BLEVE is a well-known occurrence in road and rail transportation but has never occurred in
marine transportation and is unlikely so to occur for the following reasons:
 The likelihood of surrounding fire is small.
 Safety relief valve emissions are piped away to mast head vents.
Shipboard pressurised tanks are provided with water sprays and water for cooling purposes is readily
available.
4. VAPORIZATION OF SPILLED LIQUID

When a gas is stored as a liquid - whether under pressure or refrigeration - it will vaporize when
released to the atmosphere taking heat from its surroundings.
In doing so, depending upon the liquid spilled, the spill size and whether the spill is on land or water,
the rate of vaporization and the temperature and density of the ensuing vapour cloud will vary.
Almost certainly the cloud will be low lying (only methane when warmer than -100°C, ethylene and
ammonia are lighter than air), will be initially cold, and will drift downwind; its occurrence will, in
general, be visible as a white 'cloud' which is condensed atmospheric water vapour.
5. TOXICITY AND TOXIC PRODUCTS OF COMBUSTION

Some liquefied gases present toxic hazards principally if the vapours are inhaled. Four of these toxic
gases, ammonia, chlorine, ethylene oxide and propylene oxide, are also irritants to the skin and
mucous membrane. Incomplete combustion of hydrocarbon vapours may produce the toxic gas
carbon monoxide. Combustion of vinyl chloride may produce toxic carbonyl chloride.
6. BRITTLE FRACTURE
Liquefied gas spilled onto constructional steel such as ship's decks not designed for low temperatures
may cool this steel to temperatures where it becomes brittle.
Stress already within the steel together with that resulting from differential contraction may cause
fracture of the steel in the cooled areas. The resultant fractures are generally fine and unlikely to
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propagate beyond the cooled areas. Detailed investigations have suggested that even with shipboard
spills, the integrity of the ship is unlikely to be affected and that the seepage of liquid through the fine
fractures is unlikely to have any significant consequences.
7. FIRE FIGHTING
The SOPEP/SMPEP/VRP, as applicable, is to be used in the event of a fire but the following points
must in addition be considered.
VRP is also for exclusive use in USA, in case of emergency.
A. CARGO AREA FIRE
The fire may affect the cargo and increase the boil off and subsequent cargo tank pressure.
Cool area by actuating water spray system. Use reliquefaction plant.
The source of fuel must be cut off and the initial attack must be with dry powder. If necessary
use fixed fire-fighting system - Foam, CO2, ensuring area has been evacuated.
Consider:
 Isolating the source of fuel.
 The initial attack.
 Shutting down all cargo operations.
 Closing all tank valves (ESD System).
 Activate water system.
 Large scale attack (fire fighters can advance behind water spray from hoses).
 Continue cooling area when fire is out.
B. VENT MASTE FIRE

Ignition can be caused by a lightning strike or other source of ignition when venting.
Consider:
 Stop venting.
 Inject inert gas into the vent, if possible.
 Spray mast head with water or consider suppressing the fire by introducing Nitrogen/IG
via manifolds, if such arrangement is available on board.
 Resume venting when mast head and surroundings are cool and electrical storm is over.
8. ESCAPE OF GAS ON DECK

Whether a spillage of liquid or a leak of vapour, the priorities of the Emergency Party are to:
 Stop the flow of gas.
 Prevent ignition.
 Disperse the vapour cloud.
The flow of gas from a source which is between two valves on the Emergency Shut Down system
will be limited.
However, personnel advancing to close a valve manually close to the source of a spillage or leak
must:
 Wear breathing apparatus and protective clothing.
 Be protected by a massive water wall.
Care must be taken to avoid cargo coming into contact with the skin.
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Any leak of LPG will produce a rapidly expanding cloud of explosive vapour, which must be
prevented from coming into contact with a source of ignition. It is imperative therefore to isolate any
source of ignition and ensure that no vapours enter the accommodation.
Early consideration must be given to altering course and/or speed, and if necessary to stopping
ventilation fans.
Personnel who have to leave the accommodation to close vent intakes must wear breathing apparatus
and protective clothing.
If a vapour cloud approaches a known source of ignition, consideration must be given to attempting
to "bend" its path by putting up a solid water wall.
The rate of dispersal of a vapour cloud will depend on climatic conditions.
However, the use of liberal quantities of water in spray form will increase the rate of vaporization,
and, in the case of liquid spillage, reduce the risk of cold fractures of steel.
Solid water jets must not be used on liquid spills, as they will result in splashing of cold liquid.
Fixed water sprays may also assist in vapour dispersal if near enough to the cloud.
9. FIRES INVOLVING LPG

The highest priority of action must be given to stopping the gas flow to limit the amount of
flammable material available, and contain the fire in as small an area as possible.
This may happen automatically with the operation of the Emergency Shut-Down System.
Fire fighters must wear protective clothing and self-contained compressed air breathing apparatus.
Tackling the fire requires the use of two media, water and dry powder.
Large quantities of water spray are to be used:
 To protect fire fighters and those assisting the rescue of trapped personnel from spaces.
 To cool surfaces exposed to heat.
 To prevent heat radiation through steel bulkheads.
The normal extinguishing medium for LPG fires is dry powder, which is propelled by nitrogen.
The Master is to ensure that all Officers are familiar with the operation of this equipment, and the
technique to be used in fighting a LPG fire.
The best results are achieved by applying dry powder at a maximum rate by using as many guns as
possible from upwind.
The guns must sweep rapidly backwards and forwards over the fire area.
If a liquid spillage is involved, the surface of the spillage must not be disturbed by direct impact.
Dry powder guns discharge at not less than 4 kilos per second.
The initial recoil and subsequent force exerted by discharge means that in order to avoid the wastage
of dry powder, a second person may be needed to help the operator maintain control of the gun.
If it is judged preferable to allow a flame to burn from a controlled leak, such as a pipe fracture,
water spray is to be used to contain the fire without extinguishing the flame.
Either CO2 or Halon are fitted to the Cargo Control Room, Compressor Room and Motor Room on
LPG ships.
10. ABANDONING THE SHIP IN THE PRESENCE OF TOXIC VAPOURS

The Master may have to consider abandoning ship in the presence of toxic gas following, for
example, a collision or fracture in the loading line.
For this purpose, sufficient escape breathing apparatus of 15 minutes duration are supplied for all on
board.
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A. AT SEA
If, during cargo operations, the accommodation becomes filled with toxic vapours (e.g.
Anhydrous Ammonia) such that it is impossible for personnel to remain therein, the Master
may order the ship to be abandoned, or at least to move the ship's company upwind of the
source.
In this case, the Emergency Party, wearing full breathing apparatus, is to prepare the most
suitable lifeboats, and lower them to the embarkation level.
When instructed, personnel and supernumeraries inside the accommodation are to put on their
escape breathing apparatus and man the lifeboats with the minimum of delay. The Officer on
the brake is to board the lifeboat by way of the ladder when the boat is in the water. Some
types of fully enclosed boats may be lowered from inside the boat.
The lifeboat is to be maneuvered upwind, clear of the vapour before the engine is started. This
restriction may not be necessary with enclosed lifeboats. This operation is to be undertaken by
personnel wearing full breathing apparatus, with their own escape breathing apparatus as
standby.
Once the escape breathing apparatus has been put on, action must be swift and completed
well within the 15 minutes duration of the sets.
This is a difficult operation and is only to be attempted if there are no alternatives. Whenever
a suitable opportunity presents itself, the Master is to conduct exercises as outlined involving
the whole ship's company.
B. IN PORT
Circumstances may arise where the Master has to order the ship to be abandoned when the
accommodation area is enveloped in a cloud of toxic vapour. In this case, the Emergency
Party, wearing full breathing apparatus, will be responsible for indicating the route to be taken
by personnel (wearing their escape breathing apparatus).
11. EMERGENCY SHUT-DOWN PROCEDURES
All members of the ship’s company must be aware of the methods of activating the Emergency Shut-
Down System.
The Emergency Shut-Down System is a quick closing system, which may be activated automatically
or manually. It will close all deck valves and shut down all cargo machinery.
The automatic system is an airline, which is constantly pressurized.
Activation results in the release of the air in the line and a pressure switch which detects the resulting
drop in pressure.
There are three consequences of this:
 The Emergency Alarm sounds.
 Air is exhausted which activates a pressure switch from the supply line, which allows the valves
to close.
 Electrical relays operate to stop cargo pumps, LPG compressors and R22 compressors.
To avoid unacceptable pressure surges in the pipelines, there is a time lag in closing valves. From
activation of the system to valves being completely closed will take from 20-30 seconds.
A. AUTOMATIC OPERATION
At each tank dome and manifold, the Emergency Shut-Down System contains a fusible plug.
In the event of a fire, the plug will melt to allow the air in the system to evacuate.
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B. MANUAL OPERATION
Electrical push-button switches are situated in the Cargo Control Room, the Engine Control
Room and the Wheelhouse.
Push buttons, painted red, are situated at strategic points around the deck.
12. EXPOSURE TO GAS CARGOES
A. PRECAUTIONS TO AVOID EXPOSURE

During cargo operations, the number of personnel allowed on deck forward of the
accommodation must be kept to the minimum. Under normal circumstances they are to be
restricted to those persons directly concerned with the loading/discharging operation.
During all cargo and gas freeing operations the Master is to consider the risk to personnel on
deck encountering a concentration of cargo vapour. If the cargo is particularly hazardous, he
is to ensure that personnel working on deck carry the Emergency Life Support Apparatus.
In Vessels carrying Vinyl Chloride Monomer or Propylene Oxide where there is a possibility
of vapour of liquid escaping, all operations such as hose disconnection and cargo sampling
will be carried out or supervised by personnel wearing full CABA and totally enclosed
protective clothing.
B. ACTION IN THE EVENT OF EXPOSURE

The action to be taken will depend on whether exposure has resulted in:
 liquid in the eye
 liquid on the skin
 vapour being inhaled
Action in each case is similar for many types of cargo carried in LPG ships, but chemical data
sheets (MSDS’s) must be checked before handling begins.
Decontamination centers and eye wash facilities are provided to assist persons who have been
contaminated by cargo.
a) If liquid has entered the eye, it must be flooded gently with clean water for at least 15
minutes (30 minutes for ammonia). It will probably be necessary to force the eye open.
b) Skin contact with liquid from most hydrocarbon cargoes will produce immediate
FROSTBITE and remedial action must be rapid and well-practiced, since medical
assistance may not be readily available. Contaminated clothing must be swiftly removed
and the affected area immersed in water.
c) Where vapour inhalation occurs, the victim must be removed upwind to fresh air. If
breathing has stopped mouth-to-mouth resuscitation must be started at once.
Immediate medical advice and assistance must be sought in all cases of exposure to gas
cargoes.
C. VINYL CHLORIDE MONOMER
Vinyl Chloride Monomer (V.C.M.) is carried as a liquid in certain LPG ships, which have
been converted or built for the purpose.
V.C.M. is a chlorinated hydrocarbon and has flammability limit of 4 - 33% by volume and
toxicity characteristics similar to many cargoes of hydrocarbon origin. In addition, however,
long-term exposure to high concentrations has been linked with a rare form of cancer; the
TLV has therefore been set at 10 ppm - a level well below the bottom of the flammable range.
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V.C.M. has an odour threshold of 2000 ppm and therefore smell cannot be relied upon as a
means of detection.
It must be noted however, that to date, no cases have been recorded relating to exposure to the
monomer. The only cases have been linked with production processes, and in particular to
cleaning of the autoclaves used in the production of PVC.
Nevertheless, it is policy that exposure levels must not exceed 10 ppm unless suitable
protection such as CABA, ELSA and possible chemical suits are used.
Vessels, which are in the VCM trade for all or part of the time, have specialized detection and
protective equipment. In addition, modified emergency procedures have been developed to
deal with the problems, which may arise from the presence of the gas
D. PROPYLENE OXIDE
Propylene Oxide (PO) is a highly toxic chemical with wide flammable limits of 2.8 - 37% by
volume. The TLV of this product is 100 ppm whilst its odour threshold is 10 ppm. Exposure
to the liquid or high concentrations of the vapour can lead to eye burns, skin irritation and
blistering, vomiting, lack of co-ordination and depression.
E. AIR SUPPLY / AIR CONDITIONING

When certain toxic cargoes such as chlorine are carried, the IMO IGC Code requires that a
space within the accommodation is designated as a safe haven or citadel.
This maybe the bridge or cargo control room and is required to accommodate the entire
Vessel’s company and provide an uncontaminated supply of air for a period of not less than
four hours.
Easy access is to be made available from the open deck and the accommodation via an airlock
which has a decontamination shower fitted close by.
It must be noted that when the accommodation air supply/conditioner is on 100%
recirculation a partial vacuum exists.
It is important therefore that the double doors to the accommodation are kept shut in order to
avoid gas entering the accommodation.
13. UNCONTROLLED VENTING

In case uncontrolled venting of gas occurs, the steps which must be taken depend on the
location where the release occurs. These locations are the main deck and enclosed spaces
such as ballast tanks, cofferdams, fore peak tank, etc.
COMPRESSOR ROOM
Upon detection of gas/toxic vapours release, the following actions must be taken
immediately:
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When at TERMINAL
 Stop cargo pumps and other associated cargo systems and close all valves
 Keep Compressor room ventilated
 Activate ESD//Activate Deck Spray System
 Isolate Electrical circuits on deck
 Have ready resuscitator, breathing apparatus, stretcher and other safety equipment
 Monitor by gas and toxic meters atmosphere in accommodation (gas and toxic
vapours)
 Eliminate/repair source of gas vapour release
 Inform Terminal and other concerned parties
 Resume cargo operations only after complete safety checks
 Monitor Tank Pressures and temperatures
 Ensure Accommodation block/Engine Room is sealed off
 Sound Emergency stations and muster personnel inside accommodation
When AT SEA
 Manoeuver Vessel to disperse of vapour cloud away from Vessel.
 Muster crew inside accommodation with lifejackets
 Monitor by gas and toxic meters atmosphere (gas & toxic vapour)
 Eliminate/repair source of gas/toxic vapour release
 Activate Deck Spray System
 Monitor Tank Pressures and temperatures
MAIN DECK
Upon release of Gas vapours on main deck, the following actions must be taken immediately:
Gas/Toxic Vapour Release Cargo Operations
 Stop cargo operations
 Identify source of release
 Inform terminal and relevant authorities.
 Eliminate/repair source of gas/toxic release
 Activate ESD/Deck Spray
Other Enclosed Spaces
Take all safety measures for entry in enclosed spaces
First Aid to Crew affected by Toxic Vapours

In case that a crew member is affected by the gas/toxic vapour the person must be transferred
to the Vessel’s hospital where first aid as per cargo’s health and safety data instructions must
be given and when at sea, shore medical assistant must be requested.
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GENERAL
without the written authority of the DPA/ Alternate DPA
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54. LOSS OF LIFE
In cases of death of a crew member, the following actions must be taken by the Master and the
Medical Officer:
A. Report the incident immediately to the Company, first verbally and then by a written statement.
The Report must have the following data, as a minimum:
 Name and Rank of deceased Person.
 Date and time of death.
 Nature (Details) of injury or illness that resulted to death.
(the cause of death must be noted down -to the extent possible since shipboard personnel are
not doctors).
 Description of treatment on board (if any), before death occurred.
 Next Port of Call.
 Nearest Port of call and ETA
 Master’s intention / actions to arrange the landing of deceased Person.
- If deviation from voyage is necessary.
- If evacuation is necessary.
- If the body of the deceased Person can be preserved onboard, until arrival in port.
 Any anticipated delays.
An Accident Report (SF/SAQ/405A) must also be sent, in case the death was a result of a very
serious injury onboard, with FULL details and photos where necessary, of the location of the
accident, the equipment, nearby spaces etc.
B. The Company must immediately inform the Manning Agent, who will inform the Next of Kin.
(Psychological support by professional Psychologist must be arranged by the Crew Department in
cooperation with the Manning Agent).
C. Report the Incident to the closest Port Authorities.
D. Report the Incident to the Flag Administration in 24 hours (Form MI-109-1).
This report must be sent to the e-mail address:
Marshall Islands Emergencies: dutyofficer@register-iri.com
(This report must be sent after consulting with the Office).
E. Record the occurrence in the Ship’s Deck Log Book.
F. Notify the Vessel’s Agent and request their advice on the specific actions to be taken to land the
body ashore, as per specific country regulations.
Provide the following information to the Agent:
 Full name of the deceased.
 Sex. nationality, religion, date of berth.
 Passport number.
 Rank or rating.
 Date and time of death.
 Cause of death (if known).
 Nearest Port of call and ETA.
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Attention!! Guidance to the Master

Request the agent to inform all Local Authorities according to Local Regulations including the
Consular Officials representing the Vessel's Flag State and the Country of the Deceased person.
Prior to arrival, ensure (through written confirmation by the Agent) that the appropriate Local
Authorities have been informed.
On arrival at the Port, advise the local P&I Correspondent.

A. Advise the P&I Correspondent.
B. Make all possible efforts to preserve the body.
(Guidance is also available in the “International Medical Guide for Ships” a mortuary bag
must always be available onboard).
(It is included in the Surgical Equipment Inventory -IMPA Code 39 13 93 - and is inventoried
every six (6) months.)
C. Make all possible efforts to send the body ashore the soonest possible.
D. Notify the Agent at the port of landing of the body and instruct him to obtain a Death
Certificate and any other documents required by Customs.
E. Hand-over to the Agent all the seafarer’s documents (Seaman’s Book, passport, certificates,
etc), and all other personal belongings.
(see next paragraph of this procedure)
F. Request an Inquiry or Post Mortem as directed by Local Authorities and/or the Company.
Note: The Post Mortem Report, Autopsy Report, Death Certificate or Coroner's Report must,
if not written in English, be translated by an Official Translator.
G. Complete the following documentation
 Bridge logbook entry as per Flag requirements.
 A copy of this entry must be made available to port officials as required, including name
and rank of deceased, Seaman's Book and passport number, and position and time of
death.
 A notification of death as per Flag State requirements (MI-109-1).
 A Maritime Declaration of Health to be passed to the Port Health Officer on arrival if
death was caused other than by accident.
 Accident Report (SF/SAQ/405A (both Parts A & B) in the event of accidental death on
board or when boarding the Vessel.
 An account of wages.
 An inventory of the personal effects of the deceased.
 A record of all additional costs resulting from the death.
H. The following documentation must be forwarded to the Office:

 Log Book Extract.
 Master’s report on the accident or death.
 Accident report, in case the death was due to an accident.
 Accident report, on the Flag Administration’s relevant format
(i.e. For Marshall Islands – Form MI-109-1).
 Voluntary statements, from witnesses, if any.
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 Copies of Death Certificate and all other relevant documentation from Customs, doctors,
etc.
All records in this Procedure may be kept and managed electronically.

It is acceptable by the Marshall Islands Administration.
Personal Effects of the Deceased Person

An Inventory of the personal effects of the deceased person must be taken in the presence of a
responsible Officer. Valuables, cash, private papers and letters, jewelry, cameras etc. are to be
packaged and sealed separately. There must be a separate inventory for each individual package and
each package must be marked: "EFFECTS OF ......... (NAME)".
Three (3) copies of each inventory are to be signed by the Master and the witnessing officer:
 One copy must be attached to the package.
 One is to be sent to the Crew Department for on-forwarding to the next-of-kin.
 One to be retained on board.
The Master must follow the Company’s instructions with regard to the landing of personal effects
and when they are landed a receipt must be obtained from the person taking charge of them.
This person must be a Manager from a Port Agent, a Port Authority Official or similar.
The original receipt must be attached to the Inventory and must be sent to the next of kin.
A copy of the receipt must be retained onboard.
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55. RESCUE FROM ENCLOSED SPACE
WHEN THE EMERGENCY IS IDENTIFIED

If there are indications, through the agreed communication system, that a person in the enclosed space
has been affected by the atmosphere :
 The stand-by person must immediately raise the alarm.
 Advise the Master and the Officer in Charge.
 If air is being supplied to the person in the space through an air-line, a check of the supply must be
made immediately ( if the Vessel has such detection equipment)
 The stand-by person must wait until a rescue team is formed. On no account must the stand-by
person try to enter the enclosed space before help has arrived. Panic must be avoided- it always
has disastrous results. Every moment is vital, but this must not influence the rescue team towards
taking unnecessary risks
 The Master must appoint a ‘leader/coordinator” of the Rescue team.
 No rescue must be attempted without breathing apparatus and a lifeline.
 Continued supply of fully charged air cylinders for the self-contained breathing apparatus of the
rescue team must be provided.
 Any physical injury of the person in the enclosed space is of secondary importance.
 What is important is his removal from the enclosed space.
 Priority must be given to the supply of air at the earliest possible moment.
 The stretcher must be prepared to carry the injured person to the hospital room.
 The Oxygen cylinder in the Hospital Room must be prepared by a competent person, while the
rescue is in progress.
 Remove the casualty at once into the fresh air.
 Loosen tight clothing.
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RESCUE
ENSURE A FREE AIRWAY AS FOLLOWS:

Place the patient in a face-up position on a hard surface. Put one hand beneath the patient’s neck and
the other hand on his forehead. Lift the neck with one hand and apply pressure to the forehead with
the other to tilt the head backwards. This extends the neck and moves the base of the tongue away
from the back of the throat. The head must be maintained in this position during the entire artificial
mouth-to-mouth respiration and heart compression procedure.
CPR TECHNIQUE
1-PUMP
If the victim is not breathing normally,
coughing or moving, begin chest
compressions.
Push down in the center of the chest 4-5 cm

inches 30 times.
Pump hard and fast at the rate of
100-120/minute, faster than once per second.
2-BLOW
Tilt the head back and lift the chin.
Pinch nose and cover the mouth with yours
and blow until you see the chest rise.
Give 2 breaths.
Each breath must take 1 second.
 Lack of oxygen in the blood and tissues gives signs like cyanosis (bluish colour of skin and nails )
and dyspnoea ( rapid , shallow breathing ).
 Make use of the Defibrillator (ONLY in real Medical emergency).
 As soon as spontaneous respiration starts, the injured must be transferred immediately to the
Hospital Room.
 Oxygen must be provided immediately, by a competent person (Medical Officer or other Holder
of the Medical Care Certificate) .The usual adult dose in 6-8 litres per minute by mask.
 Attention!!
 Only trained personnel must administer oxygen. The use of oxygen presents an explosion hazard.
In the immediate area do not allow smoking, open flames, electrical devices, flammable liquids
such as alcohol, or any other device which is combustible.
 Place over the nose and mouth a disposable mask designed to give 35% oxygen.
 Make frequent checks that it is securely in place.
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RESCUE ( continuing )
 Lack of oxygen in the blood and tissues gives signs like cyanosis ( bluish colour of skin and nails )
and dyspnoea ( rapid , shallow breathing )
 Make use of the Defibrillator (ONLY in real Medical emergency )
 As soon as spontaneous respiration starts, the injured must be transferred immediately to the
Hospital Room.
 Oxygen must be provided immediately, by a competent person (Medical Officer or other Holder
of the Medical Care Certificate) .The usual adult dose in 6-8 litres per minute by mask.
 Attention!!
 Only trained personnel must administer oxygen. The use of oxygen presents an explosion hazard.
In the immediate area do not allow smoking, open flames, electrical devices, flammable liquids
such as alcohol, or any other device which is combustible.
 Place over the nose and mouth a disposable mask designed to give 35% oxygen.
 Make frequent checks that it is securely in place.
 Administration of oxygen must continue until the injured has no difficulty in breathing and has a
healthy colour.
 Do not give anything by mouth
 Seek Radio Medical Advice as soon as possible, before giving any medication and anything by
mouth.
 When breathing is restored, the victim may be connected to the Telemedicine Kit in order to
provide health condition data to the contracted Ship Medcare, as per MEDCARE Contact Poster,
which is found posted on Bridge and in the Hospital Room.
DOCUMENTATION
 Master to prepare the victim’s Passport, Seaman’s book and All Certificates, in order to be
handed to the Agent. (They will be required by the Port Authorities, Hospital and P&I Club
representatives.
 The Master to make an Initial Report ( by phone ) to the Office ( DPA ) , in order for the Office
Emergency Response Team to be activated , to take action as per Company Emergency
Procedures ( i.e liaise with the Agent , P&I Club, Manning Agent, Media Consultant, Flag
Administration ,and any other 3RD Party as required.
 The Master to prepare Accident ( Injury ) Report SF/SAQ/405A – as per Company IMS , and
provide all necessary Documents as stated there in ( e.g Work/Rest Hours, Daily Work Plan,
Work Permit, Drug & Alcohol Test of other crew who had participated in this Enclosed Space
entry, etc )
 The Master to prepare the Marine Injury Report , as per Flag Administration requirements ( e.g
for Marshall Islands MI-109-1 “ Report on Personal Injury”)
 The Master to make a relevant Deck Log Book Entry.
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56. CYBER SECURITY EMERGENCY- RESPONSE PLAN

Cyber Security is ANY incident involving:
 Information Technology (IT) or
 Operation Technology (OT) System,
which results in the System not operating properly, or not servicing its intended scope of operation
due to:
 External issues e.g Cyber Attack, Virus /Malware Infection etc
 Internal issues e.g Misuse, wrong configuration, failed software patching, sabotage causes.
Following any such Incident, a relevant Incident Investigation Report (Form SF/SAQ/405B) must be
issued, after taking initial actions as per guidance below.
INFORMATION TECHNOLOGY (IT) SYSTEMS

(As per PRO Manual –Procedure 27a –Paragraph 2.3)
 The Master and Head of Department (Chief Engineer or Chief Officer) to be informed.
 The Head of Department (Chief Engineer or Chief Officer) to:
o Isolate the IT System from the Vessel’s Datacom Network,
o Disconnect the Network Cable.
o Attention!! DO NOT SWITCH-OFF THE SYSTEM!!
 The Head of Department and /or OOW to check if other similar /interconnected Systems have
the same problem.(Chief Engineer & Engineer Officer of the Watch or Chief Officer & Deck
Officer of the Watch).
 If the same problem is identified in other similar IT Systems, the Network Cable to be
disconnected as well, by the Head of Department. DO NOT SWITCH OFF!
 The Master and Head of Departments (Chief Engineer or Chief Officer) to identify the impact to
safe operations.
 The Master to contact the IT Manager and revert with the status of all actions above.
(Contact Details as per Emergency Contact List in force).
OPERATION TECHNOLOGY (OT) SYSTEMS
(As per PRO Manual –Procedure 27a –Paragraph 2.3)
 The Master and Head of Department (Chief Engineer or Chief Officer) to be informed.
 The Master and Head of Department (Chief Engineer or Chief Officer) to identify the safety
impact.
 The Head of Department (Chief Engineer or Chief Officer) to try to isolate /deactivate the OT
System, provided that Safety is not further compromised.
 The Head of Department and /or OOW to check if other similar /interconnected Systems have
the same problem.(Chief Engineer & Engineer Officer of the Watch or Chief Officer & Deck
Officer of the Watch)
 If the same problem is identified in other similar OT Systems, the Head of the Department must
isolate /deactivate these Systems as well, always considering the Safety impact.
 The Master to contact the Marine or Technical Superintendent, who is the System Responsible in
the Office, and advise him of the status of all actions above.
(Contact details as per Company Emergency Contact Lis in force).
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56A. VESSEL BUSINESS CONTINUITY PLAN – SERVER MALFUNCTION

In case of Server Malfunction, the following procedure will be implemented.
( as per Emergency Checklist SF/SOS/056A).
Actions to be taken
Level 1 – Initial Service Re-instatement – One (1) Hour Response Time

Master to inform IT Manager about situation at hand – Vessel Server malfunction observed.
IT Department to create a Vessel ERP Server equivalent Master’s account in Office ERP Server.
IT Department to establish necessary & secure Remote Access connectivity setup for the Master.
IT Department to create and provide Master with necessary access method & credentials.
IT Department to provide secure Web access & credentials to Vessel’s standard e-mail.
Master to access, test & verify remote Vessel ERP Server infrastructure setup configured in Office
ERP Server.
Master to access, test & verify secure Web access towards Vessel’s standard e-mail.
Level 2 – Service Enhancement – Twenty Four (24) Hours’ Response Time
A preselected vessel laptop to be configured remotely and temporarily replace Vessel Server
malfunctioning.
Laptop to be assigned Vessel Server’s Physical Network connectivity.
Laptop to be assigned Vessel Server’s IP Network connectivity.
Laptop to be configured remotely with Vessel ERP Server software and configuration setup of limited
capacity – max two (2) simultaneous users – as well as any other piece of software necessary to
maintain onboard Business Continuity e.g. e-mail server.
New / temporary Vessel ERP Server to be synchronized with Office ERP server.
Master to access, test & verify temporary laptop overall setup acting as Vessel Server documented
above.
Level 3 – Full Service Re-instatement – Next Convenient Port
One of the Two (2) Office stored Spare Vessel Servers acting as Critical Spares to be prepared for
dispatch onboard.
Spare Server Software installation & Patching Level to be verified.
Spare Server Vessel ERP Server data to be synchronized to Office ERP Server records available up
to the day of dispatch.
Upon receipt onboard, spare Server to be assigned Vessel Server’s Physical Network connectivity.
Spare Server to be assigned Vessel Server’s IP Network connectivity.
Spare Server ERP Database to be synchronized with Office ERP Server.
Old / malfunctioning Vessel Server Hardware to be returned to Office for repair and keeping as
spare.
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57. EMERGENCY IN TERMINAL
57A. FIRE IN TERMINAL
ON NOTIFICATION OF FIRE EMERGENCY SITUATION FROM THE TERMINAL

 Sound the General Alarm
 Call the Master
 Activate the ESD ( Emergency Shut-Down)
 Stop ALL Operations : Cargo, Bunkering , De-ballasting Etc
 Shut down all Cargo System Valves
 Disconnect Loading Arm and hoses.
 Advise Crew of the Fire in Terminal, via Public Address.
o Address warning for Fire
o Provide guidance based on Cargo MSDS- for PPE and other safety equipment
o Order Tally of Crew to begin
 Confirm that the Accommodation air supply is on re-circulation –or STOP completely,
depending on the circumstances
 Ensure that all accommodation doors and all other openings have been shut down.
 Advise the Terminal of the activation of the ESD and disconnection of the Loading Arm.
 Order to start Fire Pumps( if necessary)
 Advise the Engine Room and order the Emergency Start of the Main Engine
 Consider the necessity to evacuate from the Terminal
 Call the Office and notify the DPA
 Advise the Vessel’s Local Agent, of actions taken / Terminal instructions
 Request Tug assistance from the Terminal
 ( Minimum two (2) Tugs and notify the Office
 Request Pilot services ( to Local Agent or Port Authorities/Terminal – and notify the Office )
 Start preparing Fire Wires (if not already prepared) or other suitable mooring lines.
 Summon Vessel’s Fire Fighting teams to be on stand-by, wearing the appropriate PPE and have
all FFE ready, in case the fire extends from Terminal to the Vessel.
 Activate all Fire Fighting Systems ( Deck Spray System etc ( in case fire extends on Vessel )
 Advise the Terminal of the actions taken so far
 ( i.e ESD activation, Disconnection of Loading Arm/ Hoses, request for tug and pilot
assistance, Engine on standby, readiness of Vessel to unberth , Vessel’s Fire- fighting teams
readiness ) and request an update on the emergency and any actions which the Vessel must
take, based on the Emergency /Evacuation Plan – discussed during the Ship/Shore Meeting.
 Based on Crew Tally-carried out - ensure that all are present and there are no injuries.
 Ensure all are wearing PPE as specified in MSDS
 Allocate Responsibilities to Emergency Teams at aft and fore.
Record this in the Bridge Log Book. The UPS must not be removed from the Master’s safe
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57B. TERMINAL GENERAL EMERGENCY
ON NOTIFICATION OF EMERGENCY SITUATION FROM THE TERMINAL SOUND THE GENERAL ALARM
Call the Master
Activate the ESD ( Emergency Shut-Down)
Stop ALL Operations:
 Cargo , Bunkering , De-ballasting etc
Advise Crew of the nature of the Terminal Emergency, via Public Address.
 Address warning of possible hazards ( fire , toxic cargo and gases , danger of snap-back from
parting lines etc )
 Order Tally of Crew to begin
Drain the Cargo Hoses to be ready for disconnection- if required.
Advise the Terminal of the activation of the ESD and readiness to disconnect the Loading Arm.
Review the Ship/Shore Safety Checklist and any Terminal Evacuation Plan available –concerning
Tanker Personnel- and evacuation routes provided by Terminal for berthed Vessels.
Shut down all Cargo System Valves
Order to start Fire Pumps( if necessary)
Advise the Engine Room and order the Emergency Start of the Main Engine
Consider the necessity to remove the Tanker from the Terminal (the safest and most efficient means of
evacuation).
If it is not necessary for the Vessel to leave the terminal, consider evacuating unnecessary Crew.
Call the Office and notify the DPA
Advise the Vessel’s Local Agent
Request Tug assistance from the Terminal
( Minimum two (2) Tugs to be on stand-by and notify the Office )
Request Pilot services to be on standby (to Local Agent or Port Authorities/Terminal – and notify the
Office )
Start preparing Fire Wires (if not already prepared) or other suitable mooring lines- to be ready in case
a fire breaks out
Advise the Terminal of the actions taken so far (i.e ESD activation, request for tug and pilot assistance,
Engine on standby) and request an update on the emergency and any actions which the Vessel must
take.
Disconnect Loading Arms /hoses– to be ready to evacuate the Terminal- if so instructed by Terminal or
at Masters’ discretion based on his Risk Assessment.
Review Cargo MSDS-for immediate readiness in case of Cargo Vapour release or cargo spill.
Based on Crew Tally-carried out - ensure that all are present and there are no injuries.
Allocate Responsibilities to Emergency Teams at aft and fore.
Secure data on the VDR, after DPA’s instruction, 4-5 hours after the incident occurrence. Record this
in the Bridge Log Book. The USB must not be removed from the Master’s safe without the written
authority of the DPA/ Alternate DPA.
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57C. TERMINAL VAPOUR RELEASE
ON NOTIFICATION OF EMERGENCY SITUATION FROM THE TERMINAL SOUND THE GENERAL ALARM
 Call the Master
 Stop ALL Operations :
o Cargo
o Bunkering
o De-ballasting etc
 Advise Crew of the nature of the Vapour release from Terminal Loading Arm/ Hoses, via
Public Address.
o Address warning of possible hazards ( fire , toxic cargo and gases )
o Provide health protection based on Cargo MSDS
o Order Tally of Crew to begin
 Advise the Terminal of the activation of the ESD and disconnection of the Loading Arm.
 Order to start Fire Pumps( if necessary)
 Advise the Engine Room and order the Emergency Start of the Main Engine
 Consider the necessity to evacuate the Terminal
 Call the Office and notify the DPA
 Advise the Vessel’s Local Agent
 (i.e ESD activation, Disconnection of Loading Arm/ Hoses , request for tug and pilot
assistance, Engine on standby, readiness of Vessel to unberth ) and request an update on the
emergency and any actions which the Vessel must take.
 Based on Crew Tally-carried out - ensure that all are present and there are no injuries.
 Ensure all are wearing PPE as specified in MSDS
 Allocate Responsibilities to Emergency Teams at aft and fore.
 Prepare First Aid :
 Resuscitator, BA, Stretcher and other safety equipment.
 Have Hospital room prepared to immediately accommodate and person injured from Toxic
Vapours ( prepare Medical Oxygen )
 Other Crew - All others
o On deck – for cleaning the Cargo Spill – wearing appropriate PPE
Continuing on next page
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Continuing from previous page
 Monitor by Gas and Toxic Meters the atmosphere on deck and in accommodation and to
monitor vapour clout dilution.
 If there is a cargo spill , limit the spill to piping or tank, by closing valves, securing pumps etc
and limit spill area
 Confirm that the Accommodation is on re-circulation –or STOP completely, depending on the
circumstances
 Ensure that all accommodation doors and all other openings have been shut down.
 Take actions to control the hazard by minimizing crew exposure based on the guidance in the
MSDS.
 Advise the nearby ships by VHF.
 Use hose water spray to dilute any vapour cloud, if required.
 Switch off radars and Bridge Radio Equipment
 (if a vapour cloud is present ).
 Inform nearby Vessels and Terminal about the presence of vapour cloud.
 Observe movement of gas cloud and inform nearby Vessels and Terminal.
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57 D. TERMINAL – EXPECTING SEVERE WEATHER
ON NOTIFICATION OF FORTHCOMING SEVERE WEATHER
 Call the Master

 Stop ALL Operations :
o Cargo
o Bunkering
o De-ballasting Etc
 Advise Crew , through Public Address of possibility of the Vessel to leave berth – to start
preparing –securing movable items on the deck etc
 Address warning of hazard from parting mooring lines
 Carry out Risk Assessment and consider the necessity to evacuate the Terminal
 Call the Office and notify the DPA, the Marine/Vetting Department and the Operations
Departments
 Advise the Vessel’s Local Agent, of actions taken / Terminal instructions
 ( i.e ESD activation, Disconnection of Loading Arm/ Hoses, request for tug and pilot
assistance, Engine on standby, readiness of Vessel to unberth ) and request an update on the
emergency and any actions which the Vessel must take, based on the Emergency /Evacuation
Plan – discussed during the Ship/Shore Meeting.
 Request from Terminal to advise of any designated sheltered area available or the option to
proceed to open sea
 Advise agent of the Vessel’s course of action, as agreed with Terminal.
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58. HEAVY WEATHER
WHEN HEAVY WEATHER IS ENCOUNTERED

 Sound General Alarm
 Inform the Master and the Office
 Inform the Engine Room
 Inform all Crew – Issue warning to avoid upper Deck areas and the use of the Vessel’s elevators .
 No crew must go out on deck without permission from the OOW, and if necessary to go on deck, they must
wear the appropriate PPE and use the safety lines and hand-ropes.
 Refer to form SF/MRS/216-Navigation in Heavy Weather for actions to be taken.
 Instruct crew to secure all Movable objects at following locations :
 On Deck
 Below Deck
 Engine Room,
 Accommodation
 Galley –Store Rooms
 Secure all weather deck openings, water tight doors
 Lash /secure the Anchors, cover and cement the chain openings in order to prevent water ingress into the
chain lockers.
 Bridge Team summon to select the safest possible route and keep distance from the storm
 Establish Bridge Watch Type B ( as a minimum)
 Post additional look-outs ( if required )
 Adjust Speed and course as necessary
 Master adjust his Night Book orders, including specific instructions for heavy weather
 Rig Safety lines and Hand ropes as necessary
 Monitor Weather reports continuously
 Transmit Weather reports and Danger Messages as per Solas Chapter V- Regulation 32
 Ballast the Heavy Weather Tank ( if considered necessary), before heavy weather is encountered and advise
the Company
STEERING CONTROLS
 Place Steering Control under Manual Mode
 Assign to one person to check all the oil levels, linkages and other important parameters of the Steering Gear
in the Steering Room.
 Place two motors to run simultaneously to achieve maximum available torque to turn the rudder
 Determine a safe angle to encounter the sea, to reduce the forces on the deck.
 Instruct ship’s staff to use the shaft tunnel and other internal access space to go to the Steering room or other
compartment.
MACHINERY CONTROLS
 Maintain Engine Room under manned condition.
 In case Engine Control Room is located at main deck level, the OOW and/or watchman must stay inside the
Engine Room (in order to have better visual and audible feeling of the situation), always giving prior notice
to Bridge watch.
 Place under continuous monitoring all parameters of Main Propulsion plant and auxiliary power plant.
 Reduce Main Engine RPM up to a limit that safety navigation is ensured, Vessel’s structure is not
excessively stressed and M/E is not operated outside the critical range.
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MACHINERY CONTROLS (continuing)

 Ensure that M/E Load Indicator never exceeds the Maximum Limit ( as defined by either fuel linkage
mechanical stopper and/or main engine safety system parameters)
 The Mechanical stopper and/or M/E Safety system parameters must never be touched /changed.
 Operate the M/E Governor on the “Rough Sea or High Gain mode by choosing a relevant selector switch
/push button on the Governor /Actuator panel in the ECR. RPM kept as stable as possible to avoid M/E
over-speed
 Check to ensure that there is not leakage in liner/cooling jacket /cylinder cover.
If leakage exists :
 Decrease Main Engine RPM (in very heavy seas avoid to stop Main Engine).
 Increase to maximum lubrication of relevant cylinder.
 If necessary, shut off relevant fuel oil pump arranging lifting of pump’s roller
From the cam shaft (please see maker’s instruction book).
 If necessary, isolate defective cylinder from its cooling system.
 Adjust RPM so to avoid excessive Main Engine’s vibration and RPM variation.
 In case of failure of M/E Remote Control System, operate M/E from Emergency Stand
 Ensure correct sump level of all machinery ( due to rolling of the Vessel – false Level Alarms may be
activated)
 Check to maintain the level of all important tanks, so that pump inlet not to lose suction at any time
 Maintain two (2) generators in operation and another on stand-by.
 Closed Water-tight doors in machinery spaces, skylight and other openings.
 Ensure that the Emergency pumping arrangement is ready and on stand-by, if required for the Engine Room,
Pump room, steering gear and forecastle.
 Check all trays to be checked for preventing spills in the event of rough weather
The following Equipment to be checked after Heavy Weather :
o Forecastle Deck, Mooring/Anchor Winches, Emergency Towing Arrangement
o Anchors (well stowed and tight, including spare anchor)
o Forecastle Ventilators
o Forecastle spaces ( Hatch covers- for integrity & loose equipment lashings)
o Liferafts
o Deck Piping
o Lifebuoys (in place)
o Main Deck Ventilators, Sounding Pipes, Tank Covers, Gauging equipment
o Accommodation Block Ventilator Heads of Engine Room Tanks
o Integrity of save-all
o Poop deck fittings
o Main Deck and Stern Mooring Winches
o Emergency Towing Arrangements Aft
LPG Specific Checks

 Dry Powder Hose Stations
 Hatch Cover Seals for Cargo Hold Pressure Relief Hatches
 P/V Valves for Cargo Holds
 Gas Freeing Fan Units
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59. RECORD
 Emergency Response Checklist EMP/SECTION 5/ SF/SOS/000
 Abandon Ship EMP/SECTION 5/ SF/SOS/002
 Collision EMP/SECTION 5/ SF/SOS/003
 Critical Equipment Failure EMP/SECTION 5/ SF/SOS/004
 Emergency Cargo Transfer EMP/SECTION 5/ SF/SOS/005
 Excessive List EMP/SECTION 5/ SF/SOS/006
 Grounding or Stranding EMP/SECTION 5/ SF/SOS/007
 Hull /Structural Failure EMP/SECTION 5/ SF/SOS/008
 Hull Leakage EMP/SECTION 5/ SF/SOS/009
 Tank Overflow EMP/SECTION 5/ SF/SOS/010
 Towing EMP/SECTION 5/ SF/SOS/011
 Stress & Stability EMP/SECTION 5/ SF/SOS/012
 Shipboard Spill Mitigation Procedures EMP/SECTION 5/ SF/SOS/013
 Transfer System Discharge EMP/SECTION 5/ SF/SOS/014
 Fire in Engine Room EMP/SECTION 5/ SF/SOS/015
 Break away from Jetty EMP/SECTION 5/ SF/SOS/016
 Fire and Explosion EMP/SECTION 5/ SF/SOS/018
 Oil Spill/ Record Keeping & Sampling EMP/SECTION 5/ SF/SOS/019
 Bomb Threat –Initial Action EMP/SECTION 5/ SF/SOS/020A
 Containment System Failure EMP/SECTION 5/ SF/SOS/024
 Submerged/Foundered EMP/SECTION 5/ SF/SOS/025
 Wrecked or Stranded EMP/SECTION 5/ SF/SOS/026
 Hazardous Vapor Release EMP/SECTION 5/ SF/SOS/027
 Bridge Equipment Failure EMP/SECTION 5/ SF/SOS/028
 Recovery from unstable situation EMP/SECTION 5/ SF/SOS/ 029
 Cargo Jettisoning of Gas, Oil or
Noxious Liquid Substances EMP/SECTION 5/ SF/SOS/ 031
 Main Engine or Boiler Explosion EMP/SECTION 5/ SF/SOS/ 032
 Cargo Tank Integrity Failure EMP/SECTION 5/ SF/SOS/ 033
 Main Engine Failure EMP/SECTION 5/ SF/SOS/ 035
 ECDIS Failure (when navigating Paperless) EMP/SECTION 5/ SF/SOS/ 036
 Man Overboard EMP/SECTION 5/ SF/SOS/ 037
 Electric Power Failure-Blackout EMP/SECTION 5/ SF/SOS/038
 Steering Gear Failure EMP/SECTION 5/ SF/SOS/039
 Fire in Pumproom EMP/SECTION 5/ SF/SOS/040
 Fire in Accommodation EMP/SECTION 5/ SF/SOS/041
 Uncontrolled Venting (LPG) EMP/SECTION 5/ SF/SOS/042
 Fire on Deck –Non Cargo EMP/SECTION 5/ SF/SOS/043
 Fire on Deck-Oil EMP/SECTION 5/ SF/SOS/044
 Chemical Fire EMP/SECTION 5/ SF/SOS/045
 Pollution EMP/SECTION 5/ SF/SOS/046
 Bunker Spill EMP/SECTION 5/ SF/SOS/047
 Major Flooding EMP/SECTION 5/ SF/SOS/048
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 Gyro Compass Failure EMP/SECTION 5/ SF/SOS/049

 Hose Burst – Pipe work fracture EMP/SECTION 5/ SF/SOS/050
 Loss of Life –Actions and Notifications EMP/SECTION 5/ SF/SOS/054
 Rescue from Enclosed Space EMP/SECTION 5/ SF/SOS/055
 Cyber Security Emergency-Response Plan EMP/SECTION 5 /SF/SOS/056
 Terminal Fire EMP/SECTION 5/ SF/SOS/057A
 Terminal –General Emergency EMP/SECTION 5/ SF/SOS/057B
 Terminal –Vapour Release EMP/ SECTION 5/ SF/SOS/057C
 Terminal- Heavy Weather EMP/ SECTION 5/ SF/SOS/057D
 Heavy Weather EMP/SECTION 5/ SF/SOS/058
Note: For ECDIS Failure reference is made to “Navigation & Mooring Manual”
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SALVAGE Eff. Date: 29/02/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 Obtaining Assistance ................................................................................................................ 2
2.2 Lloyds Open Form & Scopic Clause ....................................................................................... 2
2.3 Master’s Authority .................................................................................................................... 4
2.4 The Company ........................................................................................................................... 4
2.5 Report ....................................................................................................................................... 5
3. RECORD ..................................................................................................................................... 5
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1. PURPOSE
This procedure describes the steps to be followed, in case the Master is required to engage the use of
Salvage Services.
2. PROCEDURE
2.1 Obtaining Assistance
If the ship suffers a casualty, or is in a position of peril, the Master must consider a request for
assistance, including salvage assistance, if the situation cannot be handled using the ship’s own
resources.
If required, the Master must fully exercise his Overriding Authority.
He must immediately assess the dangers to which the Vessel is exposed and the urgency with which
assistance may be required from outside sources.
It is better to over-react on the side of safety and pollution prevention than to delay action in the hope
that the situation may improve.
When evaluating the need for assistance, the following must be considered:
 Safety of personnel.
 Proximity to shore.
 Weather and sea conditions.
 Current and tide.
 Nature of seabed and shoreline.
 Potential for safe anchoring.
 Availability of assistance.
 Damage already sustained by the ship.
 Risk of further damage.
 Prospect of maintaining communications.
 Threat of pollution.
 Manpower and material requirements.
If assistance is necessary, the Master must request it from any available source, using the best means
of communication.
Assistance must not be delayed merely to negotiate a particular form of agreement or contract terms.
2.2 Lloyds Open Form & Scopic Clause

The Master must attempt to agree any contract of assistance using LOF and SCOPIC clause.
Once the Master has decided that assistance is necessary, he must act promptly to request it from the
available sources.
When one or more suitable Vessels respond to the call for assistance, the Master must immediately
request such Vessel(s) to undertake whatever action is necessary.
Generally those rendering beneficial assistance to a Vessel in peril are entitled to salvage.
It is not essential to agree upon the contractual terms for the assistance required, since there is a right
under Maritime Law to salvage which exists independently of the contract.
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If the assisting Vessel(s) requests the Master to agree to a contract for the assistance.
Lloyds Standard Form or Salvage Agreements (LOF) is the form most usually offered and must be
agreed upon to avoid any delay in assistance being rendered.
The engagement of one Salvor under LOF does not preclude the Master from engaging other Salvors.
In this case every effort must be made to obtain the agreement of the Salvors to co-operate with each
other and to appoint one leading Salvor.
If the Master considers that immediate assistance is essential, he must accept the terms offered, but if
he feels that the terms offered are unreasonable, he must register a protest immediately or on
completion of the service.
If the Master considers that immediate assistance is not essential it may be possible, where time
allows, to have the assistance arranged on a contractual basis.
Services may be rendered on the basis that remuneration will be settled later, either by agreement or
by arbitration, or on the basis of a lump sum or daily rate.
In either case the services may be rendered on a “NO CURE- NO PAY” basis although a daily rate
is unlikely to be offered on a “no-cure no-pay” basis.
LOF provides for the remuneration to be settled later and incorporates a “no-cure no-pay” principle,
but there are a number of others.
Under LOF the Salvor agrees to use his best endeavours to salve the Vessel and/or its cargo and take
them to a named place or, if no place is named, to a place of safety.
Additionally, the Salvor agrees to use his best endeavours to prevent the escape of any oil from the
Vessel, whether this is part of the bunkers, lubricants, etc.
Where Life, the Vessel, its Cargo or the Environment are in danger,
Salvage negotiations must in no way delay the engagement of Salvors.
The government of a Country whose interests are threatened has the right to take action within its
territorial waters in respect of a Vessel that has suffered a casualty.
In port or estuarial waters the local Port Authority may have jurisdiction.
The Master must comply with instructions given by the Authority and report to the Company.
If any such instructions are, in the professional judgement of the Master, inadvisable or dangerous, he
must question them and, if appropriate, register a protest to the Government or Authority and notify
the Flag State.
If the event that the Vessel in need of assistance requires a place of refuge, the following must be
followed in conjunction with the Guidelines described in IMO Res. A.949 (23):
 During the search and rescue (SAR) phase of a maritime emergency, there is an assumption
within the SAR Convention that co-ordination of the SAR response will be carried out either by
the RCC or by an on-scene co-ordinator who will not normally be the Master of the ship in
distress.
However, the underlying premise is that the Master remains in command of the ship and co-
operation with the SAR operation is assumed.
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 If, once the SAR phase of an emergency is over, or a ship does not require any action from SAR
services but is still in need of assistance, the role and responsibilities of the various parties are
less clear. Any actions at sea on salvage must be conducted in close co-operation with the
responsible RCC or other relevant authority as notified by the RCC to enable them to assess the
situation and if needed declare an appropriate emergency phase.
 The Master, has the authority and responsibility to take decisions in an emergency and to speak
with the Company as necessary. However, it does not deal with the responsibilities and duties of
a Coastal State which may have legislation governing the conduct of a maritime emergency in
waters under its jurisdiction or which wishes to exercise its powers to intervene to avoid pollution
arising from maritime casualties, in particular beyond the territorial sea.
 If the Vessel is on the high seas, under the International Convention relating to Intervention on
the High Seas in Cases of Oil Pollution Casualties, 1969 and the Protocol relating to Intervention
on the High Seas in Cases of Marine Pollution by Substances other than Oil, 1973, the
Government of any Country that is threatened by pollution may take measures to prevent,
mitigate or eliminate any grave and imminent danger of pollution.
Records must be kept of all events associated with an accident and the salvage services that are
rendered.
Such records may be in any form and all contemporary notes, whether on scraps of paper, in
movement (bell) books or logbooks must be retained, together with engine movement, course, rudder
angle, depth and any other records.
Corrections can be made provided the original entry is struck through and remains legible and the
correction is initiated by the person making it.
Appropriate entries must be made in the Bridge and Engine Room logbooks.
LOF can be agreed orally or by radio by sending the following message:

“Accept Salvage Services on the basis of Lloyds Standard Form LOF
“No Cure- No Pay”. Acknowledge repeating foregoing.
Master ……
2.3 MASTER’S AUTHORITY
The authority of the Master is not altered by engaging salvage services.

The Master remains in command of the ship despite the presence of a Salvage Master.
The Master must ensure that he is fully aware of the action taken in the provision of the salvage
services. Salvage services must cease, if requested to do so, by the Master.
The Master must co-operate with the salvage services and take account of advice given.
2.4 THE COMPANY

The Master must keep the Company informed of all developments.
Emergency contact must be made with the Company and the Emergency Reporting format must be
used for initial information.
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When time and situation permits, the Company must be informed before the engagement of salvage
services.
This however does not alter the Master’s overriding authority.
2.5 REPORT
In the report (SF/SOS/001), the field with code “X” shall include, but not limited, the following:
 Brief description of emergency situation and any damage to Vessel and/or cargo.
 Actions taken to minimize or contain damage / pollution.
 Disposition, type and quantity of cargo / ballast / bunkers.
 Master’s evaluation of situation, risks involved and assessment of any continuing risk.
 Loss of maneuvering / operational capability.
 Terms of salvage contract (if agreed on scene without consulting the Company due to top
urgency).
 Details of tug / towing company / towing Vessel.
 Time tug connection was made.
 Time when underway and/or re-floated.
 Time connection released.
 Time of completion of operation.
 Name of other Squad(s) involved.
3. RECORD
 Salvage File (Lloyd’s LOF & SCOPIC Clause)
 SMFF Funding Agreement
 LOF (valid) Lloyds Standard Form for Salvage agreement
 Actions taken during Salvage EMP/SECTION 6/ SF/SOS/101
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SECTION 07
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HELICOPTER CONTINGENCY PLAN Eff. Date: 29/02/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 Marine Responsibilities ............................................................................................................ 2
2.2 Helicopter Operations on Tankers ............................................................................................ 5
2.3 Helicopter Operations on Gas Carriers ..................................................................................... 6
2.4 Operating Area Type: Landing Area ........................................................................................ 8
2.5 Operating Area Type: Winching Area ..................................................................................... 9
2.6 Additional Considerations for Helicopter Operating Areas ................................................... 10
2.7 Night Operation: Landing and Winching Area Lighting ........................................................ 11
2.8 Fire Fighting Appliances and Rescue Equipment .................................................................. 14
2.9 Communications ..................................................................................................................... 15
2.10 Normal Operating Procedures – Pre-arrival ........................................................................ 16
2.11 Checks Before Helicopter/Ship Operations ........................................................................ 17
2.12 Navigation ........................................................................................................................... 19
2.13 Signaling Procedures ........................................................................................................... 19
2.14 Basic Operating Procedures ................................................................................................ 20
2.15 Helicopter Landing and Unloading ..................................................................................... 22
2.16 Helicopter Hovering ............................................................................................................ 23
2.17 Helicopter Loading and Departure ...................................................................................... 24
2.18 Instructions to Helicopter Passengers.................................................................................. 25
2.19 Passenger /Freight Handling Procedures ............................................................................. 27
2.20 Emergency Evacuation by Air ............................................................................................ 29
2.21 Emergency Operating Areas ............................................................................................... 29
2.22 Helicopter Incident /Accident ............................................................................................. 30
2.23 Requirement for a Plan ........................................................................................................ 32
3. RECORD ................................................................................................................................... 32
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1. PURPOSE
This procedure describes the requirement to develop a Contingency Plan, must it be necessary to
operate a helicopter in an emergency e.g. a medical evacuation or other emergency.
Reference is made to the “Guidance for Helicopter Operation” of the International Chamber of
Shipping as amended, which is available onboard.
2. PROCEDURE
2.1 MARINE RESPONSIBILITIES

A. Ship Operator
It is the responsibility of the ship operator to select a reputable helicopter operator, thus
ensuring that the necessary standards of operational safety are achieved.
There are Advisory Agencies throughout the world whose guidance must be sought in
this regard.
The Ship Operator is responsible for ensuring that all marine personnel associated with
Helicopter operations are adequately trained and that marine equipment used in helicopter
operations is maintained to a satisfactory standard.
B. Master
The ship's Master is ultimately responsible for the safety of his ship.
If he is in any doubt whether the proposed helicopter service meets the requirements of
his shipping company concerning safety, liability, indemnity and insurance, he must
seek company advice before operations commence.
In the planning of helicopter operations, he must give consideration to Bridge Team
Manning requirements, including an immediately available and appropriate response in
the event of a helicopter related incident.
The ship's Master must be aware that:
 He must reach to an agreement with the helicopter pilot on any proposed operation
before it commences.
 Clearance for the proposed helicopter operation is entirely at his discretion.
 In the absence of a dedicated operating area, the Master is responsible for designating
an area that meets the minimum criteria for helicopter operations and for providing
the helicopter operator/pilot with all necessary information.
Note: If the criteria cannot be met, the master must consult with the helicopter
operator and establish if (and how) the operation can be conducted.
 He may stop or curtail the operation at any time for reasons of ship safety. In this
event, the helicopter must move clear of the ship immediately. The master and
helicopter pilot must if possible discuss appropriate further action.
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 He is responsible for appointing the Deck Party Officer, Deck Party Crew and the
Assistant Officer from among his officers and crew members, whose functions
specifically related to helicopter operations are additional to their other shipboard
functions (see paragraphs C & D, E and F below).
 He is responsible for ensuring that ship's crew members involved in helicopter/ship
operation are trained in standards and procedures necessary to maintain the safety of
the ship, its crew and the helicopter aircrew. He must ensure that the Deck Party
Officer and the Deck Party Crew are fully familiar with equipment for winching and
landing operations and are trained and regularly drilled in the tasks required of them in
both routine operations and emergencies.
 He is responsible for monitoring the agreed radio frequency to give landing clearance,
when appropriate, and for warning the helicopter pilot if an unsafe situation develops.
C. Deck Party
At least five (5) persons must comprise the Deck Party for landing operations.
One leader (the Deck Party Officer (DPO)), carrying a portable Radio transceiver (walkie-
talkie) for communicating with the bridge,
The Deck Party Crew (DPC), comprising sufficient personnel for the intended operation.
(Four (4) or more persons).
Normally:
o two (2) must attend the fire-fighting equipment, and
o two (2) must compromise a Rescue Party.
A reduction to three (3) persons may be practical for winching operations or where
remotely controlled foam nozzles are available, provided that an equivalent level of
protection and safety can be assured.
The Deck Party Crew attending the fire-fighting equipment must wear Fire Protective Suits.
D. Deck Party Officer (DPO)

The Deck Party Officer is responsible to the Master for:
 Management of the helicopter operating area.
 Ensuring that, on receipt of information regarding helicopter arrival, the operating area
is prepared, and that all non-related shipboard activities that might adversely affect the
safety the planned helicopter operation cease.
 The safe movement of passengers, supervision of baggage and freight handling, and
assisting the helicopter crew with helicopter loading operations.
 Ensuring correct manifest procedures are used.
 Ensuring that the helicopter captain is advised of, and is willing to accept, documented
dangerous goods that are to be stowed in the helicopter.
 Initiating firefighting and rescue procedures in the helicopter landing area in
accordance with the ship's emergency plan and using all appropriate resources. The
procedures must incorporate experience gained during crew training and
familiarisation.
 Ensuring that firefighting and rescue equipment is serviceable and reporting any
defects or deficiencies to the Master.
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E. Deck Party Crew (DPC)

The Deck Party Crew are responsible for:
 Assisting the DPO in the management of the helicopter landing area.
 Assisting passengers to and from the helicopter under direction of the helicopter crew.
 Loading and unloading freight and baggage from the helicopter under the direction
and supervision of the helicopter crew.
 Preparation of fire-fighting and rescue equipment.
 Operation of fire-fighting and rescue equipment under the direction of the DPO.
F. Assistant Officer
The Assistant Officer is responsible for:
 Preparation of the manifests for both passengers and freight, and ensuring that
baggage and freight are accurately weighed, labelled and noted on the manifests
 Baggage and freight that has not been weighed and labelled must not be loaded onto a
helicopter.
 Provision of a pre-flight safety briefing to all departing passengers.
G. Officer of the Watch (OOW)

When support for helicopter operations can be combined with primary navigational
duties, the additional roles of the OOW may include:
 Liaising with the Master regarding prevailing and forecast local weather conditions, so
that a timely decision can be made on whether to commence helicopter operations.
 Advising the Helicopter Operator of current weather conditions at least an hour before
the scheduled departure time of any flight.
 Maintaining radio contact with the Helicopter Pilot and the DPO during helicopter
operations.
 Maintaining a Helicopter Operations Log, recording regular (usually ten (10) minutes)
helicopter position reports when the helicopter is inbound or outbound, and raising the
alarm if any anticipated reports are not received.
 When support for helicopter operations cannot be combined with primary navigational
duties of the OOW, the above duties must be assigned to other personnel.
H. Supernumeraries /Passengers
All personnel who are to be transported by helicopter have a duty to follow the
instructions of the DPO and helicopter crew and act in accordance with information
provided in the pre-flight briefing.
If they observe anything during the flight that may affect flight safety, they must inform
the helicopter pilot.
Passengers are responsible for ensuring that their baggage complies with relevant
baggage regulations.
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2.2 HELICOPTER OPERATIONS ON TANKERS
A. Helicopter Operations on Oil Tankers

In spite of the hazardous nature of their cargo, Oil Tankers are normally suitable for
Helicopter operations due to the large area of deck space that is comparatively free from
obstructions. Correct Vapour-Emission control procedures backed up by adequate safety
precautions reduce the associated risks to a level that is as low as reasonably practicable.
Larger tankers are among the few commercial ships able to provide a landing area for the
largest helicopters in normal marine service, and they will often be able to provide a winching
area on the opposite side of the ship in addition to a landing area.
When landing areas are provided, the preferred mode of operation is always to land the
helicopter. This is a quicker and much less hazardous operation than winching.
It therefore puts both ship and helicopter at risk for the shortest time.
The deck space on smaller tankers is usually obstructed and maneuvering areas are restricted
by derrick posts, cranes, masts, gas risers etc. However, those ships which have space suitable
for routine operations must provide relevant deck markings for landing or winching area
facilities.
B. Helicopter Operations on Chemical Tankers

Because of their special construction, many of these ships are not suitable for routine
helicopter operations. The large number of cargo lines, ventilator pipes and deck tanks usually
leaves no clear space available to establish a landing or winching area and in such cases
helicopter operations must only be carried out in exceptional circumstances or when
particular arrangements can be made.
Vapour Dispersal on Tankers
When space permits, helicopter operations must preferably be conducted on or above the
main decks of the Tankers. If the precautions recommended in the sections below are adhered
to, any hazards associated with the Helicopter /Tanker Operations will be reduced
significantly.
Investigations have shown that:
 A helicopter, when hovering, produces such a strong down-draught that any vapour on
deck will be dispersed rapidly.
 If the rotor is not stopped when a helicopter lands on the main deck, the turbulent airflow
around the landing area will be sufficient to disperse any vapour/air mixture before it
might otherwise reach the helicopter.
C. Vapour Emission Control

If a tanker is not “gas free” when at sea, it is standard practice for all cargo tanks to be
completely secured.
Thus the only possible source of vapour will be the vapour released from pressure/vacuum
(P/V) valves, or from minor leaks from glands or tank opening packing.
In any helicopter operations, this vapour will be dispersed by wind across the ship’s deck and
by the down-draught from the helicopter.
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To ensure that even this source of vapour is minimized, Vessels must release vapour pressure
from cargo tanks and then re-secure them not more than 30 minutes before the helicopter
operation is to begin.
When this has been done, there must not be sufficient vapour generated from the cargo to
cause the P/V valves to lift and it can be safely assumed that the valves will remain closed.
Even if the valves were to be defective or if the vapour was to escape from leaking seals, it
would be under low pressure and would disperse rapidly.
Ships fitted with inert gas systems will be subject to special instructions, which must
recommend that the pressure within the cargo tanks, is reduced to a slight positive pressure.
In addition, all tanks lids and other openings must be closed and tightened down.
This applies particularly to gas free ships, which might often have tank lids open.
D. Safety
In normal circumstances in helicopter /ship operations, a Helicopter’s engine will never be

stopped. If however, it is necessary to stop the rotor in an emergency then the helicopter pilot
must stop the engines and switch off all electrical power before stopping the rotor.
Once stopped, a flammable atmosphere may accumulate when the effects of the rotor
downdraught is lost.
Permission to restart engines or to switch on electrical power must only be given by the
Master to the helicopter pilot after the following have been ensured:
 The atmosphere around the helicopter has been monitored from flammable gas.
 The Officer in charge of the Deck Party has established that in all other respects, it is safe
to restart.
In such circumstances, the ship must, if possible, be maneuvered so that the helicopter is to
windward of potential vapour sources.
E. Freeboard
The freeboard of loaded tankers is generally less that of other ships of similar size.
Sea spray and water will sweep over the main deck at a lower wind speed and sea state for
most other types of ships and this may limit the Masters’ scope for heading the ship in the
optimum direction for helicopter operations.
Helicopter pilots must be aware of this as one of the constraints which may limit the heading
of a small tanker.
2.3 HELICOPTER OPERATIONS ON GAS CARRIERS
A. Design Limitations
The potential hazards inherent in helicopter operations involving Gas Carriers must be clearly
recognized by all concerned and the Master’s right to protect his ship by refusing to permit
routine helicopter operations must be respected.
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The express consent of both the Owner or the Operator and the Master must be obtained
before helicopter operations take place.
The major problem with helicopter operations on Gas Carriers is:

 the lack of a clear space available for operating areas,
 extreme vulnerability to damage of the deck installations
 difficulty of controlling any resulting fire.
Since most Gas Carriers will be unable to provide a suitable clear space in the cargo area or
on the forecastle head to site a helicopter operating area, the only suitable and safe space in
which to conduct operations is the poop deck.
This area has advantages for helicopter operations in its remoteness from the cargo tank area
but it has the following disadvantages:
 The lack of clear deck space because of the concentration of mooring equipment.
 The requirement to protect the accommodation against the potential hazards of a
helicopter accident e.g burning fuel and flying debris.
 Problems such as excessive pitch, roll and heave.
 Turbulent air flow above the accommodation block and funnel which may make control
of the helicopter difficult.
If a Gas Carrier is fitted with a purpose –built helicopter platform specifically designed to
alleviate the above mentioned problems, this represents the optimum solution to providing a
helicopter operating area on these ships.
It is therefore strongly recommended that Gas Carriers must not undertake routine helicopter
operations unless such a platform is provided.
B. Vapour Emission Control on Gas Carriers

On Gas Carriers, venting to the atmosphere during normal carriage must not occur unless
there has been some malfunction or malfunction of the cargo system.
The only possible sources of vapour on deck must therefore be minor, such as leaking glands
on pipelines or valves or improperly seated pressure relief valves. In any case, the conduct of
operations from the poop deck must alleviate vapour problems except where there is a stern
loading/discharge line.
In order to eliminate any possibility of a major vapour escape during helicopter operations
due to the lifting of the cargo tank safety relief valves, the Master of LPG Vessels with
reliquefaction plants must:
 Ensure the lowest appropriate cargo tank pressures are established prior to the arrival of
the helicopter;
 Suspend all reliquefaction operations and shut down the system until helicopter operations
have been completed.
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2.4 OPERATING AREA TYPE: LANDING AREA
A. Landing Area
This is an operating area suitable for landing helicopters. The landing area may consist of a
purpose-built structure, located above the ship’s deck or a non-purpose structure, located on
the ship’s deck.
The landing area may be located on or over the bow or stern of the ship, have an over-side or
ship’s side location, or occupy an area amidships – usually on or near to the ship’s centerline.
The landing area may also be used for winching operations provided that certain winching
criteria have been satisfied and environmental effects have been taken into consideration
(aerodynamic effects, wave motion etc).
However, where a landing area with adequate size and obstacle clearance for the helicopter is
provided, landing is always the preferred option.
B. Location and size of a Landing Area

A non-purpose built landing area located on the ship’s side must consist of a “clear zone” and
a “manoeuvring zone”.
The clear zone must be capable of containing a circle with a minimum diameter of 1 X D. (D
is the Clear Zone)
No objects must be located within the clear zone except aids whose presence is essential for
the safe operation of the helicopter, and only up to a maximum height of 2.5 cm.
Such objects must only be present if they do not represent a hazard to helicopters.
Where there are immovable fixed objects located in a clear zone, such as a “Butterworth lid”
these must be marked conspicuously and annotated on the ship’s operating area diagram.
In addition, a “maneuvering zone” must be established, where possible, on the main deck of
the ship. The maneuvering zone, intended to provide the helicopter with an additional degree
of protection to account for rotor overhang beyond the clear zone, must extend beyond the
clear zone by a minimum of 0.25 D, at any point.
(D is the Clear Zone)
The maneuvering zone may only contain obstacles whose presence is essential for the safe
operation of the helicopter, up to a maximum height of 25 cm.
C. Amidships Centre line Landing Area (Purpose Built and Non Purpose Built)
For some Vessels, where it is not possible to accommodate the ship's side arrangement, it may
only be possible to provide a landing area located in an amidships position, usually on or near
to the centre line of the ship. Where this is the case, the landing area must consist of a clear
zone capable of containing a circle with a minimum diameter of 1 x D.
(D is the “Clear Zone). No objects must be located within the clear zone except aids essential
for the safe operation of the helicopter, and then only up to a maximum height of 2.5 cm.
Such objects must only be present if they do not represent a hazard to the helicopter.
Where, for a non-purpose built landing area, there are immoveable fixed objects located in the
clear zone such as a "Butterworth lid", these must be marked conspicuously and annotated on
the ship's operating area diagram).
Forward and aft on the centre line of the landing area must be two symmetrically located 150
degree limited obstacle sectors with apexes on the circumference of the D reference circle.
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Within the area bounded by these two sectors, containing the airspace used by helicopters
during the final stages of approach and/or departure and overshoot, and around the perimeter
of the landing area D, there must be no obstructions above the level of the landing area except
obstacles whose presence is essential for the safe operation of the helicopter, and then only up
to a maximum height of 25 cm. To provide protection forward and aft from obstructions
adjacent to the landing area, an obstacle protection surface must extend both fore and aft of
the landing area to a distance of 1 x D on a 1:5 gradient.
Note: Where the requirements for the limited obstacle sector and obstacle free sector cannot
be fully met - i.e. the 1:5 gradient is infringed or the "funnel of approach" is compromised due
to the presence of obstacles greater than 25 cm above the level of the landing area, any
infringements must be conspicuously marked and annotated on the ship's operating area
diagram and assessed by the helicopter operator. The helicopter operator may need to impose
appropriate restrictions and/or limitations to ensure that flight safety is not compromised.
Where the nature of the infringement is significant, the use of the landing area may be
severely limited or prohibited altogether and winching may be the only possibility.
2.5 OPERATING AREA TYPE: WINCHING AREA
A. Winching Area
This is an operating area which may only be used for winching operations.
The optimum position for a landing or winching area is determined by the availability of a
suitable space on the ship.
However, where there is more than one area identified and capable of accommodating the type of
helicopter expected to be used, the ship’s Master, in consultation with the helicopter operator
must assess the merits of each location, taking particular account of the size and the position of
obstacles and expected aerodynamic and ship motion effects.
B. Positioning a Winching Area

With the increasing use of helicopters for routine operations to ships, it is strongly recommended
that, where it is impractical to provide a designated landing area, a winching area is provided over
which the helicopter can hover safely while winching personnel or stores to or from the ship.
The location of the operating area must enable the pilot to adopt a position in the hover that
allows an unimpeded view of the whole of the clear zone while also facilitating an unobstructed
view of the ship.
The winching area must be located so as to minimise the aerodynamic and wave motion effects.
Generally, it is not recommended to locate the winching area near the bow of the ship.
In addition, it must not be located on the bridge wing in the absence of a thorough Risk
Assessment acceptable to the ship's Master and the helicopter operator.
The winching area must, if possible, be clear of accommodation spaces and provide adequate
deck area adjacent to the manoeuvring zone where personnel can muster, and provide for safe
access to the area from different directions.
In selecting a winching area, the desirability of keeping the winching height to a minimum must
also be borne in mind to reduce the risk of the winching hook and cable becoming fouled. All
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guard rails, awnings, stanchions, antennae and other obstructions in the vicinity of the
manoeuvring zone must, as far as possible, be removed or retracted.
A Ship Specific Risk Assessment must be developed.
C. Winching Area on the Bridge Wing

The bridge wing will never be the ideal location for a winching area.
However, there may be circumstances where there is no practical alternative to use , other than
the bridge wing, and in such cases a thorough Risk Assessment of the operation must be
conducted.
Only if the results are acceptable to, and approved by, both the ship's Master and the helicopter
operator must winching to the ship's bridge wing be permitted.
D. Marking a Winching Area

The clear zone of the winching area, a central circle with a minimum diameter of 5 m, must be
painted in a conspicuous color, preferably yellow, to contrast with the surrounding paintwork of
the ship.
The perimeter of the outer portion of the manoeuvring zone must be marked with a conspicuous
broken yellow line 0.3 m in width, the ratio of the solid line to spaces being approximately 4:1.
Within the inner portion of the manoeuvring zone, based on a circle of diameter 1.5 D
(D is the Clear Zone diameter) but outside the clear zone, must be painted the words "WINCH
ONLY" in suitably large and conspicuous lettering (ideally 2 m - 5 m white characters).
The inner portion of the manoeuvring zone may be indicated by painting a thin white line no
more than 0.1 m wide.
2.6 ADDITIONAL CONSIDERATIONS FOR HELICOPTER OPERATING AREAS

In addition to the marking arrangements described in the paragraphs above, the Ship Operator
must ensure that:
 Provision is made to keep the landing or winching area free of contaminants, including surface
water.
 An overall coating of a non-slip material is applied over the whole of the marked area for the
benefit of helicopters and personnel.
 Where appropriate, safety nets for personnel protection are installed around the landing area.
 The outboard edge of the safety netting must not rise above the level of the landing area.
 If it is anticipated that the helicopter may shut down its engines, flush fitting or removable semi-
recessed tie-down points must be considered, adequate to secure the largest helicopter for which
the landing area is designed.
 If possible, a minimum of two access routes to and from the landing area are available, to ensure
that, in the event of an incident on the landing area, helicopter passengers and crew can escape
upwind of the incident.
 Any handrails exceeding the height limitations are made retractable, collapsible or removable and
do not impede access/egress routes. Such handrails must be painted in a contrasting colour
scheme and procedures must be in place to retract, collapse or remove them prior to the arrival of
the helicopter.
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 The Ship has a means of ascertaining, recording and reporting wind speed and direction, air
temperature and pressure settings used by pilots, visibility, cloud base, present weather and sea
state.
 The Ship has a means of obtaining accurate pitch, roll and heave measurements at the landing
area. It is strongly recommended that the ship is equipped with motion sensing systems, which
will produce accurate pitch, roll and heave information at the landing area.
 The use of visual estimates is not recommended.
 Obstructions close to or within the operating area, which may present a hazard to helicopter
operations, need to be readily visible from the air and must be highlighted.
2.7 NIGHT OPERATION: LANDING AND WINCHING AREA LIGHTING

The following points must be taken into account for night operations:
 The landing or winching area must be adequately lit for night operations.
This can be achieved either by the use of flood lighting or by other appropriate lighting methods.
Note:
Unless adequate lighting is provided, landing/winching operations must be confined to daylight
only.
 A wind direction pennant must be provided to indicate the wind conditions at the operating area.
The pennant must be illuminated for night operations.
Some Vessels may benefit from a second device to indicate when the wind over the operating
area differs from that generally over the ship.
The use of flash photography must be avoided during the landing or take off of helicopters and
during winching operations to avoid distracting the flight crew.
 The ship's Master must ensure that floodlights are arranged to illuminate the whole of the
structure they are intended for, and are angled and shielded (as necessary) to ensure that they do
not dazzle the pilot on his approach to or take off from the operating area.
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2.8 FIRE FIGHTING APPLIANCES AND RESCUE EQUIPMENT

Ships conducting bridge wing winching operations must give particular consideration to the
provision of appropriate fire-fighting appliances and rescue equipment in the vicinity of the winching
operation area.
List of Fire Fighting equipment
Dry Powder At least two (2) dry powder extinguishers with an

aggregate capacity of not less than 45 kg.
Carbon Dioxide ( CO2) One or two fire extinguishers with a total capacity of not
less than 18 kg
Foam System An application system consisting of monitors of foam

making branch pipes, capable of delivering foam to all
parts of the helicopter operating area in all weather
conditions in which helicopters can operate. The system
must be capable of delivering a discharge rate as identified
below for at least five (5) minutes.
Helicopter length Discharge Rate of foam
solution: litres/min
Up to but not including 15m 250
From 15m up to but not 500
including 24 m
From 24m up to but not 800
including 35 m
Deck Water Spray system A deck water system capable of delivering at least two (2)
jets of water to any part of the helicopter operating area.
Fire Hoses At least two (2) fire hose nozzles, which must be of the
dual purpose type (e.g jet/spray) and hoses sufficient to
reach any part of the helicopter operating area.
Fire Fighter’s outfits At least two (2) complete fire fighters outfits as required
by the IMO Fire Safety Systems Code.
Other Equipment
As a minimum, the following equipment, ready for immediate use must be available and well stored:
 Red Emergency signalling lamp/torch
 Large Axe
 Crowbar
 Adjustable wrench
 Fire resistant blanket
 60cm bolt /wire cutters
 Grab or salving hook
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 Heavy duty hacksaw, complete with six spare blades

 Ladder
 Lifeline (5mm diameter x 15m in length)
 Side cutting pliers
 Set of accorded screwdrivers
 Harness knife , complete with sheath
 First Aid Kit
 Marshalling batons (at night)
2.9 COMMUNICATIONS
A. General Guidance
The success of any helicopter/ship operation depends on establishing and maintaining good
communications.
This applies not only to the communications between the helicopter and the ship, but also to
messages passed between the Ship Operator, the Ship's Agent and the Helicopter Operator.
Communications during the operation itself must be directly between the helicopter and the ship and
not relayed through any third party.
The International language of shipping and aviation is English.
To avoid any misunderstandings, especially if the language being used is foreign to any party
involved, a standard message format.
(See Appendix B -Guide to Helicopter Operations – ICS –4th Edition)
A similar but abbreviated form of message may be suitable for VHF communications.
Before the operation can be agreed, it is essential that information on the facilities which the ship can
provide for landing or for winching is exchanged and acknowledged between the ship and the
helicopter operator.
Information on the diameter of the clear zone of the landing area (or of the manoeuvring zone of a
winching area) and its position on the ship must be provided by the ship to the helicopter operator in
the first exchange of messages and must receive formal acknowledgement.
(see Appendix B- Guide to Helicopter Operations – ICS –4th Edition).
B. Communications Equipment
The helicopter must be fitted with a marine VHF FM radio able to transmit and receive on at least
Channel 16 and two other simplex working frequencies.
Unless other arrangements have been agreed in advance, the ship must set watch on
VHF Channel 16 for the arrival of the helicopter.
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2.10 NORMAL OPERATING PROCEDURES – PRE-ARRIVAL
A. Weather Conditions
When a flight is scheduled, the Officer of the Watch (OOW) must send a weather report to the
helicopter operator to arrive at least one hour before the scheduled time of departure from the
heliport.
Responsibility for monitoring and reporting the weather conditions rests with the ship.
If it is likely that conditions will exceed the following, the helicopter operator must be advised:
 Mean wind speed greater than 40 knots.
 Gusts greater than 50 knots.
 Horizontal visibility less than 2 miles.
 Vertical visibility less than 500 feet.
 Significant wave height greater than 3 metres.
Note: With regard to pitch, roll and heave, the maximum limits vary according to helicopter type.
The Master must check specific helicopter limits with the helicopter operator.
B. Departure of Helicopter from the Heliport

When the flight departs, the helicopter operator must inform the ship and provide the initial estimated
time of arrival (ETA) at the ship, so that all necessary arrangements to receive the flight can be
conducted.
The OOW must then notify the Deck Party Officer (DPO) of the incoming flight.
The OOW must also inform the Master and arrange for the lifeboat/rescue boat to be prepared ready
for launch.
C. Pre-Arrival Checks on the Ship

The Deck Party Officer must check all operational requirements on deck shortly before the arrival of
the helicopter. Some ships may require special checks.
The checklist “Helicopter/Ship Operations” may be used, which includes all the safety precautions
and checks listed below:
The following general requirements apply to ships of all types:
 Equipment
All fire-fighting and rescue equipment relevant to helicopter operations, as required in §2.8 above
must be immediately to hand and checked to ensure that it is serviceable.
 Manning
(The Deck Party must be as required (see paragraph 3 1) of this procedure)
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2.11 CHECKS BEFORE HELICOPTER/SHIP OPERATIONS
A. Selection of Helicopter operations area
The following must be taken into consideration in the selection the of helicopter operations area:
 (In cases of emergency, refer directly to Emergency Checklist – where all points below are
included).
 If possible, two positions must be chosen, one on each side of the ship to allow for wind direction
in the event that the ship is unable to manoeuvre during the operation.
 The area(s) shall be the highest area clear of obstructions over which a helicopter can safely
manoeuvre and hover. It may be possible to utilize space on the forecastle.
 The winch area must be as near to the ship’s side as possible and there must not be any
obstructions over 3 metres high.
 The emergency winching areas must not be permanently marked but the upper part of any tall
obstacles in the vicinity must be conspicuously marked.
 Any obstructions such as aerials or stays must be removed or lowered.
 The area chosen must not be adversely affected by funnel exhaust gases.
 The area chosen must have safe access for ship’s crew from at least two differing directions. It
shall also be accessible to personnel carrying a stretcher.
 An area must be designated for mustering the crew before any evacuation by helicopter. The
muster area must be close- to but clear-of the winching area.
 The deck in way of the winching and muster areas must have slip resistant surfaces.
 In the event that it proves impossible to use any area of the ship, as a winching area then the
contingency plan must also contain details of how a lifeboat is to be utilised to evacuate
personnel from the ship prior to pick by the helicopter.
 In particular, consideration shall be given to the handling of a stretcher patient.
B. Checks before Helicopter /Ship Operations:

 A person shall be designated to handle communications with the helicopter.
 The Officer of the Watch of the Bridge must be consulted about the ship’s readiness.
 A wind pennant must be hoisted in a position, which will be easily seen by the pilot of the
helicopter. A code and answer pennant is suitable for this purpose. It is also useful to fly other
flags in another location as this can indicate to the pilot any switches in the relative wind
direction over the ship.
 At night, the pennant and flags must be hoisted and illuminated.
 During night operations, the area around the winching, manoeuvring and Muster areas must be
illuminated.
This lighting must be available from the ship’s Main and Emergency Power supply.
 Consideration must be given to displaying the signals or lights permitted under the International
Regulations for the Prevention Collisions at Sea. The signal shapes must be kept readily available
at all times.
 All moveable objects must be secured or removed from the helicopter operating area. The down
wash from the helicopter’s rotors will easily lift unsecured covers, hoses, rope and rubbish
creating a severe flying hazard. Items, even small pieces of paper, can be ingested by the
helicopter engine causing the helicopter to crash.
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 Where necessary, the deck must be washed to avoid dust being raised by the down-draught from
the helicopters rotors.
 The helicopter pilot must be informed if there are flammable gases or liquids in the vicinity of the
ship.
 Crewmembers must be instructed that the winch wire from the helicopter must never be made fast
to the ship.
 During helicopter operations the main fire pump must be running and the ship’s foam or dry
powder system shall be lined up and ready for immediate operation. The contingency plan must
contain details of how foam or dry powder can be provided to locations not covered by the ship’s
fixed system. Monitors and any fire hoses must be off and turned away from the helicopter,
unless required.
 Portable fire extinguishers must be readily available.
 Fire hoses and foam equipment must be ready, near-to but clear-of the operating area, and if
possible upwind and with nozzles pointing away from the area in case of inadvertent discharge.
 The ship’s rescue boat must be ready for immediate lowering.
 All persons being transferred must wear lifejackets. This precaution may be abandoned only
when it would cause unjustified deterioration of the condition of an injured person.
 Crewmembers involved in the helicopter operation on deck must wear life-jackets or other highly
visible clothing, safety helmets securely fastened with a chin strip and safety shoes.
 The hook handler must be equipped with electrician’s strong rubber gloves and rubber soled
shoes to avoid shocks from static discharge.
 Access to and exit from the operating area must be clear.
 Although a stretcher (rescue litter) will normally be provided by a helicopter evacuating an
injured person from the ship, the ship’s own stretcher may be required. It is essential that a
suitable lifting bridle is available to facilitate the hoisting of this stretcher into the helicopter. The
bridle must be maintained with the stretcher at all times.
C. Before Landing - Additional Measures

Before landing operations, the following additional measures must be taken:
 The Deck Party Crew must be made aware that a landing is to be made.
 The Deck Party Officer must satisfy himself that the operating area is free of heavy spray or seas
on deck.
 Stanchions and derricks and, if necessary, side rails must be lowered or removed.
 Rope messengers must be to hand in case the aircrew wish to secure the helicopter.
 Portable pipes/risers must be removed and ends blanked off as appropriate.
 All personnel must be warned to keep clear of rotors and exhausts.
D. Pre-Arrival Checks from the Helicopter

On initial radio contact between the helicopter and the ship (normally at least 15 minutes before
ETA), the helicopter pilot must give the updated ETA and request the latest weather.
The helicopter pilot must also ask the OOW to confirm the type of operations to be undertaken and
must check the following:
 The ship's exact position, course, speed with wind direction and velocity, relative wind, pitch, roll
and condition of the landing/winching area (e.g. dry, wet with spray etc).
 The diameter (in metres) of the clear zone of the landing area, or manoeuvring zone of the
winching area, as appropriate.
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 That the DPC is ready and the operating area is clear of unnecessary personnel.
 That the fire-fighting equipment is ready.
 That there are no obstructions such as aerials or cargo gear above the operating area.
 That passengers have been briefed (where appropriate) on winching procedures.
 The details of any return load.
The DPO must be advised by the OOW of the updated ETA and must confirm that the DPC is ready
to receive the helicopter.
After the initial contact, the helicopter pilot must make routine positioning calls every ten (10)
minutes.
The OOW must maintain a listening watch and the details must be recorded.
Note: The absence of two consecutive calls must be notified immediately to the helicopter shore
base.
2.12 NAVIGATION
A. Identification of the Vessel

The helicopter pilot must identify the ship by all appropriate means including the picture of the
Vessel contained on the data sheet (see also Appendix F- Guide to Helicopter/Ship Operations – ICS-
4th Edition ) and the position as shown on the navigation equipment and radar (if carried).
The ship may also use its radar to locate and track the helicopter, although even large helicopters
may not be detectable at great radar range. In poor visibility or congested waters, the Vessel may
assist the helicopter by advising it of the helicopter's true bearing from the ship once it has been
identified.
B. Manoeuvrability
If practicable, the ship must be fully manoeuvrable throughout the whole operation.
In circumstances where this may not be possible, such as when the ship is at anchor, the situation
must be discussed between the ship's Master and the Helicopter Pilot with a view to decide whether
the operation may take place safely without the ship being underway.
Must it be necessary for the ship to alter course or speed during a helicopter operation, the helicopter
pilot must be informed immediately. In such circumstances, the pilot may have to postpone
operations and hold off.
In particular, to maintain the stability of the helicopter, the ship must maintain course while the
helicopter is on deck.
2.13 SIGNALING PROCEDURES
A. Ship’s International Signals

The ship must display the signals required by Rules 27(b) (i) and (ii) of the IMO International
Regulations for Preventing Collisions at Sea.
Alternatively, International Code Flag "D" may be flown.
In advance of night operations in congested waters, the following type of safety message may be
transmitted in conformity with Chapter IX of the ITU Radio Regulations:
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By voice: SECURITÉ ................................ (ship's name) will be engaged in night helicopter

operations in position ........ N/S ........ E/W (or in relation to a clearly defined geographic point) at
......... hours for approximately .......... minutes. Please give a wide berth. (Signed)
............................... Master
B. Visual Signals to Helicopter

Helicopter pilots engaged in ship operations do not expect to see sophisticated hand signals. The only
signals necessary are the universally recognized "thumbs up", "thumbs down" and a "wave off"
(usually a wave of the arms in a horizontal movement).
The DPO will be responsible for signaling to the helicopter.
C. Loss of Radio Communications
In the event of a radio communications failure, the following procedure must apply:
a) The helicopter must circle the ship;
b) The ship must make contact by signaling lamp as follows:
 Steady white light - ready to receive helicopter.
 Series of short flashes - reception of helicopter delayed for a period of not more
than 15 minutes.
 Prolonged series of the letter "N" in Morse code (-ꞏ) indicating reception of
helicopter delayed for an indeterminate period in excess of fifteen (15) minutes.
D. Warning Signal
A flashing red light in the operating area will indicate to the helicopter pilot that operations are to
cease immediately.
2.14 BASIC OPERATING PROCEDURES
1. Office of the Watch

On arrival of the helicopter, the OOW must advise the helicopter operator of the fact in order that the
flight plan can be closed in accordance with normal aviation practice.
Note: The OOW must maintain radio contact with the helicopter pilot while the helicopter is on deck
or winching. The pilot must be informed immediately of any alarm or hazard that arises, as any such
condition may require the helicopter to abort the mission and leave the ship.
2. Deck Party
The deck party must normally consist of the Deck Party Officer (DPO) and the Deck Party Crew
(DPC), comprising of sufficient persons commensurate with the requirements of the operation about
to take place (see § 1).
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The deck party must be carefully instructed beforehand as the noise of the helicopter will make oral
communications in the vicinity difficult.
The movements of the deck party in the general area of the helicopter must follow the guidance for
passengers.
Personnel must exercise great care if working or moving between the helicopter and the collapsed
guardrail. The deck party must wear brightly coloured tabards (waistcoats) and non-slip shoes or
boots. Protective helmets or other headgear must be worn, securely fastened with chin straps
connected to the outer shell of the helmet.
The Deck Party Officer must carry a portable radio transceiver, preferably fitted with a headset and
noise cancelling microphone, in order to maintain communication with the bridge.
If winching is to take place, one member of the deck party must be appointed as a hook handler.
Hook handlers must wear electricians' strong rubber gloves and rubber soled shoes or boots to avoid
the danger of shock from static electricity which may have accumulated in the hook.
If sufficient crew members are available, the fire-fighting party must form a dedicated group with no
routine helicopter operations duties. The fire-fighting party must be standing by, clear-of but
reasonably close to the operating area. For command and control purposes, the fire-fighting party
must be considered to be part of the DPC. On those ships with small crew numbers, the fire-fighting
party may be fully integrated with the DPC. The equipment specified in § 2.8 must be ready.
Foam or water monitor nozzles must not be pointing at the helicopter during normal operations.
3. The Operating Area

In addition to the pre-arrival checks (see § 10 C), the DPO must ensure that:
 Any stores, freight or mail to be dispatched with the helicopter are clear of but accessible to the
operating area.
 Any passengers leaving with the helicopter are suitably briefed and standing clear of but
accessible to the operating area.
 All documentation, including that for stores landed, can be speedily dealt with and returned to the
helicopter.
4. The Helicopter
The helicopter will normally be crewed by one or two pilots and, if winching or carrying an under-
slung load, a winch-man.
During hovering, landing and take-off operations, there will be a high level of interaction between
them. Communications between the ship and the helicopter must be avoided during these operations
except in an emergency.
However, the DPO must be in view of the pilot and must watch closely for any signals he may make.
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5. Emergency Shutdown
The helicopter will not normally shut down except in a helicopter emergency.
If shut down in an emergency, the rotor blades will be subject to flexing while slowing and can
present a serious danger to personnel in the vicinity. Personnel must be told of this beforehand and
must stay well clear of the blades until the rotors have stopped turning.
2.15 HELICOPTER LANDING AND UNLOADING
1. Landing
The deck party must remain clear of the operating area until the helicopter has landed, the helicopter
r pilot has switched off his anti-collision lights and given an all clear signal (usually a “thumbs- up”
sign) to indicate that it is safe to enter the area.
Personnel must not approach the helicopter until a positive signal has been received from the pilot.
The DPO must position himself in a conspicuous position to windward of the landing area and in
view of the pilot in order to give any necessary signals to the helicopter pilot.
2. Disembarking Passengers and Freight from the Helicopter

Under the direction of the helicopter crew, the DPO must signal the Deck Party Crew to move in to
assist with offloading passengers' baggage and freight, which must be taken clear of the helicopter
operating area.
Note: If any package appears suspicious, the DPO must follow the instructions in the Ship Security
Plan (SSP).
After baggage and stores have been offloaded, the helicopter crew will signal passengers to
disembark under the direction of the DPO and collect their baggage.
The winch man/cabin attendant (where carried) must assist the DPO to control movements around
the helicopter.
Note: Since rotors will invariably be turning, personnel must always approach or leave the
helicopter from the 2 o'clock or 10 o'clock position forward arc, thereby remaining within the view
of the helicopter pilot.
Safe approach sector cards or information must be provided by the helicopter operator to the ship.
The helicopter pilot must be advised by the ship, prior to his arrival, as to whether specific or generic
safety approach information is available.
3. Operational Safety
The following must be borne in mind to ensure safe operations while the helicopter is on deck:
 Great care must be taken when under the rotor system to prevent any part of the body, long pipes
or long objects being placed up into the rotor system.
 All slings must be removed from the immediate vicinity of the helicopter before being emptied
and the stores stacked well clear of the rotor downwash.
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 Helicopters fitted with fixed flotation gear must be boarded only by use of the rigid steps
provided on the structure for this purpose.
 At no time must passengers use the unprotected floats for a foothold or put any undue load on
them.
 Before the helicopter lifts off, the deck party must move well clear. The DPO must check that the
surrounding area is clear before giving the pilot clearance for lift off.
2.16 HELICOPTER HOVERING
1. Winching Operations
When a helicopter carries out a transfer of stores or passengers while hovering over the deck, the
actual transfer is made by the use of a winch operated by a winch-man.
Note:
1. The winch hook must never be attached to any part of the ship.
2. The hook handler must wear a protective helmet and strong rubber gloves and rubber soled
shoes.
The hook handler on deck and winch-man in the helicopter play the most important part in these
operations.
When passengers are descending, the hook handler must, if necessary, steady them as they land, but
he does not need to assist any further.
When passengers are ascending, the hook handler must ensure that the strop is being worn correctly
and must steady them as they are lifted off the deck.
The rotor blades of the helicopter usually generate a very powerful static charge which can cause
serious injury. For that reason, there is usually a static line hanging below the winch hook that, when
winching, touches the ship first to disperse the charge.
Special care must be taken at all times to ensure that the winch hook/cable is under control and does
not become snagged on any object on the ship. This is especially important in windy conditions.
When winched nets of stores or freight are being handled, the hook handler must steady each load as
it lands on deck and then immediately disengage it from the hook.
Members of the deck party do not need to assist in this. The hook handler must ensure that freight
being returned to the helicopter is properly stowed and that the load is properly hooked on and the
safety hook shut.
Note: Only the hook handler must unhook or hook on loads.
A “thumbs up” sign indicates that the hook has been secured or released from the load.
The hook must be hand-held until it is hoisted clear of the deck.
Freight being returned to the helicopter must be made up in loads not exceeding the maximum safe
hoist weight as advised by the helicopter operator.
If more than one load has been delivered, the empty winch nets must be placed inside one net to
make up the final hoist from the ship.
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2. Underslung Loads
Heavy loads may be carried under a helicopter which has a specially designed hook.
In an emergency (e.g. an engine failure), the load can be released immediately.
The Deck Party must remain well clear of the dropping area until the helicopter pilot has released the
supporting cables. The deck party must never attempt to receive or steady the load before it is
released as the heavy supporting cables could cause injury.
The shape of some under-slung loads may have untoward aerodynamic effects.
The helicopter operator must be consulted when such a load is to be carried.
The cargo net must be unloaded as quickly as possible. Where multiple loads are delivered, the "drop
zone" must be cleared after each load in preparation for the next.
To return the under-slung nets, they must be folded and placed in the smaller winch nets in order to
be recovered by the hoist into the helicopter.
In the case of under-slung loads, care must be exercised by the deck crew to ensure that empty nets
and sling strops are clear of the landing area and are not permitted to blow into the helicopter's rotor
system.
2.17 HELICOPTER LOADING AND DEPARTURE
1. Loading Passengers and Freight

Under the direction of the helicopter crew and on instruction from the Deck Party Officer the Deck
Party Crew must load passengers' baggage and freight, and the Deck Party must provide the
helicopter pilot with a “manifest”.
The helicopter crew must direct passengers to board the helicopter, be seated and fasten their
seatbelts, and must check passenger numbers against the manifest before securing the cabin door.
The helicopter crew will brief passengers before the helicopter departs.
2. Take Off
The helicopter pilot must transmit the details of the operational flight plan to the ship's Officer of the
Watch while on deck.
The message must contain some or all of the following information:
 Call sign or flight number
 Route and final destination
 Flight time
 Altitude/"flight level" for initial cruise
 Number of persons on board
 Endurance in hours and minutes
 Weight of bags/freight
 Weight of fuel.
These details must be recorded by the Officer of the Watch, read back to the pilot, and retained for
three (3) months.
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Note: These details are part of a requirement to establish the configuration and loading details of the
helicopter in the unlikely event that an incident/accident occurs (they are not routinely required to be
forwarded to the aircraft operator).
Once the helicopter operations area is cleared of all personnel and it is safe to depart, the Deck Party
Officer must give a "thumbs up" signal.
The pilot must acknowledge this signal.
Before taking off, the pilot will call (transmit) "lifting".
After this call, the ship must maintain radio contact with the helicopter, recording any position
reports until informed that the radio watch has been taken by another authority.
3. Departing
Immediately after take-off (or when departing after hoisting), the pilot must transmit a departure
message consisting of the following:
 Call sign or flight number
 Departure point
 Time of take off
 Initial track to base
 Initial en route cruising height/altitude.
The OOW must immediately contact the helicopter operator (or nominated contact) forwarding these
details.
2.18 INSTRUCTIONS TO HELICOPTER PASSENGERS

All personnel travelling to or from a ship by helicopter are required to be in possession of a valid
passport or other internationally recognized identity document.
Passengers must be made aware of and comply with the instructions set out below to ensure a safe
and expeditious operation.
These instructions must be displayed in a prominent position on board the ship.
1. General
Instructions must explain that passengers must:
 Not approach or leave the helicopter without being cleared to do so by the DPO, who will himself
have received clearance for this from the helicopter crew.
 When approaching or leaving the helicopter loading door, always adopt a crouching posture.
 They must walk briskly but not run. They must keep within the safe approach sector of the
helicopter and always keep in full view of the helicopter pilot or crewman. No clothing must be
worn that is loose or could become detached or entangled during the transfer operation.
 Keep well clear of the helicopter tail rotor. They must remember that the tail rotor is difficult
to see because of the speed at which it rotates.
 To avoid being scorched by hot gases, stay well clear of the helicopter exhaust outlets.
 Wear a life jacket at all times during flights over water. Only approved "aviation" life jackets
supplied by the helicopter operator must be worn inside the helicopter.
Note: An inflated life jacket may hinder escape from the helicopter. Life jackets must therefore
be worn un-inflated and only be inflated once outside the helicopter.
Clothing which inflates automatically or with built-in buoyancy must not be worn.
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As required in some locations, wear survival suits, which must be of a type approved for
helicopter operations.
All wear ear defenders/ear protection, which must be provided by the helicopter operator.
2. Landing
If embarking, passengers must:
 Enter the operating area when instructed to do so by the DPO following clearance by the
helicopter crew, and keep well down.
 Sit where directed by the helicopter crew.
 Fasten seat belt and study the in-flight safety regulations.
If disembarking, passengers must:
 Remain seated until instructed to leave by the helicopter crew.
 Adopt the crouching position when leaving and walk briskly away from the helicopter as
directed.
3. Winching
Persons being winched must take great care to avoid the possibility of becoming "hooked up" on
the ship at any time.
Such persons must therefore:
 Ensure that they maintain the maximum distance from obstructions.
Ensure that bags, hand-held radios or any other objects are secured and carried close to the
body.
 Be prepared to signal to the winch operator to stop the winch. This signal is given by
extending one arm out to the horizontal position, palm down.
 A member of the deck party must hold and steady passengers on their departure from the
deck.
Persons being winched from the deck to embark the helicopter must:
 Position themselves in the middle of the winch area, make eye contact with the winch
operator and be ready to follow his instructions. They must attempt to stay directly under the
winch.
 Avoid touching the hook/strop until the static line has grounded on the deck.
 When the winch hook/strop arrives, retrieve the hook/strop in one hand and move to the
winching position, keeping an eye on the winch operator.
 Once in position, quickly put the strop over their head and place it under their arms. When
ready, they must give the winch operator the "thumbs up" signal.
 Keep their elbows well tucked in and either hold onto the strop with both hands or keep their
arms by their sides (the helicopter operator must advise the preferred technique).
 At the helicopter doorway, be aware that the winch-man will turn them to face outboard, and
will then assist them into the helicopter. They must not try to help him as he has a set routine
to follow, and passengers must not remove the strop until instructed to do so.
 Sit where the winch-man directs them.
 Fasten safety belt and study the in-flight safety regulations.
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Persons being winched from the helicopter to the ship must:

 Not leave their seat until instructed to do so.
 Allow the winch-man to check that the strop is properly fitted.
 Follow the winch-man's instructions for exiting the helicopter. Passengers will usually be
required to sit in the doorway and give the "thumbs up" sign when they are ready.
 When they reach the deck, quickly remove the strop and hold it away from their body until it
is recovered from their hand by the winch-man. They must be careful of any excess winch
cable on the deck at their feet.
 Note: If passengers are using a full harness that takes some time to remove, they must unclip
from the winch hook immediately on arrival on deck. The hook must be passed to a member
of the Deck Party Crew to hold while the harness is removed.
 Once out of the harness, passengers must attach it back to the winch hook and allow the
winch operator to recover it from their hand.
 Leave the operating area briskly, keeping their head and arms well down.
2.19 PASSENGER /FREIGHT HANDLING PROCEDURES
1. Passenger Pre-Freight Briefing

Before flight (and sometimes before entering the helicopter), the passengers must be briefed on the
location and use of the following equipment.
Passengers must be required to give particular attention to the information on the following:
 Seat belts
 Life jackets, which must not be removed until instructed
 Life rafts
 Survival equipment
 Emergency escape hatches.
2. General Freight Handling

The ship's Master must ensure that the helicopter operator's procedures for carriage of Baggage or
freight are understood and followed.
A freight manifest must be completed and a copy provided to the helicopter pilot.
3. Carriage of "Dangerous Goods"

The carriage of "dangerous goods" by air is regulated under International agreements
(ICAO/IATA). Further details can be obtained from national authorities.
No dangerous goods may be loaded onto a helicopter, unless approval has been received from the
helicopter operator.
This is normally done 24 hours in advance of any flight.
Dangerous goods must be correctly labeled.
The ship must advise the helicopter operator of:
 The identity of the goods
 The danger to which they give rise
 The weight and quantity of the goods.
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This information must also be provided to the helicopter pilot when the helicopter arrives.
Under exceptional circumstances, dangerous goods may be carried without the 24 hour notification if
the helicopter operator/pilot agrees to this.
4. Carriage of Freight and/or Baggage in the Passenger Cabin with Passengers

The helicopter operator may permit the carriage of freight in the cabin with passengers.
Any such freight must be stowed with the agreement of the aircraft crew in a way that will not
obstruct any exit routes.
The only item of personal baggage that must be permitted in the cabin is reading material.
List of Items Prohibited for Carriage in Passengers' Baggage or on Person.

The following is a non-exhaustive list of items that are prohibited in personal belongings. They must
be removed before boarding the helicopter:
 Adhesives
 Aerosols
 Alcohol of any kind
 Canned drinks of any kind
 Cigarette lighters
 Controlled drugs (except those on prescription)
 Explosives/fireworks
 Firearms/ammunition
 Flammable gas or liquids, tear gas, CS gas
 Magnetic materials
 Matches of any kind
 Mercury in equipment or containers
 Oils and greases
 Paints and solvents
 Personal electronic devices, unless batteries are removed
 Poisons, weed killers, pesticides and insecticides
 Radioactive materials
 Weapons, including pocket knives
 Wet batteries.
Note: Mobile telephones/cell phones must be switched off prior to boarding and must remain
switched off until after disembarking and well clear of the aircraft.
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2.20 EMERGENCY EVACUATION BY AIR
1. General
This Chapter includes guidance on procedures to be followed in the event of a shipboard
emergency in which a helicopter may assist. It incorporates recommendations contained in the
"Notices to Mariners" in a number of countries and in Volume III of the IAMSAR Manual
IMO/ICAO) which provides detailed guidance regarding International Aeronautical and Maritime
Search and Rescue.
The recommendations in this chapter must be regarded as supplementary to those in other sections of
this guide.
2. Illness or Injury Evacuation

In cases of illness or injury when it is necessary to arrange for the evacuation of a patient by
helicopter, the following essential points must be noted.
3. Requesting Assistance
When requesting helicopter assistance, the master must:
 Decide and arrange a rendezvous position as soon as possible if the ship is beyond Helicopter
range and a diversion is therefore necessary.
 Give as much medical information as possible, particularly about the patient's mobility.
 Advise immediately of any changes in the condition of the patient.
4. Preparation of Patient
Before the helicopter arrives, steps must be taken to:
 Move the patient as close to the operating area as his/her condition permits.
 Ensure the patient is tagged to show details of any medication which has been administered.
 Prepare the patient's seafarer papers, passport, medical record and other necessary Documents in
package ready for transfer with the patient.
 Ensure that personnel are prepared in case it proves necessary to move the patient to a special
stretcher (which will be lowered by the helicopter). The patient must be strapped in the stretcher
face up, in a life jacket if his/her condition permits.
2.21 EMERGENCY OPERATING AREAS

On ships which, because of their size or design or the nature of their cargoes, are not suited for
routine helicopter operations, consideration must nevertheless be given to the best position for
helicopter to take off or to land people and/or equipment in an emergency.
Such an emergency might consist of taking off a sick or injured seafarer, landing a doctor on board,
or perhaps landing repair specialist or some piece of equipment vital to the safety of a ship disabled
offshore.
This type of emergency operation will normally be carried out by winching.
However, there will be many ships which cannot provide even these minimum requirements.
In such cases, the ship must look for the highest area clear of obstructions to which a helicopter can
safely manoeuvre and over which it may hover safely.
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The winching area must be as near to the ship's side as possible and there must not be any
obstructions greater than 3 metres in height in the area in which the helicopter will manoeuvre.
Obstructions such as aerials and stays must be lowered or removed.
If possible, two positions must be selected, one on each side of the ship, to compensate for wind
direction if the ship is unable to manoeuvre.
Having chosen the safest position(s) which could be used for emergency helicopter Winching
operations, the upper parts of any tall obstacles in the vicinity must be painted in a conspicuous
colour.
No attempt must be made to mark the emergency winching area permanently as by so doing it may
be confused with a full winching area for routine operations.
A record and diagram of the arrangements chosen must be displayed in a prominent position in the
wheel house.
Where none of these arrangements can be made safely, helicopter operations must be considered
(weather and other safety considerations permitting) with a rescue boat or lifeboat.
This must be positioned to leeward, except in the case of Vessels such as chemical tankers which
may produce toxic cargo vapours, where the rescue boat/lifeboat must be well to windward.
Operations of this nature, which may not prove practicable with ships which carry only totally
enclosed lifeboats, must only be considered when there is no practical alternative.
2.22 HELICOPTER INCIDENT /ACCIDENT
1. General
Investigations have shown that a helicopter making an emergency landing from the hovering position
is unlikely to penetrate the ship's deck.
The following advice is intended to assist when developing shipboard training drills and procedures
using the skills competencies and equipment available. Procedures and emergency response
preparations must be developed to cover all likely scenarios and must encourage the full use of
available fire-fighting/rescue equipment and resources, adapted as necessary to the circumstances of
each particular ship/helicopter operating interface.
2. Helicopter Accident / Incident Procedure

In the event of an incident, initiate the ship's Emergency Response Plan.
The following must be borne in mind:
 The aircraft must be evacuated of all passengers and crew members as rapidly as possible.
 If possible, all electrical power on the helicopter must be switched off.
 Careful attention must be paid to any fuel spillage, and fire-fighting precautions must be taken to
avoid spilled fuel catching fire and spreading to other parts of the ship (e.g. draining down the
scuppers).
 Even if a helicopter crashes without rupturing its fuel tanks, fuel may still be spilled if the
wreckage distorts on being lifted. Likewise, the damaged structure may pierce a fuel tank.
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Wherever possible, the wreckage must be left in situ and secured to await the arrival of air accident
and investigation authorities.
3. Fire Procedures
In the event of a helicopter fire, the following points must be noted:
 The type and location of fuel tanks varies only slightly between aircraft types. In large
helicopters, the tanks are normally positioned beneath the cabin floor, substantially in line with
the rotor mast. In smaller helicopters, the fuel tanks may be either beneath the floor aft of the
cabin structure or in some cases beneath the rear row of passenger seats.
 The operation of doors and hatches varies with aircraft type. Doors may be jettisonable or it may
be possible to jettison some doors but not others. In larger helicopters, doors normally slide back
to open. The method and direction of operation of the release mechanism for doors and escape
hatches is normally clearly indicated on the helicopter. If the doors cannot be opened, access to
the interior of a crashed helicopter must be fairly straightforward as the structure is fairly light
and easy to cut into with an axe.
 A crash on deck can be expected to take place at low speed and could be accompanied by the
break-up of the rotors, gearbox and engine, with subsidiary damage to the fuselage from impact
and blade strike. Ship's personnel must seek cover to avoid being hit by such debris.
 The main fire risk is of fuel leaking from a tank ruptured by the force of impact being ignited
following contact with engine parts.
 Since the amount of fuel in the engine area is not great, any fire in this area is likely small at first.
Even if the aircraft lies upside down with fuel running down into the from a ruptured tank, there
will be a short lapse of time (some 1-2 minutes) before spreads from the engine area and develops
into something larger.
 If a helicopter catches fire on deck, rapid use of the ship's fire-fighting facilities must contain the
fire.
4. Helideck Emergency Procedures (if applicable)

Periodic training exercises must be organized so that the ship's crew becomes familiar range of
responsibilities they may have depending upon the type of accident/incident include the following
scenarios and actions:
Crash on Deck
 Raise alarm
 Initiate fire fighting operations
 Maintain communications between deck and Bridge Team.
Emergency/Precautionary Landing
 Raise alarm
 Establish availability and location of deck space for helicopter
 Prepare fire-fighting team and equipment
 Maintain communications between deck, bridge team and helicopter.
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Crash on Deck Major Fuel Spillage - No Fire

 Raise alarm
 Lay fire-fighting foam blanket around and under helicopter
 Commence evacuation procedure from helicopter
 Maintain communications between deck, bridge team and, so far as possible, the Helicopter
Incident on Landing
 Keep helicopter on deck
 Communicate with helicopter via bridge team.
Man Overboard (MOB)
 Raise alarm
 Instigate shipboard MOB response
 Advise helicopter of incident and discuss suitability and capability of helicopter to assist
Helicopter Ditching
 Raise alarm
 Instigate shipboard MOB response/launch rescue boat
 Maintain communications between deck, bridge team, rescue boat, and helicopter, if appropriate.
5. Personnel in Water – Emergency Procedures

If for any reason a helicopter ditches on take-off or on landing, whether it stay afloat will be a
function of the sea state and the efficacy of the helicopter flotation.
However, no rescue effort must be attempted until the rotors have been stopped-either by the pilot, if
the helicopter remains upright, or as a side effect of the helicopter rolling over.
It is unlikely that evacuation from the helicopter can be assisted from outside, but experience has
shown that most personnel find their way out of a ditched helicopter through the windows or
emergency doors and, because they are already wearing their life jackets, remain afloat.
Note: Whether or not the helicopter remains afloat, crew members of the rescue team must keep clear
of the immediate area from which personnel may escape and remain clear of the arc of turning rotors.
2.23 REQUIREMENT FOR A PLAN

A contingency plan for the operation of a helicopter in an emergency must be developed on board.
Copies of the contingency plan must be readily available on board and one copy must be kept on the
bridge.
When developing the contingency plan, the type of Vessel must be taken into consideration.
3. RECORD
 Helicopter/ Ship Operations-Shipboard Safety Checklist EMP/SECTION 7/ SF/SOS/017
 Instructions to Helicopter Passengers EMP/SECTION 7/ SF/SOS/017A
 Emergency Evacuation by Helicopter EMP/SECTION 7/ SF/SOS/017B
 Helicopter Incident /Accident EMP/SECTION 7/ SF/SOS/017C
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STOWAWAYS Eff. Date: 29/02/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 General...................................................................................................................................... 2
2.2 When Stowaways are Found Onboard ..................................................................................... 2
3. RECORD ..................................................................................................................................... 3
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1. PURPOSE
This procedure describes the actions which must be taken when stowaways are found onboard.
2. PROCEDURE
2.1 GENERAL
Before the ship departs, a search must be made of all spaces to check for stowaways and foreign
objects. (Refer to Shipboard Operations Manual – Section 06).
The following IMS Forms must be used and filled- in appropriately:
 SF/SEC/914- Stowaway Searches.
 SF/SEC/914A- Stowaways –Action to be taken to prevent stowaways.
The problem of stowaways is in fact a very simple security problem – it is a problem of access
control.
Reasonable Standards of stowaway prevention may be categorized into four (4) basic measures:
 Gangway control.
 Roving patrols.
 Locking.
 Searching.
2.2 WHEN STOWAWAYS ARE FOUND ONBOARD

When stowaways are found onboard, the following actions must be taken:
A. SEARCH
 Area of vicinity of where the stowaways are discovered must be searched for other
stowaways.
 Area in vicinity of where the stowaways are discovered must be searched for papers and
personal belongings.
 Stowaways must be searched for papers and personal belongings.
B. SECURITY
 Objects that could be used as weapons must be confiscated.
 Larger groups of stowaways must be separated into smaller groups.
 Appropriate measures must be taken to ensure the security of the stowaway(s) by locking
them in suitable cabins or storerooms.
 Guards must be posted.
C. HEALTH & WELFARE

 A general health check of the stowaways must be carried out.
 Expert medical advice must be sought, if necessary.
 Stowaways must be provided with food and water.
 Stowaways must be provided with clothing and bedding.
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D. REPATRIATION ARRANGEMENTS
 If stowaways are found before the ship leaves the port, they must be disembarked
immediately, after notifying the Port Authorities.
 If the stowaways are found while the ship is at sea the Master must:
o Make an effort to determine immediately the port of embarkation.
o Make every effort to establish the identity and nationality of the stowaway.
o Prepare a statement containing all information relevant to the stowaways for the
appropriate authorities.
o Notify the existence of stowaways and any relevant details to the Managing Company and
the appropriate authorities at the port of embarkation, the next port of call and the Flag
Administration and the P&I Club.
o The Vessel must not depart from the planned voyage to seek disembarkation of a
stowaway to any country unless repatriation has been arranged and permission has been
given for disembarkation, and unless there are extenuating security or compassionate
reasons, such as injuries or illness.
o Ensure that the stowaway is presented to the appropriate authorities at the next port of
call.
E. WHILE ONBOARD
 Stowaways must NEVER be put to work.
 The contact between the stowaways and the crew must be kept to a MINIMUM.
3. RECORD
 Stowaway File
 Stowaways- Action to be taken after they are found EMP/SECTION 8/ SF/SOS/021
 Stowaway Questionnaire Suggested by P&I Club EMP/SECTION 8/ SF/SOS/022
 Stowaway Questionnaires EMP/SECTION 8/ SF/SOS/023
 Stowaway Searches EMP/SECTION 8/ SF/SEC/914
 Stowaways- Action to be taken to prevent stowaways EMP/SECTION 8/ SF/SEC/914A
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DRUG TRAFFICKING Eff. Date: 29/02/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 General...................................................................................................................................... 2
2.2 Ship Security............................................................................................................................. 3
2.3 Places of concealment of Drugs ............................................................................................... 3
2.4 Suspicious Circumstances Onboard ......................................................................................... 4
2.5 Suggested master’s Checks in High Risk Ports ....................................................................... 5
2.6 Unusual Activity at Sea ............................................................................................................ 6
2.7 External Concealment Protection Measures ............................................................................. 6
2.7 Action when Drugs are Found .................................................................................................. 6
2.8 Customs Authorities and their Powers ..................................................................................... 8
2.9 Scale and Nature of Penalties ................................................................................................... 8
3. RECORD ..................................................................................................................................... 9
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1. PURPOSE
This procedure describes the actions which must be taken in case Drug Trafficking is detected
onboard.
This procedure has also taken into account the guidance in the ICS Publication “Drug Trafficking and
Drug Abuse on board Ships”
2. PROCEDURE
2.1 GENERAL
In order to avoid being involved in Drug trafficking, all Vessels’ Masters and Safety Officers need to
assess the threat and identify their vulnerability.
Factors which need to be taken into account include the ports of call and routes taken by the Vessel,
the origin and routeing of the cargo, the level of control exercised at shore facilities, the degree and
control exercised over access to the Vessel and the vulnerability of crew to pressure from drug
trafficking interests.
Few ports can now be considered safe from attempts to insert drugs and other illicit substances
onboard, although ports in source countries remain those in which the Vessel is most at risk.
The most known high risk ports for drug origin and transhipment are the following:
SOURCE COUNTRIES
India Argentina West Africa Thailand United Kingdom
West Indies Mexico Nigeria Burma Italy & Adriatic Coasts
Iran Columbia Morocco Hong Kong Eastern Europe
Pakistan Peru Kenya Laos Belgium
Bangladesh Brazil South Africa China Turkey
Afghanistan Bolivia
Ecuador United States
Venezuela Jamaica
Guyana Panama
TOP DRUG PRODUCING COUNTRIES

Countries Top Producing Countries Top Producing
Morocco Cannabis Colombia Cocaine
Mexico Cannabis Peru Cocaine
Afghanistan Opium Bolivia Cocaine
China Opium
Thailand Opium
TOP TRANSIT COUNTRIES

Mexico Panama Ecuador Brazil Argentina South Africa
Jamaica Colombia Peru Paraguay Chile Kenya
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WESTERN ENTRANCE COUNTRIES

USA Spain Netherlands Italy Australia
United Kingdom Belgium Greece Adriatic Coast countries France
Ships are vulnerable to being used as a conduit for the movement of drugs:
 In cars, freight vehicles, trailers or coaches.
 By visitors to the Vessel leaving a package behind.
 In luggage placed in a baggage trolley.
 In ships’ stores.
 By contractors’ personnel (maintenance personnel, stevedores, hired security personnel)
 As part of crew effects.
 By visitors or crew, strapped around their waist.
 Concealed on or in the Vessel’s machinery or hull.
 In cargo or in the structure of cargo containers or packing.
Smuggling on commercial Vessels can be conducted by:

 Crew Members: carrying drugs onboard for personal uses and /or distribution to other crew
members.
 Overt or covert entry and concealment of goods: the smuggler may board the Vessel, conceal a
package and disembark before its discovery.
 Conspiracy: involving a member or members of the ship’s crew or shore staff.
 Proxy: the smuggler may use some convenient means of concealing and smuggling his package
onboard without boarding himself (i.e in cargo, in a carton of fresh provisions etc).
 External Concealment: divers may reach the Vessel’s hull and secure a package to the hull, or to
a main intake, a propeller bracket or a rudder fitting.
2.2 SHIP SECURITY

In addition to the security measures taken by Port Authorities, the Vessel must strictly follow its own
Ship Security Plan.
Special emphasis must be placed on:
 Access control- ideally have a single access point- single controlled gangway.
 Identification of all persons boarding the Vessel.
 Baggage search of crew first joining the Vessel at that port, or returning from shore leave.
 Scrutinizing of all packages, spares and stores taken onboard.
 Following a detailed Search-plan before leaving port
 Training of Shipboard Personnel in security issues.
For more details, refer to the Ship Security Plan.
2.3 PLACES OF CONCEALMENT OF DRUGS

Some of the most common places where drugs have been found include:
 False cargo crates or containers.
 Dummy or double bottomed oil drums, cylinders, paint drums.
 Store rooms, flour bins, refrigerators, bonded stores, slop chests, deck stores, paint lockers.
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 Inside frozen stores such as fish or sides of meat, in sacks of vegetables or inside canned goods.
 Places unlikely to be searched due to:
o respect (e.g Master’s cabin or day room),
o awkwardness (e.g propeller shaft tunnel, mast tops) or
o danger (e.g behind electrical panels, in inerted cargo spaces)
 Near the funnel where fumes may disguise distinctive smells such as cannabis.
 Places where access is restricted to a few authorized persons.
 Places where the substances may not seem out of place (e.g medical stores, lifeboat stores)
 In crew quarters (i.e behind or in radiators or toilet fittings, behind pictures or skirting boards, in
porthole paneling, in cabin ceiling and wall paneling, in false compartments in the bases of
wardrobes and in coat hangers, under drawers, beneath bunks and mattresses or other cabin
furniture, paneling , even inside shoes)
 In companionway ducts and railings, floor, wall and ceiling panels.
 Inside lubricating oil tanks or cargo tanks.
(False probes or visual indicators and falsely calibrated gauges may be fitted).
 Inside fire extinguishers and hoses and their storage spaces.
 Inside ventilation pipes and shafts and cable ducts.
 Inside recent structural alterations.
 Inside false floors and /or ceiling in cabins and companionways.
 In freight containers or in hollow spaces in its constructions.
 Inside deck or engine room machinery, switch rooms, control panels, sumps, bilges, shaft alley.
 In oil or water tanks, (false gauges may be fitted).
2.4 SUSPICIOUS CIRCUMSTANCES ONBOARD

The following are examples of circumstances which must be regarded as suspicious and warrant
further investigation:
 Strangers found in unusual places while the ship is in port.
 Strangers with parcels seeking access to the Vessel.
 Shore gangs or contractors’ staff working unsupervised on apparently unnecessary or unordered
work or outside normal hours.
 Unanticipated work, especially structural adaptations or alterations (e.g closed-off spaces)
 Crew members found in strange places without reason (e.g catering crew in the hold or engine
room).
 Loitering (hanging around) of crew members in unusual places during the voyage.
 Crew members showing undue interest or unease during Officers’ inspections.
 Unexpected occurrences (e.g a supposedly full ballast tank found empty) or things out of place
(e.g sacks of flour in the paint store).
 Evidence of tampering (e.g welded top tanks, primed gauge glasses, insecure boat covers, clean
or damaged bolts or screws on otherwise soiled fittings or equipment , unlocked “secure places” ,
non-functional equipment).
 Disturbed stowage, closed-off spaces, pipes going nowhere.
 Missing keys.
 Unexplained failure of electrics or mechanics, for however short a period.
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2.5 SUGGESTED MASTER’S CHECKS IN HIGH RISK PORTS
 Know your crews’ usual habits and study any unease or departure from routine, such as being in
unusual places for routine jobs onboard or any uncharacteristic behaviour.
 Maintain proper gangway watch at all times in port and forbid unauthorized access.
 Carry out enhanced baggage and body search of all crew who first join the Vessel, and when they
return from shore leave ( especially when at known high risk ports for Drug origin or trafficking)
(Master’s Standing Orders to Gangway watch).
 Conduct regular checks of varied nature, place, duration and log them.
 (All cabins to be searched within a period of one month- (Form-Master’s Health and Hygiene
Inspection Report).
 Additionally, visiting Superintendents to conduct Cabin Searches for Drugs and Alcohol.
 (DPA’s Standing Order to attending Marine/Vetting Superintendents, Technical Superintendents
and Internal Auditors).
 Where possible, arrange supervision of shore gangs.
 Lock all spaces and access points to cargo spaces not regularly in use and control access to keys.
 Observe your crew members as to their behavioural patterns.

The following might be significant in order to identify Drug trafficking
o Nervous or suspicious behaviour.
o Unusually large amounts of money.
o Unusually large local purchases.
o Expensive clothes.
o Lists containing names, dates and places and references to money, weights or other units.
o Unusual clothing when going ashore or returning to the Vessel (e.g bulky or out of season
clothing, unexplained bulges on the body).
o Unusual interest in a particular area of the Vessel, consignment or container.
o Possession of unusual tools not connected to the job.
The following might be significant in order to identify Drug use:
o Mood Swings
o Irritability and aggression
o confusion
o lack of concentration
o memory problems
o loss of interest in the job and poor performance
o poor timekeeping
o secretive behaviour
o deterioration of onboard relationships
o theft from the ship or crew
o unexplained changes in financial circumstances
 Request from Office to arrange (when the Vessel is in high risk Drug Trafficking ports)
unannounced searches of Accommodation Spaces, Crew Cabins and other possible places of
concealment (as listed in paragraph 2.3 of this procedure) , by trained canines and their handlers.
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2.6 UNUSUAL ACTIVITY AT SEA

In addition to being aware of the threats to their own Vessel, crewmembers, while undertaking their
normal duties, become aware of unusual activities which may be worth reporting through the Master
to Customs Authorities.
For example:
A. Goods being transferred between Vessels at sea.
B. Goods being dumped overboard close to shore.
C. Marker buoys in unusual or unfamiliar places.
D. Signalling between Vessels and the coast.
E. Inflatables moving off shore at speed (especially at night).
F. Unmarked diving activity in port.
G. Craft anchored or off-loading goods on remote areas of coastline.
2.7 EXTERNAL CONCEALMENT PROTECTION MEASURES
2.7.1 Attention to Lighting

While in Port, at anchor or underway, the ship’s deck and overside can be illuminated in periods of
darkness and restricted visibility, although care must be taken not to interfere with the required
navigation lights and safe navigation. The lights must be arranged to continuously illuminate specific
areas during the hours of darkness or restricted visibility, although in some circumstances it may be
preferable to use such lighting systems only in response to an alarm. Floodlights may be used to
supplement the primary system and may be either portable or fixed. Where available, searchlights
can be used to illuminate persons and crafts involved in suspicious activity around the Vessel
2.7.2 Good Watch-keeping

A good lookout must be kept from the deck to look for divers, floating refuse (which may hide
swimmers) or small boats. All approaching boats must be challenged and, if unidentified, must be
prevented from coming alongside.
2.7.3 Propellers
If the ship is known to be under threat from swimmers, turning propellers ahead and astern can
shake-off all but the most competent swimmers who might be clinging to the underwater fittings. A
propeller turning slowly creates turbulence in the water and makes swimming more difficult.
2.7.4 Searches below the waterline

If it is suspected that a device has been fixed to the outside of the hull below the waterline, a search
can be carried out to locate the device, but not to dislodge it. Qualified clearance divers are required
to do this and their assistance must be sought through local authorities.
2.7 ACTION WHEN DRUGS ARE FOUND

Masters must seek directions from the Company whenever drugs or suspected drugs are discovered
on the Vessel or when suspicions have been aroused.
If drugs are found at sea, the authorities at the next port of call must be notified by radio BEFORE
entering territorial waters. Customs authorities must be informed as soon as possible.
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1. Safety Considerations
Most Shipping Company employees ashore and at sea, have never come into contact with illegal
drugs, and their perceptions may be somewhat coloured by TV drama.
Many of the practices shown in TV programs regarding the handling of drugs could, if copied in
real life, have fatal consequences.
(The “Kojak” test:- licking the finger, dipping it into the substance and tasting it – would , with
the usual purity of certain drugs, kill before the words “It’s cocaine “ could be said) .
All drugs are extremely dangerous and some can even be absorbed through the skin.
The following points must be observed to ensure personal safety when a suspected package or
substance is discovered:
 Do not pierce or open unrecognized suspicious packages wrapped in newspaper, foil, carbon
paper, or polythene bags and sealed with masking tape.
 Do not feel, handle or touch the substance without skin protection and a medical face mask.
 Do not inhale powders, fumes or vapours.
 Do not rush your actions.
 Do not smoke near the substance or expose it to heat or flame.
 Do not- UNDER ANY CIRCUMSTANCES taste, eat or drink the suspect substance.
 Always wash hands and brush clothing free from any contamination as soon as possible.
 Ensure adequate ventilation and safe electric lighting in confined or enclosed spaces.
2. Specific Guidance
 Get another person to witness the position of a suspected package or substance and
subsequent action taken. If possible, take photographs of the substance as found.
 Handle as little as possible and remember that there may be fingerprint evidence.
 Where necessary, taking handling precautions, remove the goods to a safe place under lock
and key. Guard if necessary.
 If at sea, record any discovery in the Ship’s Deck Log Book. Include as much detail as
possible; date-time-location-approximate quantity. Person detecting, names of witnesses etc.
 Secure any wrapping and anything else found in the space.
 Consider searching similar locations and spaces.
3. Notifications and Reporting

 Notify Customs (by radio to the next port of call, if at sea).
 Write a report AS SOON AFTER THE EVENT AS POSSIBLE.
o Cover everything that occurred.
o A sketch plan of the space and area often proves helpful.
o It is also useful to record why the particular location or cargo was inspected and how
the package(s) came to be found. Include any suspicious activity noticed.
o The report must be signed by any witnesses.
o At sea the finder, the witnessing officer and the master must sign the report, showing
the date and time.
o If the finding is in cargo, the relevant cargo documentation must be collected for
subsequent examination by Customs Authorities.
o Do not allow anyone to leave the Vessel until interviewed by the appropriate
authorities.
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 The boarding Officer must be notified as soon as the Vessel docks.
2.8 CUSTOMS AUTHORITIES AND THEIR POWERS

Most national legislation provides that any Customs Officer may board the Vessel at any time while
it is within the limits of a port or within territorial waters. Such a person must carry appropriate
official identification and must be asked to produce it, when boarding.
The Customs Officer is allowed to search any part of the Vessel.
For certain areas of the Vessel (inerted cargo spaces, etc) they may need advice, crew assistance,
special clothes etc.
The Master must ensure that all necessary is provided.
The law permits the Customs Officer to have free access to every part of the Vessel.
He generally is permitted to:

A. Mark, or cause to be marked, any goods before loading.
B. Lock up, seal, mark or secure any goods carried on the ship, or in any place, or in any container.
C. Break open any place or container which is locked if the keys are withheld or otherwise
unavailable.
The powers of Customs officers are wide but in no circumstances must they be abused.
Any instances of a lack of integrity on the part of Customs Officers, anywhere in the world, must be
reported to National Administrations and Flag States.
2.9 SCALE AND NATURE OF PENALTIES

Depending on the size of the Vessel and the nature of the offence, the Vessel may be detained or
fined. Examples of the nature of penalties are as follows:
A. Colombia
Colombian Law authorizes the seizure of the Vessel found to be carrying narcotics. Penalties may
be reduced if the Vessel reports any drugs onboard.
B. Hong Kong
Any ship exceeding 250GT could be arrested and detained if excessive quantity of illicit drug was
found onboard on two or more occasions within an 18 month period.
C. Iran
Traffickers convicted of possession of more than 30gm of heroin or 5kg of opium face the
DEATH penalty.
D. Saudi Arabia
Convicted traffickers face long custodial sentences to DEATH.
E. Singapore
There are severe penalties and, in certain circumstances, the DEATH penalty can be imposed.
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F. Thailand
The DEATH penalty can be imposed for persons involved in drug trafficking.
The alternative is an extremely long custodial sentence.
G. United States
Penalties of $ 1000 per ounce for heroin and cocaine, and $ 500 per ounce for marijuana and its
derivatives were introduced.
3. RECORD
Drug Overdose- First Aid EMP/SECTION 09/ SF/SOS/051
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DRILLS AND EXERCISES Eff. Date: 31/10/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 Emergency Training and Drills ................................................................................................ 2
2.1.1 Participation in Drills ..................................................................................................................................... 2
2.1.2 Abandon Ship Drill ........................................................................................................................................ 3
2.1.2.1 General ............................................................................................................................................................... 3
2.1.2.2 Conventional Enclosed Lifeboats ...................................................................................................................... 4
2.1.2.3 Free –Fall Lifeboats ........................................................................................................................................... 4
2.1.2.4 Rescue Boats ...................................................................................................................................................... 5
2.1.3 Fire Drill ........................................................................................................................................................ 6
2.1.4 Training and Instructions ............................................................................................................................... 6
2.1.5 Enclosed Space Entry and Rescue Drills ....................................................................................................... 7
2.1.6 Recovery of Persons from the Water ............................................................................................................. 7
2.1.7 Emergency Steering Drill .............................................................................................................................. 7
2.1.8 Oil Spill Drill ................................................................................................................................................. 7
2.1.9 Line Throwing Apparatus .............................................................................................................................. 8
2.1.10 Program of Drills ........................................................................................................................................... 8
2.1.11 Safety and Drills Cabinet ............................................................................................................................. 10
2.1.12 Extra Training .............................................................................................................................................. 11
2.1.13 Training in the use of davit-launched liferafts ............................................................................................. 11
2.2 Reporting of Drills .................................................................................................................. 11
2.3 Security Drills ......................................................................................................................... 12
2.4 Table-Top Exercises between the Vessel and the Office & Other Drills ............................... 13
2.4.1 Office-Vessel Drill ....................................................................................................................................... 14
2.4.2 Annual Table Top Exercise (TTX) with QI Participation ............................................................................ 16
2.4.3 Drill Participants Lists ................................................................................................................................. 20
2.4.3.1 Participants Lists for each Office-Vessel Drill ............................................................................................ 20
2.4.3.2 Participants Lists for Annual Monitoring of Participants ............................................................................ 20
2.4.3.3 Participants Lists for monitoring of Vessels’ s Participation ....................................................................... 20
2.4.3.4 List of Office Personnel who have participated in Office-Vessel Drills as DPA Role Players ................... 20
2.4.3.5 List of Masters who have participated in Office-Vessel Drills Directly or as Observers ............................ 21
2.4.4 Participation of External Resources /Third Parties during Office-Vessel Drills ................................................. 21
2.4.5 Salvage and Marine Fire Fighting Table Top Exercises with SMFF Provider (RAC) ................................ 21
2.4.6 Conducting the Office –Vessel Drills and the Table Top Exercises ............................................................ 23
2.4.7 Analysis and Distribution of Experiences throughout the Company ........................................................... 24
2.4.8 Unannounced Office Emergency Response Drills (Call-Out) ..................................................................... 24
2.4.9 Office Fire and Earthquake Drills ................................................................................................................ 24
2.5 Vessel’s Standard Reporting to the S&Q Department ........................................................... 25
3. RECORD ................................................................................................................................... 25
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1. PURPOSE
This procedure describes the statutory requirement for Fire, Lifeboat training and other Drills on
board, as well as Security Drills. In addition, it details the arrangements made in order to conduct
“Table Top” exercises and the processing of Emergency Drills reports by office personnel.
2. PROCEDURE
2.1 EMERGENCY TRAINING AND DRILLS

Abandon Ship and Fire Drills must be planned, organized and performed in such a way, so as to
minimize all recognized risks.
Drills shall, as far as practicable, be conducted as if they were a real emergency.
Before conducting drills, the following must be ensured:
 All safety equipment have been maintained as per Manufacturer’s instruction.
 All precautionary measures necessary have been taken.
 Abnormal conditions of wear and tear or corrosion must be reported to the responsible Officer
immediately.
 Lifejackets must always be worn when attending an Abandon Ship Drill.
 Crew members taking part in a Fire or other Emergency drill may remove their lifejacket, if it
hinders them in the execution of their other duties.
 Crew members must also be suitably dressed for an emergency, taking into account the
prevailing weather conditions.
On completion of the Drills:
 Lessons learned in the course of a Drill must be documented and discussed during the
Monthly Safety Meetings.
 If any corrective /preventive action must be taken, this must be brought to the attention of the
Master and to the Company, if necessary.
2.1.1 Participation in Drills

As per Marshall Islands Maritime Regulations MI-108 “Master’s Duties and Responsibilities –
“Fire and Abandon Ship Drills” and Solas -Chapter III-Part B-Regulation 19:
“The Master of each Vessel shall cause the crew to be exercised at Fire and/or Abandon Ship Drill
at least MONTHLY, to satisfy the requirements of SOLAS within 24 hours of the ship leaving
port if more than 25% of the Crew have not participated in Fire and Abandon Ship drills collectively
onboard that particular Ship the previous month.
When crew changes involve more than 25 % of total Crew, then additional Abandon and Fire drills
must be conducted as follows:
 Within twenty four (24) hours after the ship leaves Port
One (1) Abandon Ship and One (1) Fire Drill (as per SOLAS).
 Within one (1) week after Crew Change
One (1) Security Drill (as per ISPS Code).
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When a ship enters service for the first time, after modification of a major character or when a new
crew is engaged, these drills shall be held before sailing.
The Administrator ma accept other arrangements that are at least equivalent for those classes of
ships for which this is impracticable.
2.1.2 Abandon Ship Drill

(Solas-Chapter III-Part B-Regulation 19-§ 3.4.1)
2.1.2.1 General
Drills, to the extent practicable, must be conducted as if an actual emergency existed (Marshall
Islands Regulation), and as a minimum, consist of the following points:
 Summoning of crew to muster stations, by use of the general alarm signal followed by drill
announcement on the public address or other communication system and ensuring that all crew
are aware of the Abandon Ship Signal and the order to abandon the ship.
 Reporting to stations and preparing for abandon ship duties described on the Muster List.
 Checking that all crew are suitably dressed.
 Checking that lifejackets are correctly donned.
 Lowering of at least one lifeboat after any necessary preparation for launching.
 Starting and operating the lifeboat engine.
 Operating the davits used for launching liferafts.
 Making a mock search and rescue of trapped crew.
 Instruction in the use of radio life-saving appliances.
 Downloading VDR –Data (simulation).
 Carrying the Vessels’ Log Books and Seamen’ Books & Passports.
 Weather permitting, lowering of at least one (1) lifeboat to the embarkation level after any
necessary preparation for launching (except free-fall when fitted) must be performed to ascertain
that the gear is in good working order.
The motor and hand–propelling gear of each lifeboat, where fitted, must be operated sufficiently
to ascertain that it is in proper operating condition. Different lifeboats must be lowered at
successive drills.
 All watertight doors in use while the Vessel is underway must be operated.
 All emergency lighting for mustering and abandonment and communications systems must be
tested at every Abandon Ship Drill. (SOLAS–Regulation 19-§ 3.4.9-)
 Persons assigned to the use of rescue and safety equipment must be tested in the use of such
equipment.
 Supernumeraries must be mustered at their stations and instructed in the use of life preservers and
crew instructed in Supernumerary control duties.
As per SOLAS – Regulation 19- § 3.4.7- “if lifeboat and rescue boat launching drills are carried out
with the Ship making headway, such drills shall, because of the dangers involved, be practiced in
sheltered waters only and under the supervision of an Officer experienced in such drills.
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Note: Enclosed Lifeboats are not considered as Enclosed Spaces.

They are considered as “Precautionary Spaces” i.e spaces where some precautions must be taken
before entry – such as ventilation for about fifteen (15) minutes before entry – for routine
maintenance etc.
2.1.2.2 Conventional Enclosed Lifeboats
Each lifeboat must be lowered to the water at least once every THREE (3) MONTHS.
(The Drill must be conducted strictly within 90 days with no delay), and the crew must be exercised
in the use of oars and other means of propulsion where fitted.
Solas-Chapter III-Part B-Regulation 19-§ 3.4.3 requires each lifeboat to be launched and
manoeuvred in the water by its assigned operating crew, at least once every three (3) months during
an Abandon ship drill. However the regulation, whilst requiring each lifeboat to be manoeuvred in
the water by its assigned operating crew, does not require the assigned operating crew to be
onboard when the lifeboat is launched.
The Committee therefore agreed that the assigned operating crew must not be required to be onboard
lifeboats during the launching, unless the Master considers, within the authority conferred to him in
the ISM Code –taking into account all safety aspects- that the lifeboat must be launched with the
assigned operating crew onboard.
If the Lifeboats are equipped with on-load release gear, the following additional precautions must be
taken:
 The Lifeboat must be launched or recovered without any crewmembers onboard.
 After successful launching or before recovery the Crew must board in the lifeboat or return
onboard the ship, only by using the embarkation ladder,
 Safety Harnesses must be worn by all Crewmembers participating in the drill and a safety line
must be secured, to prevent any accidental falling.
As per SOLAS – Regulation 19-§3.4.5, the Administration may allow ships operating on short
International Voyages NOT to launch the Lifeboats on one side, if their berthing arrangements in
port and their trading patterns do not permit launching of lifeboats on that side.
However, all such Lifeboats shall be lowered at least once every THREE (3) MONTHS and
launched and least ANNUALLY.
2.1.2.3 Free –Fall Lifeboats

As per Solas-Solas-Chapter III-Part B-Regulation 19-§ 3.4.4, in the case of a Lifeboat arranged for
Free-Fall launching, at least once every three (3) months during and Abandon Ship drills, the Crew
must board the lifeboat, properly secure themselves in their seats and commence launch procedures
up to– but not including the actual release of the Lifeboat (i.e the Release Hook must not be
released).
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The Lifeboat must then either be free-fall launched with only the required operating Crew onboard,
or lowered into the water by means of the secondary means of launching with or without the
operating Crew onboard.
In both cases, the lifeboat must thereafter be maneuvered in the water by the operating Crew.
At intervals of not more than six (6) months, the Lifeboat must either be launched free fall with
only the operating crew onboard , or simulated launching must be carried out in accordance with the
guidelines developed by the Organization ( refer to MSC.1/ Circ. 1206/Rev.1- “Measures to prevent
accidents with lifeboats”. (** see below paragraph)
**Typical Simulated Launching Sequence (as per MSC.1/Circ 1206/Rev.1)
1. Check equipment and documentation to ensure that all components of the lifeboat and
launching appliance are in good operational condition.
2. Ensure that the restraining device(s) provided by the manufacturer for simulated launching are
installed and secure and that the free-fall release mechanism is fully and correctly engaged.
3. Establish and maintain good communication between the assigned operating crew and the
responsible person.
4. Disengage lashings, gripes, etc. installed to secure the lifeboat for sea or for maintenance,
except those required for simulated free-fall.
5. Participating crew board the lifeboat and fasten their seatbelts under the supervision of the
responsible person.
6. All crew, except the assigned operating crew, disembark the lifeboat. The assigned operating
crew fully prepares the lifeboat for free-fall launch and secures themselves in their seats for
the release operation.
7. The assigned operating crew activates the release mechanism when instructed by the
responsible person. Ensure that the release mechanism operates satisfactorily and, if
applicable, the lifeboat travels down the ramp to the distance specified in the manufacturer's
instructions.
8. Re-secure the lifeboat to its stowed position, using the means provided by the manufacturer
and ensure that the free-fall release mechanism is fully and correctly engaged.
9. Repeat procedures from 3.7 above, using the back-up release mechanism when applicable.
10. The assigned operating crew disembarks the lifeboat.
11. Ensure that the lifeboat is returned to its normal stowed condition. Remove any restraining
and/or recovery devices used only for the simulated launch procedure.
2.1.2.4 Rescue Boats

As per SOLAS – Regulation 19- §3.4.6, “As far as reasonable and practicable, rescue boats other
than lifeboats which are rescue boats, shall be launched each month, with their assigned crew aboard
and maneuvered in the water”.
In all cases, this requirement shall be complied with at least once every three (3) months”.
This procedure must be followed for the Fleet Vessels which are equipped with Free Fall lifeboats
and also have a rescue boat.
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2.1.3 Fire Drill

(SOLAS -Chapter III-Part B-Regulation 19- §3.5.1)
Each Fire Drill shall include:
 Reporting to stations and preparing for fire duties described on the muster list.
 Starting a fire pump using at least two jets of water to show that the system is in proper working
order.
 Checking fireman’s outfits and other personal rescue equipment.
 Checking of relevant communications equipment.
 Checking operation of watertight doors, fire doors, and fire dampers and main inlets and outlets
of ventilation systems in the Drill area.
 Checking necessary arrangements for subsequent abandonment of the ship.
 All fire pumps shall be started and sufficient outlets opened to determine that the system is in
proper working order.
The equipment used during drills must immediately be brought back to its original location and its
fully operational condition and any faults and defects discovered during drills must be remedied as
soon as possible.
2.1.4 Training and Instructions

On-board training in the use of the ship’s life-saving appliances, including survival craft equipment,
and in the use of the ship’s fire-extinguishing appliances must be given as soon as possible but not
later than two (2) weeks after a crew member joins the ship.
(This is in addition to the Safety Familiarization given, when a crewmember joins the Vessel and he
has to receive specific familiarization at specified time intervals (6 hours – 24 hours – 7 days)).
Instructions in the use of the ship’s fire-extinguishing appliances, life-saving appliances, and in
survival at sea must be given at the same interval as the drills.
Individual instructions may cover different parts of the ship’s life-saving and fire extinguishing
appliances, but all the ship’s LSA & FFE must be covered within any period of two (2) months.
Initial familiarization training for Life-saving Appliances and Fire Equipment is detailed in separate
procedure for familiarization training.
In addition, each crew member must receive instructions on the following:
 Operation of ship’s inflatable liferafts.
 Problems of hypothermia, first-aid treatment of hypothermia and other appropriate first aid
procedures.
 Special instructions necessary for use, of the ship’s life-saving appliances in severe weather and
severe sea conditions.
 Operation and use of fire- extinguishing appliances.
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 Information regarding survival at sea is found in the SOLAS Training Manual.

 Information in the use of Fire Fighting Equipment is found in the Fire Training Manual.
These Manuals are provided in three (3) copies in the English Language and two (2) Copies in the
Russian Language.
One English Copy and one Russian Copy must be found in each Messroom (i.e Officers & Crew).
The Manuals are also available in the IMS CD, carried onboard. Uncontrolled copies may be
produced at all times for crew familiarization.
2.1.5 Enclosed Space Entry and Rescue Drills

As per ( SOLAS -Chapter III - Part B - Regulation 19- §3.6), Enclosed Space Entry and Rescue
Drills shall be planned and conducted in a safe manner, taking into account , as appropriate , the
guidance in the recommendations developed by the Organization i.e Resolution A.1050 (27)-
“Revised Recommendations for entering Enclosed Spaces aboard ships”.
Each Enclosed Space Entry and Rescue Drill shall include:
 Checking and use of personal protective equipment required for entry.
 Checking and use of communication equipment and procedures.
 Checking and use of instruments for measuring the atmosphere in enclosed spaces.
 Checking and use of rescue equipment and procedures
 Instructions in First Aid and resuscitation techniques.
2.1.6 Recovery of Persons from the Water

As per SOLAS III “Recovery of persons from the water” all crew must be trained in the procedures
which must be followed, for the recovery of persons from the water.
The training must be conducted as per the Ship-specific Plans and Procedures, which each Vessel
must develop.
This Drill will be carried out in conjunction with the routine Man-Overboard Drill.
2.1.7 Emergency Steering Drill

Emergency steering drill shall take place at least once every three (3) months in order to practice
emergency steering procedure.
These drills shall include direct control within the steering gear compartment, the communications
procedure with the navigation bridge and where applicable, the operation of alternative power supplies.
2.1.8 Oil Spill Drill

Personnel onboard have to be familiar with the requirements of the Shipboard Oil / Marine Pollution
Emergency Plan. Oil Spill drills are therefore important and shall be performed at least once every
three (3) months. Different scenarios may be utilized during these drills taking into consideration the
above mentioned plans.
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2.1.9 Line Throwing Apparatus

On Vessels fitted with a line throwing appliance, crew must be trained in the use of such appliance at
least once in every three (3) months.
The actual firing of the appliance is not required.
The service line must not be used for Drill purposes.
Instead, any flexible line of proper size and length, suitably flaked or laid out, may be used.
A relevant entry to be made in the Deck Log Book
2.1.10 Program of Drills

The Program of Drills must be drawn on an Annual Basis taking into account International
Requirements, Flag Administration Requirements, Company Procedures and crew training needs.
The schedule must be recorded in Form “Record of Drills performed and other training”.
The Program of Drills of the next month must be discussed during the monthly Safety Meeting, and
recorded in the Safety Meeting Agenda under Item “Planning next series of Drills”.
The Monthly Drills Program must be recorded in the “Drills Program”.
The Schedule of Drills must be drawn is such a way, so that the actual drill date is as close to the
previous drill’s “anniversary” date as possible; i.e. if a Monthly drill (due every 30 days) is
conducted on August 3, the next drill must be conducted until September 3.
If the next drill is conducted on September 20, then the time period between the two drills is 48 days
(by far exceeding the SOLAS Requirement of 30 days).
If a drill cannot be conducted on or around the “anniversary” date, due to i.e. Bad weather, Transit
from the HRA, Port Restrictions etc) a relevant Deck Log Book entry must be made.
Additionally, a Blank Drill form (specific for the type of Drill) must be printed and a note
(handwritten is acceptable) to be made “Not conducted due to … (state reason) – See relevant Log
book entry dated – page …)
All the Drills , whether Monthly, Three-Months or Six-Months, must be conducted before their
anniversary date, with no delays.
Special attention must be given to the Abandoning Ship Drill –Lowering of Lifeboats in the Water.
This Drill must be strictly conducted within 90 days. No extension is possible.
Therefore, all Masters must plan quite ahead of time (at least 10 days before the deadline/anniversary
date), so that the “anniversary date” is never exceeded.
Refer to PROGRAM OF DRILLS, on next page
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The Program of Drills and Other Training must be drawn on a MONTHLY BASIS
Drill Maximum Interval
Weekly 1 Month 2 Month 3 Month 4 Month 6 Month
Weekly Training
Training in Rescue Boat ( if fitted) ●
Monthly Drills
Abandon Ship ●
Fire ●
(various scenarios as per SF/SAQ/416)
Rescue Boat ( for Vessels having ● 
FFLB)
Two -Months Drills
Entry and Rescue into Enclosed space ●  
** Including First Aid &
** Training in use of Defibrillator
Three -Months Safety Drills

Bunker Spill/Tank Overflow/Pollution ●
Cargo Spill/ Tank Overflow/Hose Burst ●
Steering Failure ●
Gyro Compass Failure ●  
Vapour Dispersal ●
Port lifeboat in water ●
Starboard lifeboat in water ●
Main Engine Failure ●
Electric Power Failure ●
Emergency Towing System Training ●
Excessive List ●
Line Throwing Apparatus ●  
Gas Leakage ( LPG Vessels ) ●
Man Overboard and Recovery of ●
persons from the water ( PIW)
Free Fall lifeboat ( lowered by Davit) ●
Heavy Weather Drill ●
ECDIS Failure ●
ECDIS GNSS Failure ●
ECDIS Gyro Failure ●
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Six-Months Drills
Drill Maximum Interval
Weekly 1 Month 2 Month 3 Month 4 Month 6 Month
Free-Fall lifeboat (launched free in water) ●
Flooding ●
Helicopter evacuation & other ●
Helicopter Incident /Accident Scenarios
Break-away from Jetty ●
Collision ●
Grounding ●
Hull/Structural Failure ●
Mass Rescue (Large Scale Rescue ) ●
Program of 4-Months Training

Maximum Interval
Four -Months Training
Weekly 1 Month 3 Month 4 Month 6 Month
Mooring Operations Training ● 
Gas Measuring Equipment Training ●
Drug Trafficking ●
Training in H2S handling (associated ●
hazards, precautions etc, , if applicable)
(ISGOTT 5TH Edition- §2.3.6.4)
Other Training Programs ( Company Specific )
Periodic Training (as requested by Company)
Reflective Learning ( Shell)

Learning Engagement Tool ( Shell “LET”)
Resilience (Shell)
2.1.11 Safety and Drills Cabinet

Some Fleet Vessels are supplied with a wooden cabinet or board, which is labeled “Safety & Drills”
(this is not mandatory).
This “Safety & Drills Cabinet/or board” must be placed at eye level (about 150cm) from the floor, at
a prominent place at the Vessel’s main corridor (or, if not possible there, in the Vessel’s Office).
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In this Cabinet or board, the following must be posted:

 A Monthly Drills Program Form (Poster 20)
This form must be completed with the Monthly Drills Program, as discussed and agreed during
the monthly Safety Meeting.
 A set of photos of the Drills carried out
Photos must be taken by the Digital Camera which is available onboard.
Checks must be made to ensure that the camera works satisfactorily and is intrinsically safe.
For all Abandon, Fire Drills and Oil Pollution Drills at least one (1) photo must be available, dated
accordingly (electronic Photo Files are accepted).
2.1.12 Extra Training

After the Safety Familiarization procedure, in case a crew member is still not fully familiar with
certain Safety Procedures and Equipment, or additional training needs are identified following a
Drill, then EXTRA training must be given.
In this case, Form “Extra Training Record” must be filled-in and signed by both the trainer and
trainee.
2.1.13 Training in the use of davit-launched liferafts

As per SOLAS – Chapter III, onboard training in the use of davit-launched liferafts must take place
at intervals of not more than four (4) months on every ship fitted with such appliances.
2.2 REPORTING OF DRILLS

The reporting of Drills must be as follows:
 For each type of Drill, a specific Form is available and must be filled in e.g.:
o For Abandon Ship Drill
o Fire Drills
 Other Drills Scenarios as per other sections of the Emergency Procedures Manual and SMPEP
 Security Drills.
All Drill reports must have attached a List with the names and signatures of the participants.
The date when musters are held and details of Abandon ship and Fire drills must be recorded in the
Deck Log Book.
If a full drill is not held at the appointed time, an entry must be made in the Deck Log Book stating
the circumstances and extent of any muster or drill.
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2.3 SECURITY DRILLS

The Master of every Vessel subject to the ISPS Code must ensure that Shipboard Personnel are
proficient in all assigned security duties at all security levels through the conduct of drills and
exercises and must identify and address security related deficiencies encountered during such drills
and exercises.
Drills must test individual elements of the SSP such as those listed in the ISPS Code Part B – Section
8.9. When practicable, the Company and the ship must participate in the drills and exercises being
conducted by a Port Facility whereat they may be located.
The Security Drills must be conducted as follows:

A. At least once every three (3) months, except when a Vessel is out of service due to repairs or
suspension of operation, provided that in such a case a security drill must be conducted within the
first week of the Vessel’s re-activation.
B. In cases where more than 25% of the ship’s personnel have been changed, at any one time with
personnel, which have not participated in any drill on that ship within the last three (3) months, a
drill must be conducted within one (1) week of the change.
This drill must test the communication, coordination, resource availability and response to
security threats and incidents.
C. At least once every calendar year (with no more than 18 months between the exercises), a drill
must be conducted, which must include the active and substantial participation of both Company
and Ship Security Personnel, and may include other relevant authorities.
These exercises may be full scale or live, Table-Top simulation or seminars, or may be combined
with other exercises held such as Search & Rescue, or Emergency Response, or OPA 90 Drills.
D. As per Company procedures, the Security Drills to be conducted are the following:
PROGRAM OF SECURITY DRILLS
Maximum Interval
Weekly 1 Month 3 Month 4 Month 6 Month
SECURITY TRAINING
Security Training ( various scenarios) ●
VIQ 7-Ch.7-Security/Cyber Security ●
Compliance Matrix Review –Shipboard
Security Circular SEC #030
Cyber Security Response Plan Review- ●
Shipboard Security Circular SEC #033
Vessel Antipiracy Hardening Plan ●
Review- Shipboard Security Circular
SEC #034
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THREE -MONTHS DRILLS

Bomb Search/Actions after ●
Stowaway Search ( see SF/SEC/914) & ●
Response on Stowaways
Actions on sight of Suspect Boat ● 
Response on Vessel’s Hijacking ●
Response on Pirate Attack ●
Citadel Drill ●
E. Records of Security Drills

Records, indicating the type of Security Drills and exercises, SSP elements covered, and who
participated must be kept by the Ship Security Officer (SSO) and maintained onboard for a period of
three (3) years.
They may be kept in any format but must be protected from unauthorized disclosure.
The records must be in a form to be readily available to Port State Control Officers if requested.
These reports must be filed in Ship Security Officer’s Filing System. Copies of all above reports must
be sent to the Office, to the attention of the Company Security Officer, on a Monthly basis.
2.4 TABLE-TOP EXERCISES BETWEEN THE VESSEL AND THE OFFICE & OTHER DRILLS
This section describes the requirement for exercising the Emergency Response Team and conducting
"Table Top" exercises.
The Company has established procedures to identify, describe and respond to potential emergency
shipboard situations.
Furthermore, the Company has established programs of drills and exercises in order to:
 Fully test the emergency procedures
 Fully test all communication and mobilization systems
 Fully test the office employee awareness of emergency procedures and their preparedness to
respond quickly and effectively.
The Drills categories are the following:

 Office –Vessel Drills, organized by the Office.
 Table Top Exercises, organized by the QI.
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2.4.1 Office-Vessel Drill
Annual OPA 90 & Security Drill – between the Company/one Fleet Vessel.
The entire Drill set (the Scenario, Drill Log and evaluation) must be distributed to all Fleet Vessels.
The Emergency Contact between the Vessel and the Office is tested on a daily basis
(Communication between the Vessel and all members of the Emergency Contact List for various
subjects).
However, once a year, the DPA must initiate a special Drill for Emergency Contact with the Vessel.
The Master must call the DPA.
The Master must make a relevant Deck Log Book Entry.
A. General
The Office-Vessel Drills are conducted as follows:
 One Vessel is selected to participate directly
 A number of Fleet Vessels are selected to act as Observers
 Members of the Emergency Response Team from each Department (or their stand-ins for
Training purposes) participate, Selected Office employees act as Role players of 3RD Parties
(P&I, H &M, Agent, Classification Society, Media Consultant etc)
 When possible, the 3RD Parties are invited to participate (Manning Agent, Travelling Agent,
Media Consultant, and Classification Society).
 Any Shipboard Personnel who happen to be in Office at the time of the Office-Vessel Drill.
B. Frequency of Office–Vessel Drills
At least one (1) Office –Vessel Drill for every SEVEN (7) Fleet Vessels must be conducted per Year
(including the Table Top Exercise which is organized by the QI).
At least one (1) Office-Vessel drill must be conducted outside normal office hours.
C. Scenario
The Scenario of the Office- Vessel drill is decided by the Department Managers and approved by the
DPA during a Weekly Operational Meeting, always taking into account the SOPEP/SMPEP, which
requires the entire Drill Program to be exercised every three ( years) for specific drill scenarios
included there-in ( indicated below with an Asterisk (*),
One or more incident scenarios may be included in each Office-Vessel drill.
The List below is indicative but not restricting:
 Transfer System Discharge/Pipe-line leakage *
 Tank Overflow *
 Flooding /Hull Leakage*
 Grounding/Stranding *
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 Fire and Explosion *

 Collision ( with fixed or moving object)*
 Hull / Structural Failure *
 Containment System Failure *
 Submerged/Foundered *
 Wrecked or Stranded *
 Hazardous Vapour Release *
 Excessive List *
 Main Engine Failure
 Steering Gear Failure
 Electrical Power Failure
 Cargo Spillages or contamination
 Major Fire (mid-ocean or alongside)
 Cargo Jettisoning
 Machinery room casualty
 Abandon Ship
 Man-overboard/search and rescue
 Entry into enclosed space
 Serious injury
 Terrorism or piracy
 Helicopter evacuation
 Disabled ship (mid-ocean and coastal)
 Heavy weather damage
 Mass Rescue
 Other
The above scenarios may include terrorist attacks, missing persons, evacuation of injured persons etc.
Scenarios must be planned to be realistic and credible and must have various contents
e.g Collision or grounding, hull damage, pollution at sea, injured or missing crew, security issues.
D. Drill Preparation
As previously stated the Drill scenario is decided by the Office Department Managers and is
approved by the DPA. The S&Q Manager distributes the scenario by e-mail to all Drill participants
(Participating Vessel, Observer Vessels, and Office Participants).
All ERT members and other Office staff involved must study the scenario and prepare for the
response of their Department, according to their responsibilities.
Before the Drill Date, the DPA must ensure that such a preparation has been made.
A pre-Drill meeting may be held in Office, to ensure that all Office Drill participants have been
prepared. (Minutes are not maintained).
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The Vessels must review :

 Emergency Procedures Manual-Shipboard Procedures.
 “Drill Preparation Checklist”.
The Office Personnel must review:
 Emergency Procedures Manual-Office Procedures.
 Emergency Procedures Manual-Shipboard Procedures.
 Drill preparation Checklists.
The Action Plan of the Previous Audit (which is circulated by e-mail by the S&Q Department) must
be reviewed in order to avoid omissions and mistakes which occurred during the previous drill.
E. Evaluation of Office–Vessel Drills

On completion of the Office –Vessel Drill, the performance must be evaluated:
 By the Master of the directly participating Vessel
 By the Masters of the Observer Vessels
 By the S&Q Manager and/or other Manager who acts as Observer of the Drill.
F. Office –Vessel Drills Circulars

The Drill Documentation is available in the ERP (i.e DANAOS).
A separate Circulars Category has been established i.e “Office-Vessel Drill”.
The Circular which is issued for each drill includes, but not limited to:
 Drill Scenario
 Participants List
 Log of Events
 Evaluation of Drill by Office and Participating Vessels
 Action Plan / Amendments to the IMS if required.
 Any photos from the Emergency Response Room and /or from the Vessel during the Drill.
The Office-Vessel Drill Circulars are available in Danaos, for review by all Fleet Vessels irrespective
of their participation.
2.4.2 Annual Table Top Exercise (TTX) with QI Participation

A. General
The Annual Table Top Exercise is organized by the QI.
 It is Mandatory of Oil and Chemical Tankers.
 For Gas Carriers, it may be replaced by the Non Tanker Focus Training Seminar annually.
At least one (1) Table Top Exercise must be conducted on an Annual basis.
The Drill must be between the Office and one Vessel, and usually with the QI
(with QI’s Representative observing in our Office).
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If Shipboard Personnel happen to be in the Office for Briefing/Debriefing, on the day that the Table
Top exercise is conducted, then they actively participate in the Table Top Exercise, as part of their
training (to observe a Marine Emergency situation from the Office point of view).
The “Table Top” exercise must involve as many members of the Office Emergency Team as possible.
It may include Safety (ISM) and Security (ISPS) elements.
Critical External Resources may also be mobilized i.e.
 Salvage Experts,
 Towing Companies,
 Port Authorities,
 Media Consultants,
 Damage Stability /Strength Consultants (i.e. Hellintec)
 Travelling Agencies,
 Manning Agent,
 Drug & Alcohol Screening Companies (i.e ELSSI, ARTION).
As standard practice the Company mobilizes the following External Resources during the Annual
Table Top Exercises.
 Manning Agent.
 Traveling Agency.
 Media Consultants (depending on their availability on Drill date).
 Classification Society (depending on their availability on Drill date).
 Flag Administration (depending on their availability on Drill date).
 Crew Internet Provider (i.e Speed cast).
For the other External Resources, which are not mobilized during the Drill, the following procedure is
followed:
 The telephone numbers and names in the “3rd Party Quick Reference List”
(posted inside the Emergency Room Cabinet, are truly tested, on the day the Table Top Exercise
is conducted).
This is done in order to check the communications links of External Consultants and resources. This
is recorded in the “Log of Events”.
A new 3rd Party Quick Reference List” is issued with the date of the Table Top Exercise.
Periodically, (usually before the Annual Table Top Exercise), an “In-House” Training /Refreshing in
the Emergency Response procedures is provided to Office Personnel , who are members of the
Emergency Response Team and to Office Personnel who are actively involved in the Table Top
Exercises.
Stand-ins are also trained for key positions in the ERT.
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B. Scenario
The scenario is provided by the QI, and it always involves an Oil Pollution incident, in conjunction
with other emergency situations.
At their discretion, the QI may:
 Provide the scenario to the Master of the Vessel ONLY
 To the Office ONLY
 To both Vessel and Office, accompanied by an Instructions Package.
 Not provide the scenario at all, until the Table Top Drill starts.
In some cases, the scenario may have a “password” which is made known to the Master of the Vessel
only a few minutes before the commencement of the TTX.
The Office may not be given the scenario at all, and be advised by the Master, when he makes his
emergency call to the DPA and sends his Initial Report.
C. TTX Certification
Upon successful completion of the Annual Table Top Exercises, involving the QI, the following are
provided:
 Accreditation Letter
Issued by the State of California – Office of Spill Prevention and Response.
 Certificate of Participation in Table Top Exercise
Issued by the QI Office
 Table Top Exercise Evaluation Report
Issued by the QI, based on the QI Representative’s comments and evaluation.
The three (3) documents above are sent to all the Vessels, following the Document Control
procedure.
D. Non Tanker Vessels – Focus Training Seminar Certification

Upon successful completion of the Annual Non –Tanker Focus Training Seminar a relevant
Certificate is issued:
 U.S Coast Guard – Non-Tank Vessel Table Top Exercise ( year … )
 Certificate of Completion
This Certificate must be sent to all the Non Tank Vessels (Gas Carriers).
E. Purpose of Table Top Exercises

The purpose of the “Table Top” exercises is to:
 Improve the Emergency response and ERT “Call-out”
 Improve Communication Systems
 Improve Mobilization Systems
 Improve Information Support
 Test the ability to respond to complex and changing emergency situations
 Test the ability to respond under stress and fatigue situations
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 Test the ability to maintain a “Log of Event” under pressure

 Identify weaknesses in ERT performance and areas of emergency response which need to be
changed / improved.
 Identify further training needs of the Office ERT and of Shipboard Personnel.
F. Preparation for “Table Top” Exercise between the Office, Vessel and QI
Once a date is agreed upon between the DPA and the QI, the DPA will notify a specific Vessel that
has been chosen to participate in an upcoming Table Top Exercise.
The Company may request the indirect participation of other Fleet Vessels as OBSERVER Vessels.
The QI then provides the Office and the Vessel with a “role-playing” (simulated only) contact list,
which includes as applicable, Third Parties that may be “contacted” during the exercise (but not
limited to):
 QI
 Spill Management Team
 USCG
 P&I Correspondent
 Flag
 Class
 Contracted Salvage & Firefighting
 Contracted Oil Spill Response Organization (OSRO)
 Charterer
 Agent
 Other (Shipyard Contractors, Drug & Alcohol Screening Company etc)
Once this list is received, the S&Q Department must test the contact numbers (phone/fax/e-mail) in
order to ensure good communication during the exercise.
G. Completion of the Table Top Exercise

Upon Completion of the TTX, the QI Representative must make an oral initial evaluation of the Drill.
The S&Q Manager and any other Manager acting as Drill Observer must also compile an Drill
Evaluation Report.
The Master of the directly participating Vessel and the Masters of the Observer Vessels must also
evaluate the Drill.
H. “ Office-Vessel Table Top Exercise” Circulars

Following an Annual Table Top Exercise Drill with one of the Fleet Vessels, the S&Q Department
prepares a “Table Top Exercise” Circular ( under the Category “Office-Vessel Table Top Exercises”
, which contains:
 The scenarios (Office and Vessel).
 The Participants List.
 The Log of Events.
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 The Evaluation of the Drill by the S&Q Manager or DPA or other Office Staff participating tin
the Drill.
 The Evaluations submitted by the Master of the participating Vessel and of the Observer Vessels.
 The Evaluation of the Drill by the QI.
 Action Plan/ Amendments to the IMS, if required.
The Office-Vessel Table Top Exercises Circulars are available in Danaos, for review by all Fleet
Vessels irrespective of their participation.
In addition, the S&Q sends the complete “Table Top Accreditation Package” in a separate Circular
(under the Category “Office-Vessel Table Top Exercises” ) which includes:
 Accreditation Letter issued by the State of California Office of Spill Prevention and Response
(OSPR).
 Certificate of Participation in Table Top Exercise.
2.4.3 Drill Participants Lists

Drill Participants
Records of Office –Vessel Drill Participants are maintained by the S&Q Department as follows:
2.4.3.1 Participants Lists for each Office-Vessel Drill

A separate Participants List is maintained for each Office-Vessel Drill, indicating the Participants
Name, Department and their Roles (as Stand-ins or as Third Parties). Participation of Third Parties
and Shipboard Personnel in Office is also recorded in these Lists.
2.4.3.2 Participants Lists for Annual Monitoring of Participants

Summary Participants Lists are maintained for every year, in order to monitor the participation of all
members of the following Departments:
 Technical,
 Marine/Vetting ,
 Operations,
 S&Q,
 Crew
 Legal.
 Company Doctor
2.4.3.3 Participants Lists for monitoring of Vessels’ s Participation

Vessel Participation Lists are maintained in order to monitor direct participation or participation as
Observer Vessel.
2.4.3.4 List of Office Personnel who have participated in Office-Vessel Drills as DPA Role
Players
This List is maintained in order to provide evidence of persons who have been trained as stand-ins for
DPA responsibilities.
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2.4.3.5 List of Masters who have participated in Office-Vessel Drills Directly or as Observers
2.4.4 Participation of External Resources /Third Parties during Office-Vessel Drills

External Resources and Third Parties are invited to participate in the Office –Vessel Drills, as a
minimum on an ANNUAL BASIS, in order to test the effectiveness of call-out arrangements.
External Resources and Third Parties who are invited to participate are:
 Flag Administration.
 Classification Society.
 HELINTEC (Damage Stability Consultants).
 ELSSI (Shore Drug and Alcohol Screening Company).
 Manning Agents.
 MTI- Media Consultants.
 Travelling Agency.
 Charterers ( of the directly participating Vessel).
 Crew Internet Providers ( e.g SPEEDCAST).
 Contracted Medical Advisors ( i.e Ship Medcare).
The Names and Contact of the External Resources and Third Parties are included in the Third Party
Emergency Contact List, which is available in the Archive.
A plasticized copy is available in the Emergency Response Room in the Emergency Cabinet ( also
refer to Section 02 of this Manual).
The Third Parties Emergency Contact List is reviewed as a minimum on a Quarterly Basis, and
verified on a sample bases (by Office Secretaries).
During the Annual Table Top Exercise, the Third Party Emergency Contact List is fully verified by
calling all the Third Party Contacts listed there-in in order to add new Companies and contacts or
remove the names and contacts which are no longer valid.
2.4.5 Salvage and Marine Fire Fighting Table Top Exercises with SMFF Provider (RAC)
This exercise has been completed by the Company Vessels for the triannual period starting
from 2019.
It will be activated again, following notice from USCG and SMFF Provider.
As per the new U.S. Coast Guard Regulation 2016 NPREP and 33 CFR 155.4052, an Annual Salvage
and Marine Fire-Fighting Table Top Exercise must be carried out between the Company and the
Fleet Vessels with the Salvage and Marine Fire-Fighting (SMFF) Provider (Resolve Marine Group).
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The 2016 NPREP Regulation requires the following:

A. Vessels
All the Vessels which are VRP Holders must conduct Remote Assessment and Consultation
Exercises (RAC).
The following are required :
 The Remote Assessment & Consultation exercise with Stability, must be conducted
Annually for each Vessel within a VRP, when operating in US Waters
 The exercise must include a scenario from the Plan’s Shipboard Emergency Procedures
section of the VRP (Collision, allusion, grounding, fire, explosion, damage, leaking etc).
 The Remote Assessment & Consultation Exercise with Fire Fighting Consultation
( scenario involving firefighting ) must be conducted every three (3) years.
 For Plans with multiple Vessels, at least one (1) exercise must be conducted during non-
business hours.
The Resolve Marine Forms which must be filled in during the RAC exercises are included in the
Electronic Forms Register – under International Requirements.
 Form A-must be used during the Remote Assessment & Consultation (RAC) with
Stability
 Form B-must be used during a real emergency
 Form C-must be used during the Remote Assessment & Consultation
with Fire Fighting Consultation ( Form A also required in this case).
Detailed guidance on the Remote Assessment and Consultation Exercise ( RAC) is provided
below:
Step 1 The Master must complete Form A

(or forms A & C when using Fire Scenario).
Step 2 The Master must e-mail Form A ( or forms A & C when using Fire Scenario)
to Resolve Marine Group at the e-mail address :
race@resolvemarine.com
Step 3 The Master must call the QI as per Emergency Notification Procedures
included in the VRP , thus initiating the RAC Exercise, by identifying
/verifying with QI the following :
 Vessel Name, Call Sign and IMO Number.
 Name of Master (or person onboard conducting the exercise).
 Vessel’s Telephone Number /SAT and E-mail Address.
 Location of the Vessel’s Stability Model/ Booklet.
Step 4 The QI will then contact the Vessel’s SMFF Provider (Resolve Marine Group)
via telephone, provide them with the Vessel’s information and have them
complete the RAC with the Vessel.
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Step 5 Resolve Marine Group will send an e-mail back to the Vessel with
confirmation of the exercise , along with the complete Form A ( or forms A &
C when using Fire Scenario) for the Vessel’s documentation records.
All e-mail communication related to Remote Assessment & Consultation
(RAC) must be copied to the QI at the e-mail address : QIX@chgms.com
The Master must make a relevant Deck Log Book entry.
Step 6
Step 7 All e-mails exchanged and the Accreditation Documents provided by Resolve
Marine Group, as well as a copy of the Deck Log Book Entry must be filed in
Master’s File SAQ 08B- VRP Drills.
B. Office
The Office must participate in one TTX Shore-Based Salvage and Firefighting Exercise with
the SMFF provider ( Resolve Marine).
The following are required :
 One (1) Annual TTX which will include :
o one (1) Salvage and
o one (1) Marine Fire-fighting Exercise.
They may be combined, as long as the criteria for both exercises are met.
 The exercise will test the Company’s Management Team organization, communication,
and decision–making in managing a Salvage Response and a MFF Response.
 These exercises may be conducted in conjunction with the Annual TTX exercise with is
carried out by the QI.
2.4.6 Conducting the Office –Vessel Drills and the Table Top Exercises
The general ERT Coordinator of all Table Top exercises is usually the DPA.
However, he may assign his role to another Senior Officer (i.e Alternate DPA, Vetting/ Marine
Manager etc) thereby:
 Enabling them to receive training as role of ERT Coordinator.
 To improve their skills with emergency response in general.
 To improve their communication with the Media.
During the exercise, the S&Q Department may have a supporting role, such as:
 Controlling the incoming messages and recording them.
 Assisting in writing/sending messages, when directed by a member of the ERT.
 Keeping a “Log of Events”
 Coordinating the flow of incoming information and allocation of duties.
 Assisting the DPA in his contact with the Media Consultant and uploading the “Holding
Statement in the Company Website.
 Making a final Evaluation of the Table Top Exercise.
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2.4.7 Analysis and Distribution of Experiences throughout the Company

When the Exercise is complete, a meeting must be held in order to discuss the problems and
weaknesses, which were identified, and the lessons learnt.
The outcome of such a meeting must be a “Drill Evaluation” Report. This report must be distributed
to all in Office and to all Vessels. Lessons learned must be "fed-back" in the IMS (Amendment of
IMS Manuals).
The distribution of the Drill Documentation (Drill Booklet) to all the Fleet Vessels is done following
a Document Control Procedure.
2.4.8 Unannounced Office Emergency Response Drills (Call-Out)

"ERT Call-out" Drill
Regularly at the discretion of the DPA or Alternate DPA, an ERT Call-out Drill is performed, in
order to test the emergency response of the ERT Team. This “call out” may be made at any time,
preferably outside normal office hours.
As a minimum, ERT “Call-out” Drills are carried out two (2) times per year.
The Key Points to be observed /assessed , but are not limited to, are as follows:
 24 hours mobile phone response
 Timely arrival at the Office
Ability to retrieve necessary items in the office such as:

 Vessel Plans /drawings.
 Oil Pollution Manuals (VRP, SOPEP, SMPEP etc).
 Damage Stability Plans.
 Ability to quickly identify relevant Third Parties and their contact numbers i.e. Classification
Societies, Flag, Damage Stability Provider etc.
 Correct Implementation of Company Emergency Procedures.
 Effective replacement of ERT Members being on vacation, traveling or being ill.
Records of the ERT Call Out Drill are kept on the Form “Test of Mobilization and Communication
Systems”. Records of the ERT Call Out Drill are kept by the S&Q Department.
2.4.9 Office Fire and Earthquake Drills

On a quarterly basis (March- June- September- December), an Office Fire or Earthquake drill is held
in the Office.
Records of such drill are maintained in Office, by the S&Q Department.
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2.5 VESSEL’S STANDARD REPORTING TO THE S&Q DEPARTMENT

This section describes the processing of Emergency Drills reports by the S&Q Department.
Periodical checks must be made comparing the Drill Forms to the valid SMPEP/VRP and IMS to
ensure consistency.
The review of the Emergency Drill Reports is performed to ensure that:
A. The latest edition of the Drill forms are used.
B. The Drills have been carried out as per SOLAS and Company requirements.
C. All crew participated except for the crew on duty.
D. All participants have signed the Participants List attached to each Drill Report.
E. The duration time of the Abandon Ship Drills and the Fire Drills is satisfactory.
F. The Master has signed the Drill Reports and has made an evaluation of the Drill.
G. The schedule of Drills is not falling behind.
H. Additional Abandon and Fire Drills have been conducted following a crew change of more than
25% of total crew onboard.
I. That each Officer receives training in the duties of his higher rank in order to be able to respond
in emergency situations.
J. If during a Drill, it is identified that a crew member need Extra Training, then a note must be
made on the Drill report (under the space –“Evaluation of Drills”. The relevant form “Extra
Training” must be filled-in on completion of the training and must be attached to the Drill report.
K. Dated Photos of Abandon Ship, Fire and Oil Spill Drills are sent.
In case the Drill reports are not satisfactory, guiding messages must be sent to the Vessel.
These messages must be filed in the relevant Vessel Standard Reporting File.
3. RECORD
 Test of Mobilization and Communication Systems EMP/ SECTION 10/ OFF/SOS/001
 DPA Emergency Contact Drill EMP/ SECTION 10/ OFF/SOS/001A
 Office Emergency Notifications Checklist EMP/ SECTION 10/ OFF/SOS/002
 Drill Preparation Checklist – Office EMP/ SECTION 10/ OFF/SOS/003
 Office / Vessel Drill Preparation Checklist EMP/ SECTION 10/ SF/SOS/000A
 Abandon Ship Drill EMP/ SECTION 10/ SF/SAQ/413
 Fire Drill Report EMP/ SECTION 10/ SF/SAQ/414
o Fire in Accommodation EMP/ SECTION 10/ SF/SAQ/414A
o Fire in Engine Room EMP/ SECTION 10/ SF/SAQ/414B
o Fire on Deck – Non-Cargo EMP/ SECTION 10/ SF/SAQ/414C
o Fire on Deck – Oil EMP/ SECTION 10/ SF/SAQ/414D
o Fire in Cargo Hold-Solid Bulk Cargo EMP/ SECTION 10/ SF/SAQ/414E
o Fire in Pumproom EMP/ SECTION 10/ SF/SAQ/414F
 Other Drills – General Format EMP/ SECTION 10/ SF/SAQ/415
o Man Overboard EMP/ SECTION 10/ SF/SAQ/415A
o Collision EMP/ SECTION 10/ SF/SAQ/415B
o Grounding EMP/ SECTION 10/ SF/SAQ/415C
o Electric Power Failure EMP/ SECTION 10/ SF/SAQ/415D
o Break away from Jetty EMP/ SECTION 10/ SF/SAQ/415E
o Flooding EMP/ SECTION 10/ SF/SAQ/415F
o Steering Failure EMP/ SECTION 10/ SF/SAQ/415G
o Main Engine Failure EMP/ SECTION 10/ SF/SAQ/415H
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o Cargo Spill on Deck EMP/ SECTION 10/ SF/SAQ/415I

o Vapour Dispersal EMP/ SECTION 10/ SF/SAQ/415J
o Uncontrolled Venting EMP/ SECTION 10/ SF/SAQ/415J-1
o Hull / Structural Failure EMP/ SECTION 10/ SF/SAQ/415K
o Excessive List EMP/ SECTION 10/ SF/SAQ/415L
o Fire & Explosion EMP/ SECTION 10/ SF/SAQ/415M
o Tank Overflow EMP/ SECTION 10/ SF/SAQ/415N
o Bunker Spill / Pollution EMP/ SECTION 10/ SF/SAQ/415O
o Helicopter Evacuation EMP/ SECTION 10/ SF/SAQ/415P
o Gyro Compass Failure EMP/ SECTION 10/ SF/SAQ/415Q
o Enclosed Space Rescue Drill & Use of Defibrillator EMP/ SECTION 10/ SF/SAQ/415R
o Emergency Towing Drill EMP/ SECTION 10/ SF/SAQ/415S
o Heavy Weather Drill EMP/ SECTION 10/ SF/SAQ/415T
o ECDIS Failure EMP/ SECTION 10/ SF/SAQ/415U
o ECDIS GNSS Failure EMP/ SECTION 10/ SF/SAQ/415V
o ECDIS Gyro Failure EMP/ SECTION 10/ SF/SAQ/4I5W
o Flooding in the Engine Room EMP/ SECTION 10/ SF/SAQ/415X
 Record of Drills Performed & other Training EMP/ SECTION 10/ SF/SAQ/416
 Security Drill Report EMP/ SECTION 10/ SF/SEC/906
o Action upon sight of suspect boat EMP/ SECTION 10/ SF/SEC/906A
o Response to the Vessel’s Hijacking EMP/ SECTION 10/ SF/SEC/906B
o Response in the case of a pirate attack EMP/ SECTION 10/ SF/SEC/906C
o Stowaway Searches and response to stowaways EMP/ SECTION 10/ SF/SEC/906D
o Unidentified Object (Bomb) EMP/ SECTION 10/ SF/SEC/906E
o Citadel Drill EMP/ SECTION 10/ SF/SEC/906F
 Monthly Drills Program POSTER 20
 Resolve Marine Group Forms for RAC Exercise Electronic Forms Register –
International Requirements
Page 26 of 26
Emergency SECTION 11
Procedures
Manual MASS RESCUE Revision: 04
(004) ( LARGE SCALE RESCUE OPERATIONS) Eff. Date: 29/02/2020
Contents
1. PURPOSE .................................................................................................................................... 2
2. PROCEDURE .............................................................................................................................. 2
2.1 General...................................................................................................................................... 2
2.2 International Maritime Law for Rescue at Sea ......................................................................... 2
2.2.1 Related Conventions ...................................................................................................................................... 2
2.2.2 Responsibility of the Master .......................................................................................................................... 3
2.2.3 Responsibility of Coastal States..................................................................................................................... 3
2.2.4 Delivery to a Place of Safety ......................................................................................................................... 3
2.2.5 “Next Port of Call” ........................................................................................................................................ 4
2.3 Human Rights Law ................................................................................................................... 5
2.4 The Hazards of Large Crowds onboard .................................................................................... 5
2.5 Vessel’s Procedure.................................................................................................................... 6
2.5.1 Preparation for Mass Rescue ......................................................................................................................... 6
2.5.2 Availability of Life Saving Appliances and Equipment ................................................................................ 6
2.5.3 Mitigation Actions ......................................................................................................................................... 7
2.6 Office Procedure ....................................................................................................................... 9
2.6.1 DPA Responsibilities ..................................................................................................................................... 9
2.6.2 Company Security Officer Responsibilities ................................................................................................ 10
2.6.3 Operations Department Responsibilities ...................................................................................................... 11
2.6.4 Legal Department Responsibilities ............................................................................................................. 11
2.6.5 Marine Department Responsibilities ........................................................................................................... 12
2.6.6 S&Q Department Responsibilities .............................................................................................................. 12
2.6.7 Purchasing Department Responsibilities.................................................................................................... 12
3 RECORD ....................................................................................................................................... 12
Page 1 of 12
Procedures
1. PURPOSE
This procedure describes the actions which must be taken in case the Vessel’s Master is ordered to
proceed and rescue persons at sea.
2. PROCEDURE
2.1 GENERAL
The mass movement of immigrants, especially in the Mediterranean is increasing dramatically.
Most immigrants come from Syria, Mali, Sudan, Gambia, and Senegal.
Most of them are being left in the middle of shipping lanes on board unseaworthy small boats
arranged by migrant smugglers.
They usually board on beaches near Tripoli, Libya, on a one-way trip towards the Italian speck of an
island called Lampedusa–the first landfall in Europe (the distance from the Libyan coast to
Lampedusa is 190 miles).
This mass migration wave has posed serious challenges to the Shipping community.
While merchant ships are not best suited to conduct large scale operations that may involve the
rescue of hundreds of people at a time, it is likely that ships will continue to be called upon, to assist
by Rescue Coordination Centers ( RCCs ).
Therefore, the Shipping Companies and the Vessels Personnel must be well prepared to meet such
emergencies.
They must also strictly follow the guidance provided by:
 UNHCR (United Nations High Commissioner for Refugees) -“A guide to Principles and
Practice as applied to Refuges and Migrants”.
 ICS “ Large Scale Rescue Operations at Sea”.
For a successful Mass Rescue of persons, both the Vessels and the Office must have a Large Scale
Rescue Plan, with defined roles and responsibilities.
Office-Vessel Drills at regular intervals must be carried out, in order to ensure the readiness of both
sides, as to the preparations, actions and follow-up activities.
2.2 INTERNATIONAL MARITIME LAW FOR RESCUE AT SEA
2.2.1 Related Conventions
The relevant Legal Requirements, concerning rendering assistance to persons in distress at sea, are
defined by:
 The United Nations Convention on the Law of the Sea of (INCLOS), 1982, Article 98(1) & (2)
 International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, Chapter V,
Regulations 7 & 33.
 International Convention on Maritime Search and Rescue (SAR) , 1979 as amended,
Rescue at Sea is first and foremost a humanitarian issue regardless of who the people are and how
they come to be where they are, and is governed by SOLAS and SAR.
The undertaking to rescue is an obligation of ship’s Masters, provided for under Maritime Law.
The underlying legal principle is that Nation States and Ships have an obligation to assist persons in
distress at sea, regardless of their nationality, status or the circumstances in which they are found.
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Procedures
The duty of the Master begins with the actual rescue and ends when the rescue is complete which
necessitates delivery to a place of safety.
The duty of the Master does NOT entail other responsibilities, such as determining the character or
status of the people rescued.
2.2.2 Responsibility of the Master

(SOLAS V/7- and SOLAS V/33)
The Maser is responsible for providing assistance and/or rescue.
The Master and the Crew are responsible to maintain safety and, as far as practicable, to ensure the
humane treatment of rescued people, and cooperate in their disembarkation at a place of safety.
International Maritime law does not however elaborate on any continuing responsibility of the Master
once a rescue has been effected.
Indicative of the nature of the responsibility assumed by the Master is the fact that he may be
criminally liable under National Law for failing to uphold the duty to render assistance.
In addition the Master bears responsibilities not only to those rescued but also for the general safety
of his Vessel.
Effecting a rescue, may- under certain circumstances- result in danger to both, as for example when
the number of persons rescued, outnumbers those legally permitted to be onboard and exceeds the
availability of lifejackets and other essential safety equipment.
2.2.3 Responsibility of Coastal States

This is stipulated as the obligation to develop adequate Search and Rescue services.
The relevant instruments do not expand on the responsibility of Coastal States for
disembarkation or landing of those rescued nor any consequent follow up actions.
Obviously coastal states with particularly long coastlines, those with a large coverage area for search
and rescue operations and those located on major shipping routes, would be otherwise particularly
affected.
2.2.4 Delivery to a Place of Safety

The obligation to come to the aid of those in peril at sea is beyond doubt.
There is, however, a lack of clarity and possibly a “gap” in International Maritime law when it
comes to determining the steps that follow, once a Vessel has taken people onboard.
The SAR definition of “Rescue” i.e “an operation to retrieve persons in distress, provide for their
medical and other needs and deliver them to a place of safety”, implies disembarkation, since
“delivery to a place of safety” cannot be considered to be met by maintaining people on board the
rescuing Vessel indefinitely.
However, neither SAR or any other International Organization have elaborated on the criteria for
disembarkation. There is a recognized lack of clarity on this issue.
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Procedures
Faced with the gap of the law, UNHCR has argued for prompt disembarkation the “Next port of
call”.
The effectiveness of the International Search & Rescue regime rests on the swift and predicable
actions of all parties involved.
Among the people rescued are asylum seekers and refugees.
States have questioned the extent of their responsibilities and have delayed or even blocked
disembarkation arguing that this would result in a strain on their asylum systems, encourage irregular
movement and even contribute to smuggling operations.
From the Master’s point of view, the security of his Vessel and the health and safety of those onboard
are of paramount concern.
Existing guidelines and procedures rarely take sufficient account of the potential for danger if the
ship is prevented from proceeding immediately to the first appropriate port of call.
Health and safety concerns include:

 Insufficient water and provisions for the number of people onboard
 Insufficient medical care for the number of people onboard.
 Exceeding the number of persons legally permitted to be onboard.
 Insufficient life-saving equipment for the number of people onboard
 Insufficient accommodation for the number of people on board display aggressive or violent
behaviour or threaten to do so.
From UNHCR’s perspective, the pressing humanitarian challenge in any rescue situation is an
immediate life-saving solution for the plight of severely traumatized persons without an over
emphasis on legal and practical barriers.
It is crucial that the ship’s Masters are:
 actively facilitated in their efforts to save lives,
 confident that safe and timely disembarkation will be guaranteed.
2.2.5 “Next Port of Call”

The “Next Port of Call” is not clearly defined by any Organization or Law.
In many instances, especially when large numbers of rescued person are involved, it will in effect be
“the nearest Port in terms of geographical proximity”, given the overriding safety concerns.
Under certain circumstances, it is also possible to conceive the port of embarkation as the appropriate
place to effective disembarkation, arising from the responsibility of the country of embarkation to
prevent un-seaworthy Vessels from leaving its territory.
Another option would be “the next scheduled Port of Call”.
This would be appropriate in cases, where the number of people rescued is small and the safety of the
Vessel and those onboard is not endangered not likely to necessitate a deviation from its intended
course.
There may be instances where the next port of call may not be the closest one but rather the one best
equipped for the purpose of receiving traumatized and injured victims and subsequently processing
any asylum applications.
From a safety and humanitarian perspective, ensuring the safety and the dignity of those rescued and
of the crew must be the over-ridding consideration in determining the point of disembarkation.
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The development of criteria to define the most appropriate Port of Disembarkation are:
 The legal obligation of States under International Maritime law and International Refugee law.
 The pressing safety and humanitarian concerns of those rescued.
 The safety concerns of the rescuing Vessel and its crew.
 The number of persons rescued and the consequent need to ensure prompt disembarkation.
 The technical suitability of the port of question to allow for disembarkation.
 The need to avoid disembarkation in the country of origin for those alleging a well-founded fear
of persecution.
 The financial implications and liability of shipping companies engaged in undertaking rescue
operations.
2.3 HUMAN RIGHTS LAW

International Human rights law contains important standards in relation to those in distress and
rescued at sea.
The safe and human treatment of all persons rescued, regardless of their legal status of the
circumstances in which they were rescued is of paramount importance.
Basic principles such as the protection of the right to life, freedom from cruel, inhuman or
degrading treatment and respect for family unity by not separating those rescued must be upheld at
all times.
2.4 THE HAZARDS OF LARGE CROWDS ONBOARD

Rescuing large crowds and bringing them onboard a Tanker or LPG Vessel, presents a number of
hazards as follows:
 No experience of rescued persons of Commercial Vessels which carry dangerous and flammable
cargoes.
 Language barrier between the Vessel’s crew and the rescued people.
 Slips and Trips and trampling underfoot.
 Pre-existing injuries and/or medical conditions.
 Crushing between people or against fixed structures.
 People being pushed against the ship’s railings.
 Aggressive and/or dangerous behaviour, such as climbing on structures or throwing objects.
 Sea sickness.
 Disregard of restricted areas, no smoking areas, prohibition to use cigarette lighters etc.
 Use of electronics outside permitted areas ( mobile phones, cameras, tablets etc )
 Ignoring Crewmembers’ instructions.
 Inhalation of Inert Gas, exhaust gases and /or cargo fumes.
 Altercations (quarrels) due to nationality, religious or cultural differences.
 Weapons, contrabands or other restricted articles.
 Food allergies.
 Theft and pilferage.
 Media Exposure
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2.5 VESSEL’S PROCEDURE
The actual Recovery of the Persons from the water, must be carried out as per the Manual “Plans and
Procedures for the Recovery of Persons from the Water”.
The relevant generic Risk Assessment, A-13 “Recovery of Persons from the Water” must be referred
to and made “Vessel and Condition Specific”.
2.5.1 Preparation for Mass Rescue

When ordered to proceed to a Mass Rescue operation, the Master must instruct his Officers to:
 Brief all crewmembers well in advance of the hazards involved in a Mass Rescue operation.
 Cease all hazardous operations i.e Tank Cleaning, Gas Freeing, Venting etc.
 Cease all not –critical repair and maintenance so that the crew is well rested when reaching the
rescue position.
 Designate and prepare a suitable area in advance, where the crowd will be housed safely and
basic amenities (supplies) will be accessible to them.
 Rope-off all hazardous areas.
 Prepare a net along the railings on the poop deck for safety reasons.
 Prepare sanitary facilities (toilets).
 Lock the access from the poop deck going up to the Bridge (exterior decks).
 Crew members expected to interact with the crowd must be provided with suitable protective gear
to prevent infections from spreading-out (medical masks, medical gloves etc).
 Instruct the Cook and the Catering Staff to not come in contact with the rescued persons – in
order to avoid any disease spreading out.
 Keep the Vessel’s Medical Team ready for attending those who require immediate assistance.
( due to injury, dehydration, seasickness , hyper/ hypothermia or existing medical conditions)
First Aid facilities appropriate for the ship’s complement may be insufficient to meet the first aid
or medical needs or large numbers of rescued people. The Master must not hesitate to request
through the RCC additional First Aid resources or other relevant support that may be determined
by the circumstances of the particular rescue operation.
 Prepare drinking water containers on deck.
Those rescued may be seriously de-hydrated. Consequently, the provision of adequate quantities
of drinking water is an will continue to be a priority while they remain onboard.
If large numbers of migrants are to be embarked, consideration may be given to requesting the
RCC to arrange for the ship to be provided with additional appropriate food and bottled water.
 Prepare food in adequate quantity (rice is recommended to avoid allergies) as soon as possible
and feed the crowd suitably. If possible, prepare pre-packed portions of food for distribution by
the crew, to help ensure the even distribution of available supplies.
 Prepare water hoses. Their use may be required to stop or prevent aggressive behaviour by certain
rescued persons.
2.5.2 Availability of Life Saving Appliances and Equipment

There is no requirement for a ship to carry additional LSA or PPE for those it rescues.
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2.5.3 Mitigation Actions

When ordered to proceed to a Mass Rescue operation, the Master must provide the following
information to the Office:
 Who gave the instruction to the Vessel to proceed for the rescue of persons at sea (i.e Port State
Control, Navy etc).
 Provide the Name(s) and Contact details of the Organization who ordered the Rescue (i.e PSC/
Navy etc) .
 The number of persons to be rescued (if known).
 The origin of the persons (if known).
 The position where the Vessel is to proceed for the rescue and the time required to reach this
position.
 The prevailing weather conditions.
 The port of disembarkation (or other Vessel) (if known).
 The time required to reach the indicated position of disembarkation (port or other Vessel).
 The Security Measures to be implemented onboard.
 The composition of the Vessel’s Rescue Team (as per the Plans and Procedures for the Recovery
of Persons from the Water (PIW Manual).
 A review of the Rescue equipment available (as per PIW Manual) which are to be used, given the
prevailing weather conditions.
 The Ship and Condition Specific Risk Assessment issued and the Rescue Plan.
 The intention to bring the rescued people in the Accommodation or to maintain them at a safe
location on deck (Report the intended position on the deck).
 An inventory of the supplies available (blankets, food, water, medicines).
 Report all safety measures taken ( refer to previous paragraph “ Preparation for Mass rescue”)
 Assign two dedicated toilets on deck to be used exclusively by the rescued persons.
 Request the Company Doctor to be on stand-by.
 Provide the Office with frequent updates of the situation.
When the Vessel arrives at the rescue position the Master must take the following actions:
 Take a decision on the Rescue Method which will be used (based on the Ship/Condition Specific
Risk Assessment).
 Commence carrying out the Rescue Operation at a pace which can be followed by the rescued
persons (keeping in mind that they may be exhausted, ill, injured).
 Report the number of women and children (if any).
 If weather permits, consider lowering the accommodation ladder and allow rescued persons to
embark in groups of five (5) for a better control and for mobile phones, cameras, cigarette lighters
etc (for safety).
(It will be easier at that stage- because they will be willing to get rescued. Later, it might be
difficult to collect them.)
 Report to the Office the location on deck where they have been summoned and the supplies
provided (area roped off etc, containers with drinking water, blankets, etc).
 If any of the rescued persons are injured or sick, take them to the Hospital room, and provide
First Aid.
Contact the Company Doctor for further medical instructions.
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 Carry out a final tally of the rescued persons and report the exact number to the Office and to the
Coastal Authorities involved.
 Carry out a last check to ensure that all have handed their mobile phones, cigarette lighters and
cameras. They must be warned NOT to use them.
Distribute the Written Warnings (English or French) provided by the Office – attached to the
relevant Emergency Checklist.
Depending on the language the rescued people and their leader(s) can understand (English or
French), distribute adequate copies (one copy for every 3-4 persons).
 Do NOT try to collect their papers (passports, identity cards etc). This is not the responsibility of
the Master of the rescuing Vessel. The Vessel is not responsible to screen the rescued persons (if
they are legal, immigrants, political refugees, asylum seekers etc).
This is the responsibility of the State Authorities. The Vessel is only responsible for their rescue
and their safety. The duty of the Master does not include other responsibilities such as
determining the character of the status of the people rescued.
Shipboard personnel must be extra cautious when dealing with the immigrants onboard because,
when landed, they can claim Human Rights law issues, such as cruel, inhuman or degrading
treatment).
 Try to find their leader(s) and see if you can communicate to the crowd through him/them.
 Be Alert! Any rescued persons who tend to show an aggressive attitude must be handled with
caution. If the situation seems to be leading to uncontrolled situations, these persons must be
isolated. In case of aggressive behaviour, make a relevant entry in the Deck Log book (names,
behaviour, measures taken (i.e isolation from the others etc).
 Sometimes the Port Authorities or the Flag Administration request photos.
If the Vessel has an intrinsically safe camera, photos may be taken, however in a very discreet
way- not to be noticed by the rescued persons.
(they may not understand why they were not allowed to take photos, while the Officers do so
themselves - they may not understand or know of the intrinsically safe cameras).
 If possible, try to lift their boat (rubber or other) on deck.
 Before approaching to the Port of Disembarkation of the rescued persons, ask the Office if they
have appointed a Media Consultant- and fill the name and the contact details in the Poster
SF/SOS/100-“Master’s Media Statement”. In case the Vessel receives calls from the Media, they
must be diverted to the Media Consultant.
 Since there is a strict legal frame for immigrants, refugees and asylum seekers, and there might be
problems during their disembarkation (claims for bad treatment onboard, their mobile telephones
and cameras taken away from them (for safety reasons of course) etc), ask the Company to send
to the Port of Disembarkation a P&I Representative in order to protect the Master and Crew from
any legal issue.
 Save the VDR Data, and CCTV Footage.
 Request from the Office to appoint an Agent at the Port of Disembarkation.
The Vessel may need urgent stores (drinking water, toilet paper, food supplies, medicines, linen
etc which have been consumed onboard by the rescued people)
 If the rescued people will be disembarked on another Vessel (Military Navy or PSC Vessel) a
Declaration of Security must be issued by our Vessel.
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 All formalities must be completed with the Authorities. All items collected (mobile phones,
cameras, cigarette lighters) must be handed over. If their boat was also collected by the Vessel, it
must be delivered to the Authorities.
In case some of the rescued person had an aggressive behaviour, this must be reported to the
Authorities and a copy of the Bridge Log book having this entry must also be handed to them. (in
case any claims arise).
 After all formalities have been completed and rescued persons have safely disembarked, the
Master must consider the Work/Rest hours of crew.
A short stay at the port of disembarkation may be necessary, to be enable crew to rest for
some time.
 Collect details, as per IAMSAR Volume III Guidelines. Make entries in the Deck Log Book.
 Submit a Statement of Facts and Crew Lists, and photos which have been taken.
2.6 OFFICE PROCEDURE

When the DPA or Vessel’s Operator is notified by the Master of a Vessel, that he has been instructed
to proceed to rescue persons at sea, the DPA must immediate summon the Emergency Response
Team and activate the Office Emergency Procedures, as described in this Manual.
The DPA must ensure that all the facts reported by the Master (described in this procedure – in the
Vessel’s Mass Rescue Procedure (§2.5.B Mitigation Actions”) have been provided and have been
recorded on the Notice Board inside the Emergency Response Room.
The DPA must immediately allocate duties and responsibilities as per Office Emergency Procedures
of this Manual.
2.6.1 DPA Responsibilities

When the DPA is notified that a Fleet Vessel’s Master has been ordered to proceed to the rescue of
persons at sea, he must take the following actions:
 Instruct the Master to proceed to the rescue location at Full Speed ( as per SOLAS Convention –
Chapter V- Regulation 33(1)).
 Request from the Master to report :
o Who instructed the Vessel to proceed to the rescue poison (PSC, Navy etc)
o Names and Contact details of the Organization (PSC, Navy etc)
o The position where the Vessel has been ordered to proceed and the time required to reach this
position
o The port of disembarkation (if made known)
o The number of persons to be rescued (if made known)
o The origin of the persons to be rescued (if made known)
o Prevailing weather conditions
o If the Rescue Operation can be carried out without endangering Vessels’ crew
o The Vessel’s current freeboard
o If the accommodation ladder can be lowered , in the prevailing weather conditions
o Location where the Master plans to summon the Rescued persons
o Spare cabins where any women or children can be accommodated
o Readiness of Medical Officer, and Hospital Room
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The DPA must provide the Master with the following guidance:
 To send frequent updates of the situation to the Office.
 To issue Warning for Non-Smoking, No Cameras, No Mobile phones etc.
 To initiate a search for weapons, mobile phones, cameras, cigarette lighters.
 To prepare fire hoses, in order to prevent aggressive or violent behaviour.
 To immediately report any sign (or even intention) of aggressive behaviour, to the Office and the
PSC of the State who ordered the Rescue.
 To ensure that all Restricted Areas are locked and secured.
 To ensure that all crew who will be involved in the Rescue Operation will take all necessary
Health Precautions i.e to wear gloves and medical disposal gloves when assisting the rescued
onboard.
 To ensure that the Cook and Catering staff do not come into contact with the rescued persons (to
avoid spread of any possible disease).
 To keep a very careful photographic and video record, as well as written record of the entire
event.
 To save the VDR.
The DPA must monitor the Emergency Response Team as per the procedures found in this Manual
(Section 02).
Specifically for this Emergency, the following additional actions must be taken:
 If the Port State of the Country who ordered the Rescue, has not provided a Port or other location
of disembarkation of the rescued person (i.e a PSC Vessel or Navy frigate etc), the DPA must
liaise with the Flag Administration for assistance.
 Ensure that adequate information is received from the appointed agent, of any military activities
(i.e military exercises) are in progress at sea or air at the position where the Vessel has been
requested to proceed.
 Ensure that the Company Doctor is on standby in order to provide guidance to the Master on the
medical treatment of the injured until their disembarkation.
 Advise the Master of the appointed Media Consultant, and the time the Media Statement is
uploaded on the Company site.
 Ensure with the Master, Operations and Marine Departments that the Passage Plan has been
adjusted as per the new passage ordered.
 Ensure that the Legal Department has appointed a P&I Correspondent to proceed at the point of
the disembarkation of the rescued persons (for the Legal protection of the Master, Crew and
Company against any claims).
2.6.2 Company Security Officer Responsibilities

When the Master of a Vessel reports that he has received instructions from an Organization or
Coastal state to proceed to a rescue operation, the Company Security Officer must:
 Determine which Security Measures the Vessel must implement (Measures of Security Level 2 )
 Inform the Flag Administration and continuously update them on the progress of the Rescue
Operation.
 Coordinate the security issues onboard i.e
o Lock all restricted areas , as per Security Level 2
o Search the rescued people at the gangway platform for weapons ( knives etc )
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o Collection of all mobile phones, cameras, cigarette lighters.

o Roping off of an area, where the rescued persons will be summoned.
o Advise them not to move around the deck with no reason.
o Closely monitor the situation onboard.
 Remind the Master that if a Coast Guard Vessel approached to collect the rescued persons
a Declaration of Security must be issued (our Vessel having implemented the Security
Measures of Level 2) .
2.6.3 Operations Department Responsibilities

Coastal state to proceed to a rescue operation, the Operations Department must take the following
action:
 Instruct the Master to proceed to the rescue location at Full Speed (as per SOLAS Convention-
Chapter V- Regulation 33 (1).
 Advise Charterers
 Advise Owners
 Liaise with the Legal Department for the appointment of a P&I representative to attend at the port
of disembarkation (to handle possible claims, which may cause the Vessel to delay).
 Appoint an Agent at the Port of Disembarkation (if supplies are required i.e drinking water,
provisions, linen, medicines , which were consumed by the rescued people).
2.6.4 Legal Department Responsibilities

Coastal state to proceed to a rescue operation, the Legal Department must take the following action:
 Notify the P&I Club and arrange for a P&I Representative to attend at the port of disembarkation,
providing him with the contact details of the Agent and PSC of the State.
 Notify the Agent of the attendance of the P&I Representative.
 Refresh the Legal Framework on economic immigrants, political refugees and asylum seekers
and the responsibilities of the Vessels’ Master and of the Company. This is required to enable the
Legal Department to be fully prepared and in close cooperation with the P&I Club in case the
rescued persons raise any claims based on the Human Rights Law.
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2.6.5 Marine Department Responsibilities

Coastal state to proceed to a rescue operation, the Marine Department must take the following action:
 Check with the Master that the charts required for the new passage are to the point of rescue and
the port of disembarkation are available onboard or must be provided electronically by the Office.
 Instruct the Master to make a new Passage Plan for the deviation (to the point of rescue and the
port of disembarkation).
 Notify the Flag Administration (Initial notification) and provide follow-up notifications with the
progress of the rescue operation.
2.6.6 S&Q Department Responsibilities

Coastal state to proceed to a rescue operation, the S&Q Department must take the following action:
 Maintain a general coordination/ control of documents, throughout the Emergency
 Notify the Media Consultant, if necessary.
 Upload the contacts of the Media Consultant and the Media Statement (if any) in the Company
Website.
 Fill in the Media Consultants’ name and contact details in the form “Master’s Media Statement”
and forward it to the Master, who must post it and refer to it when receiving calls from the Media.
 When the name and contacts of the P&I Representative who will attend at the port of
disembarkation is made known, to re-send to the Master, the “Master’s Media Statement”, filling
in this additional information.
 Maintain the Log of Events, throughout the Emergency.
 Ensure that translations are prepared of various guiding instructions understood by the rescued
persons, and send them to the Master to be distributed onboard.
(by assigning to professional translators or to Office personnel who know other languages i.e
French etc).
2.6.7 Purchasing Department Responsibilities

Coastal state to proceed to a rescue operation, the Purchasing Department must take the following
action:
 Arrange for urgent stores at port of disembarkation, if required (water, food supplies, toilet paper,
soap, bed sheets , blankets, medicines and any other consumed onboard by the rescued persons).
 Notify the appointed agent, in order to coordinate with the supplier, the delivery of the ordered
goods.
3 RECORD
 Large Scale Rescue – Office Emergency Checklist EMP/SECTION 11 / OFF/SOS/008
 Large Scale Rescue – Vessel Emergency Checklist EMP/SECTION 11/ SF/SOS/034A-B-C
Page 12 of 12
Emergency Procedures APPENDIX A
Manual Prime Gas Management Inc.
(004) Revision: 02
BUSINESS CONTINUITY PLAN. Eff. Date: 29/02/2020
PRIME TANKER
PRIME GAS
BUSINESS CONTINUITY PLAN
Page 1 of 7
(004) Revision: 02
Contents.
1. SCOPE ......................................................................................................................................... 3
1.1 Main Activities ......................................................................................................................... 3
OFFICE DEPARTMENTS. .................................................................................................................................................. 3
1.2Systems’ Accessibility .............................................................................................................. 3
2. INTRODUCTION ....................................................................................................................... 4
2.1 Responsibilities. ........................................................................................................................ 4
2.2 Disaster Management Group. ................................................................................................... 5
2.3 Document Control / Maintenance ............................................................................................. 6
3. NOTIFICATION PROCESS. ...................................................................................................... 6
4. ACTION PLAN ........................................................................................................................... 7
5. ALTERNATIVE BUSINESS LOCATION INFRASTRUCTURE ............................................ 7
6. OFFICE STAFF & VESSEL CONTACT INFORMATION. ..................................................... 7
7. RECORD. .................................................................................................................................... 7
Page 2 of 7
(004) Revision: 02
1. SCOPE
The Business Continuity Plan (BCP) will provide Prime Tanker / Prime Gas Management Inc. with an
Action Plan, addressing a series of events ranging from the simple case of the Main Business Location
Building not being accessible for any reason and scaling up to System or Building disaster.
In the latter case of serious events and in order to get back into operation as soon as possible an
Alternative Business Location will be necessary and has been established.
Details of this location are:

Energean Oil & Gas,
Atrina Centre,
32, Kifissias Avenue,
151 25 Maroussi, Athens, Greece,
Telephone: +30 210 8774200
Prime Tanker / Prime Gas comprises approximately of a staff of approximately 140 people.
The Main Business Location Building is located at:
4, Possidonos Avenue,
17674 Kallithea,
Athens, Greece,
Telephone: +30 210 9464800
1.1 MAIN ACTIVITIES

Operational / Technical Management of Oil / Chemical Tankers Vessels.
OFFICE DEPARTMENTS.
Management Marine / Vetting Human Resources
Safety & Quality Technical Accounting
Operations Crew Supply
IT Security / CSO Training
Legal Chartering
1.2 SYSTEMS’ ACCESSIBILITY

In case of simple events not affecting the IT infrastructure located in the Main Business Location
Building such as inability to access the site e.g. due to a security incident isolating the area and provided
that power & telecommunications / Internet infrastructure remain intact, all Business systems
regardless of criticality can and will be available to all Office employees.
This also includes the power grid unavailability scenario since the building is also equipped with an
emergency generator that will keep these systems up and running for an extra ten (10) hours.
Systems’ accessibility will be accomplished by using the Virtual Private Network – VPN - Gateway
functionality of the Corporate Firewall allowing remote users to connect after being verified and
authenticated towards a Corporate Firewall hosted Web page allowing access towards their Corporate
PC through publishing a Remote Desktop connection.
Page 3 of 7
(004) Revision: 02
This method guarantees a secure connection over the internet towards Corporate Firewall Gateway,
allows for user authentication and connection logging while Remote Desktop connection is performed
by the Firewall itself only mirroring screen view to the end user without any possibility of taking
advantage of this setup for data download.
In case of a serious event affecting the IT infrastructure hosted in the Main Corporate Location
Building and scaling up from systems becoming unavailable to Building disaster, accessibility
approach differs. Cloud Based Corporate Critical Systems will be the foundation of the Business
Continuity Plan Activation due to their increased availability as well as ease of access from diverse
locations.
These applications will act as the Infrastructure Mainframe based on which Operations will be
performed until Office Facilities are brought back into service.
In our case these are:
 Corporate E-Mail – Google Based Gmail Infrastructure.
 Transas FleetViewOnline – Online Fleet Position Monitoring.
Both are available remotely through Web-based access.
Non-Cloud Based Corporate Critical Systems that are expected to be affected in such an emergency
case are documented below:
 DANAOS ERP.
 Archives’ File System.
In case of an emergency scenario affecting Building telecommunications / Internet access and / or
power grid interconnection in excess of ten (10) hours (only for the power grid case), then the proposed
Action Plan for these systems must include both work-arounds to allow for temporary operations taking
place as well as provisions for bringing systems up-to-date after Office infrastructure has been brought
back up in service.
2. INTRODUCTION
The Sections below provide guidance about the preparation as well as actual activation and
implementation of the Business Continuity Plan in case of need.
The Person Responsible for the activation of the Business Continuity Plan is the DPA.
2.1 RESPONSIBILITIES.
The person responsible for the implementation of the Company’s Business Continuity Plan is the IT
Manager:
Name: Mr. Vasilios Korres.

Tel: +30-210-9464838
Mobile: +30-6937400583
Email: supervisor@prime-marine.net
Page 4 of 7
(004) Revision: 02
An Electronic Copy of the Business Continuity plan will be distributed to the members of the “Disaster
Management Group” namely:
 DPA / A-DPA.
 CSO / A-CSO.
 All Department Managers.
 All Department Deputy Managers.
 Fleet Operators.
2.2 DISASTER MANAGEMENT GROUP.

The Members of the “DISASTER MANAGEMENT GROUP” are detailed in the table below:
NAME TITLE
Mr. George Kouleris Chief Operating Officer (COO) / A-DPA.
Mr. Frantzeskos Kontos Deputy Chief Operating Officer (D-COO) / DPA.
Mr. Marinos Syrigos Technical Manager – Tanker Fleet.
Mr. Kleanthis Papadopoulos Technical Manager - Gas Carrier Fleet.
Mrs. Caterina Kouleri Safety & Quality Manager
Capt. Anastasios Karras Deputy Safety & Quality Manager / A-CSO.
Mr. Charalampos (Harry) Ligoutsikos Company Security Officer (CSO).
Capt. Dimos Psyllakis Crew Manager.
Mr. Christos Potaris Deputy Crew Manager.
Maria Kalogianni Training Coordinator
Mr. Tilemahos Poulis HR / ICT Manager.
Capt. George Gkikas Operations Manager - Tanker Fleet.
Capt. Vasileios Louzis Operations Manager - Gas Carrier Fleet.
Capt. Konstantinos Pathekas Marine / Vetting Manager- Tanker Fleet
Capt. Nikos Mikrakis Marine/Vetting Manager – Gas Carrier Fleet
Mr. Vasilios Korres. IT Manager.
Mr. Vasilios Giannopoulos Stores’ Manager.
Mr. Spyros Anagnostopoulos Spares’ Manager.
Mrs. Ifigenia Saliverou Spares’ Deputy Manager.
Mr. Stamatis Papageorgiou Tanker & Gas Operator
Mr. Dimitrios Ntanos Tanker & Gas Operator
Mr. Emmanouil Rigakis Tanker & Gas Operator
Mr. Emmanouil Tselekis Tanker & Gas Operator
Mr. Ioannis Tiliopoulos Tanker & Gas Operator
The Original Electronic record will be integrated in the company’s ERP system. It is suggested that
each person in the Distribution List keeps one (1) up-to-date Business Continuity Plan copy either
in electronic format in his corporate Mobile or in Hard-Copy format at Home as well as a second copy
in his Car, if the individual is fairly mobile.
Page 5 of 7
(004) Revision: 02
2.3 DOCUMENT CONTROL / MAINTENANCE

The Company Business Continuity Plan will be maintained / updated by the Company Security
Officer being responsible for Cyber Security compliance:
Name: Mr. Charalampos Ligoutsikos
Tel: +30-210-9464877
Mobile: +30-6937400602
Email: cpl@prime-marine.net
An Annual Review of the Business Continuity Plan will be performed during the Annual
Management Review Meeting to ensure that contingencies planned match Business needs. The
results of this Annual Review as well as any need for any possible amendments to the Plan will be
considered & documented within scope of the Security / CSO Quarterly Management Review
Meeting report.
3. NOTIFICATION PROCESS.
*
* Communication by
Building Management
DPA and /
or A-DPA
IT Manager
Disaster Management
Group
Shareholders’ Contractors &

Employees Vessels
Representatives 3rd Parties
Page 6 of 7
(004) Revision: 02
4. ACTION PLAN
Set of actions to be followed / implemented are detailed in the Business Continuity Emergency
Checklist – OFF/SOS/009.
5. ALTERNATIVE BUSINESS LOCATION INFRASTRUCTURE

The following Installations and pieces of Equipment are required:
1. Conference room to accommodate Twenty (20) Persons equipped with the following:
 Two (2) FAX Machines.
 Five (5) Tables, each with Four (4) chairs - Twenty (20) Chairs in Total.
 Wi-Fi Internet Access to facilitate Twenty (20) Laptops for regular Office Use.
 Power sockets on each table with Six (6) Power Outlets each to allow laptops’ / mobile
phones’ recharging.
 Ten (10) micro USB power chargers for Mobile Phone charging.
 One (1) Flip chart & five (5) Flip Chart pens.
2. Small Break-out Room to accommodate Five (5) Persons simultaneously as a maximum.
6. OFFICE STAFF & VESSEL CONTACT INFORMATION.
All Office personnel & Vessel phones & E-mails are being regularly kept up-to-date in the Corporate
Smart Phones contacts through relevant Corporate E-mail cloud services. This process falls under the
responsibility of the IT department and supervision of the IT Manager.
7. RECORD.
Business Continuity Emergency Checklist EMP / APPENDIX A / OFF/SOS/009
Page 7 of 7
APPENDIX B
Manual
(004) Revision: 01
MEDIA HANDLING TECHNIQUES Eff. Date: 29/02/2020
MEDIA HANDLING TECHNIQUES
Page 1 of 9
APPENDIX B
Manual
(004) Revision: 01
Contents
1. GENERAL GUIDELINES .......................................................................................................... 3
1.1 You cannot control the Media, but you can manage them ....................................................... 3
1.2 Tips ........................................................................................................................................... 3
1.3 The Basics................................................................................................................................. 4
1.4 Things to think before your face them...................................................................................... 4
1.5 The Bridge ................................................................................................................................ 5
1.6 Giving Statements ..................................................................................................................... 5
1.7 Getting the Message ................................................................................................................. 6
2. RADIO ......................................................................................................................................... 6
3. THE PRESS CONFERENCE ...................................................................................................... 7
4. TELEVISION .............................................................................................................................. 8
5. RESPONDING TO FAMILY MEMBERS/ NEXT OF KIN ...................................................... 9
6. RECORD ..................................................................................................................................... 9
Page 2 of 9
APPENDIX B
Manual
(004) Revision: 01
1. GENERAL GUIDELINES
1.1 YOU CANNOT CONTROL THE MEDIA, BUT YOU CAN MANAGE THEM
The Media decide what makes the story, but you can INFLUENCE the direction it takes.
You must strive for BALANCE.
You must grab the opportunity to tell your side of the story.
Handling a crisis well can enhance your Company’s reputation.
Build the relationship with the Media as early as possible.
Establish yourself as the primary source of accurate information about your Company’s involvement.
Find the time to deal with the Media.
It is wrong practice to say: “Sorry, I cannot talk to you, maybe some time later..”
LATER IS TOO LATE!! The rumor machine is running!!
Dealing with the Media is a vital part of the Crisis Management and of the basic
Recovery Process.
ALWAYS REMEMBER!
If the Media are not reporting your Company’s name or your own, STAY OUT OF IT!!
1.2 TIPS
 PUT A HUMAN FACE IN YOUR COMPANY NAME!!
 A strong weapon: Offer coffee and cookies to the journalists- It will be appreciated!
 Inhibit rumor and speculation.
 Protect and defend your Company’s reputation. An image may be rebuilt.
A lost reputation is gone forever!!
 Show your care. ( ..”we are deeply saddened…”).
 Be professional (…” Our Emergency Procedures have been fully activated and we are in
control of the situation.”).
 Appear helpful (…” I do not have any further information. Allow me some time to be fully
briefed.”).
 Provide up-to-date and accurate information. This will stop them from seeking elsewhere for
information which may be wrong.
 When surrounded by journalists, keep moving! Do not stop to answer questions.
The first contact must be “short and sweet”.
At the first stage, do not tell them anything.
 Do not use impressive and strong words like “explosion”, “terrorism” etc.
 Do not repeat what journalists say. i.e
Journalist: “Do you think it was a terrorist attack?”
Avoid answering: “No I do not think it was a terrorist attack”.
It is better to say: “This will be investigated by the Authorities”.
 Do not answer “YES” or “NO” to the question: “Can you confirm..?”
What you must say is “What I can say is … (Bridge Technique)
Page 3 of 9
APPENDIX B
Manual
(004) Revision: 01
 In case of an Oil Spill of e.g 40 tons of oil- try to make it simple for the audience to
understand. Say e.g “in simple words, the quantity of the oil spill is two (2) Tank Trucks”.
(Two (2) sounds better than forty (40) tons).
 Avoid the word “Responsibility” when it comes to compensation for damages.
The lawyers will deal with this matter.
It is better to say: “Look, we are missing the point here. Our priority is to control the oil spill-
we have to focus on the protection of the environment. I can only assure you that our
Company is acting in a very responsible way.”
 Remember the Priorities
o People
o Environment
o Property
o Business
1.3 THE BASICS

 Get properly briefed.
 Time is the driver. Keep it short and focused.
 Jargon is a turn-off. Keep it simple.
 Use every opportunity to get the message across.
 Remember the Bridge technique.
 When you think you have made your point, stop speaking. It is not your job to fill gaps in
conversation.
 Talk through the reporter to reach the real audience.
1.4 THINGS TO THINK BEFORE YOUR FACE THEM

 Am I looking my best? Clothes neat, buttons and zips in place.
 Watch the body language.
 Pace the speech so that it is clear and easily understood, but not monotonous. Do not gabble.
 A lower voice pitch has more gravitas.
 Run through your messages.
 Always look at the questioner. Do not let your eyes wander.
 Keep the answers short, do not ramble.
 What facial expression must you use? Do not smile, if it’s a tragedy.
 Check the background behind you.
 DON’T FORGET!! In this situation, YOU are the Company. The listeners /viewers will take
their impression of your organization from how you present yourself.
Page 4 of 9
APPENDIX B
Manual
(004) Revision: 01
1.5 THE BRIDGE

This is the most valuable tool of you want to make an interview work for you and deliver your
messages.
 The Question
 The Answer
 The “Bridge”
 The Message
How to get from the Question to the Message

Use phrases like:
 “But what I can say ….”
 “But you really ought to know …”
 “But let me add ….”
 “You may not know this, but …”
 “And …..”
 “But …..”
 “However ….”
ALWAYS answer the question, even if it is just a “YES” or “NO”.

DON’T FORGET! Journalists are in the information business. If they think you are giving
them unexpected and new piece of information, they are likely to let you make your point.
It is a golden opportunity- DO NOT WASTE IT!! .
1.6 GIVING STATEMENTS

While the Media will inevitably set the Agenda for most stories, coverage that includes interviews
does provide an opportunity to present your point of view.
A STATEMENT is the most simple and direct method.
FOR:
 You have the control of the structure, form of words and order of the facts.
 Where there are tricky legal issues it can be the only way to respond.
AGAINST:
 Difficult to deliver with conviction.
 Sections can be easily lifted out of context and misinterpreted.
 Key messages can be ignored or missed.
MUSTS:
 Concise and To- the-Point!
 Jargon-free!
Page 5 of 9
APPENDIX B
Manual
(004) Revision: 01
1.7 GETTING THE MESSAGE

Messages underline the Company Philosophy on the issues.
FOR:
 More subtle and effective than a statement.
 Can be pre-engineered as sound-bites.
 Can be written in advance to cover most eventualities.
AGAINST:
 Requires skill to inject into interview.
 Can appear to be insincere and “Company line”.
MUSTS:
 Short, sharp and relevant.
 The Interviewee must be practiced in Bridge Technique.
2. RADIO
It may seem obvious, but radio is a sound medium.
To make a story work, it needs noises and people speaking.
It depends less upon reported speech and always prefers a direct quote.
Deadlines are very flexible and if the story is important enough, it can be injected into the
program schedule at any point and need not wait for hourly or half-hourly news bulletins.
You cannot use body language or facial expression to convey emotions or place emphasis.
Your voice is the only instrument!!
Some guidelines for radio interviews

 The telephone interview is the most popular.
NEVER do it off the cut.
ALWAYS ask them to call you back (five (5) minutes can be enough) so that you can gather
your thoughts.
 Always ask first “Is this being recorded?”
 Avoid Press Statement or Police-Style language- Be conversational!
Remember the sound-bite. Talk in short, concise sentences.
 Never read from a script, but DO have bullet notes of the main 3-4 points you wish to
make.
 As always, emphasize the care, concern and professionalism of the Company, but don’t
overdo it.
 Establish how long the interview is to last and stick to it.
 Don’t ask for specific questions beforehand.
 If you can, find out who’s on before and after you and if they are setting up a “conflict”
interview by including someone with a possibly opposing view.
Page 6 of 9
APPENDIX B
Manual
(004) Revision: 01
DON’T FORGET!
You are the voice of your Company!! What you say will reflect upon the entire Company
3. THE PRESS CONFERENCE

The Press Conference is a set-piece briefing/presentation, at which all the Media get the same
story and the same messages at the same time.
The choreography, entrances and exits are important and rehearsal is recommended.
Before any interview, the Media Contractor must produce a Q&A (Questions and Answers)
document addressing all the issues that may come up in the interview. This Q&A will be
practiced before the interview.
No interviews will be given unless with strict approval of the company.
Preparation
 Get properly briefed!
 If it involves your Company alone, take someone to support you!
 If other agencies (Police, Fire etc) are involved, agree with them in advance, responsibility
for certain areas , what you intend to say etc
 Make sure that the Chairman directs the right questions to you.
 Agree a specific time limit and stick to it. Fifteen (15) minutes must be maximum.
 If it is a Confrontational Conference, try to sit next to your most hostile opponent!!
It cramps their style!
 Avoid talking to individual members of the Press. before the start.
 Look smart!
Press Conference Techniques
 Make sure everyone knows who is talking. Use table labels.
 Be firm and take control right from the start.
 Don’t let it degenerate into a scrum. Select the questioner by pointing.
 Ask each Reporter to identify himself and his Organization.
 Always look at the Questioner right in the eye, when answering.
 Never get drawn into a “Top-Table Debate”.
 Never comment adversely on actions of other Parties.
 Don’t be afraid to defer to a Colleague, if he has greater knowledge /expertise.
 Keep repeating the same “Message Points”, if given the opportunity.
DON’T FORGET!
The Press Conference gives nobody a chance for an “exclusive”.
The best and worst answers will be reported everywhere.
Page 7 of 9
APPENDIX B
Manual
(004) Revision: 01
4. TELEVISION
As with radio, the TV Interviews may be live or recorded.
It may be either:
 Outside broadcast,
 On site /location.
 Doorstep one-to-one or media scrum) or
 Studio or Two-way interview.
Preparation
 Get fully briefed and arrange to get the very last update, just before going before the camera.
 If it is a Studio Session, have someone from the Company with you to make the last minute
situation checks.
 Look smart and tidy.
 Establish the length of Interview and who is on before/with/after you.
 The Producer or Interviewer may “talk-through” with you beforehand. Be wary!!
The actual line of questioning could be different.
 Expect awkward questions and be ready to deal with issues that may have only a tenuous
(vague) link with the subject in hand.
 Rehearse delivery of your “Key Messages”, but keep it sincere.
Television studio technique

 You are literally under the spotlight here.
It will be hot and you may be under surveillance from three or more cameras at any one time.
 Even if your “bit” is down the schedule, be prepared for the camera to be on you at any time.
 The studio interview usually takes place when the story is mature, so the Interviewer will be
looking for a new angle. Be ready for some “deep-dive” questions.
 You may be in a regional studio, interviewed “down the line”. You can feel isolated and
remote.
Don’t let it show!!
Hints and tips

 Stay cool: Keep away from the lights until the last minute.
 Posture: Sit up straight. Be relaxed but not slouchy. Avoid gesticulation and finger
wagging. Keep your eyes on the interviewer at all times.
 Face: Relax your facial muscles. A nervous grin could be inappropriate. Don’t swivel
your eyeballs or look heavenwards for inspiration!
 Body Language: Head SLIGHTLY down for sadness, CHIN-UP for up-beat points. Hint
of a smile or twinkle in the eye for brightness.
 Keep answers short and focused. “Yes” or “No” can be enough.
 If there is a gap between the questions, don’t try to fill it. That is the Interviewer’s job.
 If you can, turn the questions to suit your answers but NOT at the expense of seeming
evasive.
 Avoid using the Christian Name of the Interviewer ( Address him with his surname
Mr…)
Page 8 of 9
APPENDIX B
Manual
(004) Revision: 01
 Never get drawn into speculation or comparison.

 Keep the incident in context with downplaying.
This is an increasingly popular interview form. It can be live or recorded.

It involves you and a single cameraman, with you being interviewed direct from the Studio by the
presenter.
You will be hooked up with a clip-on microphone and an earpiece.
If live, the Producer will tell you when you are “going live” and will count you in.
The Interviewer may speak to you to discuss the line of questioning.
Be prepared for the first question to be something completely different.
When you are on, always look into the camera lens, but avoid the “rabbit in headlines” impression.
In this situation you can feel isolated and remote.
Don’t let it show!!
5. RESPONDING TO FAMILY MEMBERS/ NEXT OF KIN

The first response to Family Members/ Next of Kin callers must be such as to show care and concern
for those directly involved, while ensuring that the caller is directly routed to the responsible Office
Department.
The response must be:

Thank you for your call. I can understand your concern.
Let me first take down your Contact details and the full name of your Family Member.
I will then transfer you immediately through, to our Crew Department.
If by any chance you get cut off, I will ensure that they have your number to contact you”
6. RECORD
Media Inquiries Record EMP / SECTION 02/ OFF/SOS/006
Other Records and Documents

Copies of all Press Releases
Initial Press Release format
Media Consultant’s Duty Roster
Media Training Records
Page 9 of 9

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Prime Tanker Management Inc.

Prime Gas Management Inc.

Manual Code: EMP (004)

EMERGENCY PROCEDURES MANUAL

Approved by DPA/ DCOO

Amendment Date Position /

SECTION No Title Issue Issue

APPENDIX A Business Continuity Plan (Office) 02 29/02/2020

APPENDIX B Media Handling Techniques 01 29/02/2020

While every effort is made to avoid Incidents and Accidents,

2.1 COMPANY’S EMERGENCY RESPONSE TEAM

2.1.2 Emergency Responsibilities per Department Manager

CORE EMERGENCY RESPONSE TEAM

1. DPA (ERT Coordinator)

CORE EMERGENCY RESPONSE TEAM- (continuing)

2. TECHNICAL DEPARTMENT MANAGER

CORE EMERGENCY RESPONSE TEAM- (continuing)

4. OPERATIONS DEPARTMENT MANAGER

CORE EMERGENCY RESPONSE TEAM- (continuing)

5. CREW DEPARTMENT MANAGER

CORE EMERGENCY RESPONSE TEAM- (continuing)

6. S&Q DEPARTMENT MANAGER

2. Coordinates all security-related issues.

Continuing from previous page

DEPARTMENT ADDITIONAL ERT PERSONNEL, AS REQUIRED

Refer to next page for the SUPPORTING EMERCENCY RESPONSE TEAM

SUPPORTING EMERGENCY RESPONSE TEAM

2.1.3 Responsibilities during Absences

POSITION STAND-IN/ SUBSTITUTE

12. Training Department

13. Administrative Assistance

Administrative assistance Other Company Secretaries.

14. MEDIA Consultant ( 3rd Party Contractor )

2.1.4 "On Scene” Person or Team

2.1.5 Emergency Contact List

2.1.6 Organizing the Emergency Response Team

Initial duty assignments include:

B. Emergency Telephone Calls to the Vessel

In order to ensure a continuous communication with the Vessel,

2.1.7 Emergency Response Team Call-out

2.1.7.1 Extent of “Call-out” of ERT

There are three (3) possible decisions:

2.1.7.2 “Call-out” of the ERT

2.1.7.3 ERT proceeding to the Office

2.1.7.4 Alcohol Testing of Members of the ERT

2.1.7.5 Travelling of ERT Members

As already stated in § 2.1.3 of this procedure,

2.1.7.6 Back-up arrangements in case of prolonged Emergency

2.1.7.7 Prolonged Emergency Response

2.1.7.8 Periodic Review of the Level of Response

2.1.7.9 Temporary Office Assignments of Shipboard Personnel or Temporary employment to

2.1.8 Log of Events

The "Log of Events" must include, but is not be limited to:

2.1.9 Evaluation/Analysis of the Emergency Response

 Consideration of additional Stand-ins ( after prolonged emergency response)

2.2 EMERGENCY RESPONSE ROOM (ERR)

A. Dedicated Emergency Response Room

B. Alternate Emergency Response Room

2.2.1 Facilities of the Emergency Response Room

B. Emergency Response Room Set-up

C. Emergency Preparedness Cabinet

RESPONSIBLE DOCUMENTATION POSTERS

2.2.2 Additional Information