HSM Manual

HEALTH AND SAFETY MANUAL
Rev No. : 1
Date : 30-Nov-23
APPROVAL Page : 1 of 1
HEALTH & SAFETY MANUAL

EDITION – V
Notes:
1. This manual is valid from the issue date.
2. This manual is not to be altered or marked in any way.
3. Any review or alteration to this manual is to be carried out as per the system
procedures.
4. Any revisions of this manual will be recorded on the Revision sheet.
Issued By:
Approved By:
Synergy Maritime Private Limited

Head of Ship Management Team
This publication is the property of Synergy Group. No part of this publication is to be

reproduced, stored in a retrieval system or transmitted in any form or by any means
without the prior permission of Management.
Uncontrolled document when printed

Rev No. : 1
Date : 30-Nov-23
RECORD OF REVISION Page : 1 of 2
RECORD OF REVISION
This procedure was first released as Edition 0, in 2006 and first major revision was
releases as Edition 1 on 21st Oct 2009. After which various revisions were released to
multiple chapters. The second major revision to the manual was released as Edition II
on 31st Jan 2013. The third major revision to the manual and the manual was renamed
as Health and Safety Manual and released as Edition III on 20th Feb 2015. The fourth
major correction to the manual was released as Edition IV on 30 th Dec 2019.
The fifth major correction to the manual was released as Edition V on 15 Dec 2022.
Record of all the previous revisions is maintained in office with QHSE Team.
Rev.
Chapter Page Date
No.
Ch 02B Permit to Work - Hot 8,10
1 30-Nov-23
Work (2)
Ch 02C Permit to Work - Entry 4,8
1 30-Nov-23
Into Enclosed Spaces (3)
Ch 02G Permit to Work - Work 1
1 30-Nov-23
on deck in heavy weather
Ch 02H Permit to Work - 1
Lifeboat recue boat 1 30-Nov-23
maintenance (2)
Ch 04 Isolation Procedure (1) 10 1 30-Nov-23
Ch 05C Daily meeting and Tool 2,3,5
1 30-Nov-23
box (1)
Ch 7 Occupational health and 1,7,8,9,14,15,16
1 30-Nov-23
safety risk assessment (1)
Ch 8A Chemical Handling and 3
1 30-Nov-23
storage
Ch 8B Handling and storage of 1
1 30-Nov-23
batteries
Ch 8C Storage of paints and 1
1 30-Nov-23
Lube oil drums (1)
Ch 10b Water Hygiene and 1,4
1 30-Nov-23
Storage
Ch 11 Health Surveillance (1) 6 1 30-Nov-23

Rev No. : 1
Date : 30-Nov-23
RECORD OF REVISION Page : 2 of 2
Rev.
Chapter Page Date
No.
Ch 13C Safe Operational 1
Practices- Marking of Anti-skid 1 30-Nov-23
and fall hazard
Ch 13D Safe Operational 1
1 30-Nov-23
Practices- Moving Machinery
Ch 13I Safety precautions for 1,2 30-Nov-23
1
carrying out Barbeque onboard
Ch 15B Personal transfer- At 2 30-Nov-23
1
sea and at seaside
Ch 15D Personal transfer- 2 30-Nov-23
1
Marine Helicopter Operation
Ch 16 Tools Management 2,3,4 1 30-Nov-23
Ch 17 HANDLING, STOWAGE 5,6,7,8,9,11 30-Nov-23
AND SECURING OF STEEL 1
PLATES
Ch 20A Portable Gas Measuring All 30-Nov-23
0
Equipment
Ch 20B Fixed Detection System All 0 30-Nov-23
Ch 20C Atmosphere monitoring All 30-Nov-23
of double bottom and double 0
hull spaces on tankers
Z1 Appendix 1 Required Level 2 1,2 30-Nov-23
1
Risk assessments (1)
Z2 Appendix-2 Local Operating 1 30-Nov-23
1
procedures
Z3 Appendix 3 Personal 5 30-Nov-23
1
protective Equipment
Z4 Appendix 4 SIMOP decision 1 30-Nov-23
1
matrix

Rev No. : 1
Date : 30-Nov-23
TABLE OF CONTENTS Page : 1 of 4
TABLE OF CONTENT
Sub
Chapter Title Revision Edition Date
Chapters
1 Safe System of Work 0 15-Dec-22
1A Philosophy And Culture 0 15-Dec-22
1B Familiarization 0 15-Dec-22
L.A.R.P Card System and Stop Work 0 15-Dec-22
1C Authority
2 Permit to Work 0 15-Dec-22

2A General 0 15-Dec-22
2B Hot Work 1 30-Nov-23
2C Entry Into Enclosed Spaces 1 30-Nov-23
2D Underwater work 0 15-Dec-22
2E Work at height 0 15-Dec-22
2F Cold Work 0 15-Dec-22
2G Work on deck in heavy weather 1 30-Nov-23
2H Lifeboat rescue boat maintenance 1 30-Nov-23
2I Elevator Maintenance 0 15-Dec-22
2J Electric work 0 15-Dec-22
Personal protective clothing and 0 15-Dec-22

3 protective equipment (PPE)
Personal protective clothing and protective 0 15-Dec-22
equipment (PPE)
4 Isolation Procedure 1 30-Nov-23

Isolation Procedure 1 30-Nov-23
5 Safety inspection and reporting 0 15-Dec-22

Rev No. : 1
Date : 30-Nov-23
5A Safety inspection 0 15-Dec-22

5B Shipboard health, safety, security & 0 15-Dec-22
environment meetings
5C Daily work plan & toolbox meetings 1 30-Nov-23
6 Smoking 0 15-Dec-22
Smoking 0 15-Dec-22
Occupational Health and safety risk 1 30-Nov-23

7 Assessment
Occupational Health and safety risk 1 30-Nov-23
Assessment
8 Handling of non-cargo Chemicals 0 15-Dec-22

8A Chemical Handling and storage 1 30-Nov-23
8B Handling and storage of Batteries 1 30-Nov-23
8C Storage of Paints and Lube oil drums 1 30-Nov-23
8D Handling of Caustic Soda 0 15-Dec-22
9 Fatigue Management 0 15-Dec-22

Fatigue Management 0 15-Dec-22
10 Food and Hygiene 0 15-Dec-22

10A Food hygiene and storage 0 15-Dec-22
10B Water hygiene and storage 1 30-Nov-23
10C Pest management and control 0 15-Dec-22
11 Health surveillance 1 30-Nov-23

Health surveillance 1 30-Nov-23

Rev No. : 1
Date : 30-Nov-23
Occupational Hazards and Related 0 15-Dec-22

12 Diseases
12A General 0 15-Dec-22
12B vibration 0 15-Dec-22
12C Noise 0 15-Dec-22
12D Hazardous substance 0 15-Dec-22
12E Gas Hazards 0 15-Dec-22
12F Asbestos 0 15-Dec-22
12G Dermatitis 0 15-Dec-22
12H Heat related illness 0 15-Dec-22
13 Safe Operational Practices 0 15-Dec-22

13A SIMOPS 0 15-Dec-22
13B Securing Walkways 0 15-Dec-22
13C Markings of escape routes, antislip and fall 1 30-Nov-23
hazards
13D Moving Machinery 1 30-Nov-23
13E High water pressure equipment 0 15-Dec-22
13F Floating work platforms 0 15-Dec-22
13G Use of life vest 0 15-Dec-22
13H Use of compressed air 0 15-Dec-22
Safety precautions for carrying out 1 30-Nov-23
13I Barbeque onboard
14 Additional safety precautions on tanker 0 15-Dec-22

Additional safety precautions on tanker 0 15-Dec-22
15 Personnel transfer 0 15-Dec-22

15A At berth 0 15-Dec-22
15B At sea or seaside 1 30-Nov-23

Rev No. : 1
Date : 30-Nov-23
15C By crane and basket 0 15-Dec-22

15D Marine Helicopter operation 1 30-Nov-23
16 Tools Management 1 30-Nov-23

Tools Management 1 30-Nov-23
Handling, stowage and securing of steel 1 30-Nov-23

17 plates
Handling, stowage and securing of steel 1 30-Nov-23
plates
18 Lifting equipment’s and tools 0 15-Dec-22

Lifting equipment’s and tools 0 15-Dec-22
19 Contractor Safety 0 15-Dec-22

Contractor Safety 0 15-Dec-22
20 Gas Equipment’s
20A Portable Gas Measuring Equipment 0 30-Nov-23
20B Fixed Detection System 0 30-Nov-23
20C Atmosphere monitoring of double bottom 0 30-Nov-23
and double hull spaces on tankers
Appendix 0 15-Dec-22
Appendix 1 Required Level 2 Risk assessments 1 30-Nov-23
Appendix 2 Local Operating procedures 1 30-Nov-23
Appendix 3 Personal protective Equipment 1 30-Nov-23
Appendix 4 SIMOP decision matrix 0 15-Dec-22

Chapter: 1A Rev No. : 0

SAFE SYSTEMS OF WORK – PHILOSOPHY, AND CULTURE Date : 15-Dec-22
Page : 1 of 5
1A.1 SAFETY PHILOSOPHY

Safety is a shared responsibility. As an employee, you must care for and be responsible
for the:
• Safety of yourself and your mates
• Care towards the vessel and the protection of the Environment.
Synergy expects all the employees to operate the vessels, always, in compliance with
these concepts:
• No business objective will be pursued at the expense of safety.
• Accidents and injuries are preventable; all steps should be taken to ensure they
do not occur.
• No job is well done unless it is safely done.
You should be committed to the concept that getting the job done and safety go hand-
in-hand and not perceive yourself as being under pressure to cut corners or reduce
safety margins, just to meet schedules or other targets.
Remember, you are under no such pressure and you are not serving the Company’s
best interests if you do so. Furthermore, you may be placing yourself in a position for
disciplinary action.
You should remember that a single major incident has the potential to ruin the
Company and completely outweighs the possible benefits of taking unnecessary risks.
1A.2 ACCIDENT PREVENTION

The term “accident” means an unintended event, which results in harm to people,
property or the environment.
It is estimated that 80-90% of all accidents can be attributed, at least in this part, to
the actions or omissions of an individual(s).
Figure 1: The ideal and the reality of defences

Page : 2 of 5
Hazards
The Ideal
Defences
Hard & Soft
The Reality
Potential losses
People, Property & Environment
In all vessels, day to day management decisions are influenced by the prevailing
culture, embedded attitudes and rules (both official and unofficial), which underpins
the way the vessels run.
The consequences of inadequate consideration for safety (e.g. in terms of fatigue,
manpower, competence, communications, working practices, etc.) will be transmitted
to individual workplaces, where they will manifest as factors likely to promote unsafe
acts. Within the workplace, these local factors will then combine with natural human
tendencies to commit errors and violations, collectively termed as 'unsafe acts' that
may result in accidents.
1A.2.1 DEFENCES
The vulnerability of the individual (and the organisation) to accidents is dependent on
the barriers that serve to protect them from the consequences of any given hazard
reaching its potential (i.e., causing harm or damage).
In an ideal world, all the defensive layers would be intact (as shown on the left-hand
side of Figure 1). However, in the real world, each layer has weaknesses and gaps of
the kind shown on the right-hand side of Figure 1.
The necessary condition for an accident is the rare alignment of a set of holes in
defences, allowing hazards to come into damaging contact with people, equipment or
the environment. These 'windows of opportunity' are:
a. Relatively rare, because of the multiplicity of defences (e.g. modern equipment,
skilled workforce, good procedures, etc.), and

Page : 3 of 5
b. Short-lived because of the relative 'mobility' of the holes, as local conditions vary
(e.g., ambiguous procedures may be largely irrelevant to an experienced employee
but permit unsafe practices on the part of a trainee).
Analysis of most accidents is compatible with this model, typically revealing a
disastrous combination of events rather than a single root cause.
Safety defences are usually categorised as 'hard' or 'soft'.
Hard defences include hardware such as guards on machines, personal protective
equipment (hard hats, safety harness, etc.), and machines that mechanize hazardous
jobs (so that individuals are not required to have "hands-on" contact).
Soft defences rely largely upon the combination of people (knowledge and
leadership), Policy (commitment), and procedures (safe practices). They operate at
two distinct levels:
The operational or procedure level – We have procedures in place to ensure safe
systems for our work. Recognized hazardous jobs are additionally covered by carrying
out risk assessments before we start the job, additional control measures, and
possibly complying with the permit-to-work systems,
The organizational or policy level – This is the "safety culture" within which we should
be working. At the shore management level, this includes our policy of recruiting good
quality personnel, the provision of training and equipment, incentives for staff, etc.
On the vessels, this depends on the knowledge, professionalism, and self-motivation
of Officers and crew.
Because of the nature of our operations, we are heavily dependent on individual
competence, and this makes the robustness of our soft defences extremely important.
1A.3 SAFETY CULTURE

Our commitment to safety is in our actions. Where a safety culture operates, there is
zero tolerance for hazardous conditions, unsafe practices or short cuts that
compromise on safety or non-compliance with safety procedures.
A safety culture is proactive. Personnel, from the Master to the deck/engine trainee,
are actively looking to spot hazards and unsafe practices both in their jobs and
elsewhere on board. Once identified, these hazards can be eliminated or mitigated.
We encourage staff to report their errors and near misses. The vessel management
team shall foster such a climate by leading by example.
There must also be a willingness and motivation to analyse and draw intelligent
conclusions from safety reports and feedback and take steps to implement
appropriate corrective action. This requires enthusiasm and commitment for a safe
and incident-free operation on the part of all concerned.

Page : 4 of 5
A safety culture will not happen by itself. It requires leadership, example, and
commitment to safe working practices and an incident-free environment from
onboard management, plus the active participation of all employees.
The safety culture survey is to be carried out across the fleet annually and the data is
to be analysed to identify the areas of improvement, If any.
1A.4 COMPLIANCE CULTURE

These procedures apply from the Head of the ship management team to the trainee
onboard. Persons in responsible positions cannot disregard the safety procedures
when it suits them to do so.
We must seek to achieve a “compliance culture” where everybody works within the
rules. This is vital where your safety or perhaps even your life may depend on you or
your mates. So doing the job properly the first time and every time, is the essence of
a compliance culture.
The procedures provide you with instruction and assistance in doing your job,
particularly in areas where doing the job in a specific way is considered essential for
safety.
If you consider that any part of any Company manual does not comply with the above
criteria, you should bring this to the attention of your Department Head or the Master.
If the master is unable to resolve the matter to your satisfaction, you should make a
written submission, via the Master, giving details of where or how you consider that
the manual text does not comply.
1A.5 MANAGING SAFETY

Safety is managed on board in a variety of ways including (but not limited to) the
following tools:
• Daily meetings
• Shipboard Health, Safety, Security & Environment Meetings
• Risk Assessments & Toolbox Meetings.
• Permit to Work Systems.
• Incident Reports, Near Miss Reports.
• Training – On the Job training, Videos & Drills.
Any flag specific requirements should be adhered to.


Page : 5 of 5
1A.6 QHSE EXCELLENCE OBJECTIVE

Synergy defines QHSE Excellence as a goal that is achieved by having Zero Injuries,
Zero Spills, Zero Security incidents, and Zero Pollution in the organization. This is a
long-term campaign with a focus on behavioural changes. The intended changes shall
be achieved by having "Periodical QHSE excellence programs", which will focus on
selected operations/systems with two main objectives:
• Reinstate Basics
• Promote Best Practices
• Promote Safety Suggestions
Chapter: 1B Rev No. : 0

SAFE SYSTEMS OF WORK – FAMILIARIZATION Date : 15-Dec-22
Page : 1 of 2
1B.1 FAMILIARIZATION OF SHIP STAFF

All staff on board shall complete the relevant sections of the familiarization booklet (SF-
10) at the times mentioned therein. The familiarization is divided as follows:
Section A
Pre-joining briefing and familiarization: This consists of familiarization of the company
SMS, understanding of company policies and objectives, procedures, organization
structure, vessel details, onboard duties, and items of the importance of the company
and the vessel. This will be completed by the company or by the manning office.
Section B
Onboard safety familiarization: Master must ensure that all personnel joining the vessel
complete this section of the familiarization booklet within 24 hours of joining the vessel
or before the voyage begins, whichever is earlier. He must also ensure that the safety
officer or his designate gives all joining personnel a familiarization tour. The designate is
the 3rd officer with more than 6 months of rank experience OR the 2nd Officer. The 2nd
Engineer or his designate (4th engineer with more than 6 months rank experience OR 3rd
Engineer) will assist the Safety Officer or his designate in the safety familiarisation of
machinery space.
The on-signer will confirm his understanding by signing at the end of Section B. Trainers
will countersign with the date. This section shall be completed within 24 hours of the
seafarer joining the vessel and before assigning his job responsibilities.
Section C
Section C on Board safety (continued) MUST be completed within 14 days of joining (as
per SOLAS). The on-signer shall complete this detailed training within 14 days of joining
the vessel.
The on-signer shall confirm his understanding by signing at the end of Section C.
Section D
Job familiarisation - this will be completed by the outgoing person or a person of higher
rank. The on-signer will confirm his understanding by signing at the end of Section D.
Person responsible for familiarization will countersign with the date. Section D needs to
be completed before the on-signer takes over the responsibility.
It is the responsibility of each crew member to read and understand each section and
then submit it to the Master/Chief Engineer for verification and signature. A copy of the
last page will be filed on the bridge with the third officer for ready records. This booklet
shall be kept by the seafarer at the most convenient place to refer to. On signing off, this
book shall be handed over to Master, who shall retain it for 3 years.

SAFE SYSTEMS OF WORK – FAMILIARIZATION Date : 15-Dec-22
Page : 2 of 2
1B.2 FAMILIARIZATION OF VISITORS

All visitors such as passengers, contractors, pilots who are engaged in long-distance
pilotage, company superintendents & supernumeraries who visit the vessel for a short
period (i.e., 2 to 3 days) or intend to sail with the vessel, must be familiarized as per
company familiarization procedure for visitors using form SF 14. This familiarization shall
be completed upon boarding the vessel and in no case later than 24 hours after joining.
All visitors who intend to stay onboard the vessel at port shall be familiarized with the
gangway using the "Gangway Notice Board”.
Chapter: 1C Rev No. : 0

SAFE SYSTEMS OF WORK – L.A.R.P. CARD SYSTEM / STOP Date : 15-Dec-22
WORK AUTHORITY Page : 1 of 3
1C.1 L.A.R.P. CARD SYSTEM/STOP WORK AUTHORITY
Heinrich triangle indicates that every serious or major injury is preceded by

approximately 3000 unsafe acts or conditions. By focusing on the fundamentals and
eliminating unsafe acts/behaviours and unsafe conditions, we can reduce injuries and
damages. To attain the above LARP card system is initiated.
L.A.R.P CARD INCIDENT

SYSTEM ANALYSIS
LOSS CAUSATION MODEL
Preventive
Action
Corrective
Action
INDIRECT DIRECT
ROOT CAUSE INCIDENT CONSEQUEN
CAUSE CAUSE
========== ========== CE
Barrier
========== ==========
-(Planning -(Accident ==========
-(Personal -(Unsafe Act
Standard and Near -(Injury
Factor Job Unsafe
Compliance) Miss) Damage)
Factor) Condition)
The LARP card system is different from incident analysis. The above loss causation model
explains all the causes that lead to an accident. The incident analysis creates barriers after
a near miss or an accident. LARP card introduces barriers to prevent a near miss or an
accident.

LARP involves 4 steps:

Look – For unsafe acts or conditions OR look for safe acts.
Act – Correct the unsafe act/condition immediately OR appreciate the person for the safe
act.
Report – To senior officer and fill up LARP card.
Prevent – Discuss unsafe acts or conditions in toolbox meetings and motivate / train staff
as necessary. OR
Promote –discuss safe acts in toolbox meetings and appreciate the staff.
All staff shall,
a. Be familiar with the L.A.R.P. card system.
b. Actively involved in this system to improve behaviours and prevent accidents.
c. Always be alert and look for unsafe acts and conditions in the workplace.
Staff who notice any unsafe act or condition shall Act immediately. He shall stop the
unsafe activity and explain the safe behaviours to the person involved. He shall correct
the unsafe condition (by himself or by informing the senior)
Stop Work Authority: Any person who observes an unsafe act or an unsafe condition has
the authority to stop the unsafe activity.
If any safe act is seen, by anyone, he shall appreciate the staff for his proactive approach
and fill up a LARP card. The card can be either handed over to the department head or
can be dropped in the nearest LARP card box.
Senior officers shall:
1. Collect all LARP cards and discuss them in daily work plan meetings. Identify corrective
action, the person in charge, and the due date for identified unsafe act/condition
from LARP.
2. Discuss in daily toolbox meeting:
• Content of the LARP cards generated in his work area.
• Action that is necessary for his department to improve behaviours.
• Follow up on the implementation of improvements identified.
3. Ensure all the LARP cards are entered in ship palm or another electronic medium for
LARP reporting.
Master shall:
a. Train all staff in LARP And Near Miss system.
b. Ensure LARP cards and near misses are generated by all ranks, not just the master or
senior officers onboard. Also, LARP reporting shall not be limited to any one
department.

c. Review the LARP cards and provide further suggestions to senior officers
d. If Shippalm is not available onboard, the vessel is to send the filled up excel sheet to
the office every month (Report to be sent in the 1st week of next month)
e. Discuss important LARP cards in the safety meeting.
LARP cards can also be entered directly in the Shippalm.
An award system has been initiated to motivate the staff on board in reporting unsafe
acts, unsafe conditions, and near misses. Details of the awards will be sent to all the
vessels. Best LARP cards and names of the prize winners for each month will be circulated
within the fleet.
Reference:
SF-10 - Safety Familiarization booklet
SF-25 - LARP Card
SF-14 - Familiarisation for visitors

PERMIT TO WORK - GENERAL Date : 15-Dec-22
Page : 1 of 4
2A.1 GENERAL
The work to be controlled by various permits is specified in this section. The purpose of
this section is to provide guidance on the Permit to Work (PTW) system.
Permit to Work System is a planning and work control system designed to assist
everyone during potentially hazardous activities to follow safe and environmentally
sound working practices.
These systems are used for critical tasks where risk levels can only be controlled by
strict compliance with a set of procedures. These procedures must be fully completed,
without exception before the work permit can be issued.
The Master is overall in charge of coordinating all the activities controlled by the PTW
system but may delegate the responsibility of issuing some permits to members of the
management team.
There may be occasions when some permits or certificates are issued by a shore
authority, chemist, or any competent authority. This can occur when a ship is in a repair
yard or port limits for repair work being done or stated by local legislation or a repair
contract. During such times company's Permit to Work, System need not be completed.
However, safety precautions as per the company permit must be adopted if it is
observed that the local permits do not meet the company standards. At all other times,
the company Permit to Work System must be used.
Colour Code for Permit to Work
Permit Name Maximum Validity
Book No.
Period
1 Hot Work 12 hours
2 Enclosed Space Entry 8 hours
3 Working at Height / Overside 12 hours
4 Cold Work Permit 12 hours
5 Electrical Work Permit 12 hours
6 Underwater Operation Permit 8 hours
7 Elevator Maintenance Permit 12 hours
8 Work on deck in heavy Weather Permit 4 hours
Lifeboat/ Rescue Boat Waterborne and 12 hours
9
Hook Maintenance Permit
10 Permit for pressure testing of pipeline 12 hours

Page : 2 of 4
Vessels shall use the permits

a. Generated from SMS software (Permits printed from SMS software must have
system generated date stamp on it)
b. Office provided hard copy permit books
2A.2 DESCRIPTION OF PTW SYSTEM
Apply the following processes for all job scopes that require Permit to Work System.
ASSESSING
At this stage responsible person must carry out the following activities:
1. Discuss and ensure understanding with the permit holder before authorising and
issuing the permit
• Details and hazards of work
• Controls in place
• Precautions to be taken during work
• If the nature or complexity of the job warrants, a discussion should take place at
the worksite
2. Ensure no conflict between operations and work activities
AUTHORISING
1. Ensure checks, requirements and controls are maintained before approving the
permit
2. Confirm the following with everyone involved:
• The atmosphere has been tested and safe
• Safe to commence work
• Work should stop if the agreed process is compromised or the smell of gas
present
• Required tests completed and continuously monitored
3. Refer to PTW details for responsibilities of permit signatories
• Person responsible
• Approving authority
4. The responsible person shall keep the original permit with him till permit
cancellation
MONITORING OF PTW SYSTEMS
1. Make copies of the approved permit
2. Display a copy of the permit and supporting documents at the worksite for
• Reference by the workgroup
• Persons conducting inspections of the work

Page : 3 of 4
3. The permit issuer, supervisor, and safety officer should monitor work randomly
under permit control regularly
• Include spot checks of worksites, permits, and supporting documents
4. Ensure the following during spot checks
• Permit properly displayed at work site
• Controls being implemented
• The work party has been briefed and they understand the hazards/risks
• further precautions were taken which became apparent
Change in Conditions
Stop work immediately when any change in the permit to work condition is noticed and
reassess the situation.
1. Some common changes in conditions include:
a. Specified equipment or tools not available
b. Change of type of work
c. Changes in the process condition
d. Changes in weather or sea conditions impacting permit
The responsible person must retain responsibility for the work until they’ve canceled
the permit or formally transferred it to another responsible person who is fully
conversant with the situation.
Anyone who takes over from the authorising officer, as a matter of routine or in an
emergency should sign the permit to indicate the transfer of full responsibility.
The person carrying out the specified work should not be the same as the authorising
officer. Trainee seafarers must not be a part of the minimum mandatory team assigned
for critical jobs or jobs requiring PTW. They can be included for training/observing
purposes only.
The permit shall be valid only when the Master or person authorised signs the
document.

Page : 4 of 4
CANCELLATION OF PERMITS
1. The permit can only be cancelled by the responsible person under the following
conditions.
i Work completed
ii Permit time expired
iii Change in circumstances or permit not used
iv Work suspended
2. Before cancelling, the following must be ensured

a. Equipment has been de-isolated and returned to 'in-service' condition
b. All notices and securing arrangements have been removed
c. The work area and equipment are in a safe condition
d. Tools and equipment returned to the storage place
e. All concerned parties and teams are informed
f. All permit copies, on display, are destroyed
Note: Cancelling permit does not mean equipment is ready to start as it may be under
the control of separate permit(s).
After assuring that systems are restored, the responsible person should cancel the
permit by completing the relevant section on the permit.
The vessel shall archive these books for records when using the permit book. Other
vessels that are using the printed version of the permit (date stamped) from electronic
SMS, must maintain the file of cancelled permits sequentially.
Master is responsible for the onboard implementation and enforcement of the Permit
to Work System and must ensure that the completed work permits are retained on
board for at least 24 months. The vessel superintendent (Technical/Marine) will be
responsible for auditing the Permit to Work System by representative sample as a part
of the superintendent periodic inspection or internal audit.
Rev No. : 1
Chapter: 2B Date : 30-Nov-23
PERMIT TO WORK – HOT WORK Page : 1 of 29
2B. HOT WORK
Hot work can result in uncontrolled fire on the vessel, personal injury, or even death to
the workers and those nearby. Utmost caution and high safety standards are expected
irrespective of the type of ship and location of the hot work.
2B.1 DEFINITIONS
Hot work
Work involving sources of ignition or temperature sufficiently high to cause the ignition
of a flammable gas mixture. This includes:
1.
• Welding (both electric arc and gas)
• Burning, gouging, cutting (both electric and gas)
• Heating (blow torch, heat gun)
• Soldering (electric or blow torch)
• Some power-driven tools
• Any naked flame
2. use of any portable electrical equipment which is not intrinsically safe or contained
within approved explosion-proof housing in hazardous areas
3. use of internal combustion engines in hazardous areas e.g., diesel pumps, diesel air
compressors.
4. use of any spark-generating tool (see also control of hot work)
A hazardous area is any place where a sufficiently explosive atmosphere may occur.
These areas require special precautions to protect the safety of workers (for ships, see
dangerous area)
A hazardous zone is a classified designation found within a hazardous area and is
determined by an assessment based on the frequency of the occurrence and duration
that an explosive gas atmosphere may be present.
A dangerous area is an area on a tanker for the installation and use of electrical
equipment. This is regarded as dangerous due to the likelihood of an explosive
atmosphere being present. (For terminal, see hazardous area). The vessel shall refer to
the hazardous area chart provided by the yard.
A Non-hazardous area is an area in which an explosive atmosphere is not expected to
be present.

Rev No. : 1
A designated hot work area is a suitable area in machinery space, generally the engine
room workshop. Vessels that have the bunker tank as one of the boundaries of the E/R
workshop should ensure that hot work is carried out in a demarcated area, which is not
within 500mm from the bunker tank bulkhead.
Hot work standards are the minimum standards laid down in the company manual, flag
and port state legislation, and industry publications.
IGF bunker tanks are tank spaces containing gases or other low-flashpoint fuels (IGF
Code).
Flammable Materials are the ones that get ignited or flame immediately when in
contact with fire or high temperatures in the air and continue to burn or slightly flame
when leaving the fire.
Non-Flammable Materials are materials that neither burn nor give off flammable
vapours in sufficient quantity for self-ignition when heated to approximately 750°C.
2B.2 MASTER’S AUTHORITY
The Master will decide whether the hot work is justifiable based on safety needs,
operational needs and whether it can be done safely. The Master is responsible for
compliance with hot work procedures. They have the authority to stop the work if
deemed necessary.
Exceptional situations where the Master deems it necessary to carry out hot work to
immediately safeguard human life, the environment, or the property might occur.
They’re authorized to initiate such hot work without any further agreements during
such exceptions. However, the Master must inform the office at the earliest
opportunity.
2B.3 CONTROL OF HOT WORK
Each ship should identify a designated space for hot work in the engine room workshop.
The designated hot work area should have been assessed for safety, fire risk, and the
necessary controls.
Hot work should be carried out by properly trained and certified ship or shore
personnel.
All the mentioned procedures are applicable when the vessel is out of drydock or lay
berth. During drydock or lay period, local safety measures must be complied with.
2B.3.1 ALTERNATIVE METHODS
Hot work outside the designated area in machinery space (Engine room workshop) must
only be considered after full consideration of alternatives.

Rev No. : 1
Other methods or equipment

or resources to avoid hot
work.
Hot work Postpone hot work for next

lay-up or repair berth or dry-
Alternatives dock.
Remove the piece of work to

the engine room
workshop/designated area.
2B.3.2 REQUIRED PERMISSIONS
Request permission from below and comply with the applicable requirements and
restrictions,
1. Port authorities (when the vessel is within port limits.)
2. Terminal authorities (when alongside berth)
3. Owner/Class/Charterer (if applicable)
4. Shore contractor(s) (if applicable)
5. Any other stakeholder or a third party (if applicable)
6. Any Flag legislation
2B.3.3 PROHIBITIONS AND EXCEPTIONS
Hot work of any description is not allowed under the following conditions:
1. During any cargo operations on tankers, including,
a. Venting, purging, gas freeing, inerting of spaces carrying flammable material
b. Ballasting/deballasting of non-gas-free tanks
c. Cargo tank cleaning
d. Cargo re-circulation
e. Internal transfer
2. Bunker operations including internal transfers
3. In high-risk security areas, subject to approval.
4. Live fire test by security guards on tankers.
The following activities do not require a hot work permit but are subject to specific risk
assessment and daily planning,

Rev No. : 1
1. Hot work is in the designated area – engine room workshop,

2. Low-energy ignition sources that have the potential to generate sparks can be used
in areas where the release of hazardous atmospheres is effectively prevented, such
as
a. Hand tools such as hammers, impact wrenches, etc.
b. Pneumatic tools such as chisels, angle grinders, drills, needle guns, scalers, etc.
c. Grit blasting, hydro blasting
3. Armed guards carrying weapons live ammunition, and radios when watch-keeping
on the bridge
4. Use of non-intrinsically safe cameras, mobile phones, and equipment in a non-
hazardous area.
5. Soldering inside the engine room and accommodation

Rev No. : 1
2B.4 HOT WORK APPROVAL PROCESS
Flow chart
Hot Work Approval Process
Task requiring hot work

Vessel
Can the task be achieved

Carry out task by alternative
Yes by alternative methods
methods (without hot work )
(without hot work)
No
Carry out hot work in E/R Can it be done in

Yes
workshop as per HSM procedure E/R workshop?
No
Send hot work documentation-PTW 01A, RA

(SF-23), Sketches, Photos of location, GA
Vessel to review hot work
plan / Drawings, Photographs to office, mail
proposal
confirming permission from port(If in port
limits)
Office
Review by office team
Is hot work
Allowed basis review of
Send approval to vessel
RA, feasibility, documentation,
(approval authority Yes No
hot work category & Hot work
ashore as per HSM)
standards of
HSM
Carry out hot work using PTW01B, Risk Vessel

Assessment and toolbox talks in conjunction
with HSM procedure, hot work category &
Hot work standards
On commencement and upon completion of

hot work inform the office
Does hot work

Vessel to send request
Yes require No Hot work closed
for extension
extension

Rev No. : 1
2B.5 HOT WORK DOCUMENTATION
In cases where the hot work outside the engine room workshop cannot be deferred,
then the approval request email with documents needs to be sent to the office at least
72 hours before planned hot work, where to ensure timely approval.
Request approval through email with the below documents.
1. A risk assessment, identifying all possible hazards
2. A detailed hot work plan including job scope, location, personnel, equipment
3. Sketches & photos describing the work plan and the location of the hot work
4. Section of GA plan, drawings (tank plan, if applicable), hazardous & non-hazardous
diagrams showing the intended location of HW
5. Photographs of surrounding areas of the work site
6. Photos of adjacent areas where heat penetration is possible
7. If in port limits, the mail confirming permission from port authorities must be sent
Upon completion of the hot work, ensure all the documents are filed together.
2B.6 HOT WORK APPROVAL AUTHORITY ASHORE
The Master shall decide whether the hot work is justifiable and whether it can be done
safely.
Approval for hot work at a particular location is subject to below-
1. The scope and conditions remain the same.
2. Hot work is restricted to one location at a time.
3. Master must inform the office of any change in the scope and conditions of the
approved hot work.
4. Hot work is restricted to the duration stipulated. The maximum duration shall be
one day.
5. If the approved hot work extends beyond a day and the job scope and conditions do
not change, then the vessel must apply for an extension of planned approval daily.
In such cases, risk assessment and work plan need not be re-submitted.
6. The vessel must inform the office at the commencement and completion of hot
work.

Rev No. : 1
Vessel type Review Risk Assessment, feasibility, and Initial Approval

documentation before submission for All spaces Is Hot work in an
approval enclosed space?
No Yes
Technical Marine Supt. QHSE Fleet / DPA DPA
Supt. Supt. Marine (*)
(CMS) Manager
(*)
Non- Tanker Vessel √ √ N/A √ N/A √
Without IGF tank
Non- Tanker Vessel with √ √ √ √* N/A √
IGF Tank
Tanker Vessel √ √ √* √* N/A √
(*) After initial approval, any extension request for the same job needs to be approved by the Marine and
Technical Superintendent. However, the request need not be sent to the Fleet manager, DPA, or QHSE
Supt., provided working conditions remain the same.
2B.7 HOT WORK CATEGORY
Hot work hazardous and non-hazardous zone mentioned here is generic. Kindly refer to
ship specific hazardous zone plan and classify the space as per the definition given.
Category A Hot work in designated welding area within
machinery space
Spaces Engine room Workshop
covered
Category B Hot work in a non-hazardous zone outside the

designated hot work area
Spaces - Engine room spaces
Non-Hazardous
covered - Inside accommodation.
Category C Area in which an explosive gas atmosphere is not

likely to occur in normal operation but, if it does
occur, will persist for a short period only

Rev No. : 1
Spaces - Spaces located on open decks aft of the break of

covered accommodation.
- Enclosed spaces aft of break of accommodation
(except bunker tank)
- Cargo spaces and cargo decks on dry cargo vessels
when flammable cargoes are not carried onboard.
Category D Areas in which an explosive gas atmosphere is likely

to occur in normal operation occasionally.
Hazardous
Spaces - Pump room
covered - Compressor/motor room
- The superstructure on the cargo deck
- Inside ballast tanks adjacent to cargo spaces
- Spaces inside or under forecastle space.
- Cargo tank deck
- Void/cofferdam/Hold spaces on cargo tank deck area
Category E Areas in which an explosive gas atmosphere is

present continuously.
Spaces - Inside cargo tank
covered - Inside IGF tank
- Inside the bunker tank and on the bunker tank vent
- Cargo spaces and cargo decks on dry cargo vessels
when flammable cargo is carried onboard.
NOTE 1: Conditions mentioned in category D and E apply only when flammable cargoes
are carried onboard.
Non- Flammable cargoes include:
1. Bitumen
2. Certain high flash point cargoes
3. Vegetable Oil Products, animal fat, and their Derivatives, (e.g., Tallow, Palm Oil,
Palm Stearin, Soybean Oil, Sunflower Oil, PFAD, etc.)
4. Other Non-flammable cargoes
5. Cargoes not affected by heat.

Rev No. : 1
2B.8 HOT WORK SAFETY PROCESS
REQUIREMENTS COMMON FOR HW CATEGORY A, B, C, D, E

The following safety requirements & precautions must be followed as applicable.
Before Hot work-
1. Discuss, plan, and carry out RA.
2. The area is found fit for hot work.
3. The adjacent area is clean and free of any combustible substance.
4. The workpiece is free from any flammable/combustible substance.
5. The equipment for hot work is checked and safe for use.
6. Working area ventilation is in operation.
7. Fire-fighting equipment shall be ready on site for immediate use.
8. Proper PPE is available for the hot work.
9. Hot work notice is permanently displayed.
10. If in an enclosed space, then follow the relevant procedures and other permits as
applicable.
11. If required, the fire/smoke detection alarm in the area can be isolated to prevent
false alarms.
12. No activity (SIMOPS) that can create new hazards will be carried out in the vicinity.
13. Hot work personnel should be certified/trained and well-rested.
14. In the case of UMS ships, the engine room will continue to be manned during the
hot work.
15. The work area must be screened to give protection to equipment and personnel.
16. Special precautions must be taken to address the proximity of fuel pipes, lube oil
pipes, vents, sounding pipes, etc.
17. Isolate equipment and pipelines using LOTO, as applicable.
18. Back-up arrangements must be carefully assessed especially when hot work is
carried out near critical equipment such as fire pumps etc.
19. A risk assessment must consider the proximity and protection of the various ship
ancillary equipment, electric fittings, and machinery.
20. Bunker tank and lube oil tank bulkheads must be identified and permanently
marked with "No Hot Work" to avoid any misunderstanding about their location and
extent.
During Hot work-
1. At least one person with a walkie-talkie must be designated as a fire watch.
2. A new permit can be issued after the expiry of the old permit after due process is
followed for safety.
3. Flammable solvents must never be used for cleaning equipment.
4. Monitor adjacent spaces for explosive atmosphere.
After Hot work

Rev No. : 1
1. Fire precautions should be continued until the risk of fire no longer exists.
2. The area has been thoroughly inspected and found free of hot spots and possible
ignition sources.
3. The fire/smoke detector has been reactivated.
4. The work equipment has been switched off and isolated.
5. The area has been cleaned.
6. If in port limits and required, inform the Master and port authorities about the
completion of hot work.
If Hot work is in an enclosed space-
1. The intended compartment is to be cleaned, gas freed to Hot work standard.
2. The compartment intended for Hot work Cargo should be continuously ventilated.
3. The Safety Officer onboard shall be responsible for ensuring that the atmosphere in
the working area is suitably safe for hot work.
4. Atmosphere check shall be carried out at least within 30 minutes and additionally,
a. prior work commences:
b. after any work or meal breaks
c. after any period when the area has been unoccupied
d. after any stoppage of ventilation
e. after any change to those precautions that were listed in the checklist at the
start

Rev No. : 0
Chapter: 2B Date : 15-Dec-22
Description of various HOT WORK standards mentioned in the below tables
Yellow Green Standard within 30-meter of the hot workspace
Blue The atmosphere as per Green Standard. In addition, pipeline sections to the workspace compartment are isolated using LOTO.
Violet
All pipelines to other compartments flushed through water, drained, vented, and isolated from the hot work compartment.
•
Grey All pipelines to compartment gas freed or inerted and isolated from the hot work compartment.
•
Orange All cargo tanks within 30 meters should be cleaned and gas freed or completely filled with water.
•
Brown Tanks should either be cleaned, and gas freed or completely filled with water.
•
Green • Cleaned and gas-freed, with hydrocarbon vapor content reduced to not more than 1% LFL
OR
•• Emptied, purged and the hydrocarbon vapour content reduced to less than 2% by volume and inerted.
OR
• Completely filled with water

Rev No. : 0
2B.9 REQUIREMENTS FOR CATEGORY A (APPLICABLE FOR ALL TYPES OF VESSELS)
Category A Hot work in designated welding area within machinery space

Spaces covered Engine room Workshop
1. Comply with requirements in 2B.5

2. The designated hot work area is screened by non-combustible screens/curtains.
3. The area is found fit for hot work and entry made in the logbook.
4. Hot work recorded in form TE-67
5. In the case of UMS ships, the engine room will continue to be manned during the hot work.
Conditions Hot Work Location

Inside Engine room workshop > 500 mm from bunker Inside Engine room workshop < 500mm from
tank bunker tank
Work Permit No Yes

Atmosphere of workspace Cleaned and gas freed < 1% LFL Consider hot work inside the bunker tank.
Refer to ‘Category E’ for detailed guidance

Rev No. : 0
2B.10 REQUIREMENTS FOR CATEGORY B (APPLICABLE FOR ALL TYPES OF VESSELS)
Category B Hot work in a non-hazardous zone outside the designated hot work area
Spaces covered - Engine room spaces
- Inside accommodation.
1. Comply with requirements in 2B.5

2. For IGF vessel gasses or low-flashpoint fuel consumption is permitted in the engine room during Hot work, provided it does not
compromise safety.
Conditions Hot Work Location
Inside Engine room on Inside Engine room >

top of bunker tank > 500 mm from bunker
500 mm from bunker tank bulkhead (except Inside Engine room space < 500 mm from
tank deck (except engine room workshop) Accommodation bunker tank
engine room
workshop)
Work Permit & Yes Yes Consider hot work inside the bunker
Proposal tank.
Atmosphere in space Cleaned and gas-free < Cleaned and gas-free < 1% LFL
1% LFL

Rev No. : 0
Refer to ‘Category E’ for detailed

guidance
Bunker tank Hydrocarbon <1% LFL N/A
underneath
Pipelines generally Cleaned and gas-free < 1% LFL

carrying flammable
material within 500
mm of hot work
Bilges if any Free of flammable mixture
2B.11 REQUIREMENTS FOR CATEGORY C (APPLICABLE FOR ALL TYPES OF VESSELS)
Category C Area in which an explosive gas atmosphere is not likely to occur in normal operation but, if it
does occur, will persist for a short period only
Spaces covered - Spaces located on open decks aft of the break of accommodation.
- Enclosed spaces aft of break of accommodation (except bunker tank)
- Cargo spaces and cargo decks on dry cargo vessels when flammable cargoes are not carried
onboard.

Rev No. : 0
1. Comply with requirements of the Risk Assessment

Conditions Hot Work Location Hot Work Location
>500 mm from bunker tank < 500mm from Bunker,
Cargo & IGF tanks
Open decks aft In the vicinity of the Inside Enclosed Cargo spaces on Spaces mentioned in
of break of bunker tank spaces aft of break dry cargo vessels columns of this table
accommodati of accommodation when flammable
on (not in the (excluding bunker cargoes are not
vicinity of tanks) carried
bunker tank)
Work Permit & proposal Yes Consider hot work inside
The atmosphere in the hot Cleaned and gas freed < 1 % LFL respective tanks.
workspace
Adjacent cargo tank and IGF Hot work standard ‘Green’ N/A Refer to ‘Category E’ for
tanks atmosphere detailed guidance
(diagonally)
Adjacent bunker tank N/A < 1 % LFL and continuous ventilated
(diagonally)
Adjacent enclosed space Closed
opening

Rev No. : 0
Slops carrying flammable N/A To be removed from N/A

material the ship or placed at
least 30mtr from
hot work location in
a non-adjacent tank
Use of fire blanket for Yes

coating protections
2B.12 REQUIREMENTS FOR CATEGORY D
Category D Area in which an explosive gas atmosphere is likely to occur in normal operation occasionally.
Spaces covered - Pump room
- Compressor/motor room
- The superstructure on the cargo deck
- Inside ballast tanks adjacent to cargo spaces
- Spaces inside or under forecastle space.
- Cargo tank deck
- Void/cofferdam/Hold spaces on cargo tank deck area
The below requirements should be read in conjunction with specific requirements following this section.
1. Comply with requirements of the Risk Assessment
2. Hot work should only be carried out when the ship is in ballast condition.

Rev No. : 0
3. On gas carriers, hot work is allowed in ballast condition when the vessel is carrying 'heel'.
4. Cargo mentioned in this section is referred to as 'Flammable goods carried on board as cargo.'
Conditions Hot Work Location Hot Work Location
> 500 mm from Bunker, Cargo, and IGF tank < 500 mm bunker,
cargo & IGF tank
Compres Inside Cargo tank Inside Void/ Cargo Tank Pump room Spaces mentioned
sor / ballast deck (Inerted cofferdam/ hold deck (non- in columns of this
Motor tanks tanks) and space in the inerted tanks) table
room adjacent forecastle cargo deck area and forecastle
to cargo spaces spaces
spaces
Work Permit & Yes Consider hot work
proposal inside respective
The atmosphere in the Cleaned and gas freed < 1 % LFL tanks.
hot workspace
Adjacent cargo tank Hot work standard ‘Yellow’ Hot work Hot work Refer to ‘Category
and IGF tanks standard standard ‘Green’ E’ for detailed
atmosphere (diagonally ‘Orange’ guidance
& underneath)
Adjacent bunker tank N/A < 1 % LFL and cont. ventilated.
(diagonally &
underneath)
Adjacent enclosed Closed
space opening

Rev No. : 0
Pipelines, strainers, Hot work standard ‘Blue’

and pumps generally
carrying flammable
material (except when
hot work is carried out
on the pipeline itself)
IG line Hot work standard ‘Blue’
Slops having flammable N/A To be removed from the ship or placed at least 30mtr from the hot work location in
material a non-adjacent tank
Work area to be clear Yes
of all sludge, cargo-
impregnated scale,
sediment, or other
material likely to give
off flammable vapour.
Use of fire blanket or Yes
water bottom for
coating protections
2B.13 REQUIREMENTS FOR CATEGORY E
Category E Area in which an explosive gas atmosphere is present continuously

Rev No. : 0
Spaces covered - Inside cargo tank

- Inside IGF tank
- Inside the bunker tank and on the bunker tank vent
- Cargo spaces and cargo decks on dry cargo vessels when flammable cargoes are carried onboard.
The below requirements should be read in conjunction with specific requirements following this section.
1. Comply with requirements of the Risk Assessment.
2. Hot work should only be carried out when the ship is in ballast condition.
3. On gas carriers, hot work is allowed in ballast condition when the vessel is carrying 'heel'.
4. Cargo mentioned in this section is referred to as 'Flammable goods carried on board as cargo.'
5. Reduce the tank pressure when carrying out hot work near pressurized

Rev No. : 0
Hot Work Location Hot Work Location

Inside On or Inside On or Inside On or Inside On or Cargo
Cargo within 500 Cargo within 500 Bunker within 500 IGF tank within a spaces
tank (v/l mm of the tank (v/l mm of the tank mm of the 500 mm and
having Cargo not fitted Cargo tank bunker IGF tank cargo
inert gas tank (v/l with an (v/l not tank decks on
system) having inert gas fitted with dry
inert gas system) an inert cargo
system) gas vessels
system) when
flammab
le
cargoes
are
carried
Work Permit & proposal Yes
The atmosphere in the hot Cleaned and gas freed < 1 % LFL
workspace
The atmosphere of other Hot work standard Hot work Hot work Hot work standard Hot work standard Cleaned,
adjacent cargo tanks and ‘Yellow’ standard standard ‘Green’ ‘Yellow’ gas free
IGF tanks (diagonally & ‘Brown’ ‘Orange’ to < 1 %
underneath)> 500 mm from LFL
the hot-work space
The atmosphere of adjacent Hot work standard ‘Brown’
cargo and IGF tanks

Rev No. : 0
(diagonally & underneath) <

500 mm from the hot-work
space
The atmosphere of the Gas free < 1 % LFL and ventilated Cleaned, Gas free < 1 % LFL and ventilated
adjacent bunker tank gas free <
(diagonally & underneath) > 1 % LFL
500mm from the hot-work and
space ventilated
The atmosphere of the Cleaned, gas free < 1 % LFL and ventilated
adjacent bunker tank
(diagonally & underneath)<
500mm from the hot-work
space
opening
Pipelines generally carrying Hot work Hot work Hot work Hot work Hot work Hot work Hot work Hot work
flammable material to the standard standard standard standard standard standard standard standard
compartment ‘Violet’ ‘Blue’ ‘Grey’ ‘Grey’ ‘Violet’ ‘Blue’ ‘Grey’ ‘Grey’ N/A
Inert gas lines N/A <2% N/A N/A N/A N/A isolated N/A N/A
Hydrocarb
on and
isolated
Heating coils Flushed or blown through with steam to remove hydrocarbon. N/A

Rev No. : 0
Slops having flammable To be removed from the ship or placed at least 30mtr from the hot work location N/A
material
Work area to be clear of all Yes
sludge, cargo-impregnated
scale, sediment, or other
material likely to give off
flammable vapour.

Rev No. : 0
Chapter: 2 Date : 15-Dec-22
PERMIT TO WORK Page : 23 of 29
2B.14 SPECIFIC REQUIREMENTS FOR HOT WORK ON PIPELINES
, Pipelines should be removed from the system and repaired in the designated hot work
area/engine room workshop whenever possible.
If hot work on pipelines or valves needs to be carried out with the equipment in place,
the item must be disconnected by cold work, and the remaining pipeline blanked off.
The item shall be cleaned, and gas-freed to meet the hot work standards.
2B.15 SPECIFIC REQUIREMENTS FOR CHEMICAL TANKERS
Hot work precautions mentioned below are applicable to Category A, B and C work
locations –
• Discuss, plan, and carry out RA.
• The area is found fit for hot work.
• The adjacent area is clean and free of any combustible substance.
• The workpiece is free from any flammable/combustible substance.
A. Hot work in a hazardous area is permitted on chemical tankers in loaded condition
only if it is essential for the safety or immediate operation of the ship, and no
alternative repair procedure is possible. In such circumstances, hot work may be
allowed with the following conditions.

Rev No. : 0
2B.15.1 HOT WORK PRECAUTION FOR WORK LOCATIONS D AND E

Hot Work Location Hot Work Location
Inside the More than Inside On or Inside IGF On or Inside Inside Void/cofferdam/pump
Cargo tank 500 mm of Bunker within 500 tank within ballast room/hold space > 500 mm from
and within the Cargo tank mm of the 500 mm tanks > cargo, bunker, and IGF tanks
500mm of tank deck bunker of an IGF 500mm
the cargo tank tank adjacent
tank to cargo,
deck/bulk bunker, or
head IGF tanks
Work Permit & proposal Yes

The atmosphere in the hot Cleaned and gas freed < 1 % LFL
workspace
The atmosphere of the cargo Hot work N/A Hot work standard ‘Brown’ N/A
tank adjacent (diagonally & standard
underneath) ‘Brown’
The atmosphere of adjacent IGF Hot work standard Hot work standard ‘Green’ Hot work standard N/A
tanks (diagonally & underneath) ‘Brown’ ‘Yellow’
The atmosphere of the adjacent Gas free < 1 % LFL and ventilated Cleaned, Gas free < 1 % LFL and ventilated
bunker tank (diagonally & gas free < 1
underneath) > 500mm from the % LFL and
hot-work space ventilated

Rev No. : 0
The atmosphere of the adjacent Cleaned, gas free < 1 % LFL and ventilated N/A
bunker tank (diagonally)<
500mm from the hot-work
space
opening
Pipelines carrying cargo or Hot work standard ‘Grey’ Hot work Hot work standard ‘Grey’ N/A
bunker to the compartment standard
‘Violet’
Inert gas lines N/A isolated N/A
Heating coils and Cargo pump Flushed or N/A Flushed or blown through N/A
cofferdam blown
through
Work area to be clear of all Yes
sludge, cargo-impregnated
scale, sediment, or other
material likely to give off
flammable vapour.

Rev No. : 1
Chapter: 2 Date : 30-Nov-23
IN ADDITION TO THE ABOVE FOLLOWING PRECAUTIONS ARE TO BE ADOPTED FOR

SPACES ADJACENT TO AND UNDERNEATH
1. Carbon monoxide and other flammable gas concentrations in tanks should be
below 1% LEL, i.e., 1250 PPM (Note: 100% LEL = 12.5% by Volume).
2. Hydrogen gas to be checked in the cargo tanks carrying Sulphuric acid is below
1% LEL i.e., 400 PPM (The lower explosive limit (100% LEL) concentration for
hydrogen is about 4.0% volume, which is equal to 40,000 ppm).
2B.16 PRECAUTIONS TO BE TAKEN DURING WELDING AND CUTTING
ELECTRIC ARC WELDING
The following salient points must be implemented, in addition to the maker's

instructions for specific equipment, during electric arc welding.
1. The electric arc welding machine must be properly earthed.
2. It is recommended to have Voltage Limiting Devices (VLD) or Low Voltage Shock
Preventer LVSP fitted on the electric arc welding system.
3. The welding cable must be in good condition without any temporary repairs or
insulation breaks.
4. The workpiece must be properly earthed.
5. When working in remote locations away from the welding machine it is advisable to
use 2 cables (the second one being the return cable) rather than having to return
through the ship's structure.
6. The power supply must be cut off before changing an electrode.
7. Check that the current being used is correct for the job.
8. Check that the welding gloves being used are designed to offer protection for the
current being used for welding.
9. Wear all protective clothing and safety gear including non-conducting safety
footwear, long-sleeved natural fiber overalls, leather apron, welding mask/shield,
and dry leather welding gloves.
10. In restricted spaces, where the welder may come in close contact with the ship's
structure or is likely to make contact during ordinary movements, protection should
be provided by dry insulating mats or boards.
11. Before starting work, ensure that there are no combustible materials at, below, or
adjacent to the area of work.
12. Never proceed to work alone. An assistant must be always present and should be
alert to the danger of accidental shock to the welder. The assistant should be ready
to cut off the power, raise the alarm and administer first aid to the welder if
required.
13. Body sweat and damp clothing greatly reduce resistance. Therefore, in hot and
humid weather, especially in confined spaces, welding must be ceased.

Rev No. : 1
14. Under no circumstances should a welder work while standing in water or with any
part of their body immersed.
15. The electrode holder should be isolated from the current supply before a used
electrode is removed and before a new electrode is inserted. This precaution is
necessary because some electrode coatings have extremely low resistance. Even a
flux coating, which is normally insulating can become damp from sweating hands
and be potentially dangerous.
16. When the welding operation is completed or suspended, the electrode should be
removed from the holder.
17. Hot electrode ends should be ejected into a suitable container; they should not be
handled with bare hands.
18. Spare electrodes should be kept dry in their container until required for use.
19. Suitable firefighting equipment should be kept on standby.
GAS WELDING AND CUTTING
The following salient points must be ensured for gas welding and cutting.
1. While this section deals almost exclusively with oxygen and acetylene, other flue
gases may be used, and similar precautions should be taken.
2. The pressure of oxygen used for welding should always be high enough to prevent
acetylene from flowing back into the oxygen line.
3. Acetylene should not be used for welding at a pressure exceeding 1-atmosphere
gauge as it is liable to explode, even in the absence of air, when under excessive
pressure.
4. Non-return valves should be fitted adjacent to the torch in the oxygen and acetylene
supply lines.
5. Flashback arrestors should be provided in the oxygen and acetylene supply lines and
fitted at the low-pressure side of regulators though they may be duplicated at the
torch.
6. Should a backfire occur (i.e., the flame returns into the blowpipe and continues
burning in the neck or mixing chamber) the recommended first action is to close the
oxygen valve on the blowpipe – to prevent internal burning – and follow the
shutting down procedure. When the cause of the backfire has been discovered, the
fault rectified and the blowpipe cooled down, the blowpipe may be re-lit.
7. If there is a flashback into the hose and equipment, a hose fire or explosion, or a fire
at the regulator connections or gas supply outlet points; the first action should be to
isolate the oxygen and fuel gas supplies at the cylinder valves or gas supply outlet
points – but only if this can be done safely. Further action should follow according to
the vessel's fire drill requirements.

Rev No. : 1
8. Piping should be of steel welded construction while bolted flanges are prohibited.
Braided lines may be used for the short length from the cylinder heads to the
manifolds within the storage space. Otherwise, copper, rubber, or braided lines
should not be used. Pipework and fittings should be free of grease.
9. Pipe joints on the low-pressure side of the regulators shall be welded. (46 CFR
56.50-103) Note. It may be acceptable for a short length of piping from the bottle to
an isolation valve to be flanged in open-air locations. However, this is the only
exception.
10. A watch should be kept on the acetylene cylinders and if one becomes hot it should
be immediately removed to the open. Further, it should be kept cool either by
immersion or with copious amounts of water and the cylinder stop valve opened
fully. Jettisoning should be considered If this cannot be done safely, the cylinder
overboard. Any acetylene cylinder suspected of overheating should be treated with
care because an impact could set off an internal ignition, which might cause an
explosion.
11. Only acetylene cylinders of approximately equal pressures should be coupled.
12. In fixed installations, manifolds should be clearly marked with the gas they contain.
13. Manifold hose connections (inlet and outlet connections) should be such that the
hose cannot be interchanged between fuel gases and oxygen manifolds and
headers.
14. Only those hoses specially designed for welding and cutting operations should be
used to connect an oxy-acetylene blowpipe to gas outlets.
15. Any length of hose in which a flashback has occurred should be discarded.
16. The connections between the hose-to-blowpipe and between the hose-to-hose
should be fixed with fittings.
17. Jubilee clips shall not be used for the connection of welding hoses. Instead, use
ferrule type or bandit connectors.
18. Hoses should be arranged so that they are not likely to become kinked, tangled,
tripped over, and cut/otherwise damaged by moving objects, falling metal slag,
sparks, etc. A sudden jerk or pull on the hose can pull the blowpipe out of the
operator's hands and cause a cylinder to fall or a hose connection to fall. Hoses in
passageways should be covered to avoid them becoming a tripping hazard.
19. Soapy water only should be used for testing leaks in hoses. If there are leaks that
cannot easily be stopped, the gas supply should be isolated and the leaking
components taken out of service, replaced, or repaired. If the leak is at the cylinder
valve or pressure regulator ("bull-nose") connection, the cylinder should be
removed to a safe place in the open air. If it is a fuel-gas cylinder, it should be taken
well clear of any source of ignition.

Rev No. : 1
20. Excessive force should never be used on cylinder valve spindles or hexagon nuts of
regulator connections to stop a leak. Neither are sealing tape nor other jointing
materials recommended for use to prevent leaks between metal-metal surfaces that
are designed to be gas-tight. With an oxygen cylinder, it could result in the initiation
of a metal-oxygen fire.
21. Blowpipes should be lit with a special friction igniter, stationary pilot flame, or other
safe means.
22. If a blowpipe-tip opening becomes clogged, it should be cleaned only with tools
specially designed for the purpose.
23. When a blowpipe is to be changed the gases should be shut off at the pressure-
reducing regulators.
24. To prevent a build-up of dangerous concentrations of gas or fumes during a
temporary stoppage or after completion of the work; supply valves on gas cylinders
and gas mains should be securely closed. Blowpipes, hoses, and moveable pipes
should be removed to lockers that are ventilated onto the open deck.
25. Oxygen should never be used to ventilate, cool or blow the dust off the clothing.
26. Regulators should be inspected annually. These should be replaced or refurbished
on a 5-year basis or as per the manufacturer’s instruction whichever is earlier.
27. The use of propane in gas burning and welding systems is prohibited.
Records:
Hot Work Permit Form (PTW 01B)
Work plan for proposed Hot work permit (PTW 01A)
Risk Assessment Form (SF-23)
Hot work in engine room workshop (TE 67)

Rev No. : 1
Chapter: 2C Date : 30-Nov-23
PERMIT TO WORK - ENTRY INTO ENCLOSED SPACE Page : 1 of 19
2C ENTRY INTO ENCLOSED SPACE
Enclosed space is defined as a space that has any of the following characteristics.
a. Limited openings for entry and exit
b. Poor natural ventilation; and
c. Not designed for continuous worker occupancy
2C.1 IDENTIFICATION
Some examples of enclosed spaces include

Cargo spaces on all Ballast Tanks Fuel Oil Tank Engine Crankcase
type of vessels
Cargo tanks Ballast water Fresh water Tank Engine Scavenge
treatment Space
Room
Cargo Holds Void Spaces Lube Oil Tank Inert Gas Scrubber
Cargo pumproom Cofferdams Diesel Tank Boiler
Inter-barrier Spaces Duct Keel LNG Fuel Tank Main air bottle
Cargo compressor Chain Locker Engine Room Bilge Bow Thruster Room
rooms
Deck Seal Crane trunk Sludge Tank Stern Thruster Room
Nitrogen tank Doppler Log Sewage Tank Exhaust Scrubber
Space
Some spaces that do not meet the criteria for an enclosed space may have an unsafe
atmosphere and should be subject to the enclosed space entry procedures. Examples of
this include a ballast water treatment room, lockers within the cargo area, tank cleaning
heater room, gas bottle storage area, ballast pump room, crane motor trunks, and deck
tunnel/trunk surface.
The spaces mentioned above are not exhaustive.
Markings - Vessels must have adequate markings at the entrance of an enclosed space
by the company-provided or self-generated notices to highlight the danger.
Entrance to all enclosed spaces must be marked with warning- DONOT ENTER WITHOUT
PERMISSION.

Rev No. : 1
2C.2 RISK ASSESSMENT FOR IDENTIFICATION OF ENCLOSE SPACES AND

UPKEEPING OF ENCLOSED SPACE LIST.
The vessel shall carry out a risk assessment to identify the enclosed spaces onboard.
The following are to be considered while preparing for risk assessment.
a. Inventory of enclosed spaces
b. Characteristics of space
c. Hazards and mitigating measures
d. PPE requirement
e. Measures to prevent entry
f. Records of gas testing equipment maintenance and calibration
g. Emergency actions
Each vessel must identify all the enclosed spaces onboard and keep a record of it in
form SF -32. This list must be posted as a minimum on bridge, Cargo room and Engine
Control Room. Enclosed spaces list generated onboard shall contain:
a. Name of the space
b. Entrance Location of the Enclosed space
c. Space requiring permit to work or not
d. Space requiring risk assessment
e. Last review date
f. Name & signature of the Master and Chief Engineer at the time of list
generation/review.
SF-32 must be reviewed every 6 months by the Safety officer ( Chief officer , Second
Engineer).
The Master should ensure that all entrances to unattended enclosed spaces on the ship
are kept closed or secured against entry.
2C.3 DEFINITION:
1. A competent person is one with sufficient theoretical knowledge and practical

experience to make an informed assessment of the likelihood of a dangerous
atmosphere being present or subsequently arising in the space. All engineers and
officers can perform the role of competent persons. They shall be trained on use of
gas detection equipment present onboard before taking up the role. He must be
issued SF-33 – Certificate of Eligibility for atmosphere checks.

Rev No. : 1
1. A responsible person is one who has sufficient knowledge of the procedures to be

established and complied with onboard. They are responsible for checking and
confirming whether the space is safe for entry. They shall carry out the Pre-Checks
as mentioned in Sections 1 and 3 of the permits. Only senior officers and engineers
onboard can be responsible persons. He must be issued SF-33 – Certificate of
Eligibility for atmosphere checks.
2. Attendant means a person who is suitably trained within the safety management
system for maintaining a watch at the entrance of the space over those entering,
communicating with the people inside, and initiating the emergency procedures in
case of an incident. They can be any person onboard except trainees. An attendant
has no other duties besides those listed. They shall be trained to operate gas
detector and understand the safe to enter readings.
3. Adjacent connected space means a normally unventilated space that is not used for
cargo, but which may share the same atmospheric characteristics with the enclosed
space such as, but not limited to, a cargo space access way.
Eg: Hold Access Having Tunnel Like Structure
Figure 1

Rev No. : 1
2C.4 PROCESS OF ENCLOSED SPACE ENTRY
• Check the list of enclosed spaces in SF-32

• Plan the work and discuss in daily work plan
Planning • Prepare level 2 Risk assessment
stage
• Prepare the space for entry

• Ensure weather conditions are safe for entry in regard to pitching and
rolling
Preparation • Allocate the tasks
stage • Collect tools and equipments for safe entry
• Carry out training and breifing to recover from any emergency
• Carry out pre-entry gas checks by person who has completed training as
per SF-33
• Complete permit to work for enclosed sapce entry and permit for task
Execution that need to be carried out in space (if applicable)
• Carry out tool box talks and discuss risk assessment with team
• Make entry with all precautions
• Records maintained for entry by each person
• All Space openings are covered and made weather tight

• Equipment and tools returned back to their respective location
Closing • Close the permit and destroy all additional copies
• Update risk assessment for identified hazards and control measure
2C.5 CATEGORIZATION OF ENCLOSED SPACES AND DOCUMENTATION
Zone Spaces Covered Risk Assessment Permit Entry record of

Personnel
E1 Pump room Level 2 Risk TKR -33A TKR -33B
assessment
E2 Compressor room and Fuel Level 2 Risk Gas – 44A Gas – 44B
preparation room on IGF assessment
vessels
E3 BWTS room, CO2 room, Level 2 Risk Permit not Records not
Enclosed lifeboat, paint assessment required required

Rev No. : 1
room, nitrogen generator

room, inert gas room (if
separate from engine room)
and others as identified by
the vessel.
E4 Cargo spaces on a dry cargo Level 2 Risk PTW – 02A PTW – 02B for
vessel assessment for 1st entry initial entries
(Once
condition
found safe,
no permit
required)
E5 Cargo tanks that carried Level 2 Risk PTW- PTW-CHEM-
chemicals as the last cargo assessment CHEM-01B 01C
and
PTW-CHEM-01A
E6 All other spaces not covered Level 2 Risk PTW – 02A PTW – 02B
in zone E1, E2, E3, E4, E5 assessment
and E7
(These include but are not
limited to tanks (other than
E5), cofferdam, void spaces,
etc.)
E7 Bow thruster room (not Level 2 Risk PTW – 02A PTW – 02B
forming part of fuel assessment
pumping)
2C.6 2.3.5.1 PERMIT FILING
There shall be only 1 file or book maintained for enclosed space entry permit onboard for
entries made either on deck or in the engine room. The Chief Officer shall be the holder of
the book.
2C.7 USAGE OF PERMIT
1. Nobody is allowed to enter an enclosed space until the space has been checked and
an entry permit has been issued.

Rev No. : 1
2. A water wash is required for a cargo tank or space containing hydrocarbons. If entry
is required without the water washing, then the operation will be identified as a
non-routine operation and requires a Level 2 risk assessment that identifies the
preparations needed to achieve safe entry. The Level 2 RA is to be approved by the
office (MSI/TSI). There should be documented tank cleaning/purging/ gas freeing
records for all operations while preparing for safe entry.
3. The use of a Compressed Air Breathing Apparatus (CABA), Emergency Life Support
Apparatus (ELSA), or Emergency Escape Breathing Device (EEBD) cannot be an
alternative to properly cleaning and gas-freeing a space for safe entry.
4. Separate enclosed space permits are to be issued for each space being entered.
5. Permits shall not be issued for multiple space entries in a particular time frame
except for the following case:
a. Simultaneous entry is permitted only when the vessel is involved in drydock
preparations or any other activities with the help of shore gang/assistance, with
level 2 risk assessment and permission from the office for multiple tank entry.
2C.8 ENCLOSED SPACE ENTRY TEAM AND AUTHORIZATION
E1 E2 E3 E4 E5 E6 E7
Authority approving entry C/O or C/O or N/A Master for Master Master (***) Master
master master 1st entry (***) (***)
other-wise
C/O (***)
Responsible Person(**) C/O or C/O or N/A C/O C/O C/O or 2nd C/O
OOW OOW or Eng (based
Gas Eng on work
location)
Single crew entry √ √ √ √ X X √
Trainee entry in space √ √ √ √ √ (*) √ (*) √ (*)
Contractor Entry in space √ (+) √ √ √ √ (+) √ (+) √
Attendant required X X X For 1st entry √ √ √
(****)
(+)- Contractors must enter with at least one crew member, except when in dry dock.
(*) - Trainees can be allowed to enter enclosed spaces under the supervision of senior
officer provided they do not form the part of minimum member team required to enter
that space.
(**) - Responsible person and approving authority cannot be the same.
(***) - If the Master is supposed to enter the enclosed space, then Chief Engineer shall
authorize the entry.
(****) - No matter how many spaces are being entered simultaneously, each enclosed
space shall have its own separate attendant.

Rev No. : 1
In addition to the above restrictions the following shall also be followed:

I. Senior officers of same department are not allowed to enter the enclosed space
falling under zone e5, e6 and e7 at the same time.
II. Attendant shall not be delegated with any other responsibility unless relieved by
an alternate person.
2C.9 ATMOSPHERE CHECKS
2C.9.1 SAFE ATMOSPHERE
Pre-entry atmosphere checks can only be carried out by deck officer or engineer officer
who has been issued the SF-33 Certificate of Eligibility for Atmosphere Checks by the
Master or Chief officer.
Cadets, Trainees, Deck crew, Engine crew, cannot be assigned duties for pre-entry
atmosphere checks. Deck crew, Engine Crew (not trainees, cadets) may be allowed to
monitor atmosphere checks during entry provided they have been briefed on the
proper use of gas measuring equipment by Master or Chief Engineer or Chief officer or
Second Engineer.
An enclosed space is suitable for entry when test of the atmosphere inside the space
confirms
a. Hydrocarbon gas concentration < 1 % LEL
b. Oxygen = 20.9% (with modern digital meters, this value may differ from 20.8% to
20.95%)
c. Toxic gases (i.e.: H2S, Benzene, Mercaptan, NO2, SO2, CO, CO2, Ammonia etc) <
50 % of occupational exposure limit (*).
(*) TLV-TWA of the gas is taken as occupational exposure limit for the purpose of
determining the safe value.
Permissible Exposure Limit (PEL) is the limit established by a regulatory authority for
exposure of workers to vapour. The PEL may vary in different countries. Threshold
Limit Value (TLV) is the same as the PEL.
Occupational Exposure Limit (OEL) is the same as the PEL and TLV.
All of these limits are qualified by the addition of a time limit for the permitted
exposure:
Time Weighted Average (TWA) is the exposure averaged over a period of 8 hours.
Long Term Exposure Limit (LTEL) is the same as the TWA.
Short Term Exposure Limit (STEL) is 15 minutes.
Ceiling Value is the concentration of an airborne toxic substance that should not be
exceeded at any time during the workday.

Rev No. : 1
2C.9.2 EXPOSURE LIMITS FOR TOXIC GASES
TIME WEIGHTED AVERAGE (TWA) VALUES

Benzene < 1 H2S < 5 Mercaptan – NO2 <= 3 PPM
PPM PPM Nil
SO2 <= 2 CO < 25 CO2 < 5000 Ammonia < 25
PPM PPM PPM PPM
SHORT TERM EXPOSURE LIMITS (STEL) VALUES

Benzene < H2S < 15 Mercaptan – NO2 <= 5
2.5 PPM PPM Nil
SO2 <= 5 CO < 200 CO2 < Ammonia < 35
PPM 30000PPM PPM
CEILING VALUES
Benzene < H2S < 50 Mercaptan – NO2 <= 5 PPM
5 PPM PPM Nil
SO2 <= 5 CO < 400 CO2 < Ammonia < 50
PPM PPM 40000PPM PPM
The lowest of the occupational exposure limit must be considered from the company,
flag, port, Safety data sheet
For checking gas concentration in an enclosed space following shall be considered.
i Previous cargo carried
ii Present cargo carried in case of loaded passage.
iii Any dosing carried out inside the space
iv Ventilation status of the space
v Enclosed space structure
vi Coatings on the structure of enclosed space.
Oxygen deficiency must always be suspected in a cargo tank which has contained
hydrocarbon vapour/inert gas or in a compartment which has been sealed for any
length of time.
Aft Peak tank shall be tested for all the toxic gases that sewage emits (i.e.: flammable
gases, Ammonia, H2S, & CO) when it has been used for storage of sewage.

Rev No. : 1
Vessels fitted with BWTS shall refer to manufacturer’s manual/instructions for

additional gas checks. Vessel should carry the measuring equipment/tubes as
recommended by the BWTS manufacturer.
2C.9.3 ACCEPTABLE VALUES OF COMMON TOXIC GASES (< 50 % OF OCCUPATIONAL

EXPOSURE LIMIT FOR GASES)
Benzene < 0.5 H2S < Mercaptan – Nil NO2 <= 2 PPM
PPM 2.5 PPM
SO2 <= 1 PPM CO < 12 CO2 < 2500 PPM Ammonia < 12.5
PPM PPM
2C.9.4 LOCATION OF ATMOSPHERE CHECKS
Tests should be carried out at different levels of the enclosed space, top, middle, and
bottom, and through as many openings as possible to obtain a representative sample of
the atmosphere in the space.
Guidance for the possible collection of the following gases in enclosed spaces
Methane – rises to the top as it is lighter than air
Carbon monoxide– stays in the middle as it is the same weight as the air
Carbon dioxide – sinks to the bottom as it is heavier than air
2C.9.5 EQUIPMENT FOR ATMOSPHERE CHECK
Properly calibrated gas measuring equipment must be used to check the environment
inside the enclosed space. Suitable gas sampling tubes of sufficient length must
supplement the gas measuring equipment to take the sample from all the extremities of
the enclosed space.
Atmosphere testing instruments should be able to measure the presence of carbon
monoxide & hydrogen sulphide along with hydrocarbon and oxygen content.
Personal gas meter- Calibrated gas measuring equipment that person can clip-on and
carry inside the enclosed space.
Portable gas meter- Calibrated gas measuring equipment for enclosed space that is
rigged outside the enclosed space for pre-entry checks and repetitive checks.
Note: Personal gas meter cannot substitute portable gas meter for measuring enclosed
space atmosphere.

Rev No. : 1
As a minimum, the Alarm set points for personal gas meters should be set as follows
• If there are 2 alarm set points, then the lower alarm set point (warning) should be
set at 50% of the TLV and the higher set point (Alarm) should be set at TLV-TWA.
• If there is only one Alarm set point these should be set at 50% TLV-TWA.
• For hydrocarbon gases (gasoline) TLV should be taken as 2% LEL
In case, vessel is unable to set the alarm set points, then vessel must seek guidance
from the office
2C.9.6 TIMING AND FREQUENCY OF ENCLOSED SPACE ATMOSPHERE CHECKS
E1 E2 E3 E4 E5 E6 E7
Before making the first √ √ √ √ √(*) √(*) √
entry and/or issuance
of the permit
Repetitive Check < 3 hrs < 3 hrs X X < 30 < 30 < 3 hrs
frequency during min min
permit validity
After each break N/A N/A N/A X √(*) √(*) N/A
(*) Ventilation for the enclosed space must be stopped for at least 10 minutes before
checking gases for issuing the permit and allowing re-entry after the break.
2C.9.7 PREPARATION AND CONDITIONS FOR ENTRY
E1 E2 E3 E4 E5 E6 E7
Continuous Fixed √ Fixed √ √ Natural Forced Forced Fixed √
Ventilation (from at (from at √ √ (from at
(*) least 30 least 30 least 30
min min min before
before before entry)
entry) entry)
Lighting √ √ √ √ √ √ √
IG pressure X X X N/A √ √ X
in adjacent
spaces
reduced to
minimum
Isolation of √ LOTO √ LOTO √ LOTO N/A √ LOTO √ LOTO √ LOTO
fluid and gas
ingress
through
pipeline

Rev No. : 1
opening
inside the
space
Fix gas √ √ √ X X √ √ if
detection if fitted if fitted fitted for
system for the for the the space
working space space
Enclosed Enclosed Space Rescue Equipment will always be kept ready standby for
Space rescue at entrance to enclosed space.
Rescue
Equipment
1. Two SCBA X X X For 1st √ √ X
2. EEBD** entry
3. Medical
Oxygen
Resuscitator
4. Rescue √ X X X √ √ √
and recovery
hoist,
lifeline,
harness
(Tripod with
stretcher or
equivalent)
(*) The permit shall be rendered invalid if ventilation of the space stops.
(**) An EEBD is not intended to be worn as respiratory protection when entering an
enclosed space or area where the presence of H2S or other vapours are suspected. It is
to be used only for escape purposes in cases where a person suspects that he has been
exposed to H2S or other toxic gas.
2C.9.8 ACCESS SECURING
Clearly identify any spaces that are opened for entering later. Warning signs must also
be supplemented by physical barriers such as barricades or nets.
In addition, controls should also include physical barriers to prevent confined spaces
from being accidentally opened.
2C.9.9 ALTERNATE VENTILATION ARRANGEMENT

Rev No. : 1
Ballast, cargo pump rooms, or fuel oil transfer pump rooms with only one fitted
extraction fan shall have an alternate temporary arrangement available for ventilation
in the event of main extraction fan failure. The pump room entry procedure in these
conditions is to be supplemented by a specific risk assessment covering the additional
hazards imposed due to fan failure.
2C.9.10 2ND LEVEL VERIFICATION OF SAFETY PREPARATION
Display a copy of the completed permit at the work site for the entire duration of
permit validity so that team members participating in the enclosed space entry can
carry out independent checks of the work site and system using the permit copy.
E1 E2 E3 E4 E5 E6 E7
Carriage of personal √ √ √ √ √ √ √
gas meter by every
individual
A person entering √ √ √ √ √ √ √
carrying sufficient
radio (At least 2 radios
with each team)
The safety harness is X X X X √ √ √
worn by each
personnel
EEBD lowered inside X X X √ √ √ √ (If not
the workspace for each available
individual at the time in space)
of entry (for initial
entry)
Use of intrinsically safe √ √ X X √ √ √ (on
tools and lights tankers)
2C.10 DURING ENTERING AND MOVING INSIDE AN ENCLOSED SPACE
2C.10.1 METHOD OF ENTERING

For entering confined spaces where remote measurements of the whole
compartment are not possible from outside the space (e.g.: J-shaped ballast tanks etc );
space entry by personnel should be undertaken in two stages.
First stage: The first stage should be for atmosphere verification and a general safety
review.
Plan entry into space by a minimum of people. All personnel making the entry should
be equipped with:
1. Emergency escape breathing device,

Rev No. : 1
2. Personal gas meter

3. A portable gas detector capable of monitoring at least hydrocarbon and oxygen, with a
pole/bar for remote measurement.
4. Portable radio,
5. The emergency light source,
6. Retrieval harness,
7. Alternative means of attracting attention, e.g., a whistle.
These additional gas readings shall be recorded in the gas monitoring section at the end
of the permit.
Second stage: Only after the first stage has verified that the atmosphere throughout the
tanks is safe for the intended task, the entry shall be permitted.
Persons entering the enclosed space must be equipped with the carriage requirement
of this section.
2C.10.2 PRECAUTIONS BY THE ENTRY TEAM
i Team members must remain together inside the space as much as possible.
However, for operation purposes, the team can be subdivided into smaller groups
for performing various functions in different parts of the enclosed space, provided,
each group has at least 2 members.
ii They must regularly communicate with the attendant (with OOW where an
attendant is not required i.e., in the pump room, compressor room entry, etc.) and
inform him about their whereabouts inside the enclosed space.
iii The team shall vacate the space immediately
a. On alarm activation on any of the personal gas meters.
b. Activation of any other emergency alarms for that space.
c. Failure of ventilation.
d. Failure to communicate with an attendant.
e. On identification of any hazard that impairs the safety of any person inside the
space.
iv The team shall consider all the hazards involved in enclosed space for the work in
hand (as mentioned below) and take appropriate control measures to avoid harm
a. Slippery surface
b. Broken structures
c. Fall from height
d. Loose scale, sludge, or combustible materials in the vicinity of the work site
which, if disturbed or heated, could give off toxic or flammable gases
e. Release of flammable or toxic material while working on cargo pumps, pipelines,
valves, or heating coils
f. Limited entry and exit
g. Possibility of fire due to hammering, chipping, or use of a power tool.

Rev No. : 1
v The entry team should actively monitor changes in hazards while carrying out
planned tasks. If any task is likely to result in additional hazards, work is to be
suspended and risk assessed before resuming the task.
2C.10.3 COMMUNICATION BY ATTENDANT
Continuous and undisturbed communication should be maintained between the attendant
and team inside the enclosed space. The attendant must continuously check the
communication with the entry team every 5-10 min or whenever he/she is in doubt about
the safety of the team.
The attendant shall try to keep the entry team in sight where possible. He must be aware
of the approximate position of the entry team inside an enclosed space to support any
rescue operation if needed.
The attendant is also responsible for updating OOW for the entry and exit of individuals
inside enclosed spaces.
The attendant shall not be involved in any other job. He is not allowed to leave the
enclosed space location.
2C.10.4 MONITORING OF ENCLOSED SPACE ENTRY
At Sea for enclosed space entry outside the engine room
"Bridge" is designated as the "Control Centre" and the "Record of Personnel Entering"
shall be always maintained by OOW. The OOW is responsible for making the entries of
personnel entering and exiting the enclosed space.
In case the vessel is navigating in restricted waters/High Traffic Density areas, the
"Control Centre" shall be the "Ships Office/Cargo Control Room". A competent person
can be positioned in the control centre to monitor the enclosed space entry and
maintain a record of personnel entering.
In port for enclosed space entry outside the engine room
When enclosed space entry is performed in port, the "Ships Office/Cargo Control Room"
shall be the "Control Centre" and the "Record of Personnel Entering" shall be always
maintained by the OOW. The OOW is responsible for making the entries of personnel
entering and exiting the enclosed space.
Enclosed space inside the engine room
When enclosed space entry is performed in space inside the engine room, the engine
control room is the "Control Centre" and the "Record of Personnel Entering" shall be
always maintained by the Duty Engineer. The Duty Engineer is responsible for making
the entries of personnel entering and exiting the enclosed space.

Rev No. : 1
For all enclosed space entries, a copy of the enclosed space permit shall be provided in
the control station for reference. In case of a change of watch the relieving officer is to
be informed of the enclosed space entry in progress including the number of personnel
in the space, the status of the last gas checks, and a radio check with the attendant
designated outside the space.
2C.10.5 COMPLETION OF PERMIT
Once the job is completed, all personnel have exited the space and the space entries are
secured; the permit can be considered to be completed.
On completion of the permit
a. Destroy the permit copy that has been on display at the work site.
b. Complete the 'completion' section on the main permit and file it for records.
2C.11 RESCUE AND RECOVERY ORGANIZATION
2C.11.1 TEAM COMPOSITION
The rescue team should comprise dedicated personnel drilled and trained as
appropriate in all aspects of enclosed space rescue. They should be:
a. Prepared for the physical and technical demands of enclosed space rescue
b. Well-trained in all rescue team duties
c. Familiar with the use and deployment of rescue equipment that should be of size
and weight to allow its ready deployment into the enclosed space and placement in
any location where work may take place; and
d. Capable of fulfilling any role within the rescue team
Although a dedicated team offers major advantages, backup personnel must be also
identified in case a member(s) of the dedicated team is unavailable.
The attending crew should not enter the space under any circumstances during an
emergency. If forming a part of the rescue team, he/she shall perform the actions
instructed by the command centre. In all conditions of emergency, the safety of rescue
teams must be ensured.
Unless it has been positively shown that the atmosphere in the enclosed space is safe to
breathe, the rescue team should wear appropriate PPE and SCBA set. Only after the full
test has confirmed that the enclosed space atmosphere is safe the team should proceed
without breathing apparatus.
2C.11.2 TEAM ROLES
The rescue team should consist of the following personnel:

Rev No. : 1
Team leader
This should be a senior officer. The role will be to direct the rescue effort. Therefore,
the leader should not form part of the team that enters the enclosed space
Entry team
The number of entry team personnel should be kept to a minimum. However, at least
two persons should enter the space to carry out the rescue.
Back up personnel
These should be employed to rig the rescue equipment. They ensure that the entry
team has the equipment and support necessary to carry out their task. Backup
personnel also monitor the enclosed space atmosphere. One crew member should be
assigned to assist the rescue team leader with communications and to maintain a
record of events.
2C.12 ADDITIONALLY FOR USING WORK BOATS IN TANKS
Workboat use inside the tank must be fit for the purpose.
The following precautions are needed for any work involving the use of workboats in
cargo tanks in addition to enclosed space entry precautions:
a. All deck apertures, such as tank washing plates, should be opened.
b. The workboat should only be used when the water surface is calm.
c. The workboat should only be used in tanks containing clean ballast water
d. The water level in the tank should be stationary. Under no conditions must the level
of the water rise while the boat is in use.
e. All personnel working in the compartment should wear a life vest/life jacket
A responsible person should act as a lookout at the top of the tank and if the boat is
working at a point remote from the tank hatch, an additional lookout should be
positioned a little way down the access ladder at a point where a clear view of the boat
is available.
2C.13 HIGH OXYGEN CONTENT IN ENCLOSED SPACE.
Oxygen enrichment is the term often used to describe situations where the oxygen level
is greater than in the air. Oxygen is colourless, odourless, and tasteless. The human
senses cannot easily detect the presence of an oxygen-enriched atmosphere.
A leaking valve or hose used for welding/gas cutting, in a poorly ventilated room or
confined space can quickly increase the oxygen concentration to a dangerous level.

Rev No. : 1
Spaces which are suspected to be oxygen enriched (eg Nitrogen generator room/
welding gas cutting rooms) shall have a warning poster placed at the entrance of such
space.
Oxygen enrichment results from:

a. Leaks from damaged or poorly maintained hoses, pipes, and valves
b. Leaks from poor connections
c. Opening valves deliberately or accidentally
d. Not closing valves properly after use
e. Using an excess of oxygen in welding, flame cutting, or similar processes
f. Cooling or refreshing the air in confined spaces
g. Dusting benches, machinery, or clothing
To avoid oxygen enrichment:
i Keep oxygen equipment in good condition
ii Take care during the use
iii Ensure good ventilation
iv Identify and repair the source of the leak
v Avoid placing oil, grease, and other lubricants in the vicinity of the expected oxygen-
enriched location.
The vessel should not take gas cylinders into confined spaces. Instead, use hoses to feed
the gas in; remove the hoses from the confined space when work is finished or
suspended, such as at the end of each day. Where it is not practical to remove the
hoses, disconnect them from the gas supply at the cylinder or manifold.
The atmosphere in an enclosed space is to be regularly monitored for the presence of
high oxygen percentage to detect the risk of fire at an earlier stage.
High-level alarms are to be set on gas-detecting equipment at 23% to get a warning in
case of such an occurrence.
All the spaces expected to have high oxygen concentrations in the atmosphere should
be checked from outside the space before making an entry. If high oxygen percentage is
confirmed at an alarming level as mentioned earlier, the source of oxygen should be
isolated and space should be thoroughly ventilated until the atmosphere regains its
normal oxygen content.
2C.14 PROCEDURE FOR ENCLOSED SPACE ENTRY POST FUMIGATION (FOR DRY CARGO HOLDS)
When a ship is fumigated, refer to the cargo non-tanker manual and MSDS for the entry
procedure post-fumigation.

Rev No. : 1
2C.15 PROCEDURES OF RE-ENTRY IN THE ENGINE ROOM AFTER CO2 RELEASE
1. Level 2: Risk assessment to be carried out before attempting re-entry.

2. Office to be informed and advice sought for re-entry.
3. Hot spots are to be checked at frequent intervals to ascertain if the temperature in
the E/R is reducing.
4. Boundary cooling is to be carried out continuously.
5. After CO2 release, for the heat to dissipate, it might take up to 6-8 hrs. Re-entry in
the E/R must be considered after careful evaluation of the above condition.
6. Entry is to only be attempted by TWO trained personnel wearing fireman outfits,
breathing apparatuses, FFA radio sets with safety lines attached, and sufficient
backup immediately available in case of difficulties.
7. Entry should be attempted only through the highest accessible door of the E/R. This
is recommended because CO2 is heavier than air and opening any lower access door
would result in excessive amounts of CO2 escaping. (A disadvantage of a highest-
level entry is that it forces the crew members to climb down and then up the
ladders. Secondly, it makes the rescue of the team more difficult in case something
goes wrong.)
8. If the firefighters find excessive heat upon entry, then the entry should be aborted
for 15-30 minutes. (The people making an entry should remember that the
temperature will be highest as the heat rises to the upper parts of the E/R and if
they can tolerate the heat in the upper parts, it will not present a problem as they
proceed down).
9. Once entry is successful, the firefighters are to start proceeding downwards and use
fire hoses to cool down the hot machinery surfaces. (It is important to understand
that the visibility in the E/R might be less due to smoke, even if the fire is
extinguished. It will be reduced further by the steam generation once the cooling
water touches the hot metal surface).
10. Under no circumstances, the firefighters in the E/R are to remove the SCBA set
(including the face mask), as the atmosphere will not support human life.
11. Once it is confirmed by the firefighters in the E/R that the hot surfaces are cooled
down and by checking hot spots, then the doors, vents, and flaps can be opened and
mechanical ventilation started (Crew should keep well clear of the ventilation flaps
to prevent the inhalation of noxious gases).
12. After the ventilation is carried out for enough time, a portable gas detector is used
to determine the levels of CO2 and Oxygen in the E/R. The backup party with fire
suits, SCBA, and lifelines can be sent to the E/R platforms with personal gas
detectors to determine the Oxygen content.
13. Initial ventilation must be in exhaust mode. As the CO2 concentration is highest at
the bottom, if possible, the dampers of the decks above should be closed for faster
and more effective extraction from bottom platforms.

Rev No. : 1
14. It is only after these atmospheric checks, the E/R can be entered without SCBA sets
and machinery operated.
15. The enclosed space entry permit should be issued for entry until it is confirmed back
to normal.
Important Points to remember:
a. Carbon dioxide (CO2), a compound of carbon and oxygen, is a colourless gas
with a slightly astringent smell causing coughing when inhaled.
b. At high concentrations, it is acutely toxic.
c. As it is about 50% heavier than air, it will form a blanket over a fire and smother
it.
d. Due to a lack of Oxygen after the release of CO2, human life cannot be
supported in the E/R. it takes about 15–20 seconds after the release of CO2
before the concentration within the space reaches a dangerous level.
e. CO2 has very less cooling power, so the metal surface will remain hot even after
the fire has been extinguished. Due to hot metal surfaces, chances of re-ignition
are increased greatly.
Records:
PTW 02A: Enclosed Space entry permit.
PTW 02B: Record of Personnel entering
OP-TKR-33A: Pump Room Entry
OP-TKR-33B: Pump Room Entry Log
PTW-CHEM-01A
PTW-CHEM-01B
PTW-CHEM-01C
PTW 44A: Compressor Room Entry
PTW 44B: Compressor Room Entry Log
SF 32- List of Enclosed spaces onboard
SF 33 – Certificate of Eligibility for Atmosphere Checks

Rev No. : 0
Chapter: 2D Date : 15-Dec-22
PERMIT TO WORK – UNDERWATER WORK Page : 1 of 1
2D UNDERWATER WORK PERMIT

No underwater tasks are to be carried out by ship staff. These tasks shall be normally
carried out by external agencies. When circumstances require the use of a diver
operating from the ship or from alongside the ship the Master is to assume overall
responsibility for the operations. The Company will only sanction the appointment of
properly qualified and authorized divers.
The use of any ship’s breathing apparatus equipment for any underwater operation is
strictly prohibited.
The Underwater Operations Checklist shall be duly completed prior to the
commencement of the underwater operations.
In addition, any safety precautions required by the diver shall be considered.
Underwater operations activities shall be recorded in the Deck and Engine Room Log
Book.
If the supervising Deck Officer, or any other crew member, notices any divergence from
the agreed plans or any traffic that he considers may be detrimental to underwater
safety or any other condition that causes concern, then he is to stop the operation
immediately and report his concerns to the diving team and the Master. The operation
is only to recommence once all safety problems have been resolved to the full
agreement of all parties.
Reference:
PTW 06: Underwater Operations Permit

Rev No. : 0
Chapter: 2E Date : 15-Dec-22
PERMIT TO WORK – WORK AT HEIGHT Page : 1 of 7
2E. WORK A T HEIGHT

The purpose of these procedures and guidelines is to ensure that work at a height that
is regarded as a "Critical Operation" within the Company, is properly evaluated with due
regard to loss exposure and risk.
Work at height is any work carried out “at height” on any vessel where a person could
fall a “distance” liable to result in an injury to them. “Distance” in this context does not
have a specific definition, as circumstances can vary from job to job.
‘Work at height’ does not only encompass working from a ladder or on scaffolding but
may also include:
a. Working alongside openings**.
b. Working near dangerous edges*.
c. Working outboard or on top of ships rail
d. Working aloft using a fixed or portable ladder
e. Working aloft using a temporary platform
Dangerous edges include areas such as platforms and walkways without permanent
railings or areas near collapsible/removable railings over which a person may fall.
Openings include open manholes, hatches, gratings, Butterworth openings, tank
domes, skylights, or any other opening on the ship's structure through which a person
may fall.
Personnel working at a height may not be able to give their full attention to the job and
at the same time guard themselves against falling. It must be remembered that the
movement of a ship in a seaway and extreme weather conditions even when alongside,
will add to the hazards involved in work of this type.
Personnel with less than 12 months experience at sea, should not ‘work at height’
unless accompanied by an experienced person or otherwise adequately supervised.
Based on the master's discretion, either carry out a risk assessment or a review of the
risk assessment made earlier. All control measures mentioned in the risk assessment
shall be effectively implemented.
Where personnel is required to work at height, the Deck OOW must be informed. He
shall give warning of any conditions or course alterations, which may induce the ship to
roll or pitch. He should give this warning in sufficient time for those working aloft to
descend safely and secure their equipment.
The weather should be considered before going aloft. Avoid any working aloft if the
vessel is rolling more than 10 deg.
No person may ‘work at height’ without an assistant on deck. The assistant on deck may
have other duties but shall not leave the immediate area or lose visual contact with the
person aloft.
Rev No. : 0
2E.1 USE OF PERMIT TO WORK

Permit to work for working at height must be used if the potential fall anticipated is
more than 1.5 meters.
Additional Permits to work shall be used where deemed necessary by the SMT after
carrying out a Risk assessment.
2E.2 FALL PROTECTION EQUIPMENT
Personnel working at a height of 1.5m or more should use approved fall protection
equipment.

Rev No. : 0
Anchor point means a secure point of attachment for fall arrest equipment independent
to support or suspend an employee, intended to remain stationary in case of a fall.
While selecting an anchor point following should be kept in mind for minimum ground
clearance while using a shock-absorbing lanyard.
2E.3 SELECTION OF FALL ARREST EQUIPMENT

The type of fall arrest equipment must be determined during the risk assessment. The
possible free fall distance must be kept to a minimum. If the equipment is subject to
damage by work operations, it must be protected
Work PPE Actions
Location
Fixed ladder • Body harness Basic seamanship is to be applied in
< 5 meter • Twin lanyard with Y-absorber / calculating the fall distance before
fall arrest block wherever deemed using a lanyard. The lanyards can be
adjusted to reduce the length or
possible.
increase the height of the anchor
• Anchor point point
Fixed ladder • Body harness Fixed ladders greater than 5 meters in
> 5 meter height should have a fixed guided type
• Single lanyard without absorber
fall arrestor installed and wherever it
OR remains unavailable, a Twin lanyard
with Y-absorber / fall arrest block /
Guided fall arrestor to be used.

Rev No. : 0
Twin lanyard with Y-absorber / fall

arrest block / Guided fall arrestor
wherever deemed possible.
Portable • Body harness

ladder • Twin lanyard with Y-absorber
• Anchor point
Outboard Body harness This includes rigging and stowing of
pilot and accommodation ladders,
• Single lanyard without absorber
working on the shipside using staging,
• Self-retractable reel with shock etc.
absorber
Near Body harness See below
dangerous • Twin lanyard with Y-absorber
edges and
openings on • Anchor point
the ship's
structure
Dangerous Edges
a. All dangerous edges around the ship's normal working areas must be identified and
marked clearly with high-visibility paint.
b. Obstructions near or around these dangerous edges must be highlighted.
c. Masts with hatch arrangement on platforms must be provided with means of
securing arrangement to keep the hatch secured in an open position when no work
is being performed on the mast. The hatch must always be kept closed when work is
being performed on such platforms.
Opening on ship structure
1. Where practicable, stanchions and guard rails must be permanently fixed in place in
way of such ‘openings’, even when they are closed and secured.
2. Prior to opening any hatches or removing gratings, plates, etc to such 'Openings'
permission from the Master or Chief Engineer must be obtained. Such permission
may only be granted after the Risk Assessment is completed, toolbox talk is carried
out, temporary guard rails have been fitted and suitable warning signs and high
visibility tape/cones placed highlighting the danger.
3. These openings must be closed upon work completion except where they cannot be
closed without prejudice to safety.

Rev No. : 0
2E.4 PORTABLE LADDERS

A portable ladder must only be used when there are no safer means of access and must
not be used if the height exceeds 9 meters. Work on the portable ladder must not be
performed alone.
Portable ladders must not be used as a stage or a suspended platform to work from.
They must not be used in bad weather or where the movement of the ship could cause
injury. Portable ladders must be pitched at 75° from the horizontal, and properly
secured against slipping or shifting sideways by using a rope lashing. They should be
placed to afford a clearance of at least 150 mm behind the rungs.
2E.5 PRE USAGE CHECKS
ALL tools and equipment required for work outboard or aloft, such as safety harness,
fall arrestor, ropes, buoyancy garments, tool basket, safety net, rails, cradles, staging,
planks, shackles, Bosun's chair, portable ladders, gantlines, lifebuoy with a line, safety
nets, other riggings shall be carefully checked before use. Ropes must be thoroughly
examined for damage from contact with chemicals, oil, grease, etc.
If any doubt regarding the condition of the ropes and other equipment suitable
replacement shall be done prior to use.
Record of Inventory of all tools and equipment required for work outboard or aloft to
be maintained by the vessel.
2E.6 PERIODIC INSPECTION OF PORTABLE LADDER
All portable ladders used onboard are to be clearly marked with identification numbers.
These ladders shall be checked by the chief officer or 2nd Engineer once a month.
2E.7 PRECAUTIONS WHILE USING BOSUN’S CHAIR
When used with a gantline the chair should be secured to it with a double sheet bend
and the end seized to the standing part.
Hooks should not be used to secure Bosun's chair unless they are of a type that cannot
be accidentally released/ dislodged and have a marked SWL which is adequate for the
purpose.
Personnel working on stages or boatswain’s chairs should be hauled aloft by hand only.
Winches must never be used. When applying a lowering hitch on a boatswain’s chair,
the fall must be seized back to the standing part (and not simply held back up with the
other hand).
2E.8 WORK ON FUNNEL OR UPTAKES
Before personnel is sent aloft to work on the funnel Deck and Engineering OOWs shall
be advised and the following actions implemented:

Rev No. : 0
Steam / Air valves shall be closed and lashed and the lines drain. They shall remain off
until the work has been completed.
Safety precautions shall be taken to minimise the possibility of unexpected discharges
from vents or exhausts. Plant with funnel uptakes shall not be put into operation unless
it is absolutely essential and personnel working on the funnel are at a safe distance and
have been pre-warned.
The direction and proximity of any exhaust fumes from the main engine, boilers,
generators, etc. shall also be considered in planning the work. Interference from fumes
and exhaust emissions can usually be minimised by programming work on the funnel
whilst the vessel is at anchor.
Personnel working on funnel or uptakes shall be provided with portable radios and be in
contact with OOW.
The whistle shall be tested after completion of work on funnel or uptakes.
2E.9 WORK OVERSIDE AND NEAR THE SHIPS SIDE
Work over the side is strictly regulated when the vessel is underway, however, such
work can be carried out under suitable conditions when the vessel is stopped. Any
outboard work shall only proceed on master's orders after taking all necessary safety
precautions and completing the checklist. A thorough risk assessment (Level 2) or
review of already prepared risk assessment shall be carried out to ensure the work
being carried out is adequately controlled. Avoid working overside if the vessel is rolling
more than 5 deg. Direct contact with the responsible Officer must be established during
the period of work.
Personnel working overside or within 2 meters of an unfenced deck edge must wear a
work vest/lifejacket, in addition to fall-arrest gear or a lifeline which is monitored
by a responsible person dedicated to it.
A lifebuoy with a sufficient line attached should be kept ready for immediate use.
Lifeboats or rescue boats should be ready for immediate use. Any such work should be
closely monitored/watched by a responsible person.
Where boatswain's chairs or stages are used overside, the gantlines should be long
enough to reach the water (as safety lines). A pilot ladder (or accommodation ladder)
should also be rigged a short distance aft of the stage. A lifebuoy with light and line
should also be provided on deck. One person must be present to assist on deck and
should not be given any other duties, which would detract him from his ability to
oversee those working on the stage or cause him to leave the area unattended.
A minimum of six work vests shall be maintained on board vessels to carry out overside
work. Out of which 2 work vests shall be dedicated for transfer of personnel.

Rev No. : 0
For rigging accommodation /combination ladder, the Master should steer a course to
provide good lee on the side where the ladder is to be rigged and to avoid any rolling or
pitching of the vessel. He shall provide enough illumination for the safety of the person
working on the ship side. All team members involved in the rigging of the
combination/accommodation ladder shall discuss risk assessment for rigging the
combination ladder. An experienced crewmember that is suitably attired with a
buoyancy aid and harness/lifeline along with portable radio should be allowed to work
on the shipside at the accommodation ladder. A responsible person with enough
helping hands should always monitor the safety aspects of rigging from the main deck
itself. He shall carry a radio with him also and be in continuous contact with the bridge.
The person helping on the main deck when working in the vicinity of the
accommodation ladder platform and open ship side railing, should also wear a safety
harness secured from a safe point along with a life vest.
Record:
PTW 03: Working at Height Permit

Rev No. : 0
Chapter: 2F Date : 15-Dec-22
PERMIT TO WORK- COLD WORK Page : 1 of 1
2F. COLD WORK

Cold Work means work that does not involve the generation of temperature conditions
that are likely to be of sufficient intensity to cause the ignition of combustible gases,
vapour or liquids in or adjacent to the area involved.
Cold Work includes:
a. Work on a firefighting system that reduces the system's capability.
b. Work that involves breaking containments that have or potentially have
substances/atmosphere which are:
• Harmful
• Combustible
• Toxic
• Corrosive
• Under pressure
• Elevated temperature
c. Work (Other than Electrical) that involves isolation (LOTO)
Exceptions for the cold work permit,
• The domestic freshwater system,
• Low pressure and small caliber instrument air systems below 1.5 bar,
• Chipping / Scaling / Wire brushing / Grinding / Drilling/work on Lathe/Manifold
connection and disconnection.
Record
PTW 04: Cold work permit

Chapter: 2G Rev No. : 1

PERMIT TO WORK – WORKING ON DECK IN HEAVY Date : 30-Nov-23
WEATHER Page : 1 of 1
2G. WORKING ON DECK IN HEAVY WEATHER

Working on deck in heavy weather shall only be limited for the purpose to avoid an
immediate threat to safety or the environment. Such work shall have a direct impact on
the safety of the person, equipment, or environmental protection. The extent of
engagement of the person working on the main deck shall be restricted to a period until
sufficient additional safety precautions have been adopted to survive adverse weather
conditions. Work to be carried out on the deck in adverse weather conditions shall not
fall under categories that require any other permit to work.
Master shall use his experience in assessing the weather condition and suitability to
allow the person on deck.
Prior to commencing any work on deck proper risk assessment shall be carried out by
the deck team. Master shall appraise the situation to the managing office. He shall
consider the alteration of course and speed to provide safe working conditions. If
required, the vessel can take heavy weather ballast in consultation with the office.
People on deck shall work in groups. They shall be equipped with a life vest/ lifejacket
and safety harness attached to a strong point (If work scope allows). Their movement
route shall be well-illuminated, sheltered, non-slippery, and supported by handrails. The
working team shall carry a portable radio with them so that they can contact the officer
on watch at regular intervals. An attendant shall be nominated who can keep a close
lookout on the person working on deck from the accommodation.
Record:
PTW 08: Working on deck in heavy weather

Chapter: 2H Rev No. : 1

PERMIT TO WORK – LIFEBOAT/RESCUE BOAT Date : 30-Nov-23
OPERATION AND MAINTENANCE Page : 1 of 2
2H. LIFEBOAT/RESCUE BOAT OPERATION AND MAINTENANCE PERMIT

This Permit shall be used in the following circumstances:
a. Moving the Lifeboat/rescue boat from the stowed position or swinging out to deck
level.
b. Launching a lifeboat/rescue boat in the water.
c. Maintenance on Lifeboat/rescue boat or Launching arrangements including below:
• Maintenance of boat hook release systems
• Maintenance on davits and winches
• Lubrication schedule of lifeboat/rescue boat, davits, and winches.
• Painting and stenciling on lifeboats/rescue boats or davits.
• Lifeboat/rescue boat Entering, lowering, & inspection.
2H.1 LIFEBOAT / RESCUE BOAT WATERBORNE LOWERING
The boat shall be lowered into the water by lifting the brake from the lowering team on
the vessel deck or by self-release wire from the boat itself. If the vessel chooses to
lower the boat without any person inside, the person for the operating boat might be
lowered using an embarkation ladder or using another service boat provided office
approval has been sought beforehand.
No person shall be inside free fall lifeboat if the boat is being lowered using a davit.
For the davit launched lifeboat/rescue boat, whenever it is intended for drill purposes
to lower the boats to the water, the release gear mechanisms, and Fall Preventer
Device, should first be checked by a responsible Officer to confirm that they remain
correctly set. Thereafter, the boat should initially be lowered empty, with no occupants,
to a position 3 to 4 meters above the water, before being recovered and personnel
allowed to board. The lifeboat must not be lowered or hoisted with personnel on board
in ports which restrict the same (eg: Pilbara ports authorities- Australia). Hence the
permission from the ports should be seeked along with any special conditions of the
particular port.
The hooks can be released from the helmsman's position. As this release is capable of
being operated without the boat being in the water, care must be taken for the davit
launched lifeboat that the boat is waterborne before its operation.
FPD fitted on each hook in a davit launched lifeboat can either be in form of synthetic /
wire strops of sufficient strength or the form of an inbuilt pin.
The fitting of free-fall lifeboats presents a particular set of problems with respect to
waterborne drills. The area aft of the vessel needs to be clear of moorings and have a
clear area of sufficient size to allow the boat to run.

Chapter: 2H Rev No. : 1

PERMIT TO WORK – LIFEBOAT/RESCUE BOAT Date : 30-Nov-23
OPERATION AND MAINTENANCE Page : 2 of 2
2H.2 SAFETY DURING LIFE/RESCUE BOAT MAINTENANCE

Any checks and/or maintenance carried out on lifeboat/rescue boat equipment shall be
subject to a formal Risk Assessment which shall be discussed by those involved in the
activity. Other safety practices that are required to be followed during boat
maintenance are as follows
a. Working on the outer periphery of an enclosed lifeboat, its davit, or any place
beyond the railing on the embarkation deck of a rescue boat (if the vessel is fitted
with a fast rescue boat) should be treated as work aloft and PTW 03 must also be
followed.
b. Work inside the lifeboat/ rescue boat must not be carried out alone.
c. If possible, work on the outboard side of the lifeboat/rescue boat and the top of the
enclosed boat shall be planned for anchorage or berth or during the quarterly
lifeboat launching drill. If the urgency of the task requires work to be carried out at
sea, then the vessel shall send a risk assessment of the task to the office for
approval.
d. OOW must be informed prior to and post every boat work.
e. A notice board (as shown below) shall be permanently displaced near
lifeboat/rescue boat approaches to remind personnel of safe boat entering
practices.
f. Fall Prevention Devices/Maintenance Strops for the duration of maintenance shall

be used for a davit launched lifeboat/rescue boat.
g. For maintenance on the hook release system, it must be ensured that the boat is
properly secured and the load of the boat is either on a fixed structure (Lifeboat
davit in case of free fall lifeboat) or the load has been taken by certified lifting
equipment. Lifting equipment used for taking the load of the boat should have
adequate SWL in accordance with the weight of the boat.
PTW 09: Lifeboat / Rescue boat Operation and maintenance permit

Rev No. : 0
Chapter: 2I Date : 15-Dec-22
PERMIT TO WORK – ELEVATOR MAINTENANCE Page : 1 of 13
2I. ELEVATOR USAGE

Elevators must be used safely and carefully as recommended by the maker. Following
precautions must be observed while operating the elevators for the safety of persons
and for better maintenance of elevators.
a. Always use the door open button to reopen the door instead of holding the door by
hand or foot.
b. Do not keep the door open for a long period by blocking the safe guard
c. Emergency stop/Test button to identify and mark clearly.
d. In case of hand moved hinged doors, adjust the door closer in a way that the door
does not “slam shut”.
e. Safety interlocks on lift doors and for the trap door must be regularly checked
(Should be included to PMS System).
f. Emergency Alarms fitted in the lift must be tested regularly (Should be included to
the PMS).
g. Regular examination and testing should be carried out.
h. Lifts shall not be used during emergencies and in rough sea conditions.
In the event of an elevator emergency, use the alarm, help button or telephone to call
for the assistance.
A person must be continuously standing by in order to ensure safety of the person
carrying out the job.
The following are not permitted to use the vessel’s elevator together
• Two senior officers/Engineers of the same department
• Electrical officer along with another senior engineer
This restriction is also applicable for entry into the elevator shaft during the maintenance
period.
2I.1 ELEVATOR MAINTENANCE
The permit to be used in following cases,
• Person working on top of cage
• Person working in Pit
• Person working on or inside elevator by keeping landing door open while positioning
himself on accommodation/Engine room deck.
2I.2 HAZARDS
Performing maintenance work on elevator on ships can be hazardous.
Types of hazards generally faced by Electrical Officers and others in their working
environment when they carry out the maintenance work include:
a. Mechanical hazards, such as:
Rev No. : 0
• Crushing e.g., hit by counterweight or rail brackets

• Shearing e.g. caught by moving or rotating machines
• Pinching e.g. caught in-between moving objects
b. Electrical hazards
c. Fall from height, such as:
• Falling from car top
• Falling through temporary open sides or gap
d. Falling objects
It is necessary to perform elevator maintenance to ensure the safe and proper
operations of the elevator. In general, there are two types of maintenance work to be
performed:
a. Routine maintenance, such as:
• Lubrication
• Cleaning
• Inspection.
b. Non-routine maintenance, such as:
• Troubleshooting and doing emergency repairs
• Replacing worn or damage components e.g. cables, parts of elevator doors, and
machine bearings but does not affect the characteristics of the installation;
• Resetting and re-adjustment
• Job that requires special tools (e.g. cutting equipment, rigging equipment and
heat generating equipment)
• Assisting in or performing rescue operations
The following operations are considered as non-maintenance work:
c. cleaning of external part of the hoist way
d. cleaning of inside of elevator car
e. changing of major component such as the machine, the car, the control panel, etc
The crushing hazards in elevator maintenance operations can be caused by:

Rev No. : 0
1. Trapped between the ascending elevator car and the soffit of the elevator shaft
2. Trapped between the ascending elevator car and the door
3. Trapped between the descending elevator car and elevator shaft structure or
counterweight inside the elevator shaft
4. Trapped between the descending elevator car and the bottom of the elevator pit.
5. Pinching of fingers where ropes come into contact with pulleys and sheaves

Rev No. : 0
6. Contact with Non-finger safe termination blocks
7. Falling off car-top platform
8. Falling into the hoist way from open elevator landings

Rev No. : 0
9. Hand tools falling from elevator car top down to hoist way
10. Equipment falling through the landing door down to hoist way
11. Cutting, Shearing & Pinching hazards

The cutting, shearing and pinching hazards in elevator maintenance operations can be
caused by:
e. Landing door panels
f. Sharp corners of machine beams, under car channels etc
2I.3 WORK PROCESS:

Responsibilities:

Rev No. : 0
Chief Engineer
- Ensure all persons working on elevators have been instructed in safe elevator
maintenance practices.
- Ensure that the work task is conducted safely and in accordance with this
procedure.
- Supervise or assign a safety attendant to supervise the work activity.
- Ensure that a Risk Assessment, Toolbox meeting and where applicable Permit to
Work and/or Lock Out Tag Out is applied.
- Ensure that requirements relating to elevator electrical safety devices are
followed always.
Persons Conducting Elevator Work
Follow the requirements of this procedure always and apply safe working practices.
Process:
Pre‐Work Requirements
• Only personnel who have been instructed in safe elevator working practice must
be assigned to perform elevator inspections and/or maintenance.
- Before commencing work:
- Conduct a Risk Assessment (RA).
- Conduct a Toolbox Meeting
- Determine if a Permit to Work (PTW) and/or Lockout Tagout (LOTO) is
required.
- Approval from Office for any maintenance outside the Elevator cage.
- Review and follow ship/equipment specific elevator safety instructions.
- All maintenance for Elevator outside the cage to be considered similar to
critical equipment maintenance job.
• Ensure the elevator cab does not contain a person(s) prior to taking out of
service.
• Establish and maintain a safe work site including:
- Securing the work site to prevent unauthorized access using physical barriers
and placement of hazard warning signs.
- Posting hazard warning signage on elevator machinery electrical control
cabinets located in machinery rooms.
- Manning and guarding the entrance throughout if the elevator landing door
is open during work
• Notify Engineer Officer on Watch if work involves taking an elevator out of
service. Work on elevator cab tops only if there is no alternative. Where
required, the elevator must be fully isolated or switched onto “Inspection”
Drive.

Rev No. : 0
• Perform entry into an elevator pit/well only when the elevator has been
disabled to prevent movement of the cab during the work task.
g. Establish communication between entrant and the safety attendant using
hand-held radio devices before entering an elevator shaft or pit/well.
Work Requirements
• At least two persons must be involved in any work within the shaft or pit/well,
where one person performs the work, while the other acts as a safety attendant.
The safety attendant must:
- Be in permanent attendance outside the elevator shaft or pit/well, or on an
adjacent deck or in the elevator machinery room always while work is in
progress.
- Provide assistance including equipment isolation.
- Know how to raise the alarm in the event of an emergency.
Never fit an elevator hand‐winding device without first isolating the power supply.
Elevator Electrical Safety Systems
• Electrical safety devices such as door interlocks must never be disabled/by‐
passed while the elevator is in normal service.
• If disabled for inspection and/or maintenance purposes, they must be enabled
immediately upon work completion and before the elevator is placed back into
normal service.
• Jumper cables used to disable safety devices during inspections and/or
maintenance must be of a type approved by the pertinent elevator
manufacturer and visually different than the permanently installed wiring /
cables. (e.g. prominently labelled and of a contrasting color to normal cables)
• The entire elevator safety system must never be completely disabled.
Failure to follow safe working practices associated with elevator electrical safety
systems will result in disciplinary action up to and including termination of employment.
Ship and Equipment Specific Elevator Safety Instructions
Ship and equipment specific safety instructions must detail safe working practice to be
followed including precautions to be taken for the following work tasks:
• Safe access to the elevator cab top.
• Safe riding on cab top.
• Safe work in elevator pit/well.
• Safe work within the confines of an elevator shaft (Includes panoramic
elevators).
• Safe work on elevator machinery located inside elevator machinery rooms.
• Safe retrieval of stranded persons inside an elevator during emergency or
elevator malfunction.

Rev No. : 0
• Safe use of devices used to by‐pass safety circuits

2.9.1 WORKING ON CAR TOP AND PIT
Safety precautions when working on car-tops:
▪ Familiarize yourself with the position of the car and counterweights of the car
being accessed as well as any other cars/counterweights in the vicinity and take
appropriate measures to keep yourself and others away from hazards.
▪ If movement of the car is needed while on top of the car, be sure to have a firm
hold on the crosshead, or other part of the car structure.
▪ Never stand or sit on the crosshead when the car is moving.
▪ Never hold onto the ropes, sheaves or sheave guard.
▪ If the car-top is not clean (i.e., oil, grease), clean it prior to performing any
activities.
▪ Verify proper operation of car-top inspection operating buttons.
▪ Where outlets are provided, use a grounded portable light with a suitable, non-
conductive or grounded lamp guard and reflector.
▪ Electrical cords are not to be hung on car or counterweight ropes.
▪ When a car-top operating device is available and operational, use it to operate
the car instead of depending on an operator in the car.
▪ If car-top operating device is not available and you must ride on top of the car
ensure:
• The person on the car-top shall identify and be positioned in a safe refuge
space. Do not enter areas marked with Red and White strips.
• The operator in the car is briefed on the signals to be used.
• The operator in the car repeats instructions each time before moving the
car.
• That hall buttons cannot control the car.
• The operator shall only run the car on the slowest possible speed and
only in the specified direction.
• In the case of single and collective-operation elevators or any elevator
whose reversal at the terminals is automatically controlled, instruct the
operator to reverse the direction of the car before the terminals by
means of the reversal switch in the car.
▪ When a fall hazard exists, fall protection shall be used. (See Section 4.)
▪ Wire ropes shall only be inspected or lubricated when the car is stopped. Avoid
pinch points.
▪ When opening hoist way doors from the car-top, do so slowly so that no one
steps in from the landing thinking a car has arrived.
▪ Observe overhead clearances.
▪ Use extra care when working on car-top s that are curved, domed, or located in
unenclosed hoist ways.

Rev No. : 0
▪ Do not leave parts, lubricants, etc. on the top of elevator cars. This is a violation
of the safety norms.
▪ The car-top emergency exit shall remain in the closed position except when
passing through same.
▪ Before performing repairs from car-top, with the car at or above the top landing,
place a ladder in car under top emergency exit to provide means of exiting from
car-top.
Car-top Access (Top-of-Car) / Egress Procedure
Besides examination, inspection, maintenance and adjustment work that must be done
on the car-top, there is a considerable amount of work in the hoist way which must be
done from the top of the car and, at times with the car in motion.
Accessing Car-top
Prior to accessing the hoist way always verify that the elevator has arrived before
stepping into or on the car.
▪ Capture the elevator and take it to the top access landing.
▪ Establish down demand by activating 2 car calls (COP).
▪ Using an approved door unlocking device, stop the elevator in flight to verify the
door interlock by opening the hoist way door no more than 6 inches (car should
have stopped). Be sure to stop the elevator in a safe position to safely reach the
car-top inspection run box.
▪ Insert proper door wedge tool and place the car-top stop switch in the “STOP”
position, turn on light, remove your door wedge tool and allow the doors to
close Note: If the switch cannot be accessed from the landing, lockout/ tagout
procedure must be followed prior to accessing the car-top.)
▪ Wait ten seconds and open the hoist way door no more than 6 inches to verify
the car-top stop switch is working. Car should not move.
▪ Insert proper door wedge tool and place the car-top inspection switch in the
“INSPECT” position and the car-top STOP switch to “RUN”. Remove your door
wedge tool and allow the doors to close.
▪ Wait ten seconds and open the hoist way door no more than 6 inches to verify
the car-top inspection switch is working. Car should not move.
▪ Insert proper door wedge tool and activate car-top STOP switch to “STOP”
position.
▪ Locate a safe refuge area and access the car-top.
▪ Remove door wedge tool and allow doors to close.
▪ Proceed with necessary tasks in hoistway ensuring car-top station remains on
INSPECT and stop switch is in the “STOP” position when work is being
performed.

Rev No. : 0
CAUTION: Be sure you have a surface to stand on that will support your weight. Don’t
stand on the car top emergency exit or the fan unit and use special care where the car-
tops are curved or domed.
Exiting Car-top
▪ Position car-top level with the egress landing. When a hoistway access switch is
provided, position the top-of- car at the landing where the top access switch is
located.
▪ Place the car-top stop switch in the “STOP” position.
▪ Check for tools, keys, rags or any other equipment.
▪ Slowly open hoistway door and place door wedge tool into the sill.
▪ Step off car-top onto landing.
▪ Place the inspection switch in the “NORMAL” position.
▪ Place the car-top stop switch in the “RUN” position and turn off the car-top work
light.
▪ Remove door wedge tool and close hoistway door to engage pickup rollers with
door clutch.
▪ Verify elevator is operational by placing a hall call.
Pit Safety
General
▪ Many serious injuries occur every year, entering and exiting pits. Every
employee must be aware of the hazards before entering a pit. Some of the more
common hazards are:
• Inadequate refuge space
• Inadequate lighting
• Improper access
• Tripping hazards
• Unsafe or lack of pit ladders
• Moisture/water/oil
• Moving equipment
▪ Take appropriate steps to minimize these hazards and any others that are
identified.
▪ Where an access ladder exposes a person to a fall hazard of 6 ft (1.8 m) or
greater; and
• The ladder is further than 29.5 in. (750 mm) from the interior edge of the
door frame; or
• The ladder or handhold extends less than 42 in. (1067 mm) above the
access landing,
• The clearance between the ladder rungs and side wall is less than 4.5 in.,
a hazard assessment shall be conducted to identify the necessary safety
precautions.

Rev No. : 0
▪ Before entering a pit, familiarize yourself with the position of the car and
counterweights for the car being worked on as well as any other
cars/counterweights in the vicinity.
▪ Control of the car shall be obtained prior to entry into the pit.
Safety precautions when working in pits:
▪ Locate a safe refuge area and be prepared to enter same at a moment’s notice.
▪ Ensure that all portable lights and tools are connected through a Ground Fault
(GFCI).
▪ Take care to protect all lighting from damage.
▪ Do not work in a pit with standing water.
▪ Never “jump” into a pit – always use the access ladder or a portable ladder.
▪ Always check your shoes for oil/grease prior to climbing.
▪ Use both hands when using ladders entering or exiting the pit.
▪ Be aware of moving equipment (i.e., counterweights, motors, belts, and
sheaves) and ensure that clothing and hands can’t get caught in them.
▪ Avoid smoking or open flames while in the pit.
▪ Use proper hand protection while cleaning pit.
▪ Never place your body under the car and have the car lowered to or below the
bottom landing.
▪ Never stand in counterweight runway, under compensating chains or straddle
over the traveling cable(s) loop.
▪ Never use wooden timbers to support car or counterweights.
▪ Do not leave parts, lubricants, cleaning equipment, etc. in the pit. This is a
violation of the safety norms
Elevator Pit Access/Egress Procedure

Accessing Pits
▪ When the movement of the elevator is required, the following procedure shall
be followed in lieu of the Lockout/ Tagout procedure.
▪ Lockout / Tagout procedures are required if movement of the elevator is not
needed to complete the work being performed.
▪ Tag the elevator out of service by placing a sign on the controller stating
“ELEVATOR IS UNDER THE CONTROL OF A SERVICE PERSON - DO NOT OPERATE.”
▪ Install barricades if the hoist way door is going to be open more than 5 in. (125
mm) while performing your work.
▪ Capture the elevator and place two car calls to upper floors to establish an up
demand. As the elevator moves away from the landing, open the hoist way door
with a hoist way door unlocking device key to insure interlock stops the elevator.
▪ Before accessing the elevator pit, place a door wedge tool in the sill to ensure
that the hoist way door(s) will not shut, turn the pit light on and place the pit
stop switch in the “STOP” position.

Rev No. : 0
▪ If the pit does not have a pit stop switch, the lockout/ tagout procedure is to be
implemented before entering the elevator pit.
▪ Standing outside the hoist way, remove door wedge tool and close the hoist way
door. Enter a hall call and wait 10 seconds to verify the elevator will NOT RUN
and to verify that the pit stop switch is working.
▪ Once verification of the pit stop switch operation is complete, open the hoist
way door, place a door wedge tool back into the sill, do a mental and visual job
hazard assessment and locate a safe refuge space.
▪ Carefully enter the pit. Close doors to about 6" and use door wedge to block.
▪ If operation of the elevator is necessary:
▪ The car is only to be operated on inspection operation from either the
car-top with car-top inspection operation, by a qualified elevator person.
The person operating the car and the person in the pit shall establish and
maintain two-way communications.
▪ Remove the door wedge tool and allow the hoist way door to close.
▪ Place the upper pit stop switch in the “RUN” position.
▪ Stand on the pit floor and be prepared to stop the movement of the elevator
with the pit stop switch.
CAUTION: Never stand on the pit ladder when the pit stop switch at the access landing
is in the “RUN” position, unless two pit stop switches are provided and the lower switch
is in the “STOP” position.
Exiting Pits
▪ Verify lower pit stop switch, where provided, is in the “STOP” position.
▪ Verify pit stop switch at access door is in the “STOP” position.
▪ Place lower pit stop switch in the “RUN” position.
▪ Remove pipe stands (hydraulic elevators).
▪ Slowly open hoistway door and place a door wedge tool into the sill. Exit the pit.
▪ Turn the pit light off.
▪ Remove door wedge tool and close hoistway door.
▪ Place the car back into service and test the operation by registering a call
Machine Room Safety
▪ Access to machine rooms, as well as working in the machine room itself, can be
hazardous if proper precautions are not taken. It is very important that you have
the ability to recognize potential hazards and are aware of the proper
precautions to take when they exist.
▪ Machine rooms shall be secured from unauthorized access.
Access to the machine room
▪ Just getting to a machine room can be hazardous, so recognizing potential
hazards and taking steps to correct or avoid them is very important. Some of the
more common hazards are:

Rev No. : 0
▪ Lighting - If the stairwell or hallway area is not well lit, use a flashlight or other
temporary lighting until the situation can be corrected – Don’t just “feel your
way” in the dark.
▪ Unsafe ladders (two level machine room), always check the condition of the
ladder before climbing.
▪ Never climb a ladder with tools in your hands. Use a rope to pull tools up.
▪ Safety norms requires the door to be operable from inside the machine room
without the need to use a key.
PTW 07: Elevator Maintenance permit

Chapter: 2J Rev No. : 0

Date : 15-Dec-22
PERMIT TO WORK – ELECTRIC WORK ON LOW, MEDIUM 1 of 7
Page :
AND HIGH VOLTAGE EQUIPMENT
2J. ELECTRIC WORK ON LOW, MEDIUM AND HIGH VOLTAGE EQUIPMENT

CLASSIFICATION OF VOLTAGES
Low Voltage (LV)

A voltage not exceeding 1kV AC.
DC voltages are normally low voltage. Where DC voltages are involved, this shall be
indicated, e.g. as 24V DC. Where AC and DC voltage are both referenced no indication is
necessary, e.g. 24V.
Operator
A person who through the course of their normal duties is required to operate
machinery and equipment. An operator in the role of duty watch keeper for example,
with the necessary training and experience, may start and stop simple machineries on
deck and in the engine room.
An operator in the role of Cook may start Galley fans and switch on/off Galley
equipment. An operator does not necessarily need to understand the principle of
operation of machinery and equipment but must know how to operate it safely. The
Operator can do non-electrical work on dead electrical equipment that does not require
access to electrical conductors. Examples are changing of light bulbs including
navigation light bulbs, switching on/off Galley equipment isolator for clearing purposes
etc.
Electrical Operator (This is equivalent to Competent Person in ESR)
A person with the necessary knowledge and experience to undertake the task and
activities assigned to them, and has sufficient electro-technical knowledge and
experience to recognise and avoid danger.
An Electrical Operator can be an Engineer Officer, Deck Officer, senior cadet or member
of the crew provided he meets the minimum competence requirement and/or can
demonstrate awareness of the job to be completed.
Electrical Person
An officer with the high level of electrical competency described in RES001 Competence
tables and able to safely undertake maintenance and fault finding on the ship's
electrical equipment.


Date : 15-Dec-22
Page :
An Electrical Person is normally an Electrician, an Electrical Officer or a Marine Engineer

with electrical responsibilities. An Electrical Person is assigned roles and duties by the
Chief Engineer involving the day-to-day electrical safety onboard the ship. There may be
more than one Electrical Person onboard.
Electrical Power System
All electrical installations and electrical equipment provided for the purpose of
generating and distributing electricity.
Portable electrical equipment, supplied via a plug and receptacle is not part of the
electrical power system.
Hazards of wearing while working on or near electrical equipment or systems.
An electrocution risk exists when jewellery made of conductive metal is worn around
live current.
Furthermore, the safety concern of jewellery worn around electric circuits is not limited
to electric shock. It is also a concern around low-voltage circuits where high current
through a ring or bracelet (caused by bridging two conductors with the jewellery) can
cause the jewellery to heat up and burn the skin.
Matrix as per the Electric work
Activity EPTW Operator*1 Electrical Electri Electrical Comment
Req’d operator cal Person
(ESR- Perso MV
Competent n
Person)*2
Operations: No Yes Yes Yes Yes * Only if
Operating local machinery can’t
controls on be operated
starter panels remotely.
Single point * Arc flash
isolation danger
Operation: No Yes Yes Yes Yes * Arc flash

danger
Operating locally Single point
switching device isolation
< 630A


Date : 15-Dec-22
Page :

(ESR- Perso MV
Competent n
Person)*2
Operations: Start No No Yes
or stop an electric
generator set
from a remote-
control station
and initiate
automatic
synchronising.
Operations:
Manually
No No Yes
synchronise and
connect an (when
electric generator assigned by
set to a Chief
switchboard. Engineer)
Removal/replace As No Yes * Equipment
appro must be isolated
ment of fuses
priate and there must
be no risk of
touching nearby
live components
When Yes Yes * Use an
assigned approved fuse
by Chief puller.
Engineer
(<230V &
current
rating <15A)
Work: Change No Yes Yes Yes Yes * Isolation
light bulbs manual
including
navigation light
bulb. *3


Date : 15-Dec-22
Page :

(ESR- Perso MV
Competent n
Person)*2
Working on LV Yes Yes, as a Yes, as a Yes Yes * LOTO
equipment dead. member of a member
working of a working * with limited
Party Party exceptions
Checking of No No Yes Yes Yes * Arc flash
switchboard or danger
electrical
equipment
rooms, including
lamp tests
Internal visual No No No Yes Yes * PPE
inspection of live Requirements as
LV electrical per Arc flash
equipment >200 permitted
mm proximity activities
Operations: No No No Yes Yes * Increased Arc
flash danger
Operate locally
switching device
> 630A
Operations: No No No Yes Yes * A ship specific
hazard analyses
may prohibit this
task.
Rack in/ out LV *Increased Arc
circuit breakers flash danger
externally with
switchboard live.
* Only with all
switchboard
covers and doors
in place.


Date : 15-Dec-22
Page :

(ESR- Perso MV
Competent n
Person)*2
Operations: No No No Yes Yes * Due to MV
switchboard
design
requirements, if
all doors are
secured arc flash
risks are limited
Rack in/ out MV * Preferable
circuit breakers with
with switchboard switchboard
live. dead.
Withdrawing a Yes No No Yes Yes * If at all
motor starter possible, with
from a group the board dead.
starter board
* Increased arc
supplied from a
flash danger
breaker < 630A.
* LOTO
Withdrawing a Yes No No Yes Yes * Only allowed
motor starter with the board
from a group dead or special
starter board risk mitigating
supplied from a measures
breaker > 630A. applied.
* Office
permission
Increased Arc
flash danger
* LOTO
Working on No No No Yes Yes * Arc flash
equipment (live danger
or dead)


Date : 15-Dec-22
Page :

(ESR- Perso MV
Competent n
Person)*2
Working on live Yes No No Yes Yes * Arc flash
control gear danger.
where there is no
* LOTO
power cables
terminations, bus
bars, or switching
devices present.
Working on live Yes No No Yes Yes * Arc flash
LV electrical danger.
power systems
* LOTO
supplied by a
MCCB rated < 630
A
Working on live Yes No No Yes Yes * Increased Arc
equipment flash danger.
supplied by a
* LOTO
MCCB rated >630
A
Working close to N/A No No No No * In extreme
exposed bus bars, cases this may
or high power be allowable
cable when
terminations (LV) considerable
precautions
have been put in
place
Office
permission
Work on live MV N/A No No No No Strictly
equipment Prohibited
N/A No No No No * Prohibited


Date : 15-Dec-22
Page :

(ESR- Perso MV
Competent n
Person)*2
Work live No voltage
equipment in a limits.
hazardous area.
Work on dead Yes Yes, as a Yes, as a Yes Yes * LOTO
equipment in a member of a member
hazardous area. working of a working
Party Party
Work on dead Yes Yes, as a Yes, as a Yes, as Yes * LOTO
MV equipment (MV) member of a member a
working of a working memb
Party Party er of a
workin
g Party
Insulation testing No No No Yes Yes * An electrical
LV equipment operator may
operate an
insulation test
meter if
supervised by a
electrical
person.
Insulation testing Yes No No No Yes * LOTO
MV equipment (MV)

Rev No. : 0
PERSONAL PROTECTIVE CLOTHING AND PROTECTIVE EQUIPMENT Page : 1 of 2
3.1 PROVISION OF PROTECTIVE CLOTHING AND PROTECTIVE EQUIPMENT

The company provides protective clothing and equipment to all personnel serving
onboard the company ships.
Personnel shall, at all times, use appropriate PPE suitable for the operation/task to be
carried out as instructed by the Master or departmental heads. Failure to adhere could
result in disciplinary action being taken onboard.
The company will supply suitable PPE for all normal shipboard operations. The chief
officer and chief engineer are responsible for ensuring sufficient stock is maintained
onboard.
PPE is the last line of defence and should be used as the last barrier after all risk mitigating
methods are already implemented.
It should be noted that the use of PPE may itself cause a hazard. For example, through
reduced field of vision, loss of dexterity or agility.
3.2 SELECTION OF PPE
Before commencing any task, risk assessment to be carried out to identify the hazards
associated with the task. Using these hazards as a guide, PPE matrix should be referred
for the specific task.
Compliance with the company PPE guidance chart is mandatory.
Use of filter masks/ canister masks are not allowed on board company vessels except in
some cases of gas carriers (or some specific flag state requirements) where proper risk
assessment has been carried out for use of such masks.
When working for prolong period in fridge room and when the climate dictates, thermal
suits are to be used.
Specialized PPE when required by operation manual or industry practise shall be worn
while carrying out high risk task (For e.g. handing high pressure equipment, hydro
blaster, handling razor wire etc.)
3.3 MAINTENANCE OF PROTECTIVE CLOTHING AND EQUIPMENT
Protective clothing and equipment must be properly maintained as per manufacturer’s
recommendation and the planned maintenance system. They should be regularly
inspected and where appropriate, operationally checked. All necessary repairs, cleaning,
decontamination or component replacement should be undertaken without any delay.
Manufacturer’s guidance on expiry of PPE shall be adhered.
Rev No. : 0
PERSONAL PROTECTIVE CLOTHING AND PROTECTIVE EQUIPMENT Page : 2 of 2
PPE such as boiler suits, safety shoes, safety goggles and helmets (including chinstraps)
should be checked by the individual who is wearing it, prior to use and any defects noticed
should be reported to department head for a replacement. PPEs, which are placed in
common locations such as Eye wash, Safety harness, Chemical suits etc should be checked
by Chief Officer and Second engineer on monthly basis.
3.4 PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE)-
PPE matrix shall be displayed in ECR, CCR, Galley and all other work-related places in
accommodation (ie: Changing room, Toolbox talk room, ship’s office etc)
Flip-flops are not allowed for use outside the cabin.
Please refer Appendix 03-PPE
3.5 UNIFORM
Deck Officers are to wear uniform during the pilotage, Follow the bridge poster for
guidance.
Its master’s discretion for use of uniform as deemed necessary at other times.
All seafarer to wear clean and appropriate attires while accessing the common places
onboard.
Rev No. : 1
CHAPTER 4 Date : 30-Nov-23
ISOLATION PROCEDURE Page : 1 of 11
4. ISOLATION PROCEDURE
The intention of the isolation procedure is to effectively safeguard personnel against
accidents or potential accidents which may occur as a result of:
1. The unexpected and/or uncontrolled release of hazardous energy (e.g. Gravity,
Motion, Mechanical, Electrical, Pressure, Temperature, Chemical, Biological,
Radiation and Sound). The energy sources may have categorized as -
Live: Systems with flowing or moving energy e.g, live electrical circuit or fluid moving
through a pipeline.
Stored: Systems that has restrained energy e.g., compressed or stretched spring, stored
electrical energy and static pressure in a pipeline.
2. The unexpected and/or uncontrolled release of hazardous substances (including
vapours).
Depending on the hazards involved in work requiring a permit, isolation requirement will
vary. The isolation procedure complements other permit to work system, by safely
securing devices identified for control in the Risk Assessment that is carried out prior
commencement of any work requiring permit.
The following are examples of situations where the application of the isolation procedure
is required:
a. Work on electrical systems / equipment where contact with live connections is
possible.
b. (Electrical Work Permit is required for All Electrical Jobs, High Voltage Maintenance &
Elevator Maintenance jobs)
c. Work on systems where automatic, remote, or inadvertent activation of equipment
could result in personal injury or damage.
d. Work where the release of liquid or vapor from lines or pressure systems would be
hazardous to personnel, the vessel, or the environment. (Cold Work Permit)
e. Work on pressurized systems such as pneumatic, hydraulic etc.
Isolation procedures are incorporated in each permit to work system and should be used
to ensure that all forms of residual energy are addressed.
The locks / tags put in place must be clearly identified in the respective work permit.
Where applicable procedures for starting and stopping the equipment that is isolated
must be established and attached with the permit.
For securing and identifying isolation points, Locks and/or Tags can be used as explained
below.
Each vessel will be supplied with standard LOTO kit with Tags as well as Locks of various
sizes and shapes. These are to be used for effective Lock Out during maintenance work
on any machinery, electrical systems, pipe lines etc.

Rev No. : 1
There will be a user manual and a training CD along with each LOTO kit.
All vessels to carry out the required training on LOTO kit using the training materials
provided.
It is advised that the Lock out and Tag Out is carried out by the person in charge of the
job.
The LOTO kit shall be kept under the custody of Chief Engineer / Chief Officer and shall
be issued to the person in charge of the task during the Toolbox meeting.
LOCKS
A lock shall be used on any system / equipment where means is provided such as a latch,
cover, handle, etc., which can be used to lock the system or equipment in a closed,
inoperative, or isolating position, such that the hazardous substances or energy cannot
be unexpectedly released.
Where such a locking mechanism does not exist, locking of the system or equipment may
be affected using a chain, bar plastic cable ties (tie-wrap), seals or other such devices,
which physically prevent operation without removal of the lock.
Where key-operated locks are used, the person whose name appears on the tag as having
applied the lock shall retain the keys to each.
Where a protective device or system is not lockable, a tag shall be used instead.
a. For group locking on energy hasp should be used.
b. Group lockout box should be used for group lockout tagout.

Rev No. : 1
c. Scissor Cable or Round cable lockout can be used to lock multiple hazardous energies
instead putting individual locks & tags.

Rev No. : 1

Rev No. : 1

Rev No. : 1

Rev No. : 1
Notes:
Lock & Tag should be used with all loto products.
Records of inventory of specialist Lock Out/Tag Out equipment should be maintained with the
vessel.

Rev No. : 1
TAGS
Tags are used for ALL isolations under this procedure, including those that are locked.
Their purpose is to:
a. Identify the isolation device(s) which is/are being used to protect personnel from the
possible release of hazardous substances or energy.
b. Give warning against unauthorized operation of the isolation device.
c. Identify who has the authority to remove the lock / tag.
Tags shall be attached by substantial means and a one-piece plastic cable tie is highly
recommended.
When working on electrical or electronic equipment on a ship, the risks of electric shock
are usually much greater than they are ashore because wetness, high humidity and high
temperature (inducing sweating) reduce the contact resistance of the human body. In
such conditions, severe and even fatal shocks may be caused at voltages as low as 60V
which may cause the heart to quiver or stop in which case breathing will stop. Before
starting work on electrical equipment, always isolate it from the power supply by
removing the plug from the socket, removing fuses or locking circuit-breakers open.
Always test the circuit to make sure that it is dead. Never work on or near live equipment
unless absolutely necessary. Under such circumstances, carry out Level 2 Risk
Assessment; avoid contact with bare metal; remove your wrist watch and rings and stand
on a dry insulating mat if possible.
Generally, the severity of injuries from electric shock is related to the voltage. The higher
the voltage the more severe is the burning at entry and exit points and greater the
damage to internal organs along the currents path. On discovery of an electric shock
victim, DO NOT TOUCH with bare hands until the current has been turned off or electrical
contact has been broken. Switch off the supply at the nearest isolator or at the main
switch board. Once clear of danger treat the casualty. Vessels are provided with Safety
poster – “Dealing with Electric shock”
These posters should be exhibited in common spaces.
The tags shall conform to the following format:

Rev No. : 1
Electrical Permit to be used when isolating any electrical appliance prior to commencing
work.
LOCKS AND DANGER TAGS
Every person working on isolated equipment should fit their own lock and/or danger tag.
Alternatively, another management approved system that achieves an equivalent level
of safety may be used.
When using locks or danger tags, consider the following:
1. Tags should be dated and signed.
2. Locks should be accompanied by a corresponding tag to identify who has locked out
the plant.
3. Tags and locks should only be removed by the person who applied them or by the
supervisor after consultation with the signatory of the tag. In the event that the
person who applied the tag is unavailable, their tag or lock may only be removed in
accordance with a management approved procedure.
4. Tags or locks should be fitted to all isolation points.
OUT OF SERVICE TAGS
Out-of-service tags are used to identify equipment or machinery that has been taken out
of service due to a fault, damage or malfunction (refer to Figure 2).
The tag is to be securely fixed to the operating control power isolator with the
appropriate details completed on the tag (explaining the reason for the machine being
‘out of service’).
The tag should not be removed until the equipment is safe to be returned to service, or
the reason for the tag no longer exists.

Rev No. : 1
While working on similar looking equipment’s such as radar, pumps etc, there are
chances of error in identifying the correct equipment intended for repairs or to be taken
out of service. In such situations, positive identification of the equipment is required.
These caution tags are to be fitted on the identified equipment, in addition to the tags
used for isolation of energy source.
Note: A List of all different types and numbers of Lock Out/Isolation Tags are to be
included in the company form and checklist (OP15G)
WITHDRAWN EQUIPMENT
This procedure is intended to prevent the accidental use of equipment or machinery,
which is no longer active, unsafe, unserviceable or otherwise, not fit for service.
It applies to:
a. Any fixed machinery or equipment, which remains, in its place of duty.
b. Machinery or equipment, which although it has been removed from its place of duty,
appears complete and outwardly serviceable.
c. Portable equipment, which has the outward appearance of being serviceable.
Such machinery or equipment shall be clearly identified, by means of the withdrawn
equipment tags (WETs).
Note: This procedure is complementary to the Isolation procedure, which may be used
as an alternative in certain instances. Whilst it is not intended that both systems be used
together, there may be occasions where this is appropriate.
The following are examples of where machinery or equipment shall be withdrawn from
service and WET tagged:
a. Normal operation of the machinery or equipment could cause harm to personnel,
damage to the vessel or any other equipment, or damage to the environment.

Rev No. : 1
b. There is risk that the machinery or equipment could function abnormally, erratically
or otherwise unexpectedly, and could thus cause harm to personnel, damage to the
vessel or any other equipment or damage to the environment.
c. The machinery or equipment is serviceable in itself, but operation in the current
circumstances is unsafe (e.g. its installation is faulty – inadequate wiring, not properly
secured, wrong way round, etc).
d. The machinery or equipment is unserviceable and is-
• To be landed for disposal.
• To remain on board but will NOT be repaired or returned to service.
• It has been withdrawn from service pending an overhaul, repair or service by
either the ships' staff or an outside approved sub-contractor.
• It comprises used items, which require but for any reason have no certification,
test maintenance record or service history.
e. This list is not exclusive and withdrawn equipment tags may be used any
circumstances which meet the principles.
f. It is particularly important that unserviceable safety equipment is tagged, especially
where personnel might attempt to use it, in the event of an emergency.
g. It is also important that defective power tools and hand tools are tagged. It is not
sufficient to remove the plug off, as this can easily be re-attached by the unwary.
h. The Withdrawn Equipment Tags must be attached to the subject equipment by a
secure means, preferably requiring a tool to remove them e.g. plastic cable ties or
staples.
i. Withdrawn Equipment Tags shall identify the person withdrawing the equipment
from service, the date and a brief description of the reason e.g., obsolete, overhaul,
bearings replacement, leaking seals etc.

Rev No. : 0
Chapter: 5A Date : 15-Dec-22
SAFETY INSPECTIONS Page : 1 of 3
5A. SAFETY INSPECTIONS AND REPORTING

5A.1 SAFETY ONBOARD
Safety onboard is the responsibility of every person onboard. The Master is overall
responsible for the health and safety of all persons onboard. He has the day-to-day
responsibility for safe operation of the ship and that safety onboard is properly
organized and coordinated.
5A.2 SAFETY OFFICER
Safety Officer is the safety advisor aboard ship and can provide valuable assistance to
the Master and Company. He shall familiarize himself well with the risk assessment
procedure, Incident investigation procedure and Just culture procedures. His task shall
include representation and to carry out and conduct risk assessment and make his
recommendations on Health and Safety matters to the Master.
Chief Officer and Second engineer will be the safety officer onboard the company
managed vessels. In case master wishes to propose some other officer, he shall notify
the same to the company and obtain approval. When appointing the Safety Officer, the
Master shall check that the intended person has completed in house training in safety
officer’s course.
Safety officer’s jobs duties in this respect shall include but not be limited to
1. Look for any potential hazard and means of preventing incidents
2. Try to develop and sustain a high level of safety consciousness among the crew so
that individuals work and react instinctively in a safe manner and full regard to the
safety not only of themselves but also of others.
3. Where unsafe practice is observed, stop work and approach the individual or
responsible officer concerned to suggest improvements in his method of working or
use safety committee to discuss examples of dangerous or unsafe practices in a
particular area. If this brings no improvement, the safety officer should consider
approaching the head of department or as a last resort, the master to use his
influence
4. Ensure that seafarer joining the ship is instructed in all relevant health and safety
arrangements and of the importance attached to them before starting the work.
5. Where possible, ensure that arrangements are made for each new entrant to work
with a crew member who is himself thoroughly safety conscious.
6. Remind experienced seaman joining the ship for the first time of the importance of
high level of safety consciousness and of setting a good example to less experienced
personnel.
7. Promote safety onboard by arranging distribution of safety booklets, advisory
matters, display of notices, arranging safety videos and CBTs.
8. Investigate notifiable accidents or dangerous occurrences affecting person’s
onboard ship.

Rev No. : 0
9. Carry out health or safety investigations as may be required.

10. Carry out safety inspections and report to the safety committee the findings.
11. Identify and motivate others to identify potentially dangerous occurrences “Near
Miss’.
12. Conduct Health Surveillance as necessary
5A.3 CHECKLIST FOR SAFETY OFFICER’S INSPECTION
The safety officers shall conduct safety inspection of the vessel so as at to cover each
accessible area every 3 months. The scope of this inspection will be to identify any
safety /health /environment hazards in accommodation, on deck, engine room, and in
all other accessible areas.
The checklist “Safety Officers inspection checklist” provides guidance to the safety
officer on the areas to be inspected.
The findings of the safety inspections completed in that month shall be presented to
master for discussion during safety meetings.
Safety Officers inspection checklist shall be sent to office for review by the
Superintendents.
5A.3.1 GUIDELINES FOR CONDUCTING THE SAFETY OFFICERS INSPECTION
Safety officer’s inspection in a very important part of the safety officer’s routine. Safety
officer conducts this inspection with the aid of a checklist SF 11 A, B & C in a planned
manner at the start of each quarter, progressing over the entire next 3 months.
The findings are brought before the safety committee meeting for discussion and
implementation of a corrective action plan. Factors like rest hours, port rotation, area of
expertise shall be taken into consideration for effective planning.
Various ship complements basis on their expertise, should participate in inspection
along with safety officer to have qualitative outcome.
These findings are brought before the safety committee meeting for discussion and
implementation of a corrective action plan. All findings along with ‘Safety officer
Inspection Checklist’ shall be record in Shippalm ‘SCMM’ section for proper follow up.
5A.4 SAFETY DAY
All our seafarers in the “Ownership of safety”, one day in a month shall be observed as
“On board Safety Day” in line with the guidance as below.
Objectives of the “Safety Day”:
1. Participation of all.
2. Training, participation and mentoring based approach.
3. On hands training to juniors for checking critical items during safety checks.
4. Encouragement and empowerment of an open reporting culture.

Rev No. : 0
5. Inculcating a sense of “responsibility and ownership” of on-board safety in Junior

ranks.
Agenda for the Safety Day:
All activities to be carried out by the nominated teams.
a. Opening meeting by Master to brief all crew with agenda of the day. Chief Engineer
& Chief Officer to present the plan and activities for the safety Day.
b. Review of any accidents / Incidents our vessel or in our fleets since last safety day.
Take feedback why this will not happen on my ship.
c. Hazard Identifications & discuss the same – By teams.
d. Inspection of PPE like Boiler Suits, Safety Shoes, Steel Toe, Gumboots, Goggles, Hand
Gloves, Flashlights, Safety Harness, Fall Arrestor devices, LOTO Kits, High Voltage
equipment’s (If any), Work Vest etc.
e. PSC Items rounds: On job training by senior officers on how to carry out the
required checks/Inspection. Note, If any findings/defects.
f. Discuss the findings of the PSC rounds and assign corrective actions. The status of
these shall be reviewed in the subsequent safety meeting.
g. SHELL PIS Training


Date : 15-Dec-22
SHIPBOARD HEALTH, SAFETY, SECURITY &
Page : 1 of 4
ENVIRONMENT MEETINGS
5B.1 SAFETY MEETING

The master shall convene the Safety meet at least once a month. The frequency of
meetings will be determined by circumstances but the committee should meet
regularly, taking into account the pattern of operation of the ship and the arrangement
for manning and with sufficient frequency to ensure continuous improvement in safety.
All ship staff except those on watchkeeping duties should attend safety meetings. This
will help to make all personnel think about safety and understand the implications of
unsafe acts and practices.
Ideally the planned meeting should be conducted close to the end of the month and
after completion of safety officer’s inspections.
Additionally, a safety meeting (in line with form SF-12) shall be conducted in the
presence of superintendent, during his visit onboard.
The meetings minutes for planned safety meetings are to be recorded in form “Safety
meeting minutes” as per the agenda laid out.
Minutes of special safety meetings such as after a serious incident or in the presence of
superintendent shall be sent to office through mails.
Where applicable the minutes must indicate the party responsible for corrective and
follow up action. i.e., Office or Ship, Chief mate, Bosun etc.
Persons attending the meeting are to be identified in the minutes. A copy of the
minutes is to be sent to the company along with the checklist used by the safety officer.
The Marine superintendent (SMT) is responsible for carrying out the review of the
Safety meetings minutes and for responding to the issues raised by the vessels. Critical
issues shall be brought into notice of the Marine Manager / DPA, DOC head & Head of
all teams.
Review comments shall be sent to vessel within 1 week of the meeting minutes being
submitted to the company.
5B.2 EXTRAORDINARY SAFETY MEETING

The vessel shall carry out extraordinary safety meetings for the following scenarios:
a. After an onboard incident that is categorized level 2 & above
b. After receiving of fleet alert from the office.
Extraordinary safety meetings shall be conducted as close as possible to the incident.
But in any case, not more than 7 days from the incident.


Date : 15-Dec-22
Page : 2 of 4
The vessel shall record minutes of extraordinary safety meetings using form SF-17. They
shall attach a completed SF-17 with a Shippalm incident report in case of an onboard
incident. However, extraordinary safety meeting minutes after receiving fleet alert must
be sent to QHSE.
Additionally, the vessel shall record the summary of the meeting in SF-12 for office
review.
Agenda for extraordinary safety meeting shall include but not be limited to the
following:
a. Discussion on probable causes of incident
b. Evaluation of the shipboard practices to counter incident casual factors
c. Evaluation of the shipboard work environment to ensure that such incident is not
going to happen in future on own vessel
d. Identify resources required to avert the repetition of such incidents
e. Training required or conducted to prevent a recurrence
5B.3 AGENDA FOR SAFETY MEETINGS

The agenda for monthly safety, security & environmental protection meeting shall be:
1. Matters arising from previous meeting
2. Discussion of shipboard incidents /LARP/ inspections / audits /risk assessments
3. Matters brought to Committee's attention for discussion
4. Pending LSA/FFA/SOPEP/Critical equipment orders
5. Review of drills held in this month
6. Safety officer’s inspection checklist
7. HSE topic
8. Review of work schedule & rest hours
9. Safety correspondence
10. Extra ordinary safety meeting summary
11. Environmental energy management matters
12. MLC, Health and hygiene
13. Security issues
14. Compliance with company procedures
15. Review of Planned Maintenance System (PMS)
16. Training covered for this month as per COSWP /HSM/ Any Other Trainings
17. Identify safety suggestions from ship-staff & Best practices observed.
18. Review of safety programs
19. Mess committee matters
20. Any other issues
21. Date & time for next meeting


Date : 15-Dec-22
Page : 3 of 4
The minutes of Safety and Environmental Protection Meeting shall be reported to office
every month for office review. A updated copy shall be posted in common noticeboard
for the staff.
5B.4 SAFETY COMMITTEE

The Safety Committee shall at least consist of the following personnel in addition to
master.
a. Chief Engineer
b. Chief Officer
c. 2nd Engineer (1st Assistant Engineer)
d. Bosun
e. Cook
f. Engine Room Rating
g. Deck Department Rating
The updated list of safety committee members is to be displayed on the vessel’s
common noticeboard.
Every ship will have a Safety Representative (SR) elected from amongst the members of
crew. The election will be made during monthly safety committee meeting through an
informal voting and the Master will preside over the election process.
The tenure of each Safety representative will be one month, and this can be extended
to another one-month basis a re-election process. The guiding principle here should be
that as many members of crew as possible are rotated through this position. For Danish
flag vessels, elected safety representatives shall remain in force until the termination of
safety representative service onboard.
A newly appointed safety representative shall have at least 6 months of experience on
that type of vessel.
As a Safety Representative, the elected crew member will have full cooperation from
the Shipboard Management Team.
Safety Representative’s responsibilities include:
1. supporting the appointed Safety Officer in promoting the safety culture on board,
amongst fellow crew members.
2. discuss and recommend on safety related issues to the Safety Officer and the
Shipboard Management Team.
3. promote safety policies, LARP card system and other initiatives of the company.
4. take an active part in familiarizing new joining crew members
5. assist Safety Officer during safety rounds


Date : 15-Dec-22
Page : 4 of 4
The Safety Committee should promote the health and safety awareness on board and
ensure that the ship is run in a safe and proper manner.
5B.5 BEST PRACTICES AND SAFETY SUGGESTIONS
Vessels are encouraged to adopt best practices on board and report their suggestions to
improve safety.
To promote innovation, vessels are required to report a minimum number of best
practices every month set by the company.
Best practices and safety suggestions for the month shall be reported in safety meeting
minutes along with the identity of the person who suggested it.
Office staff will then collate all the ‘safety suggestions’ & ‘best practices’ from vessels
safety meeting report and shortlist the quality suggestions. These suggestions will be
utilized for amending SMS and implementing them fleet wide.
Reference:
• Form: SF-11A, SF-11B & SF-11C Safety Officer Inspection checklist
• Form: SF-12- Minutes of safety meeting
• AD-19 – Daily work planner
• Code of Safe Working Practice for Merchant Seaman

Rev No. : 1
DAILY WORK PLAN AND TOOLBOX MEETING Page : 1 of 6
5C.1 DAILY WORK PLAN MEETING

The vessel’s management team (Master, Chief Officer, Chief Engineer & Second
Engineer) shall conduct a “Daily planning meeting”, at a suitable time, to discuss the
next day’s work planned.
This meeting helps in discussing & planning the ship operations & maintenance.
The procedure to include the below, but not limited to.
a. The proposed tasks for the day shall be promulgated at a common location
(Preferably a network drive).
• Officers will list their own task.
• HOD will list task for department crew.
b. Each proposed task shall be discussed during daily work plan meeting. The final
Work Plan for each crew for the particular day shall be decided during Daily Work
Plan Meeting (DWPM).
c. Daily Work Plan Meeting shall be conducted at least in presence of Master, Chief
Officer, Chief Engineer, Second Engineer and Electrical Officer. The management
onboard may invite other personnel whom they deem fit to be part of meeting.
Voluntary participation of other crew members shall also be accepted.
d. The Daily Work Plan for current day shall preferably be decided in DWPM of
previous day.
e. The Daily Work Plan shall be posted at Crew Mess Room. Additionally, it shall be
made available at Engine Control Room and Navigation Bridge and form a part of
Watch Hand Over / Take Over.
f. Any job/activity not discussed in DWPM shall be prohibited to carry out unless it has
been brought to the attention of all senior management onboard and all the
workers carrying out the task. Such activities shall be carried out only if they are of
urgent nature and only for restoring immediate operations of the ship.
g. Person working alone Jobs (Solo Work) shall be restricted to minimum. Solo worker
shall inform the designated person prior commencing the job and safety precautions
taken. The designated person shall be HOD or delegated to another officer
(Deck/Engine respectively) who will keep a track of person working until the task is
completed.
h. Ship staff shall use Daily Work Plan procedure. Each crew member is empowered to
challenge, if the job/activity given to them is not promulgated in Daily Work Planner.
i. For Contractor
• Officer In-charge (Chief Officer, Second Engineer) for contractors must be
identified.

Rev No. : 1
• Master may delegate the duty of Officer In-charge for contractors to other
officers, engineers depending on work location (Deck, Engine ), Work/Rest
hours, etc.
• Contractor tasks must be included in the AD-19.
Basis DWPM, Toolbox Meetings shall be carried out by Supervisors/Department heads
prior carrying out the actual task and shall continue following the existing procedures.
The agenda of the DWP meeting to be as below but not limited to,
• Reviewing the risk assessments prepared by department head or other department
and providing inputs to it.
• Discussion of LARP & near miss on daily basis so that correction can be taken up in
next day Toolbox meeting and subsequent work practices.
• Agrees the scope of work to be undertaken.
• Identifies any operational or departmental conflict.
• Identifies planned drills, training and crew meetings.
• Identifies personnel requirements.
• Identifies tools and equipment required.
• Establishes appropriate PPE requirements.
• Ensures compliance with work and rest hours.
• Ensuring that not many critical operations take places on the same day
Records of Daily Work Plan shall continue to be maintained in Booklet form AD-19. Daily
Work Planner shall be audited during Internal Audits and VIR Inspections.
The purpose of the meeting is to discuss work plan and to carry out / discuss the risk
assessment, involving the people carrying out the task and the people responsible for
the task.
‘Flow Chart 1 – Daily Work Planning’ & ‘Flow Chart 2 – Daily Work Process’ can
be used as guidance of these procedures.
A “Daily work meeting” shall be conducted by the department heads to discuss
every routine or non – routine task carried out on that day.
(Refer to HSM Chapter 7)

Rev No. : 1
Flow Chart 1 – Daily Work Planning
What to Do Start How to Do
1. Officers List their own task Ways to do:

2. HOD list task for other crew Collect the 1. Use Network Drive and Word/Excel
3. Contractor tasks are listed by officer Task Sheet; or
in charge of the contractors 2. Use any common register kept at a
location.
1. Mandatory: Master, C/Off, C/E , 2/E, 1. Choose Common Location & time for
EO. meeting.
2. Call additional People if required.
Conduct Daily 2. Discuss all tasks promulgated, required
3. Accept voluntary participation of Workplan RA & PTW.
crew. meeting. 3. Identify Resources, challenges, and risks.
4. Solo work to be flagged. 4. Finalize the task for NEXT DAY.
5. Contactors may attend the meeting.
1.Crew aware about location of Task 1. Record in AD-19 Daily Work Planner.
List. 2. Task List available in Bride & ECR
2. Paste a copy of Task List in Crew Task List Final computer or hard copy.
Mess Room.
3. Responsible Officers have quick
access to Task List.
4. Officer in charge discusses the
Contactor tasks with them.

Rev No. : 1
Flow Chart 2- Daily Work Process
START
Is the task listed in Daily Work Planner ?
Yes NO
Planned Task Un Planned Task
Yes Yes
Is the job immediately required for

Inform Other safety, pollution prevention or Plan the task
Does the Task involved other
Department. Yes restoring immediate operation of
Department also ?
Carry out LOTO. ship ?
No Yes
Inform Will the person be Working alone

Designated All Senior Management informed Inform Master,
(Solo Work)? about the task C/Off, C/E, 2/E
Person
No Yes
Senior
Senior
Obtain Permit to Does the task require Permit to Management
management to to
Yes RiskAssessment
Risk Assessment(II)
(II)&&Tool
Office
Box carryout RiskRisk
carryout
Work Work ?
Talk done by senior
permission taken.management Assessment (II)
Assessment
and Tool box (II)
No & Take .office
meeting
approval.
Arrange Are the Resources for Work Yes
Resources No available ?
Senior
Yes Management to
Risk Assessment (II) & Tool box
discuss Risk
talks done by senior
YesManagement
Carry Out Tool
Tool Box Talk Carried out by No assessment (II) &
Box Talk ...based Risk Assessment (II) & Office
Tool box talks.
supervisor based on RA just before
on Risk permission taken.
actual task ?
Assessment management Yes
Yes
PROCEED FOR CARRYING OUT THE

TASK
5C.2 TOOLBOX MEETING

A daily toolbox is needed to be held prior to carrying out a task. It should specify the
occasion, person in charge, location, activity and reason for carrying out toolbox
meeting. Contractors must be part of the daily toolbox meeting.
Following shall be covered in toolbox meeting
• Plan of the work
• Briefing of each crew member by the PIC of his tasks and way to achieve it safely

Rev No. : 1
• Identification of hazards and control measures

• Requirement of the work permit
• Condition check of all tools and equipment.
• Safety analysis of the job site.
• Verification of donning correct PPE.
• Discussion of recovery measures in case of an incident occurrence.
Toolbox meeting shall be carried out by person in charge of the task at the work site
with entire team involved in the task.
5C.3 SINGLE PERSON JOB
There might be occasions where a single person is required to carry out a job or may
take a decision to do a job in an individual capacity and not as a part of a team.
Working alone means working where you cannot be seen or heard by another person
and where you cannot expect a visit from another person. The risk of working alone
depends on location and conditions around it.
To mitigate the risk involved with Single person task, following measures shall be taken:
a. Team leaders and departmental heads must always plan to limit single person tasks.
All such intended jobs (even taken in individual capacity) are to be discussed in the
departmental and daily meetings to identify hazards and take necessary risk
mitigating measures.
b. Team leaders must train all individual, on the hazards involving single person job.
c. All personnel involved in ‘single person jobs’ must inform about their intent to the
OOW or departmental head before executing the job.
d. The person working alone must have means to establish contact or raise alarm
immediately if required.
▪ All personals must be encouraged to use a ‘TAKE FIVE’ tool when performing
solo work. This is similar to a self-done LMRA & toolbox talk.
▪ No contractor is allowed as Single person job unless Risk Assessment is carried
out and job authorised by Master. For contractor entry into enclosed space,
refer HSM manual 2C.8
▪ For enclosed space entry single person entry, refer to HSM manual 2C.8.
The TAKE FIVE process involves:
1. STOP & THINK: Scanning the environment and consciously identifying things that
may hurt us.
2. IDENTIFY: Look for trip hazards, protrusions and other hazards and consciously
recognize them.
3. ASSESS: Now that the hazard has been registered in our conscious mind it is easy to
control or avoid it.

Rev No. : 1
4. CONTROL: Continue scanning while performing a task, consciously identifying your

environment, be aware of anything changing around you.
5. PROCEED: Do the task if risk is low If you find yourself drifting into “autopilot” STOP
and take a conscious look around you, refocus and continue work.

Rev No. : 0
SMOKING Page : 1 of 3
6. SMOKING POLICY
Fire is a major hazard and all precautions must be taken to avoid it. All ship staff are
required to comply with all smoking regulations and instructions.
The Master will indicate all approved smoking areas based on the conditions provided in
ISGOTT 4.2.2. These areas will be clearly marked. Smoking will be permitted only under
controlled conditions at times and in places specified by the Master.
Secret smoking is a lot more dangerous than controlled smoking. It is possible to have
flammable gases in a toilet or lockers. Gas may have been drawn down into the
accommodation through the ventilation system.
6.1 SMOKING LOCATION
Non- Non – Tanker at Tanker at sea Tanker

Tanker at tanker at sea / / anchorage at berth
sea / port anchorage (cargo
anchorage (no cargo operation)
operation)
Wheelhouse √ X √ X X
ECR √ √ √ X X
Engine room except X X X X X
ECR
Officer Smoke √ √ √ √ √
Room
Crew Smoke Room √ √ √ √ √
Open Deck X X X X X
Cargo Machinery X X X X X
Spaces
Accommodation X X X X X
except designated
smoking areas
Storerooms X X X X X
Cargo hold and X X X X X
enclosed spaces
Smoking is not permitted on all open deck areas, engine room (except ECR) and inside
accommodation (excluding designated smoking areas).
Note: Smoking in cabins is strictly prohibited.
Designated Smoking areas:

Rev No. : 0
6.1.1 AT SEA INCLUDING ANCHORAGES:
1. Navigation Bridge.
2. ECR
3. Officer Smoke Room.
4. Crew Smoke Room.
Master must ensure that smoking shall not be allowed on Wheelhouse and Engine
control room, if any member of the duty team is not comfortable with passive smoking.
6.1.2 AT BERTH OR DURING CARGO OPERATION (TANKERS)
When the vessel is carrying out operations such as gas freeing, inerting, purging /
gassing up (at sea) - Smoking to be temporarily restricted to designated smoking rooms.
For the sake of understanding, ‘berth’ includes Port Facility, SBM, STS, drydock, lay
berth etc.
When the vessel is within any port limits, then their regulations will supersede the
company’s regulations, if it is more stringent.
6.1.3 AT BERTH (NON-TANKERS)
Smoking is permitted in designated smoking areas mention below

1. ECR
2. Officer Smoke Room.
3. Crew Smoke Room.
Master must ensure that smoking shall not be allowed in Engine control room, if any
member of the duty team is not comfortable with passive smoking.
Note: The above requirements can be superseded by stringent flag regulations. e.g: On
Danish flag vessels, smoking is permitted in the dedicated smoking room only.
6.2 OFFICERS AND CREW SMOKE ROOM
A maximum of two rooms shall be designated as smoking rooms during operations in

port and a notice to be posted on the outer door as follows: “Smoking room - Door to
be kept shut except for access”.
Smoking rooms must not have doors or ports which open directly onto the main deck.
All ports in a smoking room must be kept shut and doors opening into passageways
must be kept shut except for access but must not be locked.
It is recommended to fit a smoke extraction unit in the smoke rooms to avoid passive
smoking.

Rev No. : 0
6.3 SMOKING ACESSORIES
Cigarette lighters are not allowed on board the ship at any time. Only ship supplied
safety matches are to be used.
Use of e-Cigarettes are not permitted onboard.
Never carry matches or cigarettes with you on deck. Safety matches are to be kept in
designated smoking areas and not allowed in the cabins.
Ash trays used shall be of self-extinguishing type. Fixed ashtrays in cabin toilet are to be
removed and stored separately with an inventory.

Rev No. : 1
OCCUPATIONAL HEALTH AND SAFETY RISK ASSESSMENT Page : 1 of 17
7. OCCUPATIONAL HEALTH AND SAFETY RISK ASSESSMENT
7.1 SCOPE:
This procedure covers method of carrying out risk assessment for all routine and non-
routine activities undertaken by the employees onboard the ships managed by the
company, activities of other personnel having access to the ships (such as suppliers /
sub-contractors and visitors), facilities onboard the ships, whether provided by the
company or others and activities undertaken by the company’s office.
RESPONSIBILITIES
It is the overall responsibility of the Management Representative in the office and

Master onboard to convene and coordinate qualified personnel to identify hazards,
assess the risks and implement necessary control measures.
Management Representative is also responsible for the six-monthly office review of the
risk assessments collated and for discussing it in the management review. Based on the
inputs received from the review of the risk assessments, procedures will be amended as
necessary.
It is the responsibility of the Master to ensure the implementation of necessary control
measures onboard, identify on-going hazards if any, evaluate effectiveness in the
review, update onboard risk assessments and notify office of identified new hazards,
control measures & best practices.
7.2 DEFINITIONS
Some key terms have been defined as below (for the purpose of Occupational Health
and safety)
ACCEPTABLE RISK:
Risk that has been reduced to a level that can be tolerated by the company having
regard to its legal obligations and policy.
ACCIDENT
An undesired event that results in harm to people, damage to environment, damage to

property or loss to process.

Rev No. : 1
HAZARD
Source, situation or act with a potential for harm in terms to personnel, damage to
property, damage to environment or a combination of these.
HAZARD IDENTIFICATION:
Process of recognizing that a hazard exists and defining its characteristics
HEALTH:
Identifiable, adverse physical or mental condition arising from and / or made worse by a
work activity and / or work-related situation.
INCIDENT:
Any unplanned event resulting in, or having a potential for injury, ill health, damage or
other loss
NEAR MISS:
A near miss is an event that could have resulted in human injury or damage to property,
process or the environment.
RISK ASSESSMENT
Process of evaluating the risk(s) arising from a hazard(s), considering the adequacy of
any existing controls and deciding whether or not the risk(s) is acceptable.
RISK CONTROL
Risk control is the process of implementing measures to reduce the risk associated with
the hazard. The control process must follow:
The control hierarchy measures

Shall not introduce new hazards
RISK MANAGEMENT
Risk management is the process that integrates hazard identification, risk assessment,
developing strategies to manage it and mitigation of risk using resources.

Rev No. : 1
UNSAFE ACT
Unsafe act is any act that deviates from a generally recognized safe way or specified
method of doing a job and which increases the probabilities for an accident. It must
contain an element of unsatisfactory behaviour immediately before an accident that
was significant in initiating the event. Examples of unsafe conditions:
While working at elevated places.
Emergency works leading to hurried working.
UNSAFE CONDITION
Unsafe condition is an unsatisfactory physical condition existing in a workplace

environment immediately before an accident that was significant in initiating the event.
Some of these hazards include erroneous safety procedures, malfunctioning equipment
or tools or failure to utilize necessary safety equipment such as goggles and masks.
7.3 WORK ACTIVITY INFORMATION REQUIREMENT
Information that is used to identify work activities is as below
• task being carried out, their duration and frequency.

• location(s) where the work is carried out.
• personnel who carry out the tasks.
• others who may be affected by the work.
• training of the personnel to perform the task they are assigned to carry out.
• machinery and tools that may be used.
• manufacturer’s instructions for operation of the machinery / plant.
• size, shape, surface character and weight of the materials that might be handled.
• distances and height that materials have to be moved by hand.
• services used (e.g., compressed air).
• substances used or encountered during the work.
• physical form of substances used or encountered.
• content and recommendations of MSDS data sheets relating to the substances
used or encountered.
• requirement of relevant acts, regulations and standards relevant to the work
being done.
• reactive monitoring data such as incidents, accidents or ill health experienced
associated with the work being done.
• findings of any existing assessments relating to the work activity.

Rev No. : 1
ELEMENTS EXPOSED TO HAZARDS
Elements, which are exposed to hazards, are
a. People (Employees, Suppliers, Contractors)

b. Environment
c. Property
d. Reputation
HAZARDS LIST
The effective identification of hazards is the key factor in meaningful risk assessments
and three questions below should be asked to assist the identification process
Is there a source of harm?

Who (or what) could be harmed?
How could the harm occur?
In any operation, hazards can fall under the following headings
Unsafe acts
Unsafe conditions
Human factors
Job factors
The following is the suggestive list of identified hazards that are identified. More
prompts will be added based on suggestions received
LIST OF IDENTIFIED HAZARDS (EXAMPLE)

• Slippery surface • Powered equipment (e.g.,
• Oxygen deficient atmosphere drilling machine, grinders etc.)
• Inadequate ventilation • Presence of sharp objects
• Presence of toxic gases in the • Fall of objects / persons from
atmosphere height
• Flammable atmosphere • Dropped objects Inadequate
• Inadvertent release of gases head room
from nearby systems • Manual handling
• Hazards from long term • High pressure in the system
physiological effects e.g., • Electricity
exposure to substances above • Pollution
Threshold limit value • Noise
• Corroded ladder • Vibration

Rev No. : 1
LIST OF IDENTIFIED HAZARDS (EXAMPLE)

• Unprotected ladder • Dust
• Extreme temperature • Height
• Manual Handling / Ergonomics • Working in height
• Extreme weather condition • Working in darkness
• Excessive light (lightening) • Non-availability / readiness of
• Simultaneous operation survival craft or LSA
• Automatic Inadvertent start of a • Non-availability / readiness of
system FFA
• Exposure to chemicals • Non-readiness of pollution
• Heavy metals prevention equipment
• Escape / Rescue • Fatigue
• Lack of knowledge • Commercial pressure
• Lack of skill • Fire and explosion
• One operation inadvertently • Violence of staff
affecting another operation • Work related upper limb
• Rope / Wire under tension disorder resulting from
• Potential energy hazards frequently repeated tasks
• Loss of communication • (Repetitive Strain injuries RSI)
• Lack of communication • Inappropriate thermal
• Loss of power environment (too hot or too
• Damage to the vessel cold)
• Lighting levels
• Unsafe acts by others especially
• contractors / suppliers
IDENTIFY EXISTING CONTROL
Before the harmful effect of hazard can be determined, any existing or planned control
that may negate or mitigate the effect of that hazard has to be considered.
During any operation, controls can include, inter alia -
• Implementation of company procedures, charterers instructions, port

regulations, industry regulations and guidelines.
• Adequate number of personnel involved.
• Appropriate design and construction.
• Minimum levels of training.
• Weather envelopes, i.e. maximum wind speeds, requirement for good visibility
or dry day.
• Protection, detection and mitigation control system.

Rev No. : 1
• Maintenance.
• Communication/language requirement.
• Use of proper equipment.
DETERMINATION OF RISK
Determination of risk is the combination of the likelihood of the hazardous event

occurring, resulting in harm and the severity of the consequences.
In determining the likelihood of harm, the adequacy of failure of existing or planned
control should be considered.
When establishing the likelihood of harm, there may not be accident data available
relating to the shipboard operation being assessed.
While conducting risk evaluation in relation to management of occupational safety and
health shall refer to appropriate statistical information from the ships and from general
statistics provided by the Flag state.
LIKELIHOOD TABLE
Likelihood Description
Remote Never Heard in the Industry
Unlikely Heard in the Industry
Occasional Has happened in the organization or more than once per year
in the industry
Likely Has happened at the location or more than once per in the
organization
Almost Certain Has happened more than once per year at the location

Rev No. : 1
CONSEQUENCE TABLE
LEVEL 3:
Consequences LEVEL 1: Minor LEVEL 2: Marginal LEVEL 4: Critical LEVEL 5: Catastrophic
Substantial
Permanent total
disability (PTD),
Injury First Aid Case RWC, MTC LWC Fatality
Permanent partial
disability (PPD)
Spill into sea greater
than 1 bbl and less
than or equal to 10
Failure of Primary
barrel.
containment. Spill
contained on deck.
Spill quantity greater OR
than 1 BBL. Major spill greater
Spill into sea. less
than 10 Bbls into the
than or equal to 1 Uncontrolled release
sea
OR barrel of toxic gases greater
than 10m3 and less
Failure of Primary than or equal to 50
Uncontrolled release OR
Environment containment. Spill contained m3. (or equivalent in OR
of toxic gases less than
Damage on deck. Liquid Spill quantity ton) Spill into sea less
and equal to 1 m3 (or
less than or equal to 1 BBL Uncontrolled than or equal to 10
equivalent in ton)
release of toxic barrels.
Uncontrolled release
gases less than and
of toxic gases greater
OR equal to 1 m3. (or
OR than 50m3 (or
equivalent in ton)
equivalent in ton)
Emission of SOx gases
Uncontrolled release
for more than 1-hour
of toxic gases greater
duration after EGCS
than 10m3 and less
failure **
than or equal to 50
m3 (or equivalent in
ton)
Damage to own or Damage to own or Damage to own or Damage to own or

Damage to own or external external property with external property external property with external property
Asset / Property property with estimated estimated actual with estimated estimated actual with estimated actual
Loss actual cost up to to 10,000 costing between actual cost between costing between costing more than or
USD. 10,000 and 100,000 100,000 and 1000,000 and equal to 3000,000
USD. 1000,000 USD. 3000,000 USD. USD
Notable interruption,
disturbance or deviation
from normal functioning LOP issued to vessel for
Disruption to leading to significant not meeting charter Off Hire of any Fleetwide ban by Loss or suspension of
Business consequences. party requirements, vessel charterer DOC
excluding off-hire.
No LOP or notice received.

Written warnings or
official complaints from An investigation by
An investigation by
authorities for authorities results in
authorities resulting
Verbal warning or official regulatory non- moderate penalties or
in severe penalties or
Regulatory complaints from authorities compliance. Vessel Detention by sanctions on the
sanctions on company
Compliance for regulatory non Port state control company ie: fleetwide
ie: prohibition on
compliance restriction on calling a
Minor vessel sanctions trading for a specified
country/port for a
ie: restriction on duration
specified duration.
vessels for entering the

Rev No. : 1
port for the specified

duration.
Fines on vessel
imposed by authorities.
International negative International negative

Reputation Regional or local National negative
No Coverage industry media mainstream media
Damage coverage media attention.
attention. attention.
Stowaway onboard,
Unsuccessful attempted of Theft incident
theft Theft incident where
where property Ship used for
property value was < Vessel Hijacking
value was > USD smuggling, sabotage,
Security Incidents USD 5000
Unauthorized boarding 5000 and criminal attempt.
Bomb or terror attack
Cyber Attacks
Loss of security passes Unsuccessful hijack
attempt
Guidance Notes:
* Asset / Property loss: The cost referred to in this section is the cost incurred for repairs, technicians, spare parts used and
inspections/surveys. Variable service costs such as tuggage, salvage, external consultants and legal liability are to be ruled out
for loss classification determination.
** Emission of SOx gases – Applicable when SOx emission is not meeting the standard due to EGCS malfunction.

Rev No. : 1
RISK CODE TABLE (TABLE NO 3)
Consequences
Minor Moderate Substantial Critical Catastrophic
Never Heard in
the Industry
Remote Very Low Very Low Low Low Medium
Heard in the
Industry
Unlikely Very Low Low Low Medium Medium
Has happened
Likelihood
in the
organization or
Occasional more than once Low Low Medium High High
per year in the
industry
Has happened
at the location
or more than
Likely once per year Low Medium High High Very High
in the
organization
Has happened
more than once
Almost per year at the Medium High High Very High Very High
Certain location
RISK CONTROL
Risk control is an action plan that sets out how the risks identified and assessed will be
eliminated or controlled. A hierarchy of risk control is used to eliminate or manage the
risk to as low as reasonably practicable (ALARP).
Following is the hierarchy of risk control and it ranks risk control measures in decreasing
order of effectiveness
Elimination: Remove the hazard. Sometimes hazards, equipment or work practices can
be avoided entirely. e.g., eliminating a requirement to carry out the tasks
Substitution: Replace the system, material or work practice with a less hazardous one.
Engineering Controls. Engineering the solution to minimize risk is highly desirable as the
process reduces the reliance on human behaviour to effect long lasting positive
change. There are a number of aspects to engineering controls as given below -

Rev No. : 1
• Redesigning the way in which the work is performed.

• Modifying the equipment to change the way the task is performed.
• Engineer the change to the process steps to eliminate hazardous activity
• Isolate a hazard by physically guarding the hazard, thus preventing human
contact.
• Lock a process / equipment thus preventing access by any unauthorized
personnel
• Remove the hazard by engineering means such as ventilation.
Procedural Controls: These are the procedural aspects of managing hazards, such as
work permits, isolation, lock out / tag out procedures, education and training and
the rotation of staff thus minimizing exposure.
Personal Protective Equipment (PPE): Personal Protective Equipment is the last and
least effective control method used. It involves wearing appropriate PPE such as
gloves, safety shoes, goggles etc to isolate the person from the hazard. Any
breakdown of the system immediately exposes the worker to the hazard. This
control method is not highly effective because it relies totally on human behaviour.
The risk control measures implemented for the hazards identified should always aim
to be as high in the list as practicable. Many times, it will require more than one of
the risk controls measures above to effectively reduce exposure to hazards.
7.4 PROCEDURES
There are two levels of risk assessments.

• Level 1
• Level 2
RISK ASSESSMENT LEVEL 1
This is the assessment of risk that is carried out mentally to keep the risk at ALARP.
In this level of risk assessment, individuals or team analyse the risk involved with the
tasks and take measures to mitigate the risk. However, no formal risk assessment needs
to be prepared using form SF 23.
This level of risk assessment is applicable for performing the following tasks:
a. Where risk associated is insignificant.

b. Tasks involving significant risk, provided control measures to mitigate risk are
addressed adequately through:

Rev No. : 1
i. Procedural or regulatory barriers given in SMS when they are considered along
with knowledge/experience of the person carrying out or supervising the work.
ii. Local procedure or PMS for the task.
RISK ASSESSMENT LEVEL 2
This comprises a formal qualitative assessment using form SF 23 which is required when
responsible authority judges that additional safeguards will be needed to minimize the
risks.
The objective of the Level 2 assessment is to use local knowledge and expertise in a
structured way to examine the hazards, and to devise a set of safeguards that will
ensure an acceptable level of risk.
The assessment shall be undertaken by onboard. Team comprising management team
and other members of the workforce who have specialist knowledge or experience
which could help with the assessment.
Level 2 risk assessments are required under the following conditions:
1. If the risk is significant and guidance provided in SMS / sample risk assessment does
not provide adequate risk control measures.
2. When the control measure for significant risks are not addressed through the
routine planned maintenance / local procedures.
3. When the task at hand is new, unplanned, or non-routine
New task: For which vessel does not have any procedure, onboard risk assessment
or sample risk assessment.
Unplanned task: Unforeseen task that was not identified in the work plan for the
day. Such tasks shall include any task having significant risk.
Non-routine tasks: Tasks that are performed infrequently or for the first time. They
do not form a part of the PMS. Routine work not forming part of PMS are excluded
from this category
4. Typical circumstances that necessitate Level 2 Risk assessment include but not
limited to
Hot work outside designated space.

• Enclosed Space entry. For pump room and compressor room, a one-time level 2 risk
assessment need to be prepared and then reviewed subsequently.
• Any work coming under the scope of ‘Permit to Work’ system
• New or unknown port of call

Rev No. : 1
• Loading/ unloading new type of cargo

• Lowering of Lifeboats for manoeuvring /release of hooks
• Search and rescue
• Navigating with defective or non-functional bridge equipment
• Changes in vessel operation and/or method of maintenance wherein seafarers
expected to deviate from minimum rest hour’s requirements
• Routine or unplanned maintenance of any critical equipment that requires the
system/equipment to be shut down
• Navigation through HRA
• Previously used safeguards may not be reasonably practicable in this case

Rev No. : 1
RISK ASSESSMENT REQUIREMENT FLOW CHART
SAMPLE RISK ASSESSMENTS
Documented sample risk assessments for various shipboard tasks are provided to ship
staff by the office.

Rev No. : 1
These shall be used as a reference document by ship staff to make ship-specific risk
assessments.
7.5 ADEQUACY OF CONTROL MEASURES AND APPROVALS
The control measures are reviewed before implementation by analysing
• Are the risks reduced to accepted levels?

• Whether any new hazards are created in the progress?
• Is this the most effective solution chosen?
• Whether revised control used in practice and not ignored due to pressures to get
the job done?
RISK MANAGEMENT
After taking risk control measures, the modified risk should be assessed and similarly
ranked as per the below table
Level Risk Label Actions Approving Authority

Maintain identified existing and Head of Department
recovery control measures.
Existing risks after control
1 Very Low
measures are acceptable. Further
risk control measures is not
mandatory
Maintain identified existing and Head of Department
recovery control measures.
Existing risks after control
2 Low
measures are acceptable. Further
risk control measures is not
mandatory.
Maintain the risk to ALARP. Master
Ensure available control

measures are maintained while
3 Medium performing task. Verify
implementation of control
measures frequently. Further risk
control measures is not
mandatory

Rev No. : 1
Level Risk Label Actions Approving Authority

Substantial effort should be Marine manager & CMS
made to reduce to the risk. The superintendent
vessel shall endeavour to
establish a best practice to
further reduce the risk. These
best practices shall be recorded
in the 'further risk control
measures' section. The vessel
shall then assess the modified
4 High risk with established best
practices. Office must be
informed, and it might be
necessary to consider suspending
or restricting activity or to apply
interim risk control measures as
approved by office, until risk is
reduced to ALARP.
These risks are unacceptable. Prohibited.

Substantial improvements in risk
controls are necessary so that
the risk controls are reduced to
ALARP. The work activity should
5 Very High be halted until risk controls that
are implemented reduce the risk
so that modified risk is no longer
remain ‘very high’. If it is not
possible to reduce the risk the
work should remain prohibited.
Existing Control Measures - Control measures in place to prevent the occurrence of

inadvertent events due to hazards. These are taken from the instruction or guidance
given in company SMS and/or precautions required as per general seamanship
practices.
Recovery Measures - Measures in place to reduce the consequence if an inadvertent

event takes place, eg. Placing of fire extinguishers, stretchers, Rescue davits etc. These
are taken from the instruction or guidance given in company SMS and/or precautions
required as per general seamanship practices.

Rev No. : 1
Further Control Measures - Control measures not covered in SMS. They are 'Best
practices' or measures taken from local procedure.
Existing Risk - Residual Risk with existing control and recovery measures in place.
Modified Risk - Final Risk after applying further risk control measures to Existing risk.
LEVEL 2 RISK ASSESSMENT FOR NEW, NON-ROUTINE AND UNPLANNED TASK
Vessels shall submit Level 2 risk assessment for any new, non-routine and unplanned
tasks for office for approval prior carrying out the task.
Approval authorities for the new, non-routine & unplanned task risk assessments are
classified according to modified risks obtained from the risk matrix and they are
mentioned below:
RISK LEVEL APPROVAL AUTHORITY

Very Low/Low/Medium Marine or Technical Superintendent of the vessel
High Marine Manager & QHSE superintendent
If an unplanned work if the work is to be initiated immediately for the protection of the
safety and environment protection, then office permission can be overruled.
7.6 REVIEW OF HAZARD IDENTIFICATION, RISK ASSESSMENT AND CONTROL MEASURES
Risk assessment is a continual process. Risk assessments shall be reviewed by vessels as

well as the office regularly to ensure they capture all identified hazards, control
measures and best practices.
The following shall also be considered during the review of HIRA
• Accident/ incident / near misses
• Complaints from Employees and Third parties.
• Vessel performance in terms of break downs, unscheduled maintenances
• Internal / External audits
• Class / Flag state / PSC / third party inspections
• The Code of Safe Working Practices for Merchant Seafarer
• IMO Guidelines and other Industry organisations.
• Effect of new legislation and/or equipment is incorporated into the risk assessment.
• Changes in manning level(s) are considered.

Rev No. : 1
• Non-routine tasks are considered (which may become standard tasks following
review).
VESSEL REVIEW OF RISK ASSESSMENT
Vessel shall maintain a list of risk assessments with dates of preparation and revision.
All risk assessments used regularly infrequent activities need to be thoroughly reviewed
and posted in the designated work location or work-related places where concerned
workers regularly visit.
After completing any task, ship staff shall review the existing risk assessments and
include new hazards, control measures, and best practices noted while performing the
task.
Unless reviewed in the last six months, no risk assessment shall be used onboard.
Superintendent and internal auditors, visiting for audit and inspection shall randomly
review risk assessments prepared by the vessel and provide feedback. Same to be
included in the VIR and Internal audit report.
The vessel shall notify the office for all newly identified hazards, additional control
measures and best practices using form SF 03.
OFFICE REVIEW OF RISK ASSESSMENT
All the risk assessment recommendations received from below mentioned sources shall
be registered as ‘document change request (DCR)’ for further deliberation.
a. Vessel’s review through SF03

b. Review of risk assessment (received in office for work approval) by office staff.
c. Internal review triggered from causes mentioned in section 7.6 above.
These DCRs will lead to amendment of sample risk assessment database and procedure
as applicable.
All the risk assessments in sample database shall be reviewed at frequency not more
than 6 months.
Summary of risk assessment reviews are analysed every six months along with
management review.
Records:
SF-23 Risk Assessment

SF-03 Monthly review of company system

Rev No. : 1
Chapter: 8A Date : 30-Nov-23
HANDLING OF NON-CARGO CHEMICALS - CHEMICAL Page : 1 of 3
HANDLING AND STORAGE
8A.1 CHEMICAL HANDLING AND STORAGE

8A.1.1 GENERAL
Chemicals, including caustics and acids, require special attention when storing, handling
and using because they can cause immediate and serious harm to personnel. They are
normally corrosive and are severely irritating to skin, eyes and the respiratory system.
Significant and irreversible injury may occur even before first aid is available and can be
applied.
A Material Safety Data Sheet (MSDS) must be available on board for all chemicals
handled and posted at their designated storage locations. Where MSDS is not available
for Chemicals, a request for relevant MSDS should be sent to office or obtained directly
from the suppliers.
Prior supply on board the crew involved in handling should be informed of the materials
being supplied. The crew should familiarize themselves with the required safety
precautions and seek clarifications from Department head if necessary.
The following must be provided at the storage and handling location:
• Chemical resistant full-length apron.

• Gauntlets and face screen.
• Portable eyewash.
8A.1.2 CHEMICAL HANDLING
While handling chemicals, you should always comply with following guidelines:
• Always refer to the care and precautions given in the Material Safety Data Sheets
of the specific chemical
• Always follow all directions on the label. Do not remove labels – try to preserve
them in good order, well attached to the container.
• Take special care when opening containers; internal pressure may cause spraying.
Eye and face protection is mandatory.
• Protect hands by use of chemically resistant gloves, along with splash sleeves
worn over glove cuffs.
• Protect the body by use of a full boiler suit (sleeves and legs rolled down),
chemically resistant aprons and boots.
• If chemicals come in contact with the body, flush affected parts with copious
amounts of clean water for 15 to 20 minutes (this is particularly important for the
eyes) and then seek medical assistance.
• When diluting an acid or caustic, slowly pour acid or caustic into the water, stirring
continuously. NEVER add water to strong acids or caustics as it can cause eruption
and splashing of the liquid surface.

Rev No. : 1
Officers or other personnel issuing chemicals shall ensure that:
• Only correct and appropriate chemicals are being used for various tasks
• The user is fully aware of relevant safety precaution and the actions to be
undertaken in event of accidental contact with chemical.
Containers must have suitable means to allow extraction of caustic/acid in a safe manner,
to minimise possible spillage and splashing.
Empty containers to be stored safely and disposed in accordance with Marpol

regulations.
8A.1.3 CHEMICAL STORAGE
Chemicals received must be placed directly at the designated storage locations and kept
segregated in accordance with the instructions contained in the MSDS.
a. Rooms in which chemicals are stored and used must be well ventilated and not
subjected to excessive temperature.
b. Always store incompatible chemicals, particularly acids and caustics well segregated
from each other.
c. Data for storage and handling of all products shall be posted at the site and available
in the file of chemical hazard data sheets, maintained on board.
Certain chemicals attack natural fibre or man-made ropes readily, reducing its breaking
strength considerably. Such damage may also not be readily apparent.
Therefore, chemicals should not be stowed near ropes and in particular, never near
equipment such as pilot ladders and life belts.
Chemicals should be ordered such that they do not remain unused beyond their
recommended shelf life. Newly received chemicals shall be marked with date received
and shall be used on rotational basis i.e. first in, first out.
All precautions shall be taken to avoid blowback of chemicals during pressurized
injection. The Chief Engineer shall ensure that full instructions on the injection of
chemicals are available and properly displayed. Manufacturers' instructions on correct
use of injection equipment shall be complied with.
Unopened stocks of test chemicals and Reagents for use in testing Lube Oils, Engine
Cooling Water and Boiler Feed Water should be stored separately in steel boxes with
the words “TEST CHEMICALS” stencilled on it
Stocks of reagents in use should be stowed in the test cabinet supplied by the lube /
chemical supply company

Rev No. : 1
8A.1.4 CANISTER MASKS

Canister or filter-type respirators/filter masks are designed to absorb specific toxic or
poisonous elements, dust and debris but do not protect the wearer form an oxygen
deficient atmosphere.
The use of canisters or filter type respiratory protection is prohibited on managed
vessels. When personnel may encounter toxic gases exceeding approved exposure
limits, the use of SCBA is mandatory.
This requirement to use SCBA overrides any gas canister use stated in Material Safety
Data Sheet or equipment/maker’s manual.
Any such respiratory protection onboard should be disposed ashore.

Rev No. : 1
HANDLING OF NON-CARGO CHEMICALS - HANDLING Page : 1 of 3
AND STORAGE OF BATTERIES
STORAGE OF BATTERIES
8B.1 GENERAL REQUIREMENTS
Batteries must be securely fastened, to prevent possible shifting when vessel is rolling
or pitching during heavy weather.
Batteries shall be stored and transported in an upright position to prevent spillage of
electrolyte.
Manufacturers' instructions for maintenance of batteries shall be always adhered to,
unless otherwise instructed by Company.
Battery compartments should never be used to stow gear, which is not associated with
batteries. Battery room vents to be marked for positive identification and also read as
"Do not close except in emergency".
Batteries shall never to be disposed of at sea. They are to be landed to appropriate
contractors for safe disposal.
Used batteries must not be incinerated.
Batteries that are damaged or not designed to be recharged, should not be recharged.
On tankers, batteries to equipment such as lifebuoy lights, flashlights, walkie- talkies,
gas-detection meters should not be changed in a hazardous area or on open decks. The
equipment should be taken to a safe location such as inside accommodation and the
change carried out there.
8B.2 PERSONAL SAFETY
Adequate protective equipment must be kept in or immediately adjacent to the battery

compartment. This shall include:
• Full-face shield.
• Full-length apron.
• Chemical resistant gloves (earlier: Suitable gauntlets).
All above items must be approved for use with the particular electrolyte contained in
battery cells.
The battery compartment must contain a sufficient supply of:
• Long handed chemical handling gloves

• Safety visor
• Eye wash bottle.

Rev No. : 1
• Boracic/water solution, where alkaline batteries are used. Mixing 0.5 ml of boracic
powder with 0.5 litres of fresh water can make this mixture.
• Where practicable fresh water, for flushing any electrolyte-contaminated part of the
body.
Never top up the level of a battery by adding electrolyte. Use only distilled water
instead.
When mixing electrolyte, always add electrolyte slowly to water. Never add water to
concentrated electrolyte.
Lead acid batteries and alkaline batteries must not be stored in same compartment.
Under no account should the different electrolytes be allowed to come in contact with
each other.
Where vessels are equipped with ‘maintenance free batteries’, the procedures as
mentioned by the manufacturer should be closely followed. If at all there is an absolute
requirement for maintenance or small repairs on these types of batteries, same should
only be dealt with after consultation with the manufacturers.
All personnel handling these batteries should be qualified to handle the same.
Additionally, risk assessment should be referred to for safe handling of the same.
8B.3 FIRE / EXPLOSION HAZARD
Battery compartments shall be clearly labelled with “NO SMOKING, NAKED FLAMES OR
HOT WORK” signs at entrance.
Battery compartments shall always be ventilated to ensure elimination of build-up of
dangerous (for health) or potentially explosive (hydrogen) gases. The ventilators should
be unobstructed and capable of rapid and effective closing in event of an emergency.
Portable lamps or electric tools shall not be used in battery compartments, unless
approved for use in inflammable atmospheres.
Light fittings in battery compartments shall be properly maintained. Protective glasses
shall be always in position and correctly tightened.
Cracked or broken protective glasses shall be immediately replaced. If no replacement
glass is available, the circuit shall be isolated.
No alterations or modifications are to be made to any electrical fittings in battery
compartments without prior permission of Chief Engineer.
Battery cells must not be short-circuited. Metal tools or other conductive materials
must never be placed on top of batteries where they may come in contact with battery
terminals. When working on batteries use only insulated tools.

Rev No. : 1
Vent plugs must be in position and tightly closed when connecting or disconnecting
battery terminals. Clip-on connections must never be used.
Battery cable insulation must be maintained in good condition. Damaged insulation
must be repaired as soon as possible. Battery connections must be always kept clean
and tight.
Unlike lead acid batteries, metal casings of alkaline batteries always remain live. Do not
touch or allow metal objects to come in contact with metal cases of charged alkaline
batteries.

Rev No. : 1
HANDLING OF NON-CARGO CHEMICALS -STORAGE OF Page : 1 of 1
PAINTS AND LUBE OIL DRUMS
8C STORAGE OF PAINTS
Following precautions are to be adhered to for storage of paints:

1. As per SOLAS II-2, Part C Regulation 10 Section 6.3, all paint, thinners and associated
cleaners and hardeners should be stowed in storage locations protected by fixed fire
extinguishing arrangements approved by the administration. Storage of paints and
flammable liquids anywhere, except in the designated Paint Store, is not allowed.
2. Paint Store to have a file containing updated MSDS for all chemicals stored (ISGOTT
13.2.3).
3. Paint Stores should be ventilated before entry and always should be kept clean and
tidy. Paints should be well secured during sea voyage.
4. While handling paints and thinners, handler should use safety goggles for eye
protection.
5. Drums must be orderly stacked in the Paint Store and not kept haphazardly. The
stack height should be below the sprinkler heads, such that it does not impede the
effective working of the sprinkler system.
6. Paints in use at any place onboard must be returned to the Paint Store when not in
use.
7. Storing of thinners in water bottle or any other bottle which can be misunderstood
it to be drinking water, is not allowed.
8. Updated inventory to be maintained in the Paint store.
9. Inside Paint Store all opened/in use drums must be kept always covered with their
lids. None of the drums/containers containing paint or thinner should be kept lying
open.
10. Regular and thorough safety inspection and accommodation inspections to be
conducted to identify such Hazards
11. Thinner containers are to be kept always covered.
12. Used paint brushes and rollers should be kept dipped in water after cleaning with
thinner to avoid any fire hazard.
8C.1 STORAGE OF LUBE OIL DRUMS
Particular care should be taken of the storage of lube oil and other oils in drums. They
should be well secured with suitable wire lashings on pallets rather than directly on the
deck and where possible within a containment area. The top of the drum should be
covered to prevent potential water standing and subsequent ingress and
contamination.

Rev No. : 0
HANDLING OF NON-CARGO CHEMICALS - HANDLING OF Page : 1 of 6
CAUSTIC SODA
HANDLING OF CAUSTIC SODA
8D.1 GENERAL
The product must not be received, transferred, and used unless proper material safety
data sheet (MSDS) is received.
8D.2 PRODUCT
Preferred IUPAC name: Sodium Hydroxide

Systematic IUPAC name: Sodium Oxidanide
Other names: Caustic Soda, Lye, Ascarite, White Caustic, Sodium Hydrate
Chemical formula: NaOH
Identifiers: CAS Registry Number: 1310-73-2 / HAZMAT Class 8 Corrosive substance
8D.3 EQUIPMENT
List of equipment mentioned here is required to be maintained on board for various

operation including loading and emergency (contingency). All equipment to be kept
together and to be used for operations related to caustic soda.
The PPE storage container shall be clearly marked as below:
a. 1 box for storage of equipment
b. 1 pack of Universal Indicator Paper
c. 3 Piece of Chemical Goggles (one set for safety watch)
d. 2 set chemical protective clothing e.g. gloves, aprons, boots. Suitable
materials include butyl rubber, natural rubber, neoprene rubber, nitrile rubber,
polyvinyl chloride, Viton®, Viton®/butyl rubber, Barrier® - PE/PA/PE, Silver Shield® -
PE/EVAL/PE, Trellchem® HPS, Trellchem® VPS, Saranex®™, Tychem® BR/LV, Tychem®
Responder® CSM, Tychem® TK. Recommendations are NOT valid for very thin natural
rubber, neoprene rubber, nitrile rubber, and PVC gloves (0.3 mm or less).
e. 3 pair Chemical resistant gloves (one set for safety watch)
f. 3-piece Chemical resistant hard hat with face shield (one set for safety watch)
g. 3 pair Chemical resistant boots (one of each size 8, 09 and 10) (one set for safety
watch)
h. 1 reel marking tape (black/yellow)
i. 2-piece warning signs in hard plastic
j. 20 liters of vinegar (for cleaning of tools/equipment)
k. Respiratory protection - 1- half/full facepiece respirator with N100, R100 or P100 filter
(suitable for handling Caustic Soda fumes) – (to be kept in zipped airtight bag)

Rev No. : 0
CAUSTIC SODA
NOTE: Shoes made of leather CANNOT be used as these will “melt” from contact with
caustic soda. Leather is skin. Leather shoes will not be able to protect, as it dissolves in
contact with Caustic Soda!
All handling gear should be washed with copious amount of water, cleaned with vinegar
and again rinsed with water. Vinegar is used to ensure the remnants of the caustic soda
is neutralized to protect the subsequent users.
8D.4 LOADING
No other loading/discharging operations to be performed on-board at the time of NaOH

Bunker. Vessel to prepare a Caustic Soda Bunker plan with suitable RA and send office for
review. Loading of caustic soda is to be considered an open loop operation. Equipment
as mentioned in section 1 to be used and returned after cleaning and drying.
The loading plan to identify the duty of each person including Chief Engineer as person in
charge of this operation. The toolbox meeting to be conducted prior to the start of
operation. At all times, sounding of Caustic Soda tank must be undertaken under utmost
safety precaution with proper PPE in place. A designated Stainless-Steel sounding tape to
be used for this operation. Sounding tape to be cleaned with fresh water and later
neutralized with vinegar solution before storing in place.
NOTE: Cadets and trainees shall not be involved in the operation.
Prior to the start of any Caustic Soda loading operation emergency shower to be tested
and if required retested by the crew performing the operation.
Prior to the start of loading operation work area to be marked with marking tape and
warning signs posted preventing other crew members entering area.
NOTE: If transfer operation is interrupted (due to tea, lunch breaks, etc.), the shower shall
be tested again, before resuming the transfer operation.
Rev No. : 0
CAUSTIC SODA
8D.5 DISCHARGING/DISCARDING/DISPOSING
Discharging might not be a regular operation. However, if there is a reason for the vessel
to discard/dispose Caustic Soda to an external facility, these precautions shall be taken.
The disposal plan should be in line with Caustic Soda loading plan as mentioned in section
2 of this document.
8D.6 PLANNED MAINTENANCE SYSTEM (PMS)
The Technical Manual, Annex 1 and 2, will be revised shortly to include the requirement
given here below. Meanwhile, relevant vessel to follow below checks -
8D.6.1 MONTHLY CHECKS
a. Sounding of NaOH tank

b. Visual check of system
• Any leaks or evidence of leaks
• Dosing Pump – is this in good condition
• Pipes – are these in good condition
• Flanges – No splash protection fitted
NOTE: Anti splash tape CANNOT be used as this is made of aluminium, which is non-
compatible with caustic soda. A two-half split type pipe clamp can be used, bottom to be
wrapped with Teflon sheet.
c. Testing of Bilge level alarm(s) in drip tray (to be tested with water)
d. Emergency Shower functional test (located near Caustic Soda transfer manifold)
e. Checking Inventory of Caustic Soda Safety Equipment Gear
8D.6.2 6 MONTHLY CHECKS
Testing of alarms on tank
• High level alarm

• Temperature alarm(s)
8D.7 EMERGENCY
In case of any emergency, such as spills/leaks arising while handling caustic soda (from
tank, valves, or pipes), the following action shall be followed.
Safety gear for handling Caustic Soda, shall be put in use immediately.

Rev No. : 0
CAUSTIC SODA
8D.8 EMERGENCY RESPONSE
The company’s contingency response plan shall be brought into action. Caustic soda
(NaOH) is very aggressive and can only be cleared by using large amount of water.
a. DO NOT touch spilled material with naked hands
b. Stop leak if possible, without risking self AND donning proper PPE
c. Personnel not involved in operation should be kept out of this area
d. DO NOT attempt neutralization or ointments to damaged skin.
Warning! Rinsing with vinegar on skin (acetic acid, CH3COO-H or H-Ac for short) will
neutralize the caustic soda through an exothermic reaction. This will happen very quick,
raising temperature drastically and cause severe burns.
All person handling emergency related to Caustic Soda need to be in proper PPE as
mentioned in section 1. The team might consist of below personal
• Chief Officers (in charge)
• One officer as safety watch at location outside the barrier, but with clear sight to
working location. Officer to have a radio.
• 2 deck hands to perform operation.
NOTE: Cadets and all trainees are not to be involved in the operation.
Additional crew can be allocated, if needed, but it should be ensured that PPE is available.
All reporting to be done as per company’s incident reporting policy with the following
information: -
• Place of spill/leakage (inside or outside spill tray)
• Size of spill/leakage
• Has the leak been stopped/contained?
• Injuries
• Will this affect the operation of the scrubber unit?
Additionally, take below precautions: -
Engine room
▪ Spill is not to be pumped into holding tanks. NaOH to be pumped directly overboard
using high amount of water (seawater) to dilute.
▪ Inside spill tray, all caustic soda to be washed towards the drains.
▪ Outside spill tray depending on size of the spill the method for cleaning to be selected.
▪ In case of a minor spill (a few drops) this can be moped with clean water (no soap).
▪ In case of a larger spill, hosing down (washed) shall be considered after proper
evaluation. Preferably the water shall be led in the direction towards a drain, which
can finally be lead out to sea through vessel’s systems.

Rev No. : 0
CAUSTIC SODA
On Deck
▪ All area affected or suspected to be affected, shall be washed with high amount of
water (seawater). Shipside shall also to be flushed (washed).
8D.9 FIRST AID
MSDS to be referred and adhered apart from the guidelines and recommendations-
▪ Caustic soda must be removed as quickly as possible after bodily contact by washing
with water only.
▪ Do NOT use soap.
▪ Do NOT attempt to neutralize the caustic soda with chemicals.
▪ Continue washing for minimum 30 minutes.
▪ Do NOT use vinegar.
It is imperative that you begin to wash with water as soon as possible. Any time lost prior
to such washing with water could cause serious and irreparable damage!
Eyewash fountains should be located near any caustic soda handling area. Emergency
safety showers should be used for washing residue.
1. Eyes:
Wash immediately with water under low pressure from an eyewash fountain. After hands
have been thoroughly rinsed, hold the eyelids open and continue washing for 30 minutes
or until advised otherwise.
2. Body:
Wash immediately with water from a safety shower. Wash the affected skin with water
for 30 minutes. Remove clothing while showering.
If the eyes have not been exposed, do not remove your goggles until your head and hair
have been thoroughly rinsed, otherwise, caustic soda could be washed into the eyes.
Rinse your head thoroughly, then remove the goggles, and complete washing.
3. Ingestion (swallowing):
Do not induce vomiting. Immediately drink large quantities of milk (preferable) or water.
4. Clothing:
Wash contaminated clothing separately from non-contaminated clothes to remove
caustic soda before reuse. Contaminated shoes and leather items should be destroyed.
8D.10 MAINTENANCE/REPAIR
Any maintenance and repair on Caustic Soda system must be managed through
company’s maintenance and repair procedure, taking all precautions as mentioned in this
document. All defects identified must be reported in ShipPalm, and the repair plan agreed
with the vessel’s superintendent.

Rev No. : 0
CAUSTIC SODA
8D.11 TRAINING
Record of crew members attending the training to be reported in SF-10.

Every person signed-on onboard, who will be engaged directly or indirectly in caustic soda
related operation should be undergoing safety training, which consists of the following
as minimum -
• Familiarized with Caustic Soda related hazards as per product MSDS sheet
• Engineering officers shall be familiarized with EGCS/EGR system (pipeline tracing
and machinery operation) and related precaution
• Familiarized with First Aid and emergency response plan
• Familiarized with the location of ‘Caustic Soda Safety Gear’ and operation of
‘Emergency Shower’.

Rev No. : 0
FATIGUE MANAGEMENT Page : 1 of 13
MANAGING FATIGUE ON BOARD

INTRODUCTION
Company is continuously making efforts to raise awareness of health and safety
hazards, which pose dangerous consequences to the vessel and its personnel.
The human element and in particular fatigue, is widely perceived as a contributing
factor to marine casualties. Fatigue is a hazard that affects everyone regardless of skill,
knowledge and training.
In this chapter, the causes, effects and ways of mitigating fatigue on board a vessel are
discussed.
WHAT IS FATIGUE?
The following definition is found in IMO’s List of Common Human Element terms:
“A reduction in physical and/or mental capability as a result of physical, mental or
emotional exertion which may impair nearly all physical abilities including strength,
speed, reaction time co-ordination, decision making or balance.”
WHAT CAUSES FATIGUE?
The following factors are major contributors to fatigue -
• Shortage of sleep / poor quality of sleep / Insufficient rest times between
work periods
• Psychological / emotional factors – monotony, boredom, interpersonal
relationships
• High job demands – work outside normal working hours, paperwork
• Boring and repetitive work
• Voyage / scheduling factors- frequent port turnarounds.
• Health and food habits – alcohol, caffeine
• Negative work environment factors – noise and vibration
• Adverse weather conditions – rough weather; heat and severe cold weather
conditions.
• Nature of duties/ workload while in port – work shifts, shore leave
WHAT ARE THE EFFECTS OF FATIGUE?
EFFECT SIGNS / SYMPTOMS
Inability to • Unable to organize a series of activities
concentrate • Preoccupied with a single task
1 • Focus on silly problem, neglect of
important ones
• Less vigilant than usual

Rev No. : 0
EFFECT SIGNS / SYMPTOMS

Reduced state of • Inability to judge distance, speed, and
alertness, Slow time
response • Failure to appreciate intensity of the
2
situation
• Chooses risky option, cutting corners to
get job done
Poor Memory • Inability to retain or absorb new
information
3
• Forgetting tasks or completing tasks out of
order
Loss of Body Control • A desire to rest and aversion to further
work
• Inability to stay awake, slurring of speech
4
• Decreased ability to exert force when
lifting, pushing, or pulling
• Increased frequency of dropping objects.
Physical Discomfort • Headache
• Giddiness
5 • Loss of appetite, digestion problems
• Insomnia
• Rapid breathing, Heart palpitation
HOW TO RECOGNIZE FATIGUE IN SEAFARERS?

Fatigue shows itself in different ways as discussed above. Most noticeable traits are-
1. Sleepiness
• The seafarer looks tired, yawns, rubs his eyes.
• The seafarer falls asleep for small amounts of time.
• There is noticeable slur in speech
• The seafarer is unable to concentrate properly.
2. Mood and Attitude Change
• The seafarer appears quieter, less talkative than usual
• The seafarer seems more irritable than usual.
• The seafarer displays a “don’t care” attitude, fails to observe warning signs,
anticipate danger.
• The seafarer displays an obvious dislike for work, and is unwilling to co-
operate.

Rev No. : 0
HOW CAN WE PREVENT THE ONSET OF FATIGUE?

1. SLEEP
The most effective strategy to fight fatigue is to get the very good sleep. There are three
aspects to a good sleep, which provides recuperative benefits.
Duration: Albeit everyone’s sleep needs are unique, it is universally recommended that
a person obtain on average seven to eight hours of sleep per 24-hour day.
Continuity: Sleep should be uninterrupted- at least six hours in a stretch.
Quality: People need deep sleep. It is not enough to be just tired, for a good sleep. The
time of sleep has to match with the biological clock to ensure good sleep.
Following are some guidelines on developing good sleep habits-
• Develop and follow a pre-sleep routine (a warm shower, reading calming
books, pre-bed preparations)
• Make the surroundings conducive for sleep (dark, quiet, cool room with
comfortable bed)
• Eat or drink lightly before going to bed, to avoid being kept awake by
digestive activity.
• Avoid colas, chocolates, tea, coffee and some medications which may
contain alcohol and/ or caffeine, just before bedtime. Avoid coffee at least
six hours before bedtime.
• Relaxation techniques like meditation and yoga aid in good sleep.
2. REST
Rest, apart from sleep, can be provided in the form of breaks or changes in activities.
Factors influencing the need for rest are the length and intensity of the activities prior
to a break, or a change in activity, the length of the break or the nature or change of the
new activity.
3. GUIDELINES ON MAINTAINING PERFORMANCE
Here are some guidelines that can help maintain performance.
• Get sufficient sleep, especially before a period when you expect that time for
adequate sleep will not be available.
• Ensure continuous periods of sleep. Develop and maintain good sleep habits.
• Take strategic naps. Research has identified strategic napping as effective
tool for maintaining performance during long periods of wakefulness. The
most effective length of time for nap is 20 minutes.
• Monitor and effectively manage hours of work and rest by maintaining
individual records of rest hours.
• Eat regular, well-balanced meals and exercise regularly.

Rev No. : 0
WHAT PRACTICAL STEPS CAN BE TAKEN ON BOARD SHIP TO REDUCE CREW FATIGUE?
TEMPORARY RELIEF FROM FATIGUE
• Allow the crew member to take a break.
• Have a strategic nap.
• Water- Drink lots of it. Avoid caffeine.
• Eat something light.
• Rotate the crew member showing fatigue symptoms to task where the risk is
acceptable.
• Give consideration to whether the task must be continued or can be delayed.
LONG TERM RELIEF FROM FATIGUE
• Keep the schedule of duties under review to ensure that the hours of work
continue to be realistic and workable.
• Provide compensatory rest if it is necessary to exceed normal hours of work.
• Identify and reduce fatigue inducing risk factors. Discuss fatigue incidents during
safety meetings and establish shipboard practices to deal with them. Encourage
discussion on individual and group concerns about fatigue and take positive
actions based on conclusions that are arrived at.
• Suggestions on good ship board practice are most welcome, for we can convey
them to other vessels in the fleet.
• Use rested personnel to cover for those traveling long hours to join the ship and
who are expected to go on watch as soon as they arrive on board.
• Create an OPEN communication environment. Please make it very clear to the
crew that they must inform their supervisors, when fatigue is impairing their
performance. Also ensure that there is no recrimination for such reporting.
• Schedule drills, training sessions and routine maintenance functions in a manner
that minimizes the disturbances of rest/ sleep periods. Same way schedule
potentially hazardous tasks for day time hours.
• Develop a watch keeping schedule for watch keepers. This schedule should allow
for mandatory rest hours. (Refer ILO convention No.180) Senior Officers must
take time to ensure watch keepers are actually well rested.
• Job rotation – Change the order of activities, where personnel are assigned tasks
that include variety (mixing tasks requiring high mental/ physical work with low
demand tasks) in tasks, can be beneficial in breaking job monotony.
• Transfer of duties: To avoid development of fatigue in responsible person
involved in extended operations, duties can be transferred to other suitable
competent person provided he has been familiar with the ship system, well
rested and no critical part of operation fall under his intended duty period.
• Ensure shipboard living conditions are maintained to good standards. (Clean,
hygienic, heating, ventilation, air conditioning maintained, good, sufficient food,
unusual sources of noise taken care of etc)

Rev No. : 0
• Promote supportive relationships on board, maintain good morale and deal with
inter-personal conflict amicably.
• Increase awareness of the long-term health and practice of healthy lifestyle
behaviour. The ship’s club can equip the recreation room/ gym with sufficient
recreational items, equipment’s for exercising like tread mill etc.
• Lastly, Officers and crew should consider learning relaxation techniques like
meditation and yoga when they are on vacation.
Masters are encouraged to plan and highlight the expected rest hour issues in advance,
to the office. Inspite of all the diligent planning if an unexpected activity comes up,
Masters are empowered to stop or postpone work if the rest hour requirements are not
met for two consecutive days.
HOURS OF WORK AND REST
The purpose of this chapter is to ensure compliance with Rules A- VIII/1 and Rule A-
VIII/2 of STCW & ILO 180
Hours of work are such times during which the seafarers are obliged to perform a job
for the vessel. This will include any watchkeeping or work duties either during or
outside of the individuals scheduled period of work, and any other period of working
that disturbs a scheduled rest period such as drills, meetings, ER rounds, response to
alarms, mooring stations or any stand-by conditions on the bridge, deck or engine
room.
Hours of rest are such times during which the seafarer is free from all job for vessel.
Meal breaks taken during hours of work shall not be considered as “hours of rest”. Meal
break outside work hours is rest hour.
REST HOURS GUIDELINES AS PER STCW
▪ Minimum hours of rest shall not be less than:
• Ten hours in any 24-hour period; and
• 77 hours in any seven-day period.
▪ The hours of rest may be divided into two periods maximum, one of which shall
have a minimum of six hours of length and the interval between consecutive
periods of rest shall not exceed 14 hours
▪ Minimum hours of rest in a 7-day period may be reduced to 70 hours. This is not
allowed for more than two consecutive weeks. The interval between 2 periods
of exceptions must not be less than twice the duration of the exception.
For example, if the hours of rest for the period 07th Jan 2013 to 13th Jan 2013
was 71 hrs and rest for the period 14th Jan 2013 to 20th Jan 2013 was 72 hours,
this exception will not be allowed for next four weeks i.e., from 21st Jan 2013 till
17th Feb 2013.
▪ STCW 2010 exception clauses are included in latest version of ISF watch keeper.

Rev No. : 0
▪ The requirements for rest periods laid down above need not be maintained in
case of an emergency or drill or in other over riding operational conditions.
Musters, firefighting and lifeboat drills, and drills prescribed by national laws and
regulations and by international instruments shall be conducted in a manner
that minimizes the disturbance of rest periods and does not induce fatigue.
STCW 2010 also offers the ability to apply certain exceptions which must be allowed by
Parties (Flag States) to the STCW Convention. There are two main exceptions which can
be used either together or independently of each other:
7-day exception:
Minimum hours of rest in a 7-day period may be reduced to 70 hours
This is not allowed for more than 2 consecutive weeks and
Not allowed to be used again until twice the period of exception has been used.
24-hour exception:
The rest hours in a 24-hour period can be split into 3 periods (provided minimum of 10
hours rest is met)
Restricted use for 2 x 24-hour periods in any 7-day period
In applying regulation VIII/1 [of the Convention], the following should be considered:
Provisions made to prevent fatigue should ensure that excessive or unreasonable
overall working hours are not undertaken. In particular, the minimum rest periods
specified in section A-VIII/1 should not be interpreted as implying that all other hours
may be devoted to watch keeping or other duties.
REST HOUR GUIDELINES AS PER ILO 180
▪ Minimum hours of rest shall not be less than:
• Ten hours in any 24-hour period; and
• 77 hours in any seven-day period.
or
• Maximum hours of work shall not exceed:
• 14 hours in any 24-hour period; and
• 72 hours in any seven-day period;
▪ The hours of rest may be divided into two periods maximum, one of which shall
have a minimum of six hours of length. Interval between consecutive periods of
rest shall not exceed 14 Hours.
▪ Musters, firefighting and lifeboat drills, and drills prescribed by national laws and
regulations and by international instruments shall be conducted in a manner
that minimizes the disturbance of rest periods and does not induce fatigue.
Rest Hours requirement for tankers by OPA 90 in US waters

Rev No. : 0
• 15 hrs of work in 24-hour period

• Work no more than 36hrs of work in any 72hour period
▪ This requirement can be overruled in case of emergency or a drill.
COMPANY’S REQUIREMENTS FOR REST HOURS
Vessels are required to comply with STCW, ILO, MLC and OPA 90 requirements.
Dedicated work and rest hour recording software that is provided on most of the
vessels must meet the statutory requirement. Extra care needs to be taken to ensure
compliance with OPA 90 requirement of ‘work no more than 36 hrs in any 72 hour
period’ for tankers in US water.
Period of drills, safety meetings, fire rounds, onboard trainings and stand by time
should be mentioned as work hour.
Additionally, Masters are to comply with the Flag State regulations pertinent to the
vessel, regarding the work / rest hours. If the exception clauses given in STCW 2010 are
not allowed by the flag state. Master shall comply with the flag state requirement. All
circulars pertaining to the subject have to be referred to in establishing the work / rest
hours management for all personnel working on board. Whenever, there is ambiguity in
implementing any of the regulations/recommendations as given by Flag State when
compared to the STCW requirement, the Master or the responsible officer is to clarify
the issue with the vessels superintendent to establish a system.
▪ When a seafarer is on call, such as when a machinery space is unattended, the
seafarer shall have an adequate compensatory rest period if the normal period
of rest is disturbed by callouts to work.
▪ Nothing within this section shall be deemed to impair the right of the Master of
a ship to require a seafarer to perform any hours of work necessary for the
immediate safety of the ship, persons on board or cargo, or for the purpose of
giving assistance to other ships or persons in distress at sea.
Accordingly, the master may suspend the schedule of hours of work or hours of rest
and require a seafarer to perform any hours of work necessary until the normal
situation has been restored.
As soon as practicable after the normal situation has been restored, the master shall
ensure that any seafarers who have performed work in a scheduled rest period are
provided with an adequate period of rest.
If a ship has changes like but not limited to construction, machinery or equipment,
operation and/or method of maintenance, or seafarers persistently fail to comply with
rest hour’s requirements, a risk assessment should be carried out and the Safe Manning
Document should be reviewed in consultation with the company. Flag state shall be
notified as necessary.

Rev No. : 0
All personnel who are granted shore leave shall be guided to check and maintain rest
hours sufficient to carry out their duties safely on return from shore leave. Master or
the responsible senior officer shall also make sure that the crew who join the vessel
after a long travel is rested well before assigning critical duties.
WATCH ORGANIZATION
Masters are also advised to refer to the Employment agreements which Company has
with ITF affiliated Seafarer Unions. There will be a reference to periods of rest hour in
the agreement. The requirements stated therein must be complied with.
Rest shall be obligatory for the whole personnel on board, including the Master.
The Master is required to establish and organize the watch keeping period in order for
them to be suitable and efficient, to guarantee the safety of the vessel and the crew at
all times. This shall be displayed as the “Table of Shipboard Working Arrangements”
which shall be in English and kept in an accessible place (e.g., Bridge, Engine control
room, Cargo Control room, Officer’s and Crew mess room).
This table shall be updated:
• Once in a month
• As and when there is an addition or deletion of a position / rank on board
• When the machinery status changes from UMS to manned or vice versa
• When the trade / route / operations of the vessel changes requiring
rescheduling of watch keeping
Each individual seafarer is responsible for ensuring that he/she is not fatigued during
the work period. For that purpose, they shall utilize ISF watchkeeper software (where
provided) for the planning of work and rest hours. Planning shall be robust enough to
avoid the occurrence of any non-conformance due to their expected work schedule.
Further each person on board shall individually record period of rest hours. On vessels
not fitted with ISF software the form “Work Hours / Rest Hours” would have to be filled.
Ship staff shall use ISF watchkeeper tool for planning
The Master may nominate Chief Officer and 2nd Engineer to check the correctness of
the records for Deck and Engine-room staffs respectively, but it must be ensured that
the information is recorded by the seafarer.
In the event of significant noncompliance that is occurring or is likely to occur due to the
nature of the operation like ship-to-ship transfer, in-port tank cleaning, very short run of
vessel etc, the master shall bring it to the notice of the vessel superintendent and the
DPA who in turn shall incorporate mitigating measures in consultation with senior
management and all stakeholders.
The work schedule and hours of rest provided to all staff shall be reviewed every month
during Safety committee meetings.
Rev No. : 0
All vessels using the software shall send the export file (Rest hour record of each crew
for the entire month and the NC report) to office by email at the end of every week. It
shall be the responsibility of the Marine Superintendent in charge of the vessel to
monitor these reports and respond suitably to deviations, if any.
On vessels without the software, the records shall be sent to the office monthly and
verified by the designated Marine superintendent, who shall respond suitably to
deviations, if any.
Deviations in above rest hours, if any and the corrective actions shall also be brought to
the attention of Senior Management.
The work schedule shall be reviewed and renewed at following instances:
• When considered necessary after a Safety Committee review.
• When a new master takes over command of the vessel.
• If advised by Office after a review of records.
All vessels shall maintain the rest hour records on board for verification by authorities.
REST HOURS MONITORING CELL

Rest hours monitoring cell has been incorporated ashore to monitor the rest hours of
onboard personnel. This is done using the online ISF software. The vessel synchronizes
the onboard rest hours with the system. Automated alerts are generated by the system
to alert the vessel and the office of any deviations.
Activation Point Vessel Shore Vessel Actions

Alert Alert
One in 7 days Yes No - Individual seafarer to advise HOD
- Provide compensatory rest. Plan work and
rest hours better.
- Reschedule work for personnel. For
example, Master, may takeover watches of
the fatigued deck officer, Chief Engineer
may takeover watch of the fatigued
Engineer until the relieved person is well
rested to resume duties
2 days in a 7-day Yes Yes - Individual seafarer to advise HOD
period - Provide compensatory rest. Plan work and
rest hours better.

Rev No. : 0

rested to resume duties.
- Rearrange watch schedule. For example,
Chief officer can relieve Duty officer in port
watches or vice versa, Bosun can relieve
deck watchkeepers.
2 Consecutive days Yes Yes - Individual seafarer to advise HOD
- Provide compensatory rest. Plan work and
rest hours better.
deck watchkeepers.
- Explore the availability of additional
manpower with the office.
6on-6off for more than Yes Yes - Individual seafarer to advise HOD
2 days - Provide compensatory rest. Plan work and
rest hours better.
- Consider 7 on-5 off watch pattern
deck watchkeepers.
- Explore the availability of manpower with
the office.

Rev No. : 0
3 days in a 30 day Yes Yes - Individual seafarer to advise HOD

period - Master to notify the Superintendent
- Provide compensatory rest.
- Consider 7 on-5 off watch pattern.
deck watchkeepers.
- Consider suspension of operation and / or
additional stay in port.
- Consider the supply of additional
manpower.
- Plan work and rest hours better.
- Raise Non-conformance report as per SMS.
GENERAL GUIDANCE RELATING TO THE APPLICATION OF REQUIREMENTS
General guidelines suggested below are as per recommendation

‘Any 24 hrs’:
It should be ensured that, at any time during the working period, in the past 24 hours
the seafarer should always follow the requirements. The seafarer should have had a
minimum of 10 hours rest which was divided into no more than 2 periods, one of which
was of a minimum of 6 hours.
Non-conformances
Non-conformances that occur during hours of work may contribute to fatigue. Technical
non-conformances that occur during seafarers’ hours of rest are unlikely to contribute
to fatigue and should not be considered. For example, in the following graphic, the 4 to
8 watchkeeper works an additional 1 hour on day 2 from 1100 to 1200. Under some
interpretations of ‘any 24 hours’, this results in a non-conformance which occurs during
the subsequent uninterrupted rest period from 2200 to 0400. Such non-conformance
should not be recorded.

Rev No. : 0
Scheduled Work
Periods (4 - 8)
Day 1
Day 2 Watchkeeping Watchkeeping NC
Day 3 NC
Non-Conformance Additional work Non-Conformance

during period of rest Period(1100 - 1200) during period of rest
Musters and drills

Wherever possible, it is recommended that musters and drills are held causing
minimum disruption to rest periods, recognising that a nonconformance as a result of
an individual’s attendance may be inevitable. In cases where a rest period is
interrupted, individual records should indicate the time spent as a ‘work’ period to
ensure the seafarers are adequately rested through subsequent work periods.
Compensatory rest
Wherever practical, it is recommended that compensatory rest is provided as required
to duty personnel when they have responded to calls that have interrupted their
required rest period. The compensatory rest period should be added to the rest period
to achieve the minimum rest hours required before the seafarer returns to work. Duty
personnel should record the time spent undertaking rounds or responding to alarms,
recognising that a nonconformance as a result of such a response may be inevitable.
Other seafarers who have their rest interrupted for shipboard operations may also be
required to have extended rest periods prior to returning to work. However, such
extended rest periods are not deemed as ‘compensatory rest’ within the convention.
Record keeping
It is recommended that records in the required format, signed by both the seafarer and
the Master, are retained on board for each seafarer during their full time on board or
for 12 months, whichever is the longer.
Exceptions
It is recommended that exceptions are only permitted in accord with the ILO/MLC
provisions, namely by collective agreement or arbitration.
Superseded text
A number of administrations continue to reference some provisions of STCW 78 in their
domestic legislation and may therefore use these as a basis for PSC verification on
foreign flag ships in their ports. Examples include the following:

Rev No. : 0
▪ STCW 78 states that emergencies, drills or ‘other overriding operational

conditions’ disturbing the rest hours are acceptable
▪ it is permitted to reduce the minimum period of 10 hours of rest to 6 hours,
provided such reduction lasts no longer than 2 days (referred to as the ‘2-day
derogation’).
With the entry into force of the STCW 2010 amendments, it is recommended that
onboard controls on hours of rest reflect the amended provisions. In particular, the
relaxations of rest period requirements related to ‘overriding operational conditions’
and the ‘2-day derogation’ should not be applied. It should be noted, however, that
exceptions relating to emergencies apply to both the STCW and MLC Conventions.
RECORDS
Form SF 16–Work Hours / Rest Hours
Form AD 17 – Table of shipboard working arrangement

Rev No. : 0
FOOD HYGIENE AND STORAGE Page : 1 of 15
10A.1 FOOD AND HYGIENE

10A.1.1 RESPONSIBILITIES
The Master is responsible for the efficient control of all catering arrangements on board.
He may delegate some responsibility to a designated Officer.
All catering staff involved in the processing of food should be trained and instructed for
their position and have evidence of completion of a training course or of being instructed
in food and personal hygiene and handling and storage of food.
10A.1.2 FOOD AND HYGIENE ON BOARD SHIPS
Master to ensure that the provision of food and drinking water are of appropriate quality,
nutritional value, quantity and variety taking into account the number of seafarers on
board, their religious requirements and cultural practices as they pertain to food and the
duration and nature of the ship’s voyage.
A menu shall be prepared on daily basis to ensure above criteria are met. The menu shall
be displayed in the mess room and the record of menu shall be maintained for a period
of one year.
Master to ensure that the organization and equipment of the catering department
permits the provision to the seafarers adequate, varied and nutritious meals prepared
and served in hygienic conditions.
Seafarers on board are provided with food and drinking water free of charge during the
period of engagement.
To ensure that seafarer accommodation is clean, decently habitable and maintained in a
good state of repair, Master to carry out crew accommodation and hygiene inspection at
intervals not exceeding 7 days. This inspection shall cover recreational areas, food and
drinking water, all spaces and equipment used for the storage, handling of food and
drinking water and galley and other equipment for the preparation and service of meals.
10A.1.3 OVERVIEW
Over one hundred outbreaks of infectious diseases were reported to be associated with
ships between 1970 and 2000 (WHO). Reported outbreaks included legionellosis, typhoid
fever, salmonellosis, viral gastroenteritis, enterotoxigenic E coli infection, shigellosis,
cryptosporidiosis and trichinosis. As a result, cargo vessels have also been affected often
with serious operational and financial consequences.
Ships can have significance effect on public health beyond just their role in ship-acquired
infection. For example, ships can transport infected humans and other vectors, such as
mosquitoes and rats, between ports and therefore act as a means of international disease
transfer.

Rev No. : 0
If proper control measures are not in place, ships are particularly prone to disease
outbreaks. Ships are isolated communities with crowded living accommodation, shared
sanitary facilities and common food and water supplies. Such conditions are favourable
to the spread of infectious diseases. The inevitable publicity that breaks out along with a
disease outbreak aboard ship can seriously impact financially on the ship owners.
Becoming ill aboard ship can be particularly dangerous because the ship at sea will be
isolated from modern medical centres. Furthermore, once an outbreak has been
reported onboard ship, it may not be permitted to dock.
Definition of food borne illness: Food borne illnesses are defined as diseases, usually
either infectious or toxic in nature, caused by agents that enter the body through the
ingestion of food. Every person is at risk of food borne illness.
Common Causes of food borne illnesses and food poisoning are:
▪ Preparation of food too far in advance and stored at room temperature
▪ Cooling food too slowly prior to refrigeration
▪ Not reheating food to high enough temperatures to destroy harmful bacteria
▪ Using contaminated cooked food
▪ Undercooking
▪ Not thawing frozen meat for sufficient time
▪ Cross contamination from raw food to cooked food
▪ Storing hot food below 63°C
▪ Infected food handlers
▪ Improper use of leftovers
10A.1.4 BACTERIA
No catering environment operates without harmful bacteria being present at some time.
Plenty of food is produced in environments where microbiological environmental levels
are very low. Small numbers of certain bacteria such as Salmonellae can cause serious
illness. Most pathogenic bacteria are destroyed by adequate cooking but harmful
preformed bacterial toxin, mycotoxins and algal toxins are unaffected by heat.
Pathogenic bacteria also thrive in cool, dry and anaerobic conditions. Raw meat is
considered to be high risk because of the likely presence of E.Coli, Salmonellae, L.
monocytogenes. Depending on the source viable cysts of intestinal parasites may also
exist. Good practice before cooking or processing should prevent bacteria multiplying to
the extent that would cause illness or food spoilage.
Bacteria levels rise rapidly in a warm moist environment on certain foods that support
their growth, such as high protein foods. However, foods with high levels of sugar, salt or
other preservatives do not provide favourable growth conditions.
“High risk” food, those most commonly implicated in food poisoning cases, is considered
to be food that supports bacterial growth and is ready to eat without further cooking. For
example:

Rev No. : 0
▪ cooked meat, poultry and rice

▪ meat products such as gravy and stock
▪ milk, cream, eggs, and egg products,; and
▪ shellfish and other seafood.
Raw meat although a source of bacteria is not considered to be “high risk” because it is
generally cooked before consumption.
People often harbour some types of harmful bacteria at some point - hands are
particularly susceptible.
10A.1.5 BACTERIAL FOOD CONTAMINATION
Contaminated food looks tastes and smells completely normal unless it is so
contaminated spoilage occurs. Bacteria levels in high risk food and raw meat will rise
rapidly in warm conditions. Contamination usually occurs through recklessness,
ignorance and people taking short cuts, and handling or storing food carelessly.
Bacteria can pass directly from the source to high-risk food. For example raw meat can
contaminate cooked meat where human, animal or insect intervention occurs. Cross
contamination, where bacteria are transferred by some other means is a constant threat
to food safety. The main “vehicles” are hands, hand and food contact surfaces, cloth and
equipment. Other “vehicles” include water, other food and insects.
Major food borne diseases from microorganisms are:
Salmonellosis is caused by the Salmonella bacteria and symptoms are fever, headache,
nausea, vomiting, abdominal pain and diarrhoea.
Examples of foods involved in outbreaks of salmonellosis are eggs, poultry and other
meats, raw milk and chocolate.
Campylobacteriosis is a widespread infection. It is caused by certain species of
Campylobacter bacteria. Food borne cases are mainly caused by foods such as raw milk,
raw or undercooked poultry and drinking water. Acute health effects of
campylobacteriosis include severe abdominal pain, fever, nausea and diarrhoea. In two
to ten per cent of cases the infection may lead to chronic health problems, including
reactive arthritis and neurological disorders. Infections due to enterohaemorrhagic
(causing intestinal bleeding) E. coli, e.g. E. coli O157, and listeriosis are important food
borne diseases which have emerged over the last decades.
Although their incidence is relatively low, their severe and sometimes fatal health
consequences particularly among infants, children and the elderly, make them among
the most serious food borne infections.
Cholera is a major public health problem in developing countries, also causing enormous
economic losses. The disease is caused by the bacterium Vibrio cholera.

Rev No. : 0
In addition to water, contaminated foods can be the vehicle of infection. Different foods,
including rice, vegetables, millet gruel and various types of seafood have been implicated
in outbreaks of cholera.
Symptoms, including abdominal pain, vomiting and profuse watery diarrhoea, may lead
to severe dehydration and possibly death, unless fluid and salt are replaced.
10A.2 FOOD HYGIENE
10A.2.1 STORAGE AND HANDLING
Traditionally the basis for food hygiene standards has been the use of clean, well
maintained catering spaces and the avoidance of unsanitary conditions. Even in clean,
well-maintained galleys, care must be taken not to handle food carelessly with
insufficient regard to food safety. Good food hygiene is more than cleanliness. It requires
food to be protected from the risk of harmful contamination by bacteria, chemicals and
other foreign bodies from point of delivery to point of consumption. Bacterial
contamination is the most serious risk to food safety and cause the majority of food
poisoning cases but physical and chemical contamination may also occur accidentally. For
example, from loose buttons, jewellery, and other foreign bodies or from cleaning agents.
Good food hygiene requires the sourcing of safe food. In certain circumstances, unsafe
food will always remain unsafe regardless of the measures taken. It is important to take
care how food is stored to make sure it's safe to eat.
Some foods need to be kept in the fridge to help stop bacteria from growing on them,
such as foods with a 'use by' date, cooked food and ready-to-eat food such as desserts
and cooked meats.
Domestic fridges temperatures must be monitored. This can be done by either using
portable temperature probes or having fridges with digital temperature readouts.
10A.2.2 PREVENTION OF BACTERIAL FOOD POISONING
Food must be protected against contamination. High standards of personal cleanliness
and food safety must be observed. Any existing bacteria already in the food must be
prevented from growing to dangerous levels. Most bacteria can be destroyed by
thorough cooking but not pre-formed toxins. To reduce the risk of food poisoning a range
of control measures should be put in place covering:
▪ Personal hygiene
▪ Temperature control (keep food hot >63°C or cold <5°C)
▪ Segregation of raw and cooked foods
▪ Ensuring no risk of cross contamination via hands, cloths etc.
▪ Thorough cooking
▪ Adequate and proper cleaning
▪ Purchasing safe supplies and ensuring safe delivery.

Rev No. : 0
To help stop bacteria from growing, please ensure following:

When the label says 'keep refrigerated', food must be stored in the fridge.
Food should be cooked as near as possible to the time of meal service.
Raw food must always be kept apart from cooked food. Separate refrigerators should be
used for this purpose. If separate refrigerators are not available, the following will apply:
▪ All food in the refrigerator should be wrapped to prevent cross contamination.
▪ Raw food (that often contains pathogenic bacteria) should be wrapped and placed
at the bottom of the refrigerator below cooked food.
Food should always be subjected to the least possible handling and full use is to be made
of serving implements.
Prepared dishes, such as meat, desserts with milk, egg, or cream ingredients must always
be cooled as quickly as possible, covered, and refrigerated.
Food for cooking or service is to be covered and stowed in a refrigerator or cool area.
Butter and conserves for table use are to be similarly protected. Flies are carriers of
disease and exposed food provides a serious threat to health. Newspaper must not be
used as food wrapping. Grease proof paper or a suitable food wrap should be used.
Food, when being transported, must be suitably covered. Suitable head covering must be
worn at all times when working in a food preparation area.
Uncooked potatoes should be stored in a cool and dry place but not refrigerated as this
can increase the amount of sugar they contain, which could lead to higher levels of a
chemical called acryl amide when the potatoes are baked, fried or roasted at high
temperatures.
All fruit and salad items are to be thoroughly rinsed in fresh water prior to issue.
Many foods don't need to be kept in the fridge to keep them safe to eat, for example dry
foods such as rice, pasta and flour, many types of drinks, tinned foods, and unopened
jars. But it's still important to take care how these are stored
▪ Such items must be kept in sealed bags or containers. This helps to keep them
fresh and stops anything falling into the food by accident.
▪ Don't store food or drinks near cleaning products or other chemicals.
▪ Don't use old food containers to store household chemicals, and don't store food
in containers that have been used for other purposes.
▪ Do not reuse plastic water bottles unless they are certified for the same.
▪ Don't store food on the floor, because this can encourage cockroaches, and other
pests.
▪ Keep the storage area dry and not too warm.
▪ Remember that some foods may need to be kept in the fridge once they are
opened – follow any storage instructions on the label.

Rev No. : 0
10A.2.3 CROSS CONTAMINATION WITH FOOD ALLERGENS

It is important for catering staff to be aware of the risk of allergen cross contamination in
situations where a seafarer has asked for food to be free of a certain ingredient to which
they are allergic or intolerant. A number of steps can be taken to reduce the risk, including
preparing the food from scratch, keeping surfaces clear of the allergen of concern, using
separate utensils to prepare and serve the allergen free food, avoiding transference of
crumbs or seeds from other foods and by using correctly labelled airtight containers.
10A.3 PERSONAL HYGIENE
It is essential for food handlers to strictly observe and practice high standards of personal
cleanliness. They should be clean and tidy and wear suitable light coloured protective
clothing.
There must be adequate hand wash basins with liquid soap in dispenser and hand drying
facilities available to the catering staff. Disposable towels or a hot air dryer are better
than a traditional towel. Food handlers must wash
their hands regularly and always on entering the galley, before handling any food or
equipment, after smoking and/or touching hair, nose, mouth, dirty clothing etc.
Hands must also be washed after visiting the WC, and in between handling raw and
cooked food.
Toilets with hand wash basins should be situated near to, but separate from, the galley.
Prominent signs about washing hands should be displayed.
Food handlers should avoid so far as possible direct contact between hands and food, by
using tongs for example. Appropriate protective gloves may be worn but they can give a
false sense of security.
Cuts, spots, sores, etc. should be completely covered by coloured waterproof dressings.
10A.4 FOOD HANDLERS
Anyone working with food with food poisoning symptoms, for example diarrhoea and
vomiting, or suspected of carrying food poisoning organisms because of close contact
with a confirmed case should be immediately excluded from any job which might expose
food/water to the risk of contamination. If a food handler has suffered sickness and
diarrhoea they should not handle food for at least 48 hours after the symptoms have
ceased. Person should be strictly prohibited to work in galley or food storage area if he is
suffering from any type of skin or contagious disease.
Several other conditions require infected persons to be similarly excluded for varying
lengths of time according to medical advice. Secondary infections associated with boils
and septic cuts, respiratory infections from heavy colds may also require the suspension
of food handlers until successfully treated.

Rev No. : 0
10A.5 PREPARATION AND COOKING

Defrosting of raw meat and poultry should be carried out in controlled conditions and not
simply be left to thaw at room temperatures, particularly in a warm galley. Thawing
should take place in a cool and clean area; separate from other foods that may be
exposed to risk of contamination from thawed liquid. The food should be covered and
stored in a container on a grille so that it is not resting in the thawed liquid. If there is a
food handling room within the cold stores area this may be used. It is important to check
that meat or chicken etc. is thoroughly defrosted before cooking.
Bacteria thrive in warm conditions, so raw meat; poultry, fish etc. should not be left in
the so-called danger zone (5°C - 63°C) for longer than is absolutely necessary. A general
rule when handling food during and after preparation would be a single period of up to 2
hours at room temperatures. In very high temperatures the handling period should be
reduced to about 1½ hours.
Most harmful bacteria can be destroyed by thorough cooking. It is however acceptable
to serve a “rare” steak, or beef and lamb joint if it is a whole cut or joint of meat and the
steak or joint has been properly sealed over a high heat to destroy any bacteria that might
be on the surface. The following types of meat can have bacteria distributed throughout
the mass of the meat, they must therefore be cooked thoroughly:
▪ Poultry
▪ Pork
▪ Burgers, sausages, kebabs
▪ Rolled joints using more than one cut
▪ Mincemeat
A skewer may be used to test that poultry and meat joints are thoroughly cooked; juices
should run clear. A centre temperature of 75°C is usually required and may be verified
using a probe thermometer, the probe having been properly disinfected before use.
Furthermore, the thermometer’s manufacturer’s instructions must be followed and its
accuracy verified.
Where practical, separate work surfaces should be set aside for the preparation of raw
meat, which should not be used for the preparation of food that will be eaten without
further cooking. If the same work surface has to be used, care must be taken to ensure it
is cleaned and disinfected between handling raw and cooked meats or other ready-to-
eat products.
Separate chopping boards & knives clearly assigned, generally, by colour may be used to
maintain segregation.
Following are the recommended colour codes
Green Vegetables and Fruits
Yellow Raw Poultry and Chicken

Rev No. : 0
Red Raw Meats

Blue Raw Fish and Sea Food
Black Cooked Meats
Grey Bakery and Diary
10A.6 FOOD SERVICE

Ideally food should be consumed as soon as it is prepared /cooked but patterns of work
and other unplanned factors can delay meal time. If there are significant delays, cold cuts
can be stored in the fridge or in a chill display unit until the crew are ready to eat. Hot
food can be safely left in the pot over a very low heat so long as it is regularly stirred to
maintain a safe temperature of 63ºC or it can be stored in a hot press.
10A.7 LEFTOVERS
Cooling of high-risk food must be done quickly to avoid potential health risks. Small
amounts of food should cool relatively quickly but the process can be speeded up if
necessary. For example,
If available, use a larder with a lower room temperature.
Pour liquids into shallow pans and stir frequently.
Split food into relatively small pieces or batches.
Use an iced water bath.
Once cold, leftovers should be date marked and be suitably stored in a fridge and used
within 2 days preferably served cold for example as part of a salad. If reheating is
absolutely necessary food should be rapidly and thoroughly reheated, but only once.
Reheated leftovers must have a core temperature of 75ºC.
10A.8 STORES
Ships should have adequate storage facilities for all stores. If storage spaces are
inadequate, stock levels should be reduced by taking on stores more frequently or if that
is not possible, additional storage should be made available. All stock should be rotated
as and when necessary.
10A.9 STORAGE IN DRY STORES
Dry food stores should be dry, cool, (where possible around 10°C), well-lit and ventilated.
There should be adequate shelving and pallets to avoid stowage directly on to the deck.
Care should be taken to ensure stock is used in strict date rotation and that supplies have
the best possible durability date. Perishable provisions should neither be ordered nor
accepted in quantities greater than can be consumed before the expiry date. Daily checks
should be made on short-life perishable food such as fresh fruit and vegetables.

Rev No. : 0
Cardboard & wooden boxes should not be used for storage of victuals as these materials
are likely to contain cockroach eggs. Plastic, Stainless steel containers must be used for
storage.
Regular checks must be carried out and all expired canned food stuff should be removed
from the provision spaces and disposed as per Marpol 73/78 Annex V regulations.
10A.10 STORAGE IN COLD STORES
Safe temperatures for cold stores are generally considered to be 5 deg. C or colder and
minus 18 deg. C or colder for chill and freezer cabinets respectively but a slight tolerance
of one or two degrees is unlikely to create any significant risk to food safety. If cabinets
do not have a means of checking temperatures, a suitable thermometer should be
provided.
Any food item stocked in excess of five to six months is liable to progressive deterioration
or infestation making it unfit for consumption. Subject to good quality purchases, the
usual storage temperatures are:
Between -18 deg. C and -24 deg. C
Deep frozen: Meats, fish, ice-cream
Between 0 deg. C and +4 deg. C
Chilled: Dairy products, cheese, eggs, butter, fats, oils, fresh fruit and vegetables
Between +4 deg. C and +8 deg. C
Handling room: Potatoes, bananas
Air-Condition: Dry provisions, flour, sugar, cereals, also cleaning chemical and products
Ambient: Utensils, durable chandlery, linen, crockery, etc.
In case these temperatures are not maintained, Chief Engineer shall be immediately
notified.
In freezer units, the combination of high humidity and fluctuating temperatures (warmer
than minus 10°C) accelerate mould and other spoilage bacterial growth. Fluctuating
temperatures may also cause an accumulation of ice deposits. Food should never be
stored in front of cooling units as this restricts the circulation of air. Suitable packaging is
essential to avoid the loss of moisture from the surface of food which can produce a
freezer burn effect on exposed meat cuts or joints.
If defrosting is not an automatic process, equipment should be defrosted regularly to
maintain its efficiency.

Rev No. : 0
Although fridges and freezer cabinets should be maintained according to the ship’s
planned maintenance system, cooks and others working in the galley should regularly
check the condition of door seals and closing devices as well as routinely monitoring
temperatures.
Foodstuffs to be stored according to class to avoid cross contamination. Chilled raw food
must always be kept apart from cooked food, for example, cooked food or milk that
requires no further treatment before consumption. Separate refrigerators are preferred
although if in the same unit, the raw food must always be placed at the bottom to avoid
drip contaminating ready prepared food. Food should also be covered or wrapped to
prevent drying out, cross-contamination and absorption of odour.
All refrigerated room doors should be fitted with means both of opening the door and
sounding an alarm from the inside.
No food to be stored on the floor.
Foodstuff must be removed from the cardboard cartons and wooden boxes before
storing on shelves.
Food should never be stowed in front of cooling units as this restricts air circulation.
The Company must be advised of refrigeration machinery breakdown.
10A.11 SAFE PRACTICES TO BE FOLLOWED IN THE GALLEY
The galley and store area working environment contains many obvious and potential
hazards such as extreme surface and ambient temperatures, humidity, cleaning
substances, electrical equipment, fumes and knives. Equipment such as deep fat fryers,
are also potentially hazardous. Practical control measures should be in place to reduce
the risk of injury in the catering environment, which should include:
▪ Anyone working in the catering areas should be provided with appropriate
protective clothing and specialist anti-slip, Only Company-issued safety footwear
should be worn by the galley staff.
▪ Please remember – Hidden tools are dangerous. Knives and other sharp utensils
should not be left in a sink or washing-up bowl submerged in water.
▪ Stowage - items should be properly secured:
▪ Pots and pans should be secured during cooking and only filled to safe levels
particularly in heavy seas.
▪ Protective guards shall be fitted on mechanical fans, food mixers and other
kitchen equipment with exposed blades or other dangerous parts.
▪ Electrical equipment, including wiring in the galley and store areas should be
regularly inspected by either a qualified member of the crew or a shore side
contractor.

Rev No. : 0
▪ Burns and scalds are common injuries. A first-aid box should be provided either in the
galley or a suitable area convenient to the galley. The contents of the first-aid box
should be checked and when necessary replenished at appropriate intervals. A notice
stating the action to take if someone is burned or scalded should be prominently
displayed in or close by the galley.
▪ Do not force, a meat saw. It may jump and cause bad cuts.
▪ Do not submerge knives or glasses in wash basin/sinks
▪ Keep handles of choppers, meat cutting knives free of oil/ grease to ensure a firm
grip. Always cut meat and vegetables away from the body. Meat cutting glove to be
used while cutting meats as per MLC requirements.
▪ Keep hands away from striking area when using a meat chopper
▪ Do not open cans with anything other than a can opener
▪ Do not hold face in front of an oven when opening the door. Close oven doors
immediately after use.
▪ When lifting heavy packages, bend the knees to distribute the weight and prevent
injury.
▪ To prevent infection, all cuts, however small, must receive first aid attention. The
plaster for first aid should be waterproof and coloured.
▪ Any foodstuff which may have come into contact with broken glass must be thrown
away
▪ All Galley personnel must familiarise themselves with the location and use of safety
appliances.
▪ The use of anti-bacterial hand cleaners, moisturising cream and barrier creams should
be encouraged to reduce the risk of skin infections, particularly dermatitis.
▪ Do not use chipped or broken utensils / crockery.
▪ As far as practicable, not to use steel wool for cleaning cooking utensils, especially
ones made of aluminium, as they get scoured and retain food particles& grease even
after general cleaning.
▪ Hot plate is to be used by authorized galley staff only.
▪ Galley/provision storage area is restricted place for all non-galley staff except for the
people taking safety rounds, carrying out inspection or maintenance and for
participating in drill/training sessions.
10A.12 USE OF DEEP FAT FRYERS
Following applies to ships fitted with deep fat frying equipment
Different brands or types of oil must not be mixed. Only Sunflower and Soya oil are to be
used in deep frying machines.
Animal fat must not be used due to its low flash point. Only high flash-point vegetable oil
is to be used.
Deep frying machines are to be fitted with two thermostats. The settings of the
thermostats must be as per makers manual.

Rev No. : 0
10A.13 MICROWAVE OVENS

The instructions issued by the oven manufacturers should be followed carefully in
conjunction with the information on the packaging of the foodstuff.
No microwave oven should be operated if the oven door or its interlock is out of use, the
door broken or ill-fitting or the door seals damaged.
Most microwave ovens are not suitable for metal/melamine utensils. A notice must be
placed to this effect.
Microwave can cause a radiation hazard. Most microwave ovens are not suitable for
metal utensils, hence do NOT place metals or any crockery that have metallic border in
the microwave. Only microwave safe containers / crockery to be used.
Ensure your hands are dry when operating microwave Liquids such as tea, milk, water,
eggs etc. can get superheated and explode when removed from microwave, causing
severe burns to hand and face.
Anything heated in the microwave has to be left to stand for 30 seconds before it is
removed.
Keep the area and the microwave clean and hygienic as microwave is a potential spot for
insect breeding. Remove plug when not in use. A notice must be placed to this effect.
It is important to ensure that the food is cooked thoroughly and evenly. This is particularly
important with deep frozen foods which should be thoroughly defrosted before cooking.
10A.14 CLEANLINESS
Catering equipment and working spaces are to be kept thoroughly clean. Good hygiene
practices on board are an essential element of a well-run ship. Good sanitation conditions
on vessels are crucial to the health of seafarers. To avoid a build-up of dirt and waste, a
“clean as you go” routine should be applied.
Trays, knives, cutting boards, food preparation machinery and work tops etc. that come
in contact with food should be thoroughly cleaned and disinfected. Mechanical
dishwashers disinfect by virtue of the high rinse temperature. Where dishes are hand
washed, they should be left to dry rather than using drying cloths, as long as they are put
away as soon as they are dry.
Cloths and towels are a perfect breeding ground for bacteria so they must be washed
regularly or discarded. Mops and waste bins should also be regularly washed and stowed
in designated places.
Galley spaces should be cleaned at the end of each working day. Time should be set aside
to do a regular systematic thorough clean of all areas including cupboards, store rooms,
the deck and bulk heads, extractor fans and canopies. Greasy ventilation ducting is a
serious fire hazard and should therefore be cleaned regularly. The frequency of cleaning
should be determined using a risk assessment process.

Rev No. : 0
Care should be taken to protect food and equipment during cleaning operations. Cleaning
products and equipment should be safely stored away, preferably in a designated locker.
Garbage and food waste segregation and disposal arrangements should maintain
operational health and safety standards and be in accordance with the ship’s garbage
management plan.
No personal items (shoes, clothes etc.), cleaning material or insecticide or detergents to
be stored in the galley near foodstuff. Inappropriate footwear and dirty cooking utensils
spread germs and contamination
The personal cleanliness of all Catering personnel is very important. Hands must be
washed after every visit to the toilets. Minor cuts and burns should receive immediate
first aid treatment
Finger nails must be kept short and clean. Smoking is not permitted when preparing or
handling food or in any food preparation area.
Flour, dough or sugar may cause dermatitis but this can generally be avoided by always
taking the following precautions:
Whenever a break from work occurs, wash the skin carefully with soap and water, rinse
well and dry thoroughly.
Only domestic dishwashing liquid detergent should be used when the hand-washing of
utensils and equipment is necessary. Protective rubber gloves should also be worn.
Do not wipe or scrape the skin to remove flour, dough or sugar sticking to it as this can
damage the skin.
10A.15 CLING FILM AND KITCHEN FOIL
Cling film
Cling film is useful for protecting food but, like many things, it needs to be used correctly.
Not every type of cling film is suitable for using with all foods. The description on the
packaging must be checked to see what foods it can be used with. Following to be
considered when using cling film:
▪ Don't use cling film if it could melt into the food, such as in the oven or on pots
and pans on the hob.
▪ Cling films can be used in the microwave, provided that it does not touch the food.
Kitchen foil
Kitchen foil, which is made from aluminium, can be useful for wrapping and covering
foods. But it' is best not to use foil or containers made from aluminium to store foods
that are highly acidic, such as:
▪ Tomatoes
▪ Rhubarb

Rev No. : 0
▪ Cabbage
▪ Many soft fruits
This is because aluminium can affect the taste of these sorts of food, especially if they are
stored in aluminium containers for a long time.
10A.16 FOOD HABITS ON BOARD

An adequate diet should provide:
▪ The necessary calories to supply the required energy,
▪ Proteins and minerals for building and repair of body cells,
▪ Vitamins and minerals to supply the protective materials.
Meals have to supply enough proteins for formation and repair of body tissues, adequate
supply of minerals to reinforce body tissues and sufficient carbohydrates and the right
amount of fats for energy. There must also be vitamins and anti-oxidants to keep the
body’s functions in good order.
The body derives its energy mainly from fats and carbohydrates such as butter, oil, ghee,
cereals, pulses, sugar, cheese, its body building materials from milk, eggs, meat, fish, and
cheese supplemented by cereals, pulses, and nuts; and its protective materials from the
minerals and vitamins of milk, cream, butter, egg, cheese, fruits, vegetables, particularly
green raw vegetables.
We suggest that a diet made of the following foods would provide all the necessary
nutrients: -
▪ MILK: 1 cup of 250 ml daily
▪ CHEESE AND PULSES: At least once per day.
▪ MEAT, FISH OR EGGS: Once in 2 days-for non-vegetarians. This can be
supplemented by dry fruits for vegetarians.
▪ FRUIT: At least once daily.
▪ VEGETABLE: Two kinds’ daily. If possible one green vegetable. Salad should also
be taken with each meal when available.
▪ FAT: butter or ghee /oil.
▪ CEREALS
▪ WATER: About 2 litres daily, half in the form of water & remaining can be in the
form of milk/tea/ coffee/juices.
10A.17 FIBRE INTAKE
Fibre is the indigestible carbohydrate found in plant cell walls and is either soluble or
insoluble. Soluble fibre acts like a gel and insoluble fibre adds bulk to or softens stools. A
healthy fibre content of the diet can be achieved by eating fruits, vegetables, beans, and
whole grains.

Rev No. : 0
10A.18 BENEFITS OF FIBER

▪ Fibre is filling without being fattening
▪ Fibre slows fat absorption
▪ Fibre reduces cholesterol
▪ Fibre helps prevent constipation
▪ Fibre protects against colon cancer
▪ Fibre makes blood sugars more stable
Although it remains difficult to estimate the impact of poor nutrition on occupational
accidents, the connection between fatigue and nutritional deficiency (iron and vitamin B)
is well known.
Iron deficiency accounts for loss in productivity and results in fatigue and loss of dexterity.
Lack of food can induce drowsiness and is a risk onboard ship.
Hypoglycaemia (low blood sugar) can shorten attention spans and slow down the
processing of information.
Snacking on sugary foods and drinks, gives a short surge in energy but can leave the body
more tired afterwards.

Rev No. : 1
WATER HYGENE AND STORAGE Page : 1 of 4
10B.1 WATER HYGIENE ON BOARD

This Part covers fresh water loading and supply arrangements, disinfection, storage,
distribution systems and maintenance. In addition to the below requirement, vessels to
comply with the relevant flag state requirements.
10B.2 FRESH WATER LOADING AND SUPPLY ARRANGEMENTS
Freshwater obtained from shore mains supply or water barge should be transferred by a
designated fresh water hose. Hoses should be durable, with a smooth, impervious lining,
and equipped with fittings, including adapters, to permit connection to the shore potable
water hydrants and filling connections to prevent their use for loading other liquids.
Hoses should be:
Clearly marked (generally coloured blue);
Stowed in a locker clear of the deck;
Drained and capped at both ends after use; and
Flushed through and discharged to waste before loading
When water is taken from shore, it should be ensured that the quality/ source of water
is reliable. Avoid FW replenishment at places where there is a known outbreak of water
borne diseases. If any doubt, intake into potable water tank should be avoided, or
sanitation measures described in Ship Captain’s Medical Guide must be complied.
Often ships use quayside hoses, in which case a designated crewmember should ensure
that such hoses are in good condition and that they are routinely disinfected, safely
stowed and capped in a clean environment.
Every potable water tank should have a filling line to which a hose can be attached. This
line should not be cross connected with any line of a non-potable water system. Each line
should be clearly identified as such and painted blue with a screw cap or plug fastened
by a short chain so that the cap does not touch the deck when hanging free.
Potable Fresh Water should be isolated from water used for other purposes. FW from
Fresh Water Generator should pass through the mineralizer. If such equipment is not
fitted, FW should be topped up from shore at planned intervals. During weekly
inspection, Master should confirm that the UV treatment equipment is working, and
water is safe for drinking. Mineral water should be available for crew purchase from
vessel’s bonded stores. Where applicable, portable drinking water purifier should be
installed to get good quality of drinking water.

Rev No. : 1
10B.3 FRESH WATER PRODUCTION ON BOARD

Sea water that is to be treated on ships should be taken from areas relatively free from
pollution, including air pollution. Twenty miles from land is generally considered to be a
safe distance but it may be in excess of the twenty miles in some cases. Judgment should
be used based on a risk assessment which should include consideration of the possible
effect that ship operations might have on the quality of the water intake.
The seawater inlets (sea chests) should be located forward and if possible, on the
opposite side of the ship from all overboard waste water and ballast tanks discharge
outlets. Sea water should pass through suitable filters before entering the water making
equipment.
The manufacturer’s operating instructions should be clearly posted in the plant room and
strictly followed.
By-passes should not be installed around treatment units except where necessary as part
of the treatment process. There should be an adequate store of spare replacement parts
particularly for any vital or fragile parts. Distillation units should indicate low range
salinity levels, operational temperature levels and have an automatic discharge to waste.
They should also have an alarm with trip setting or equivalent.
Any chemicals used in an injection system to a sea suction intended to prevent the growth
of organisms in the ship’s piping system serving water making plant should be suitable
for that purpose.
High pressure distillation and reverse osmosis plants are highly effective in removing
microorganisms and chemical constituents. They can therefore be employed as a single
treatment so long as they remain effective. There is a need for highly reliable on-line
monitoring linked to rapid management intervention. They can however be combined
with the application of a low level of residual chlorine or other equivalent disinfectant.
Because low pressure evaporators operate at lower temperatures, this type of plant
should be fitted with an automatic disinfecting unit, generally chlorine or electro silver
ionization is used before it is pumped to the storage tanks.
Desalinated water effectively demineralises the seawater which makes it corrosive with
the potential to damage lines, tanks etc. Also, the taste of desalinated water is bland, and
may be considered unpalatable. Appropriate stabilizing and mineralizing chemical
treatments should therefore be applied before the water is passed into the storage tank.
10B.4 WATER STORAGE AND DISTRIBUTION SYSTEMS
1. Potable water storage tanks
Tanks should be clearly marked “Potable Water”. They should be used in regular rotation
to avoid stagnation.

Rev No. : 1
Storage should normally never be less than a 2-day supply. Consideration should be given
to the size of the ship's complement of officers and crew, the time and distance between
ports of call and the availability of water suitable for treatment with facilities aboard.
Storage may be decreased if the water supply can be supplemented by water produced
by water making plants, but only to the amount that can be reliably supplied by the water
making plant.
Coatings systems other than cement should be specially developed for use in potable
water tanks. Manufacturer’s recommendations for application and drying or curing of the
coating must be followed. All items that penetrate the tank, for example bolts, pipes, pipe
flanges should be coated with the same product.
Potable Water tanks should be cleaned regularly (at intervals not exceeding 12 months).
10B.5 DISTRIBUTION SYSTEMS
The freshwater distribution pumps should not be capable of being connected to any other
service. The suction lines of the pumps should not be cross-connected with the piping or
storage tank of any non-potable-water system. Lines should not be submerged in bilge
water or pass through tanks storing non-potable liquid. Overflows, vents and drains from
tanks and drains from the distribution system (including any treatment plant), should not
be connected directly to sewage drains.
Potable water piping should be painted or hatched blue. If the direction of flow is
important, this shall be shown by means of an arrow pointing in the respective direction.
Potable water outlets should be labelled POTABLE WATER. All non-potable outlets should
be labelled UNFIT FOR DRINKING. If hot water piping and cold-water piping run adjacent
to one another, appropriate thermal insulation should be carried out.
Calorifiers and pressure tanks should be fitted with efficient connections at the lowest
point of the unit so that loose scale or sludge can be completely drained off after cleaning
and maintenance. They should have adequate access to enable thorough cleaning.
The design of the distribution system should provide maximum circulation, avoiding dead
legs and optimum conditions for bacterial growth (15°C to 50°C). The risk increases where
sections of the system are not kept in continuous use. To minimize the risk a ring main
system with circulation pumps in hot and cold-water lines should be considered for large
scale demand such as passenger ships for example.
Corrosion and scale inhibitors if used should be suitable for use in fresh water systems.
10B.6 TAPS AND OTHER FIXTURES
Fixtures should be resistant to the corrosive effects of salt water and saline atmosphere
and fit for use with fresh water systems. They should be easy to clean and designed to
function easily and efficiently. Approved mixer taps should be fitted to showers and it is
recommended that hand wash basins should have hot and cold mixer taps.

Rev No. : 1
Flushing of Fresh Water Taps of the places which are kept locked on board ships should
be carried out, so that contamination or discoloration of water does not take place.

Rev No. : 0
Chapter: 10C Date : 15-Dec-22
PEST MANAGEMENT AND CONTROL Page : 1 of 1
10C.1 PESTS
Good housekeeping obviously minimises the risk of infestation and it is important to
ensure that areas, particularly refuse areas are kept in a clean and tidy condition. Waste
bins should be emptied regularly, and lids should always be fitted unless they are being
used. They should also be washed after emptying.
Flies, cockroaches and rodents present a serious hazard. Food suspected of being
contaminated by rodents, flies or cockroaches must be destroyed.
A responsible member of crew should carry out routine inspections of food areas,
particularly undisturbed areas. If pests are found appropriate action should be taken to
eradicate or minimize the problem. This should include the use of a pest control book and
if necessary, the employment of a certified pest control agent.
Any treatments used should comply with the "Recommendations on the Safe Use of
Pesticides in Ships".
10C.2 PEST MANAGEMENT AND CONTROL ON BOARD
Every vessel should have a vector management plan in place to effectively control pests
and carrier borne diseases.
Infectious diseases on board may have a considerable toll on the operational capacity of
ships and in extreme circumstances become impediments to international commerce and
travel. Prevention of such incidents and a proper response should they occur are a top
priority for all those responsible for ship design, construction and operation.
The main focus of this vector management plan is to recommend effective measures to
keep vectors at bay in the operation of ships thus ensuring health onboard.

Rev No. : 1
HEALTH SURVEILLANCE Page : 1 of 7
PURPOSE
Health surveillance is a means of identifying early signs of ill health caused by occupational
hazards so that action can be taken to protect individuals at an early stage from further harm.
For example:
▪ where a worker’s exposure to a hazardous substance is approaching the agreed limit, the
worker should be removed from exposure before any harm is done;
▪ if symptoms of minor ailments (eg skin rash) are detected, action should be taken to
prevent them becoming major health problems.
Health surveillance procedures include-
▪ simple methods, such as if a seafarer has been working with chemicals, looking for skin
damage on hands
▪ enquiries about symptoms, for example: if a seafarer regularly works with paints or
solvents, issue a health questionnaire asking if they have developed any breathing
difficulties
▪ periodic checks on seafarers, such as a hearing test, a lung function test (spirometry test),
testing blood, or urine samples based on the history of working condition
▪ more involved medical examinations where found necessary (in addition to medical
examinations for seafarer’s medical certificates).
Health surveillance is beneficial because it forms another source of information to help
protect seafarers from illness caused by exposure to health risks on board the ship. The
results of health surveillance can provide a means of:
▪ Checking the effectiveness of health control measures
▪ Providing feedback on the accuracy of health risk assessment
▪ Identifying and protecting individuals at increased risk.
The risks can then be managed more effectively, and the effectiveness of existing control
measures can be evaluated.
Health Surveillance is not to be used as a substitute for measures to control risks to health
and safety. Control measures should always be the first consideration to reduce risk. Nor is
it the same as medical examinations which are intended to assess fitness for work (for
example pre-employment, sickness resumption or periodic examinations). However, where
relevant, health surveillance is conducted at pre-employment assessment so that a base-line
reference can usefully be established.

Rev No. : 1
APPLICATION
Health surveillance should be introduced where risk assessment identifies that:

▪ A particular work activity may cause ill health
▪ An identifiable disease or adverse health condition is related to the work
▪ Recognised testing methods are available for early detection of an occupational disease
or condition - eg audiometry, skin inspection where dermatitis is a hazard
▪ There is a reasonable likelihood that a disease or condition may occur in relation to
particular working conditions
▪ Surveillance is likely to further the protection of workers’ health.
▪ Seafarers exceeding contract duration and awaiting relief.
▪ Seafarer can be allowed to continue working on board with an existing medical
condition without Shore Medical accessibility due to local Port restriction, only after
proper evaluation of his/her condition.
All workers should be subject to whatever health surveillance is appropriate for the work
activities they are involved in Examples of circumstances in which it may be useful include:
▪ with hazardous substances, such (eg. chemical agents)
▪ with substances that may cause occupational lung disease
▪ in areas with high noise levels
▪ with machinery which produces hand-arm or whole-body vibration
▪ with asbestos or lead.
▪ Use of substances known to cause dermatitis (eg. solvents)
WHAT TO DO
Once it is decided that health surveillance is appropriate, it should be maintained whilst the
worker remains exposed to the hazard(s) in question. A worker’s health surveillance records
should where possible be retained, even when the worker changes employment.
Health surveillance may involve one or more of the following, as applicable:
▪ Inspection of readily detectable conditions (e.g. skin damage) by a person acting within
the limits of their training and experience.
▪ Enquiries about symptoms
▪ Hearing checks (audiometry)
▪ Medical examinations or company health checks
▪ Testing blood or urine samples.

Rev No. : 1
The frequency of such checks should be determined either on the basis of suitable general
guidance (eg skin inspection for skin damage) or on the advice of a qualified occupational
health practitioner. The workers concerned could be advised about the purpose of health
surveillance and an opportunity to comment on the proposed frequency of such health
surveillance procedures, either directly or through their safety representatives.
WHO CAN CARRY OUT HEALTH SURVEILLANCE
Health surveillance can be carried out by:

▪ Seafarers checking themselves for signs or symptoms of ill health; if this is the case the
seafarer be trained on what to look for and report the symptoms to Safety officer or
Master
▪ Safety officer, based on the nature of work being undertaken by crewmembers shall carry
out health surveillance on individuals as necessary.
▪ The ship owner requiring seafarers to regularly complete health surveys
▪ For certain hazards, it may be necessary for clinical examinations to be carried out by an
occupational health professional (such as a doctor or a nurse with appropriate training
and experience).
Seafarers should be informed of the results of any health surveillance that has been carried
out, and confidentiality must be maintained in respect of individual health records containing
clinical information.
HEALTH CAMPAIGNS
Quarterly health campaigns are initiated on various health related topics to monitor and
educate staff as diet, nutrition, exercise, yoga etc. The vessel should actively participate in
all campaigns.
BODY MASS INDEX (BMI)
Body Mass Index (BMI) is a person’s weight in kilograms divided by the square of height in
meters. A high BMI can be an indicator of high body fatness. BMI can be used to screen for
weight categories that may lead to health problems, but it is not diagnostic of the body
fatness or health of an individual.
BMI is moderately correlated with more direct measures of body fat obtained from skinfold
thickness measurements or any other scientific method of fat determination. Furthermore,
BMI appears to be as strongly correlated with various metabolic and disease outcome as are
these more direct measures of body fatness.

Rev No. : 1
11.6.1 CALCULATION OF BMI

BMI is calculated the same way for both adults and children. The calculation is based on the
following formulas:
Measurement Formula and Calculation

Units
Kilograms and Formula: weight (kg) / [height (m)]2

meters (or With the metric system, the formula for BMI is weight in kilograms divided by
centimetres)
height in meters squared. Because height is
commonly measured in centimetres, divide height in centimetres by 100 to

obtain height in meters.
Example: Weight = 68 kg, Height = 165 cm (1.65 m)

2
Calculation: 68 ÷ (1.65) = 24.98
Pounds and Formula: weight (lb) / [height (in)]2 x 703

inches Calculate BMI by dividing weight in pounds (lbs) by height in inches (in)
squared and multiplying by a conversion factor of 703.
Example: Weight = 150 lbs, Height = 5’5″ (65″)

2
Calculation: [150 ÷ (65) ] x 703 = 24.96
11.6.2 INTERPRETATION OF BMI

For adults 20 years old and older, BMI is interpreted using standard weight status categories.
These categories are the same for men and women of all body types and ages.
The standard weight status categories associated with BMI ranges for adults are shown in
the following table.

Rev No. : 1
BMI Weight Status
Below 18.5 Underweight
18.5 – 24.9 Normal or Healthy Weight
25.0 – 29.9 Overweight
30.0 and Above Obese

References: Fatigue Management onboard (Ch09)
PHYSICAL FITNESS AND TRAINING
Fitness training is the physical activity people use to improve or maintain their physical
condition. Through fitness exercises we try to improve our stamina, suppleness, and
strength. Staying fit helps in many ways:
▪ It makes you physically and mentally stronger
▪ You are more balanced, without stress or physical hindrance
▪ Digestion improves
▪ Weight is kept under control
▪ Blood sugar stabilizes, preventing diabetes
▪ Sleep improves
▪ Concentration improves as well as self confidence
▪ Bones and muscles get stronger, reducing the risk for injuries and disease
▪ Blood pressure stabilizes and the amount of “good” cholesterol increases, reducing the
risk of cardiovascular disease
▪ The possibility of doing any fitness exercise is limited on a ship. Even modern ships cannot
always fulfil the needs of today’s seafarers to do sport and fitness activities.
▪ We recommend following activities on board
▪ Walks
▪ Organize walks onboard after meals with a fixed route so that people can join in at any
time.
▪ These walks may last between 20 to 30 minutes at most and can also be used as meeting
time.

Rev No. : 1
▪ Needless to say, proper PPE must be donned in case walking on main deck and weather
conditions considered. The bridge watchkeeper should be informed prior going out on
the main deck. Walking on main deck is prohibited during hours of darkness or if any
maintenance is being carried out on the walkways or catwalk.
▪ 10,000 steps a day is the recommended minimum for health benefits from walking.
11.7.1 SKIPPING
Stand with a straight back, chest out, stomach in. Place your feet slightly apart. Bring the left
leg up to an angle of 90°. At the same time, bring your right arm up to an angle of 90°. Bring
the arm and leg down and repeat the same exercise with the other arm and leg. Repeat this
exercise for one minute without stopping.
11.7.2 HEEL LIFT
Stand with a straight back, chest out, stomach in.
Place your feet slightly apart.
Bring your heel backwards and touch your bottom.
Bring your foot back down to the floor.
Touch your bottom with the other foot and bring that foot down again.
11.7.3 YOGA
It is equally important, especially in the management of daily stress and fatigue at work, for
relaxation to be part of the daily exercises. Exercises that involve body and mind and require
deep concentration improve body alignment, posture and balance. Typical examples is yoga.
Exercising pushes the body out of the comfort zone. In reaction, the body prepares itself for
future challenges. Fitness therefore improves during rest and not during exercise. It is very
important to adhere to the rest periods and not to overstrain and injure yourself.
Regular updates and additional information on the above topic shall be promulgated to the
vessels when available.
MENTAL HEALTH AND COUNSELLING
Mental health includes our emotional, psychological and social well-being. It affects how we
think, feel and act. It also helps determine how we handle stress, relate to others and make
healthy choices.
Synergy established a nine-language help line to address psychological needs and general
mental health and wellness for all maritime personnel. The “We Team” tool has been
developed in collaboration with TISS (Tata institute of social sciences).

Rev No. : 1
“We team” – Initiates Concern for all and is a mental health project which endeavours to
provide professional and free counselling 24/7, through technology assisted mediums such
as, telephone, email and chat to anyone in need of emotional support, irrespective of age,
gender, sexual orientation or race and transcending geographical distances while ensuring
confidentiality.
All ship staff (onboard and ashore) are encouraged to use the “We Team” facility.
24X7 Call helpline number: +65 31595123
Email: support@weareweteam.com

Rev No. : 0
OCCUPATIONAL HAZARDS AND RELATED DISEASES - Page : 1 of 1
GENERAL
12A GENERAL
In order to reinforce the preventive measures which has a possibility of risk on crew health,
below procedure has been formulated to mitigate and reduce exposure of crew to a
reasonably possible minimum level.
A risk assessment to be carried out for controlling various occupational hazards including
vibration and noise, and appropriate action to be taken to reduce the risk to a reasonable
level.
Any flag specific instructions shall be adhered e.g. Danish Flag on handling carcinogens,
paints, noise etc.)
12A.1 LIST OF OCCUPATIONAL DISEASES

for list of internationally recognized occupational diseases please refer to the following
publication List of occupational diseases (revised 2010)
Identification and recognition of occupational diseases: Criteria for incorporating diseases in
the ILO list of occupational diseases.

Rev No. : 0
OCCUPATIONAL HAZARDS AND RELATED DISEASES- Page : 1 of 6
VIBRATION
12B VIBRATION
Vibration is a mechanical phenomenon whereby oscillations occur about an equilibrium
point.
Mechanical vibration is vibration that occurs in a piece of machinery or equipment, or on a
ship as a result of its operation. Mechanical vibration can cause severe back pain and long-
term damage to hands and fingers.
There are two types of mechanical vibration to be considered;
▪ hand-arm vibration and
▪ whole-body vibration.
Hand-arm vibration is vibration transmitted into workers’ hands and arms. This can come
from use of hand-held power tools (such as chipping hammers, grinders, Pneumatic tools
etc), or by holding materials being worked by hand-fed machines (such as pedestal grinders).
Regular and frequent exposure to hand-arm vibration can lead to permanent health effects
collectively known as hand-arm vibration syndrome (HAVS), as well as specific diseases such
as carpal tunnel syndrome (CTS). This is most likely when contact with a vibrating tool or
work process is a regular part of a seafarer’s job. Occasional exposure is unlikely to cause ill
health.
The following can be symptoms and effects of HAVS:
▪ tingling and numbness in the fingers which can result in an inability to do fine work
(for example, assembling small components) or everyday tasks (for example,
fastening buttons);
▪ loss of strength in the hands which might affect the ability to do work safely;
▪ the fingers going white (blanching) and becoming red and painful on recovery,
reducing ability to work in cold or damp conditions, e.g. outdoors.
The following can be Symptoms and effects of CTS:
▪ tingling, numbness, pain and weakness in the hand which can interfere with work and
everyday tasks and might affect the ability to do work safely.
Whole-body vibration is mechanical vibration which is transmitted into the body through the
supporting surface when seated or standing during a work activity, for example, riding in a
rescue boat in choppy seas. One of the primary health effects of whole-body vibration can
be back pain.

Rev No. : 0
VIBRATION
12B.1 MEASUREMENT AND EVALUATION OF EXPOSURES TO VIBRATION

12B.1.1 MAXIMUM EXPOSURE LEVELS / EXPOSURE POINTS SYSTEM AND READY-RECKONER
The daily exposure action value and daily exposure limit value are as follows
Hand-arm Whole- Action Required
Vibration body
Vibration
Above this limit, it is required to -
• reduce the seafarer’s exposure
Daily • implement a programme of
Exposure 2.5m/s² 0.5m/s² organisational or technical
Action Value* measures
• provide crew with information,
instruction and training.
This is the maximum amount of
vibration a crew may be exposed to on
any single day. If the vibration levels are
above this limit, then the reasons why
Daily
the limit has been exceeded to be
Exposure 5.0m/s² 1.15m/s²
analysed and action taken to reduce the
Limit Value*
exposure below this value. The
organisational or technical measures
shall be amended to ensure the limit is
not exceeded again.
The table below is a ‘ready reckoner’ for calculating daily vibration exposures. Data required
for calculation is the vibration magnitude(level), which can be obtained from the work
equipment manual and exposure time, which will be the expected period of work. The ready-
reckoner covers a range of vibration magnitudes up to 40 m/s2 and a range of exposure times
up to 10 hours.
The exposures for different combinations of vibration magnitude and exposure time are
given in exposure points instead of values in m/s2 A (8).
▪ exposure points change simply with time: twice the exposure time, twice the number
of points;
▪ exposure points can be added together, for example where a worker is exposed to
two or more different sources of vibration in a day;

Rev No. : 0
VIBRATION
▪ the exposure action value (2.5 m/s2 A (8)) is equal to 100 points;
▪ the exposure limit value (5 m/s2 A (8)) is equal to 400 points;
Using the ready reckoner

1. Find the vibration magnitude (level) for the tool or process (or the nearest value) on the
grey scale on the left of the table.
2. Find the exposure time (or the nearest value) on the grey scale across the bottom of the
table.
3. Find the value in the table that lines up with the magnitude and time. The illustration
shows how it works for a magnitude of 5 m/s2 and an exposure time of 3 hours: in this
case the exposure corresponds to 150 points.
4. Compare the points value with the exposure action and limit values (100 and 400 points
respectively). In this example, the score of 150 points lies above the exposure action
value.
The colour of the square containing the exposure points value tells you whether the exposure
exceeds, or is likely to exceed, the exposure action or limit value:

Rev No. : 0
VIBRATION
Above limit value

Likely to be above limit value
Above action value
Likely to be above action value
Below action value
5. If a worker is exposed to more than one tool or process during the day, repeat steps 1 –
3 for each one, add the points, and compare the total with the exposure action value
(100) and the exposure limit value (400).
12B.1.2 CONTROL MEASURES:
The following can be the possible control measures, to reduce the health risk due to
Vibration, but not limited to:
▪ Other alternative working methods which can possibly reduce or eliminate crew
exposure to vibration
▪ Involve more people and sharing the load thereby minimising the hours of exposure
▪ When purchasing new work equipment, the vessel in co-ordination with purchase
department can receive equipment’s with reduced vibration, and should receive the
following from the supplier:
a. warning of any vibration-related risks from using the equipment
b. information on safe use and, where necessary, training requirements
c. information on how to maintain the equipment
d. information on the vibration emission of the equipment.
▪ By reviewing or implementing appropriate maintenance programmes for work
equipment (Tools), the workplace(environment) and workplace systems (Time and
work place management) in order to mitigate Vibration which can be caused by wear
and tear or misalignment of components
▪ As far as practicable, anti-vibration handles can be used as required. Old tools which
cannot be retrofitted with anti-vibration handles should be considered for
replacement with modern tools, where appropriate.
▪ By reviewing and improving the design and layout of workplaces and workstations to
improve work postures, which will minimise loads on seafarer’s hands, wrists and
arms
▪ By providing adequate information and training to seafarers to ensure that Crew are
familiar with the effects of vibration and familiar with work equipment which should
be used correctly and safely in order to reduce exposure to mechanical vibration

Rev No. : 0
VIBRATION
▪ Limits can be imposed on the duration and intensity of the use of equipment which
are being regularly used on prolonged basis, such as chipping hammers
▪ By providing protective clothing to keep seafarers warm and dry, which will
encourage good blood circulation which helps to protect against developing vibration
white finger
▪ By adapting measures to seafarers who are particularly sensitive to vibration and
▪ By improvising on working system by taking into account the results from any health
surveillance that has been carried out.
▪ To comply with control measures as per the risk assessment carried out

Rev No. : 0
VIBRATION
CONTROL OF VIBRATION Objective – To protect seafarers

from the risks related to
exposure to vibration.
Risk Assessment Health Surveillance

Risk assessment to be carried out to assess the May be required following the risk
level of mechanical vibration to which seafarers are assessment.
exposed. If necessary this may require a
measurement of the Exposure Limit Value and
Exposure Action Value for Hand-arm vibration and To be reviewed if there are significant
Whole-body Vibration. changes which may affect its validity, or if
results of health surveillance indicate there
is a further risk.
A copy of the risk assessment is to

remain on the vessel.
Daily Exposure Limit Value
Hand-arm = 5.0m/s²
Whole-body = 1.15m/s²
Daily Exposure Action Value

Hand-arm = 2.5m/s²
Whole-body = 0.5m/s² If this limit is exceeded, suitable
and sufficient information,
instruction and training shall be
provided to the seafarers.
If this limit is exceeded the ship owner
is required to establish and implement
a programme of organisational or This is the maximum amount of
technical measures to reduce vibration a seafarer may be
seafarer s exposure to as low as is exposed to on any single day.
reasonably practicable.
Once the organisational and technical If this limit is exceeded then the
measures have been completed the reasons to be identified and take
effectiveness of the measures shall be action to reduce the exposure
re-assessed. below this value.
If it is found the Daily Exposure Limit The effectiveness of the technical

Value has been exceeded and/or organisational measures
shall be re-assessed.

Rev No. : 0
NOISE
12C NOISE
A form and level of environmental sound that is generally considered likely to annoy, distract
or even harm other people.
Noise on board ships can cause hearing loss which can be temporary or permanent.
People can experience temporary deafness after leaving a noisy place which although
normally recovers within a few hours should not be ignored, it is a sign that continued
exposure could cause permanent damage. Permanent hearing damage can be caused
immediately by sudden extremely loud explosive noises such as from cartridge operated
machines.
Hearing loss is usually gradual because of prolonged exposure to noise, such as working in
an engine room without wearing hearing protection. It may only be when damage caused by
noise over the years combines with hearing loss due to ageing that people realise how deaf
they have become.
Hearing loss is not the only problem. People may develop tinnitus (ringing, whistling, buzzing
or humming in the ears), a distressing condition which can lead to disturbed sleep.
As a guide, potentially harmful noise levels are quite likely where seafarers
▪ have to shout to be clearly heard by someone 2 metres away;
▪ experience temporary dullness of hearing, or ringing in their ears after leaving the
work space;
▪ are exposed to impulsive noises such as the sudden release of compressed air, or loud
explosive noises from equipment such as cartridge-operated tools;
▪ are exposed to high-level impact noise from hammering on metal surfaces, or using
chipping hammers; or
▪ work in machinery spaces.
As a rough guide to determine whether noise measurements are required the test below can
be used.

Rev No. : 0
NOISE
Noise measurements will be

needed if seafarers are
Test Likely noise level
subject to this level of noise
for more than
The noise is intrusive, but 80 dB(A) 6 hours
normal conversation is
possible.
You have to shout to talk to 85 dB(A) 2 hours
someone 2 metres away.
You have to shout to talk to 90 dB(A) 45 minutes
someone 1 metre away.
Exposure action values and exposure limit values
Daily or weekly Peak sound

Action required
noise exposure pressure
Lower Exposure 80dB 135dB If the noise levels are higher than this
value
Action Values (A-weighted) (C-weighted)
suitable and sufficient information,
instruction and training are to be
provided to seafarers;
to provide hearing protection.
Upper Exposure 85dB 137 dB If the noise levels are at or above this
value
Action Values (A-weighted) (C-weighted)
as far as practicable the crew to wear
hearing protection;
the area shall be identified by a sign
specifying hearing protection is worn
and access to the area must be
restricted as far as is practicable.

Rev No. : 0
NOISE
Daily or weekly Peak sound

Action required
noise exposure pressure
If the noise levels exceed this value a

programme of technical or
organisation measures (or both) shall
be established to reduce exposure to
as low as is reasonably practicable.
Exposure Limit 87 dB 140 dB Crew must not be exposed to noise
Values When (A-weighted) exceeding this value.
(C-weighted)
applying this If the noise levels exceed this value
value account then action to be taken to reduce the
may be taken in exposure limit to below this value.
any reduction in
exposure
provided by
hearing
protection.
A-weighted is used to measure average noise levels
C-weighted is used to measure peak, impact, or explosive noises
12C.1 CONTROL MEASURES:
The following can be the possible control measures, to reduce the health risk due to Noise,
but not limited to:
▪ Other alternative working methods which can possibly reduce or eliminate crew
exposure to Noise
• When purchasing new work equipment, the vessel in co-ordination with
purchase department can receive equipment’s with minimal Noise, and
should receive information
• on safe use and, where necessary, training requirements and information on
how to maintain the equipment
▪ By reviewing or implementing appropriate maintenance programmes for work
equipment, the workplace and workplace systems in order to reduce Noise, which
can be caused by wear and tear or misalignment of components

Rev No. : 0
NOISE
▪ By reviewing and improving the design and layout of workplaces and workstations in
order to avoid and minimise work period in noisy environment
▪ For noise generated by impact, can verify the possibility of eliminating the impact,
reducing its velocity, changing from metal to plastic materials, or cushioning or
coating one or both of the surfaces
▪ By minimizing, if possible, the time during which the noisy equipment is run
▪ By providing adequate information and training to seafarers to ensure that Crew are
familiar with the effects of Noise and familiar with usage of work and personal
protective equipment which should be used correctly and safely in order to reduce
exposure to Noise
▪ By adapting measures to seafarers who are particularly sensitive to Noise and
▪ By improvising on working system by taking into account the results from any health
surveillance that has been carried out.
▪ Regularly monitor the noise levels by the noise meter provided and comply with
control measures as per the risk assessment carried out
Except in an emergency, noise in the accommodation and service spaces should not exceed
the following limits –
Maximum Noise
Area
Limit dB(A)
Accommodation Space
Cabins and hospitals 60
Mess rooms 65
Recreation room 65
Open recreation areas 75
Offices 65
Service spaces
Galleys, without food processing equipment operating 75
Serveries and pantries 75
The maximum noise limits stated above are in accordance with IMO Resolution A.468(XII)
Code on Noise Levels on Board Ships.

Rev No. : 0
NOISE
CONTROL OF NOISE Objective – to reduce and

prevent the risk of seafarers
being exposed to harmful levels
of noise
Risk Assessment Health Surveillance

Risk assessment is carried out to assess May be required following the risk
the level of noise to which seafarers are assessment.
exposed. If necessary this may require a
measurement of the Exposure Limit
Values & Exposure Action Values, to To be reviewed if there are significant
determine if they have been exceeded. changes which may affect its validity, or
if results of health surveillance indicate
there is a further risk.
A copy of the risk If the Exposure Limit Values have been

assessment is to remain exceeded. Daily or weekly personal noise
on the vessel. exposure = 87dB. Peak sound pressure =
140dB(Any reduction in exposure provided by
hearing protection may be taken into account
when calculating this value).
Lower Exposure Action
Values Daily or weekly Upper Exposure Action Values
personal exposure = Daily or weekly personal
80dB Peak sound exposure = 85dB Peak sound
pressure = 135dB pressure = 137dBIf
If at or above this value

If this value is exceeded hearing protection shall This is an absolute limit.
the ship owner is to be worn and the area is Seafarers shall not be
provide hearing to be identified by exposed to noise
protection means of a sign stating exceeding this value.
hearing protection is to
be worn.
suitable and sufficient Immediate action is to

information, instruction If this value is exceeded be taken to reduce the
and training are to be a programme of exposure limit value, and
made available to technical or the reasons why it has
seafarers. organisational measures occurred are to be
are to be implemented. Identified.

Rev No. : 0
HAZARDOUS SUBSTANCES
12D HAZARDOUS SUBSTANCES
Many substances found on ships are capable of damaging the health and safety of those
exposed to them. They include not only substances containing hazard warning labels (e.g. on
dangerous goods cargoes and ships’ stores) but also, for example, a range of dusts, including
hardwood dusts, fumes and fungal spores from goods, plant or activities aboard ship.
Risk assessment will identify where personnel are working in the presence of substances
hazardous to health or safety and evaluate any risks from exposure. Appropriate measures
should be taken to remove, control, or minimise the risk.
The risk assessment will also provide information to determine whether health surveillance
is appropriate (Refer HSM Chapter 11).
As an aid to the identification of hazards and the assessment of risks from dangerous goods
reference may be made to the International Maritime Dangerous Goods Code or to the
Chemical data sheets contained in the Tanker Safety Guides (Gas and Chemical) issued by
the International Chamber of Shipping. Information concerning hazardous cargoes carried in
bulk should be available where applicable to allow the assessment to be made.
In the case of ship’s stores etc., reference should be made to the manufacturer’s instructions
and material safety data sheets (MSDS), which may be supplied with the goods. Reference
may also be made where appropriate to the series of publications issued by the Health and
Safety Executive under the Control of Substances Hazardous to Health Regulations. MSDS
should be displayed near the storage area.
The risk assessments shall also consider the risk arising from exposure to carcinogens and
mutagens.
A “carcinogen” is a substance for which evidence exists establishing a link between exposure
to it and the development of cancer, and a “mutagen” is a substance for which evidence
exists establishing a link between exposure to it that substance and heritable genetic
damage.
Vessel to ensure that supplier of a dangerous chemical to provide information about the
hazards. This information is usually provided on the package itself (E.g. by means of a label)
and, if supplied for use at work, in a Material Safety Data Sheet (MSDS)
Where the risk assessment reveals a risk to workers’ health and safety from carcinogens and
mutagens, and the measures required in section do not result in the complete removal of
that risk, it must be ensured that in no circumstances does the exposure exceed the limit
values set out in the Regulations

Rev No. : 0
HAZARDOUS SUBSTANCES
12D.1 PREVENTION OR CONTROL OF EXPOSURE:

The first consideration should always be to prevent exposure by removing the substance, eg
by substituting a less harmful one.
Where this is not reasonably practicable, prevention or control of exposure may be achieved
by any combination of the following means:
▪ total or partial enclosure of the process and handling systems;
▪ use of plant, processes and systems of work which minimise the generation of, or
suppress and contain/prevent, spills, leaks, dust fumes and vapours of hazardous
substances;
▪ the limitation of the quantities of a substance at the place of work;
▪ keeping the number of persons who might be exposed to a substance to a minimum,
and reducing the period of exposure;
▪ prohibiting eating, drinking, and smoking in areas that may be contaminated by the
substance;
▪ hygiene measures, including providing adequate washing and laundering facilities
and regular cleaning of walls/bulkheads and other surfaces;
▪ the designation of those areas which may be contaminated and the use of suitable
and sufficient warning signs; and
▪ the safe storage, handling and disposal of hazardous substances and use of closed
and clearly labelled containers.
▪ use of appropriate procedures for the measurement of hazardous substances, in
particular for the early detection of abnormal exposures resulting from an
unforeseeable event or an accident;
▪ the taking of individual/collective protection measures; and
▪ where appropriate, drawing up plans to deal with emergencies likely to result in
abnormally high exposure.
These measures should be applied to reduce the risk to personnel to the minimum, but
where they do not adequately control the risk to health, personal protective equipment
should be provided in addition.
Personnel should comply fully with the control measures in force.
For certain substances, very specific control measures apply; e.g. asbestos, benzene. In cases
where failure of the control measures could result in risk to health and safety, or where their
adequacy or efficiency is in doubt, the exposure of personnel should be monitored, and a
record kept for future reference.

Rev No. : 0
GAS HAZARDS
12E. OXYGEN (DEFICIENCY)

Normal atmosphere contains 21% oxygen by volume. As the amount of available oxygen
decreases below the normal 21% by volume, breathing tends to become faster and deeper.
Most people would fail to recognize the danger until they are too weak to be able to escape
without help. This is especially so when escape involves the exertion of climbing.
The oxygen content of the atmosphere in enclosed spaces may be low for several reasons.
The most obvious one is if the space is in an inert condition (on tankers), and the oxygen has
been displaced by the inert gas. Oxygen may also be removed from an atmosphere by
chemical reactions, such as rusting or the hardening of paints or coatings. The process of
bacteriological degradation also consumes oxygen. It must be expected that any space,
which has been closed for any significant
period, may be deficient in oxygen – especially if uncoated. Any space adjacent to or
otherwise connected with a space that has been pressurised with inert gas may also be
deficient in oxygen.
While individuals vary in susceptibility, all will suffer impairment if the oxygen level falls to
16% by volume. Exposure to an atmosphere containing less than 10% oxygen content by
volume inevitably causes unconsciousness. The rapidity of onset of unconsciousness
increases as the availability of oxygen diminishes, and death will result unless the victim is
removed to the open air and resuscitated.
An atmosphere containing less than 5% oxygen by volume causes immediate
unconsciousness with no warning other than a gasp for air. If resuscitation is delayed for
more than a few minutes, irreversible damage is done to the brain, even if life is subsequently
saved.
Visual and audible alarm settings on personal oxygen meters are typically set for 19.5 percent
oxygen. If the alarm is activated, all personnel should vacate the space immediately.
12E.1 TOXIC GASES
The toxicity of petroleum gases can vary widely depending on the major hydrocarbon
constituents of the gases.
Several indicators are used to characterise the effects of toxic vapours in various
concentrations.
▪ Threshold Limit Value (TLV) – airborne concentrations of substances under which it
is believed that nearly all workers may be exposed day after day with no adverse
effect. There are three different types of TLV:
▪ Time Weighted Average (TLV-TWA) – The airborne concentration of a toxic substance
averaged over an 8-hour period, usually expressed in parts per million (ppm).

Rev No. : 0
GAS HAZARDS
▪ Short Term Exposure Limit (TLV-STEL) – The airborne concentration of a toxic

substance averaged over any 15-minute period, usually expressed in parts per million
(ppm).
▪ Ceiling (TLV-C) – The concentration that should not be exceeded during any part of
the working exposure.
In spite of the fact that serious health effects are not likely as a result of exposure to TLV
concentrations, the values are only guidelines. Best practice is to maintain concentrations of
all atmospheric contaminants as low as reasonably practicable (ALARP).
12E.2 HYDROGEN SULPHIDE
Hydrogen Sulphide (H2S) is a very toxic, corrosive, and flammable gas. This gas is present in
'sour' crude Oil and at times found in Fuel Oil. H2S is colourless, is heavier than air, has a
relative vapour density of 1.189 and is soluble in water.
The effects of H2S at various increasing concentrations in air are laid out in the following
table:
H2S Concentration (ppm
Physiological Effects
by volume in air)
0.1 – 0.5 ppm First detectable by smell.
10 ppm May cause some nausea, minimal eye irritation.
25 ppm Eye and respiratory tract irritation. Strong odour.
Sense of smell starts to break down.
50 – 100 ppm Prolonged exposure to concentrations at 100 ppm induces

a gradual increase in the severity of these symptoms and
death may occur after 4-48 hours exposure.
150 ppm Loss of sense of smell in 2-5 minutes.
350 ppm Could be fatal after 30 minutes inhalation.
Rapidly induces unconsciousness (few minutes) and
death. Causes seizures, loss of control of bowel and
700 ppm
bladder. Breathing will stop and death will result if not
rescued promptly.
700+ ppm Immediately fatal.
Note: Persons over-exposed to H2S vapor should be removed to clean air as soon as
possible.

Rev No. : 0
GAS HAZARDS
H2S Concentration (ppm

Physiological Effects
by volume in air)
The adverse effects of H2S can be reversed and the probability of saving the person’s
life improved if prompt action is taken.
Table – Typical effects of exposure to hydrogen sulphide (H2S)
The TLV-TWA of hydrogen sulphide is 5 ppm over a period of eight hours.
Special care must therefore always be taken during the bunkering.
More details provided in Cargo Operation manual (Tanker).
12E.3 BENZENE
Benzene is considerably more toxic than generalised hydrocarbon vapours and typically has
a TLV-TWA of 1 ppm over a period of eight hours
Benzene primarily presents an inhalation hazard. It has poor warning qualities as its odour
threshold is well above the TLV-TWA. An exposure to this chemical also presents a long-term
chronic health hazards. Benzene can also be absorbed through the skin and is toxic if
ingested.
These chemicals are present in significant quantities in many petroleum cargoes such as
gasolines, gasoline blending components, reformats, naphtha’s, special boiling point
solvents, turpentine substitute, white spirits and crude oil.
12E.4 MERCAPTANS
Mercaptans are colourless, odorous gases generated naturally by the degradation of natural
organisms. Their smell has been likened to rotting cabbage.
Mercaptans may occur on ships where seawater has remained beneath an oil cargo or where
oil residues are left in tanks that contain water. They are also found in water treatment plants
and ballast treatment facilities.
Mercaptans are also present in the vapours of pentane plus cargoes and in some crude oils.
They are also used as an odorizing agent in natural gas. The initial effects of Mercaptans on
people are similar to those caused by H2S exposure.

Rev No. : 0
ASBESTOS
12F ASBESTOS
Working with asbestos can release small fibres into the air. Breathing these fibres in can
eventually lead to a number of fatal diseases. These include:
▪ Asbestosis or fibrosis (scarring) of the lungs;
▪ Lung cancer; and
▪ Mesothelioma (cancer of the inner lining of the chest wall / abdominal cavity).
Although the body will get rid of most of the larger fibres that can enter the nose and mouth,
tiny fibres can pass into the lungs. The body naturally gets rid of any asbestos fibres taken in
with food and water. Asbestos fibres cannot be absorbed through the skin. Provided the
asbestos material is intact and in a position where it cannot easily be damaged, it will not
pose a risk to health by releasing fibres into the air.
There is no cure for asbestos-related diseases. There is usually a long delay between first
exposure to asbestos and the first symptoms of disease. This can vary between 15 and 60
years. It is possible that repeated low-level exposures may lead to asbestos-related diseases.
12F.1 USES OF ASBESTOS
Asbestos was used earlier for thermal insulation (lagging), brake (friction) linings, jointing
and packing. In addition to solid sheets, it may occur in sprayed form, pre-formed mouldings
and inside insulating boards.
12F.2 PROTECTION
The hazard from asbestos only exists where material is in dust or fibrous forms. The hazard
increases with disturbance of the material.
Asbestos-free materials shall be used for all applications, including jointing, packing, lagging
and brake linings.
Any dust, broken or disturbed material containing, or suspected to contain asbestos should
be double-bagged (in plastic bags) and clearly marked.
On all new ships being delivered after 01 July 2012, Asbestos-free declarations and
supporting documentations will be collected from shipyard and equipment manufacturers’
prior vessel’s delivery. These documentations will be reviewed by the Superintendent in
charge of the take over and then handed over to the Master. This point has been included in
the task list which is part of Management of Change.
On existing ships, before finalizing any repair work (including work at ship yard) carried out
after 01 July 2012, company will obtain and verify necessary Asbestos-free declarations and
supporting documentations from service provider and manufacturers. This point has been
included in the task list which is part of Management of Change.

Rev No. : 0
ASBESTOS
Every purchase order issued includes a statement to attach necessary Asbestos-free

declarations and supporting documentations issued by manufacturers. Any material used as
a working part of the ship after 01 July 2012 shall be supported with an asbestos free
declaration. Upon delivery of these items, Chief Officer and Chief engineer shall review and
receive the Asbestos-free declarations and supporting documentations. In case this
documentation is not available, vessel shall inform office and not use the material till the
documentation is received.
Before carrying out any maintenance / repair work or installing new equipment after 01 July
2012, necessary Asbestos-free declarations and supporting documentations shall be
confirmed prior using materials, equipment, installations and parts as per annex I. If there
are no Asbestos-free declarations and supporting documentations available, the repair work
should not be started and Master shall contact the Superintendent for further follow up.
Copy of Asbestos-free declarations and supporting documentations shall be maintained on
board and in office. The vessel’s superintendent is the nominated person for ensuring that
Asbestos-free declarations and supporting documentations are provided for any installation
of new equipment and for any repair work.
A file should be initiated in the vessel for maintaining all the Asbestos-free declarations and
supporting documentations. This should be kept with Master. Classification societies will
audit the documentation during annual safety construction and safety equipment surveys.

Rev No. : 0
Chapter: 12G Date : 15-Dec-22
DERMATITIS
12G DERMATITIS
The symptoms of Dermatitis include redness, itching, scaling and blistering. If it gets worse
the skin can crack and bleed and the dermatitis can spread all over the body. It can be bad
enough to keep you off work or compel you to change jobs. If it is recognised early and
adequate precautions are taken, most people will make a full recovery. But some people can
be affected for life.
The skin coming into contact with particular substances or chemicals causes dermatitis.
Because of this it is sometimes called ‘occupational contact dermatitis’. How quickly you get
it depends on a number of things:
▪ The substance;
▪ Its strength or potency;
▪ How long and how often it touches the skin.
Some things might affect you almost the first day you use them, others might take weeks,
months or even years to cause occupational dermatitis.
Dermatitis usually affects the hands or forearms, the places most likely to touch the
substance. But you can get it on your face, neck or chest from certain types of dusts, liquids
and fumes. Dermatitis can even spread to parts of your body that haven’t been in contact
with the substance. It can be very painful. But with a little care most cases can be prevented.
12G.1 PREVENTION
In some jobs, you may not be able to avoid working with substances which can cause
dermatitis but there is still a lot you can do to protect yourself:
▪ Wearing gloves. It may not be appropriate to wear gloves all the time, but wearing
gloves when handling substances that can cause dermatitis (and remember to change
them frequently) will help.
▪ Using barrier and moisturising cream before and after work. This will help to protect
and replace the natural oils that your skin loses when you wash or when you come
into contact with detergents and solvents.
▪ Wear a face shield or full-face mask, and protective coveralls where liquids, fumes or
dust that can cause dermatitis might get onto your face and neck.
▪ Keep your skin clean.
▪ Make sure your protective clothes are clean and intact.
▪ Keep your workplaces clean, including machinery and tools.
DO NOT use industrial solvents or detergents (e.g. toluene, gasoline, laundry detergents),
which are not designed for use on skin, to clean your hands, or any other part of your body.

Rev No. : 0
DERMATITIS
If you start to get dermatitis and it is spotted at an early stage, you can do something about
it. If you ignore the problem, it might not go away: it could affect you for life. Report any skin
problems to the ship’s medical Officer as soon as possible.
12G.2 SUPERVISORS
Officers and supervising crew should ensure that crew take proper precautions to prevent
unnecessary skin contact with chemicals and other substances, which could cause dermatitis.
This includes proper use of Personal Protective Equipment.
Heads of Departments shall ensure that adequate supplies of Personal Protective Equipment
and proprietary hand cleansers are maintained on board for their departments.

Rev No. : 0
Chapter: 12H Date : 15-Dec-22
HEAT RELATED ILLNESS
12H HEAT RELATED ILLNESS

All ship-staff are to be aware of the problems that can be encountered by individuals while
working in hot and humid environments. These conditions are largely brought on by heat
and dehydration – and with proper care it is possible to prevent them.
12H.1 HEAT CRAMPS
▪ Heat cramps are muscle contractions, usually in the hamstring muscles (the muscles
at the back of the calves).
▪ These contractions are forceful and painful.
▪ These cramps are believed to be connected to heat, dehydration, and poor
conditioning, rather than due to lack of salt or other mineral imbalances. They usually
improve with rest, drinking water, and a cool environment.
12H.2 HEAT SYNCOPE
This is a fainting spell induced in a person when the body tries to compensate for the
excessive heat by diverting blood from the brain to the skin.
12H.3 HEAT EXHAUSTION
▪ Although partly due to exhaustion – and feeling like exhaustion, as the name implies
– heat exhaustion is also a result of excessive heat and dehydration.
▪ The signs of heat exhaustion include paleness, dizziness, nausea, vomiting, fainting,
and a moderately increased temperature (101- 102 °F), which, in this case, is not truly
a fever, but caused by the heat.
▪ Additional symptoms may be a clammy skin, diarrhoea, rapid pulse, and weakness.
Rest and water may help in mild heat exhaustion, and ice packs and a cool
environment (with a fan blowing at the person) may also help. More severely
exhausted patients may need intravenous fluids, especially if vomiting keeps them
from drinking enough.
12H.4 HEAT STROKE
▪ Heat stroke is the most severe form of heat illness and characteristically indicates a
failure of the body’s temperature control systems.
▪ Heat stroke can be fatal depending upon severity and treatment.

Rev No. : 0
▪ It can occur even in people who are not working or exercising, if the weather is hot
enough. These people have warm, flushed skin, and do not sweat. Persons who have
heat stroke after a period of working in hot weather, though, may still be sweating
considerably.
▪ Whether activity-related or not, a person with heat stroke usually has a very high
temperature (106 °F or higher), and may be delirious, unconscious, or having seizures.
Other symptoms may include confusion, agitation, hyperventilation, a racing pulse,
and lethargy.
▪ These patients need to have their temperature reduced quickly, often with ice packs,
and must also be given IV fluids for rehydration; they must be taken to the hospital
as quickly as possible and may have to stay there for observation since there is a
possibility of organ failures due to the raising of the body’s temperature to very high
levels.
12H.5 PREVENTION
Heat-related illnesses can be prevented:

▪ The important thing is to stay well hydrated; to make sure that your body can get rid
of extra heat, and to be sensible about exertion in hot, humid weather.
▪ Sweating is the body’s main system for getting rid of extra heat through evaporation
from the skin. As long as blood is flowing properly to the skin, extra heat from the
body’s core is "pumped" to the skin and removed by sweat evaporation.
▪ Dehydration reduces the body’s ability to dissipate heat in two ways: one, by limiting
the amount of fluid available for sweating, and two, by keeping blood away from the
skin to keep the blood pressure at the right level.
▪ Dehydration sets in because the body loses water through sweat, and it is important
that that loss be made up.
▪ The best fluid to drink is water. When working in hot and humid conditions, it is
advisable to drink at least 4.5 litres (8 pints) of cool (but not iced) water daily.
Alcoholic drinks are to be definitely avoided.
▪ Although a little salt is lost through sweat, it is not of much significance; this loss is
better made up by eating lightly salted foods rather than taking salt tablets, which
may have an undesirable side effect of raising the body's sodium content to
hazardous levels.
▪ Remember, if the air is humid, it's harder for sweat to evaporate, and the body finds
it that much more difficult to get rid of excess heat than it would if the environment
were drier. So, when working in hot and humid environments, whether it is in the
engine room or inside a tank, remember to take the following precautions:

Rev No. : 0
▪ Drink lots of water and drink it frequently. Drink more than is needed to quench
thirst.
▪ Limit working time in such places. If work requirements compel persons to stay in
these spaces for a long duration, then implement a regime of periodic breaks to rest
in a cool, dry place.
▪ When working in tropical areas, especially during the summer months, it is
recommended that work timings be adjusted so that a break is taken during the
afternoons to avoid working during the hottest and most uncomfortable part of the
day.
▪ Do not ignore the symptoms of heat exhaustion or heat stroke – bravado or an “I can
manage” attitude may progress the illness to a critical stage. Recognize the symptoms
early, report to the supervisor and leave the space immediately for rehydration,
cooling down or further treatment.
12H.6 FIRST-AID
▪ First aid for a person suffering from heat exhaustion or while waiting for emergency
medical help for a person suffering from heat stroke:
▪ Take him out of the hot environment and bring him into the accommodation.
▪ Fan with a newspaper, towel or direct the air stream from a blower towards him.
▪ Sprinkle with water, apply wet towels or in the case of a heat stroke victim, apply ice
packs to areas of his body that have the greatest blood supply (the neck, under the
arms and knees, the groin etc.).
▪ Elevate the feet to direct blood back towards the head.
▪ If the person is conscious, offer plenty of fluids – water (preferably lightly salted),
electrolyte solution.

Rev No. : 0
SAFE OPERATIONAL PRACTICES- SIMOPS Page : 1 of 2
13A MANAGING SIMULTANEOUS OPERATIONS (SIMOPS)

It has been noted that an increasing trend in loss of containment incidents due to lack
of effective management whilst carrying out simultaneous operations.
When there is a potential of safety of an operation being compromised by another
activity, there arises a need to have a robust process to reschedule the activity.
SIMOPS to be avoided where possible and should be carried out ONLY after a detailed
Level II risk assessment.
During planning and execution of SIMOPS following flow chart must be adhered.
SIMOPS Flow Chart
Approval
(When
applicable)
13A.1 IDENTIFICATION OF SIMULTANEOUS OPERATION/DECISION MATRIX

For identification of various critical SIMOPS conditions and decision matrix, please refer
to Appendix 4 - SIMOPS decision matrix.
SIMOPS mentioned in the decision matrix are not exhaustive. The vessel shall identify
simultaneous operations in the planning stage and carry out a risk assessment to ensure
availability of adequate workforce according to the required skill set, resources and
supervision for the tasks at hand.
13A.2 SIMOPS RISK ASSESSMENT AND PLANNING

A detailed level II Risk assessment to be carried out to identify all the hazards
associated. Contingency planning and checklist must be addressed in the Risk
assessment.
Each SIMOPS must have a Plan. The plan is a document having a detailed step wise
actions that covers all the preventive and mitigative measures identified in the RA II; for
e.g., The Purpose of the operation, Toolbox meetings, Control measures, reporting lines,
communication methods, contingency planning, MOC requirements etc.
Below points must be addressed in the risk assessment.

Rev No. : 0
SAFE OPERATIONAL PRACTICES- SIMOPS Page : 2 of 2
Example – A comprehensive risk assessment is carried out for bunkering and

discharging simultaneously, addressing the below key points:
Communicati Fatig
Supervision Distraction Resources Knowledge
on ue
Each operation Common control Adequate number Sufficient Personnel Rest

SIMOPS is adequately location (CCR, of personnel for number of allocated are hours
RISK supervised ECR etc.) each operation walkie talkies & experienced are
ASSESS (requires VHF sets & in the compli
Multi-tasking of Personnel involved
separate allocation of concerned ed with
MENT personnel in bunkering and
supervisors) separate operation
and/or resources cargo operation
communication
(e.g. Topping of are not assigned
channels for
bunker tanks any other tasks
each operation
simultaneously)
* above table is for illustration purposes only (List is not all inclusive)
Approval Process
RA for SIMOPS must be reviewed by the superintendent of the vessel. Any SIMOPS in
which the risk is categorised ‘high’ and above must be approved by the DPA & CMS.
SF-31 : SIMOPS Plan to be used in co-ordination with matrix.
13A.3 MANAGEMENT TEAM MEETING / TOOLBOX MEETING
▪ A meeting is carried out by the senior management on board to review the
upcoming SIMOPS, discuss the approved RA, company procedures and
contingency measures
▪ Prior execution of SIMOPS, an onboard toolbox meeting involving relevant
personnel involved in the SIMOPS is to be conducted. This forms a Last-minute
risk assessment (LMRA) for the SIMOPS.
Example - To discuss the upcoming bunkering & discharging operations simultaneously,
a management team meeting was carried out prior to port arrival
Example - Prior to commencement of the SIMOPS, a tool-box meeting was conducted to
discuss the following:
▪ Prevailing and forecasted weather condition
▪ Shore limitations if any
▪ Review of number and understanding of the allocated duties of the personnel
involved
▪ Availability of personal protective equipment / spill response equipment
▪ Availability of communication tools (Walkie talkies sets, VHF sets)
▪ Experience sharing – If an operation was carried out under similar conditions

Rev No. : 0
SAFE OPERATIONAL PRACTICES- SECURING WALKWAYS Page : 1 of 1
13B SECURING WALKWAYS

The Company requires a safe means of access to be provided and maintained to any
place on the ship at which a person may be expected to be, including accommodation
and other places of work.
Walkways used for transit about the ship shall, apart from being properly maintained,
be kept free of materials and substances liable to cause a person to slip, trip or fall or
cause an obstruction.
Spilled oil, grease or chemicals shall be cleaned up immediately.
Lifelines for use with walkways on deck must be maintained in good order.
Walkways are to be marked and painted.
Walkways must always be maintained secure for use.
If found unsafe, they must be secured by either removing the hazard or preventing its
use until it is secure again.
Unsafe walkways must be cordoned off to prevent inadvertent use and warning notices
regarding same shall be put up at conspicuous locations.

Rev No. : 1
SAFE OPERATIONAL PRACTICES- MARKINGS OF ESCAPE Page : 1 of 3
ROUTES, ANTISLIP AND FALL HAZARDS
13C.1 ESCAPE ROUTES.
13C.1.1 IDENTIFICATION OF ESCAPE ROUTES

• Escape routes should be provided for those spaces within the accommodation
spaces, machinery spaces, pump rooms, compressor rooms, thruster rooms or any
other spaces where a person could become disorientated in an emergency
• Escape routes should be marked in such a way which allows the escape from any
location within the vessel where there was potential to take a route to a dead end
or space with no exit to an outside deck.
Whilst the vessel is in port, the escape route is identified as a route to the terminal
means of access.
13C.1.2 REQUIREMENT OF ESCAPE ROUTES

• External doors forming part of an escape route should not be locked or bolted with
no means of rapid opening from the inside.
• Where an external door forming part of an escape route is locked for security
reasons, the door should from the inside without the need for a key or tools.
• A properly equipped firefighting party should be able to open the door from the
outside in an emergency.
• Unless documented security procedures override access in an emergency, then a
means of access through a door forming part of an emergency escape route should
be possible from both directions.
• Where an escape route terminated at a door, the door should be kept unlocked.
Where the door is locked for security reasons, there should be a rapid means of
opening the door from the inside.
• A means of escape should not be blocked or obstructed.
• Except in circumstances where security procedures required external doors to be
secured to make entry from the outside impossible, a properly equipped firefighting
team should be able to access through an external door forming part of an
emergency escape route.
• Where an escape route is provided with a self-closing fire door, the door should be
able to close and latch properly without external assistance.
• Where the escape route is an enclosed trunk, the emergency lighting should be fully
maintained with functioning bulbs in every lamp.
• The escape routes, or doors forming part of an emergency escape route, should not
be obstructed.

Rev No. : 1
13C.2 MARKING OF ESCAPE ROUTES
All escape routes shall be identified and marked with signs in accordance with IMO
guidance sign is a green square or rectangle, with safety information shown by words or
a symbol in white. For example, a white arrow on a green background, points to an
emergency exit.
The escape route from the accommodation to the shore means of access should be
marked
The escape route from the accommodation to the means of shore access should be
clearly marked with signs and, so far as possible, routed around mooring lines under
tension and/or the cargo manifolds in use.
13C.3 LOCKING ARRANGEMENTS AND ACCESSIBILITY TO EMBARKATION DECKS
• The escape routes are routes for escape and also for access. Accordingly, the
locking arrangement should be such that it does not obstruct these two objectives
(escape and access). Doors along any designated escape routes which require keys
to unlock them when moving in the direction of escape should not be permitted.
• The embarkation deck should be accessible from the open decks to which escapes
routes
13C.4 FAMILARISATION.
• An officer or rating should be able to explain an escape route from any location
within the vessel where there was potential to take a route to a dead end or space
with no exit to an outside deck.
• An officer or rating should be to demonstrate the opening of an external door which
formed part of an escape route from the inside.
13C.5 MARKING OF ANTI-SLIP PAINT.
All work areas must be identified and painted with anti-slip paint or the surface must
have ant slip properties, typically but not limited to -
a. Mooring areas.
b. Proximity of bits and bollards.
c. Exposed walkway or cross decks on deck.
d. Cargo and Bunker Manifold area
e. Area near to tank domes and Manholes.
f. Stairways on Deck, ER, Pump Rooms, Stores.
g. Exposed bridge wings and area around and leading to the magnetic compass.
h. Working area under Lifeboat, Rescue boat deck.

Rev No. : 1
i. Main deck area where fair leads, bollards and capstans are placed for fastening
tugs.
j. Around machinery that are prone to oil/water exposure Aux engine, main
engine platforms, steering gear, purifier room, seawater pumps etc.
k. Crane landing areas and working platforms.
l. Hatch cover working areas.
m. Garbage storage areas
n. Areas where lubricants are stored.
o. Cargo pump room (Stairways, Below pumps, around bilges etc)
p. Stairway leading to provision stores, working provision lobby.
q. Stores where heavy items are stored including paint room, forecastle store, ER
stores, Workshops.
r. Other areas as deemed fit by safety Officer and identified by the safety
committee.
13C.6 MARKING OF SLIP / TRIP / FALL HAZARD
All slip, trip and fall hazards onboard shall be highlighted in contrasting color. These
hazards may include the following:
a. Safety chains to prevent fall from height.
b. Any raised structured or obstruction hindering safe access
c. Sharp edges or corners of structures
d. First and last step of stairways outside accommodation
e. Boarding arrangement areas that require attention of people.

Rev No. : 1
Chapter: 13D Date : 30-Nov-23
SAFE OPERATIONAL PRACTICES- MOVING MACHINERY Page : 1 of 1
13D.1 WORKING ON MOVING MACHINERY
Maintenance or repairs to, or immediately adjacent to, moving machinery should be

avoided. Work can only be granted in circumstances where job scope demands working
on running machinery (ie: greasing) or where it is impracticable for the machinery to be
stopped. However, in any case job supposed to be carried out in controlled manner
with proper risk assessment.
Close-fitting clothing should be worn, and long hair should be covered. The officer in
charge should consider whether it is necessary in the interests of safety for a second
person to be in close attendance whilst the work is being carried out.
13D.2 GREASING OF MOORING WINCH/WINDLASS
Following precaution must be observed while greasing mooring winch/windlass.

• A level 2 Risk assessment specific to the task must be carried out, reviewed, and
approved on board by the senior management.
• At least two experienced and skilled persons must be assigned to carry out greasing.
One of them should be assigned to operate the winch while the other shall carry out
greasing.
• Any moving part or the gear shall be accessed only by using a wooden brush (such
as wooden paint brush) with a long handle (no steel rods, screwdriver etc. are
accepted). Never attempt to reach out to the unreachable or moving parts by hands.
• Mooring winch/windlass operating lever must be kept in locked position with its
locking device engaged while working on any moving part.
• Persons involve must always be in sight of one another.
• Mooring winch should only be operated from its designated operating position and
after confirming that the person working on it has moved away from the winch.
• The windlass or winch should never be left to run with a control secured in the 'on'
(heave/slack) position. Under no circumstances, the operating control of any
machinery to be left unattended and secured in the running mode.
• Clothing and personal protective equipment (PPE) must not be loose when carrying
out greasing and comply with the PPE Matrix.

Rev No. : 0
SAFE OPERATIONAL PRACTICES- HIGH WATER PRESSURE Page : 1 of 3
EQUIPMENT
13E.1 HANDLING OF PORTABLE EQUIPMENT HAVING HIGH WATER PRESSURE OUTLET
The internationally recognized definitions of water pressure cleaning are:

TYPE PSI BAR
Low pressure water cleaning < 5000 < 340
High pressure water cleaning 5000 – 10000 340 – 680
High pressure water jetting¹ 10000 – 25000 680 – 1700
Ultra-high-pressure water jetting¹ > 25000 > 1700
Exposure to the high-pressure waterjet has the greatest potential for causing severe
injury or death. The high pressure waterjet can travel at speeds exceeding 3.300 km/h.
Such a waterjet is powerful enough to slide through solid materials or to damage any
part of the human body. Even injuries that appear to be relatively minor can be fatal, as
microorganisms can be injected into the body through the injury site, along with air,
water and debris.
The use of low and high-pressure water cleaning equipment is allowed onboard
provided this procedure is considered. The use of high and ultra-high-pressure water
jetting is not allowed onboard unless specific permission is obtained from QHSE and
Marine manager.
13E.2 INSTRUCTION AND SUPERVISION
1. Before working with water pressure cleaners, a competent person must ensure that
the following instruction topics are provided:
1. General and specific job safety rules including Risk Assessment and Toolbox
Meeting
2. Individual assigned to use high-pressure cleaning equipment and assistance
should be trained and familiarized with the type specific equipment before
use.
3. Understanding basic pressure water cleaning hazards
4. Equipment and nozzle principles
5. Manufacturer’s operating manual
6. Emergency shutdown procedures
7. General safe work practices for water pressure cleaners
8. Hazard identification and risk controls
9. Personal protective equipment
10. First aid and medical aid for water pressure cleaners’ injuries
2. The Chief Officer is the safety supervisor and, in this aspect, responsible for
supervising the workplace activity ensuring workplace safety. Furthermore, he must

Rev No. : 0
EQUIPMENT
ensure that the necessary safety equipment is available and used. Water pressure
cleaners must not be used in explosive environment.
3. Work activities must be planned to provide reasonable access to the area being
cleaned.
4. Overhead work must be avoided as it can cause unstable working position and lead
to musculoskeletal injuries.
5. Only adequate size work platforms must be used for elevated work areas.
6. Working with water pressure cleaners from ladders or surfaces is not allowed for
workers. like tank stools, tank piping and valves is not allowed.
7. The work area must be clearly identified and controlled with effective signage and
barrier tape to restrict access to authorized personnel only.
8. Water pressure cleaning in enclosed spaces must be risk assessed for the potential
release or creation of hazardous air contaminants.
9. When high pressure water cleaning is used to clean a surface, toxic materials can be
released as fine, airborne particles. The use of appropriate respiratory protection
must be considered
13E.3 PRE-OPERATIONAL SAFETY CHECKS
1. Immediately before the use of water pressure cleaning equipment the following
safety checks must be carried out by the Chief Officer and the crew intended to
operate the equipment.
2. Check all parts, cords, hoses and electrical compliance for any damage before use.
Do not use if the machine or cord are damaged or require maintenance. Check
hoses for splits or damages.
3. FW tank soundings should be known to the person in-charge prior assigning the
usage of HB.
4. Wear appropriate PPE as mentioned in the manufacturer manual. No high-pressure
water cleaning shall be carried out without proper PPE.
5. Place warning safety signs or ensure that the crew is duly informed about the
planned water pressure cleaning work.
6. Check immediate work area before each use for hazards. Remove all objects which
can be thrown up or get entangled in the machine.
7. Check the nozzle orifices before use to ensure that they are clear of debris that
could block the flow of water and cause over pressurization of the system or an
unbalanced nozzle

Rev No. : 0
EQUIPMENT
13E.4 OPERATIONAL SAFETY CHECKS
1. Read all instructions before using high pressure water cleaners. Be familiar with the
controls. Know how to start and stop the unit and bleed pressure quickly.
2. High pressure hoses must not be operated above their maximum allowable working
pressure.
3. Do not turn power on until water is flowing to machine. Maintain water pressure. If
machine doesn’t operate correctly turn off immediately and seek help.
4. Do not direct the nozzle at people, electrical components, wiring, lights, window
seals etc. as pressure can cause damage.
5. Stay alert and exercise control. Hold the lance strongly- high pressure cleaner jets
produce a powerful recoil force. Adjust the jet to suit the type of cleaning being
undertaken to control recoil force. Use muster rest if available.
6. Take short breaks to relax tensed muscles to prevent strain, sprain, muscle overuse
and to minimize the effects of vibration and fatigue.
7. Alternate cleaning between high and low areas to reduce back flexion and neck
strain from working above muster level when cleaning high located areas. 4.3.8
Never leave machine running while not in use or unattended. Turn the power off.
13E.5 INSPECTION, MAINTENANCE AND HOUSEKEEPING
1. Use only equipment, hoses, fittings, couplers and accessories specifically designed
or intended for use with water pressure systems.
2. Always check manufacturer’s instruction before using any part. Any hoses that have
obvious signs of damage must not be used. Signs of damage include kinks, crushed
parts, stretched parts, blistered parts, rusted or broken reinforced wires.
3. The reassembly of any high-pressure component must be checked by a competent
person and determined to be safe for use.
4. Press the trigger to release any remaining pressure in the system. Turn off the
power and water supply and disconnect the hose. Roll up and store the hoses
correctly. Roll up and store the electrical cable correctly. Store the handgun and
spray lance in the accessory point and store appropriately. Always leave unit clean
and tidy. Return the pressure cleaner to the correct storage area
5. In sub-zero environment, flush the pump with antifreeze fluids before use and
ensure completely drainage after usage.
6. Used oil must be properly disposed

Rev No. : 0
SAFE OPERATIONAL PRACTICES- FLOATING WORK Page : 1 of 1
PLATFORMS
13F.1 OPERATIONS / WORK CARRIED OUT FROM WORKBOAT, DINGY, LIFEBOAT,

RESCUEBOAT, RAFT OR OTHER FLOATING WORK PLATFORM
In addition to the procedures outlined in this manual, ship staff carrying out operations
/ work from a craft, as described above shall always wear a lifejacket in addition to
other personal safety equipment relevant to the operation/work carried out.
The phrase “operations/work” encompasses all activities without exemptions such as -
▪ Maintenance work
▪ Inspections
▪ Transportation of personnel and equipment
A responsible boatman shall be appointed in each individual case and communication
with the vessel must be maintained as far as practical during the entire operation/work.

Rev No. : 0
SAFE OPERATIONAL PRACTICES- USE OF LIFE VEST Page : 1 of 1
13G USE OF LIFE VEST

There is a basic difference in life vest capability and circumstances in which they are
used when compared to the lifejacket.
The life vest is a personal floating device designed to keep a conscious person afloat in
calm conditions. Its buoyancy is slightly lower than that of the lifejacket. The floatation
material is on the back of the device. This makes them less bulky and more comfortable
allowing for greater movement than a lifejacket.
Life vest can replace the use of lifejacket when flotation aid is required in work-related
activities on or in the vicinity of the ship side. This includes the use of life vests in all
personnel transfer operations excluding the case when transfer takes place through
ship shore embarkation means at berth.
Life vest cannot replace a lifejacket in an emergency situation or during emergency
drills.
Life vests should be maintained under the same rules as that of a similar type of
lifejacket.

Rev No. : 0
SAFE OPERATIONAL PRACTICES- USE OF COMPRESSED Page : 1 of 1
AIR
13H USE OF COMPRESSED AIR

To protect our fellow seafarers from hazards, impose by compressed air, its usage in the
following manner is strictly prohibited.
• Use for cleaning or drying of workspaces.
• Directing compressed air towards any part of human body.

Rev No. : 1
Chapter: 13I Date : 30-Nov-23
SAFETY PRECAUTIONS FOR CARRYING OUT BARBEQUE Page : 1 of 2
ONBOARD
13H SAFETY PRECAUTIONS FOR CARRYING OUT BARBEQUE ONBOARD
Barbeque on tankers and gas carriers is prohibited.
On dry vessel, barbeque can be conducted provided following safety measures are
adopted:
• Carry out level 2 risk assessment.
• Before planning a barbecue onboard, familiarize yourself with the specific regulations
regarding open flames, barbecues, and grilling on the vessel.
• Barbeque shall be planned on the clear day under good weather conditions.
• Choose a safe location: Find a suitable location on the vessel for the barbecue. Ensure
that it is away from any flammable materials, including fuel sources and other equipment.
Select an area with good ventilation to avoid the buildup of smoke or carbon monoxide.
The vessel may consider aft-most location on the poop deck that generally meets all the
mentioned requirements. Vessels should mark out an official barbecue area in which the
barbecue may be used.
• Barbeque tray shall not be custom-made onboard. The vessel shall carry good quality
barbeque manufactured from standard maker. The barbeque tray shall be checked
thoroughly for the structural intactness prior each use.
• Clear the surrounding area. Remove any flammable objects, such as paper, towels, or fuel
containers, from the vicinity of the grill. Maintain a clear zone around the barbecue to
minimize the risk of accidental fires.
• Make sure the grill is stable and securely fastened to prevent it from tipping over,
especially in rough waters.
• Position the face of the barbeque toward the wind to allow sparks being taken away from
the individuals cooking food.
• Keep a fire extinguisher ready nearby. In addition, keep the fire hose rigged and fire
blanket available in the vicinity of barbeque area.
Rev No. : 1
Chapter: 13I Date : 30-Nov-23
SAFETY PRECAUTIONS FOR CARRYING OUT BARBEQUE Page : 2 of 2
ONBOARD
• Have a first aid kit readily available on board in case of any injuries.
• Only wood, paper and charcoal-fueled barbeque is allowed. Electric or gas-fueled

barbeque must not be used onboard the vessel.
• Solvent or oil-based accelerants of any sort must not be applied to a barbecue to assist
the lighting process.
• Supervise the Barbeque until fire is ongoing. Never leave the lighted barbeque
unattended. Assign a responsible person to monitor the cooking process.
• Cooking tools made of nonflammable materials shall be used for handling food that are
being cooked on the barbeque grill.
• All personnel must wear cotton clothes while cooking food on the barbeque.
• Collect all garbage and do not allow anything to go overboard. Segregate the garbage as
per company garbage management plan.
• Practice safe food handling procedures, such as proper storage, refrigeration, and
preparation of meat, to avoid foodborne illnesses. Use separate utensils and cutting
boards for raw and cooked food to prevent cross-contamination.
• Fill the barbeque tray with fresh water to extinguish the burning charcoal at the end of
barbeque.
• Allow the coals or ashes to cool completely before disposing of them in a designated
fireproof container. Do not dump them overboard or place them in plastic or combustible
containers.
Remember, it's crucial to follow safety guidelines and exercise caution during the entire
process of barbecuing onboard.
Vessel conducting the barbeque shall display the Barbeque poster in the vicinity and
ensure all person are aware of the safety measures highlighted in the poster.

Rev No. : 0
ADDITIONAL SAFETY PRECAUTIONS ON TANKER Page : 1 of 7
14.1 WARNING SIGNALS AND NOTICES
14.1.1 SIGNALS
The following signals shall be displayed for the duration of any cargo-related operations
at any location:
▪ By day: International Code flag “B”
▪ By night: An all-round red light.
14.1.2 NOTICES ON ACCESS DOORS
Doors that may lead to the cargo deck and may allow entry of gas when opened should
be opened momentarily for access but must be closed at all times. These doors include
but not limited to:
▪ All external accommodation doors, including galley
▪ All storerooms and service spaces around the accommodation, including paint
locker, mid ship store, fan rooms, oil and grease store, etc
▪ External doors from the Engine Room and steering flat.
▪ Fore Peak Store
All the doors listed above shall have notices posted on them in the form described below.
Where an access point has an inner screen door in addition to the outer door, the inner
screen door does not require a notice. Pump room doors should normally be kept shut
and is to be opened momentarily for access to avoid ingress of hydrocarbons and toxic
gases into the pump room through the open doors.
“This door must be kept CLOSED during all cargo, bunkering, cargo tank cleaning /
ballasting, purging and gas freeing operations but may be opened momentarily for access
only.”
14.1.3 NOTICES AT THE GANGWAY OR OTHER ACCESS POINT
All vessels will display the following conspicuous notice:

Red letters on a white background
• Warning
• Unauthorized persons are not allowed to board
• Visitors are required to show identification.
• Mobile phones and other electronic equipment must be switched off prior
boarding.
• Smoking and naked lights are prohibited
• Lighters and matches are prohibited to be carried on board.

Rev No. : 0
14.1.4 OTHER NOTICES
Material Safety Data Sheets for the cargo to be loaded shall be displayed in the CCR and
mess rooms.
14.2 STATIC ELECTRICITY HAZARDS
Gauging and sampling equipment shall be electrically continuous and fitted with a
grounding clamp. Grounding contact shall be made prior to inserting equipment into the
tank. Contact shall not be broken until the equipment has been finally removed from the
tank.
All portable electrical / electronic equipment must be intrinsically safe equipment when
used in hazardous areas. All other materials used in the hazardous area shall be non-
sparking & anti-static.
Batteries of all electrical / electronic equipment shall be renewed in safe, non-hazardous
areas.
Note: There is high likelihood of generation of mist from oil cargoes (Accumulator
Cargoes) and the possibility of static discharge irrespective of the flash point of the cargo.
This is very likely when submerged cargo pumps are used and the cargo levels are low.
Thus, it is important to use Inert Gas for all Oil cargoes irrespective of its Flash Point.
14.2.1 RADIO TRANSMISSION DURING CARGO/BALLAST OPERATIONS
MF/HF radio transceiver aerials are to be grounded prior to the commencement of cargo
operations.
Satellite communication equipment utilizing low power signals can be used at all times.
In port and during cargo operations, the VHF must be switched to 1 W output power.
During STS operations, the VHF may be kept at full power (refer to STS plan for more
details).
14.2.2 USE OF ELECTRICAL AND ELECTRONIC EQUIPMENT ONBOARD TANKERS
Reference is made to the requirement of Section 4.12 of ISGOTT with respect to use of
portable electrical equipment.
The use of radios, tape recorders, mobile phones, pagers, smart watches, cameras, games
console, fitness wristbands, e-cigarettes, remote controlled devices and other personal
electronic devices are prohibited on hazardous area or at any place where flammable
gases may be encountered.

Rev No. : 0
To stop potentially flammable atmospheres igniting, portable battery equipment should

be designed to the same standard as electrical equipment and safe for the area it is being
used. For example
• Only intrinsically safe types of Flashlights to be used in the engine room and in
hazardous areas.
• Handheld VHF / UHF portable transceivers should be in intrinsically safe.
Small battery-powered, personal medical items eg. Miniature hearing aid and heart
pacemakers are not considered significant ignition sources and can be used without
certification in some hazardous areas subject to national standard and risk assessments.
Only Cameras which are intrinsically safe can be considered safe for use in hazardous
areas.
The vessel shall maintain a record of possession of such equipment with ship staff.
All crew joining tankers/visitors shall be made aware of requirements for use of
electrical/electronic equipment especially personal portable devices such as cameras,
mobile phones, iPods, Walkman, pagers and wrist watches.
A warning sign prohibiting use of electrical/electronic equipment shall be displayed at the
gangway.
On special circumstances, if it is required to use non-intrinsically safe equipment in
hazardous areas, then Master shall prepare a thorough risk assessment and send to the
company along with reason for the requirement. Company management will review the
risk assessment and approve if it is necessary and safe. Use of such equipment under
office approval shall be governed through permit to work system.
14.2.3 ELECTRICAL STORMS
In the event of an electrical storm occurring or anticipated in the vicinity of the vessel,
following operations shall be suspended, regardless of the cargo tanks being in inert
condition, until storm conditions have dissipated:
▪ Ballasting or deballasting of dirty or clean ballast tanks
▪ Cargo loading or discharging
▪ Gas freeing
▪ Purging
▪ Tank cleaning
Tank vents and tank openings shall be closed including any bypass valve fitted on the
venting system.

Rev No. : 0
14.3 STILL WEATHER CONDITIONS
Still air conditions may be defined as conditions when the wind velocity is 5 m/s (9.7
knots) or less.
If there is little air movement, Cargo vapors may persist on deck in hazardous
concentrations.
Depending upon the quantity of gas being vented and the method of venting, the
presence of flammable concentrations of gas on deck should be suspected whenever still
air conditions prevail.
Gas measurements should be carried out on deck, and if hazardous concentrations are
detected, then cargo operations should be stopped until dispersion is achieved by
stronger wind conditions. Gas checks should be carried out on deck to confirm that it is
safe to resume cargo operations.
14.4 SUPERSTRUCTURE DOORS AND WINDOWS
When ballasting / deballasting, loading / discharging, tank cleaning, gas freeing, purging
or inerting, bunkering, all doors, windows and ports in the superstructure shall be closed
and dogged.
Access to the accommodation shall, where practicable, be limited to one door, which
shall be closed immediately after use.
Where practical, a single door should be used for working access in port. Doors that must
be kept closed should be clearly marked. Allowance must be made to permit doors and
openings to be open if the vessel is storing provided there is no possibility of gas entering
the accommodation and that doors do not remain open for longer than is necessary.
14.5 AIR CONDITIONING AND VENTILATION SYSTEMS
The accommodation atmosphere must be maintained at a higher pressure than the

external atmospheric pressure.
Intakes of central air-conditioning systems should be kept partially open in order to
achieve the positive pressure. Air conditioning systems must not be set to 100%
recirculation, as this will cause the pressure of the internal atmosphere to fall to less than
that of the external atmosphere, due to extraction fans operating in sanitary spaces and
galleys.
Due consideration should be taken to ensure that the pressure differential between that
of the inside of the accommodation and that of the outside such that the pressure is not
so great as to ensure self-closing doors operate effectively and doors do not slam shut or
open with the risk of increased injury.

Rev No. : 0
If it is suspected that gas is being drawn into the central air conditioning or mechanical
ventilation system, then the system should be stopped and all intakes closed, until more
favorable conditions are obtained and the threat of gas coming into the accommodation
has been removed.
If gas measurements within the accommodation spaces indicate a hydrocarbon
concentration in excess of 1% LEL, then cargo work should be stopped until weather
conditions permit dispersion of cargo vapors before they reach the accommodation.
14.6 GAS FREEING FAN(PORTABLE)
Portable fans or blowers should only be used if they are hydraulically, pneumatically,
water or steam driven.
1. Their construction material should be such that no hazard of incendiary sparking
arises if, for any reason, the impeller touches the inside of the casing.
2. Portable fans, where used, should be placed in such positions and the ventilation
openings so arranged that all parts of the tank being ventilated are equally and
effectively gas freed. Ventilation outlets (discharged gas) should generally be as
remote as possible from the fans.
3. Portable fans, where used, should be so connected to the deck that an effective
electrical bond exists between the fan and the deck.
4. The Portable fan should be located within studs of deck opening and secured by
means of nut and flat washers.
5. Check that the couplings for hose connections are compatible and
engage/disengage quite freely.
6. Before opening supply valve check that the portable fan is in the correct mode to
suit operation, i.e. supply mode to purge tank or exhaust mode to exhaust.
7. When the portable fan is being used on a continuous basis then it should be
regularly checked to ensure correct operation and outer case for excess
temperature.
Smart watches, fitness bands and similarly constructed devices pose a potential ignition
source due to their power consumption as compared to conventional wristwatches.
These devices are also susceptible to concentrations of gases found in refinery and vessel
environments, causing damage to the devices’ sensitive electronic circuitry.
Recently, the Oil Companies International Marine Forum (OCIMF) determined such
devices would be specifically not be permitted for use by the Ship Inspection Report
Program (SIRE) inspectors who routinely visit tankers, barges, and terminal facilities.
In addition, if during a vessel SIRE inspection, the inspector observes a member of the
vessels staff using a Smart watch/Fitness Band device in regulated areas, an observation
will be recorded.

Rev No. : 0
Non-approved / not intrinsically safe devices, like smart watches or fitness bands when
used in operational/gas hazardous areas (i.e. Refinery, Terminal, vessel’s, etc.) could
constitute a breach in Safety practices and should not been worn in gas hazardous areas
of a vessel calling to nor within any Marine Terminal or facility.
Kindly ensure compliance of below.
"DO NOT" wear Smart watches, fitness bands and similarly constructed devices in
"hazardous areas on board vessels"
"DO NOT" wear Smart watches, fitness bands and similarly constructed devices in
"refinery and terminal areas".
Caution the crew NOT to wear these gadgets while going ashore or while signing off when
in Terminal and Refinery areas.
Display adequate Warning notice about this requirement in prominent places on board
vessels
Include this warning in the warning notice displayed at Gangway
Ensure that this requirement is adhered by vessel crew and all shore personnel visiting
the vessel. All such gadgets should be left in their vehicle or ashore before they board the
vessel.
Kindly call for a meeting of all staff on board and brief them on this new requirement and
maintain record of the same on board.
14.7 MANAGEMENT OF SHORE CONTRACTOR FOR SQUEEGEEING OPERATIONS (APPLICABLE

TO CHEMICAL TANKERS)
Whenever contractors or work gangs are employed for squeegeeing operations, the
Master shall ensure that the shore personnel are familiarized as per HSM 1.7.2 and
ensure their understanding and compliance with all relevant safe working practices.
The Contractor should take part in the vessel’s safety/tool box meetings to discuss the
arrangements for work. During the toolbox meeting he shall be familiarized on the
company squeegeeing procedures as outlined in Chemical Tanker Manual chapter 3.
Additionally, the RA prepared for squeegeeing operations shall also be discussed with the
Contractor.
Prior entering the cargo tank and carrying out the squeezing operation the contractor
shall sign the squeegeeing permit to confirm compliance with the company procedures.
Contractors should be effectively supervised and controlled by a Responsible Officer.

Rev No. : 0
14.8 SAFETY VIOLATIONS
The Chief Officer, upon identifying any safety violation(s), either before starting cargo or
during cargo operations shall take immediate steps to correct the violation. If required,
cargo operations may be deferred or suspended until the safety violation can be
removed.

Rev No. : 0
PERSONNEL TRANSFER- AT BERTH Page : 1 of 2
15A.1 PERSONNEL TRANSFER AT BERTH

Whenever personnel transfer takes place on the berth, vessels shall follow below
mentioned guidance.
1. The accommodation / gangway ladder must be kept clean.
2. Rope guard rails must be tight and all stanchions must be fitted in place and
secured.
3. Accommodation / gangway ladders must have proper illumination at each end.
Broken and defective lights must be repaired immediately.
4. Operating instructions must be posted near the boarding arrangements.
5. The accommodation / gangway ladder must (as far as possible) rest on the quay.
6. When landed on the quay, care must also be taken to ensure that the lifting
bridle and/or davit arm is kept well above head height or moved clear as
necessary.
7. Bottom rollers must be able to move freely.
8. The accommodation / gangway ladder must be placed clear of obstacles.
9. The accommodation ladder must not be used for lifting stores.
10. If needed a small extension platform leading from the bottom platform to the
jetty must be positioned. The platform must have guardrails and a safety net
rigged around it. Warning notices must be posted in such cases.
11. A lifebuoy with a self-activating light and a buoyant lifeline should be available
for immediate use in the vicinity of the embarkation and disembarkation
arrangement when in use.
12. The accommodation / gangway ladder must be continuously manned. The
height must be adjusted for the cargo operations and the rise and fall of the
tide. To assist those responsible for tending gangways and accommodation
ladders, it may be worthwhile noting the times of high and low water on the
sailing board each day.
13. The deck watch must also look out for potential dangers ashore such as bollards,
tracks and cranes bearing in mind that most ladders are constructed of
aluminium alloy and are easily damaged.
14. Gangways must never be secured to a ship’s guard rails unless they have been
designed for that purpose. If positioned through an open section of bulwark or
railings, any remaining gaps must be roped off to a height of at least one meter.
15. Consider the angle of inclination, and make sure that design limits are not
exceeded. It may be necessary to provide alternative arrangements if the means
of access is likely to become excessively steep. A gangway must not be used if its
angle of inclination is more than 30° above or below the horizontal, similarly for
an accommodation ladder if the angle is more than 55° below the horizontal,
unless designed and constructed for use at angles greater than these.

Rev No. : 0
PERSONNEL TRANSFER- AT BERTH Page : 2 of 2
16. Accommodation ladder or gangway must be clearly marked at each end with a
plate showing the restrictions on the safe operation and loading, maximum and
minimum permitted design angles of inclination, design load, maximum load on
bottom end plate, etc. The marking plate should also show where the maximum
operational load is less than the design load.
17. In case the vessel gangway or accommodation ladder can’t be used then the use
of a shore gangway must be considered. The safety responsibility for the use of a
shore gangway lies with the vessel.
18. The safety net must be fitted under every part of a ladder or gangway and
extend on both sides for 1.8 m and be kept taut protecting the entire length of
the means of access.
19. In case of multiple visitors, max allowable number of people allowed on the
gangway should be restricted. A poster indicating maximum capacity at one time
to be posted at the gangway entrance.
NOTE: All personnel transfer shall be done by the approved and certified means
complying with relevant guidance provided in the Code of Safe Working Practices
(COSWP) and ship to ship transfer guidelines for petroleum chemicals & liquified gas by
OCIMF.

Rev No. : 1
PERSONNEL TRANSFER- AT SEA OR SEASIDE Page : 1 of 5
15B.1PERSONNEL TRANSFER AT SEA OR SEASIDE USING GANGWAY, PILOT LADDER OR

COMBINATION LADDER
For personnel transfer at sea or seaside, the vessel must adopt all guidance mentioned
in ‘Pilot boarding arrangement’ poster exhibit on the navigation bridge.
In cases where personnel transfer is between ship-ship, ship-boat; the master must
ensure that due diligence and good seamanship are exercised during the transfer of
personnel.
Person transfer shall take place only in good weather and sea conditions. Master shall
assess the sea condition for suitability prior to initiating the process of personnel
transfer. He must follow guidance from local authorities during decision making. If the
vessel is in manoeuvring condition, then the master can consider altering the course to
provide good lee for personnel transfer.
Combination or pilot ladder (depending upon vessel freeboard) are the preferred
method of boarding arrangement. Using the accommodation ladder only is not
recommended due to the chances damaged by boat or sea. However, the vessel may
use the accommodation ladder only in calm sea conditions to cater for the needs of
personnel who are not comfortable using the pilot ladder (inexperience, overweight
personnel etc).
The vessel shall maintain Level 2 RA for such personnel transfer to ensure the safety of
ship staff rigging the arrangement as well as those who are getting transferred.
15B.2 BEFORE THE TRANSFER

The following should be considered:
1. Risk assessment discussion with the team involved.
2. A briefing on both receiving and transferring vessels shall be held focussing on at
least the following:
a. Number, experience and mobility of the people to be transferred
b. The type of boat being used and the resulting requirement for ropes,
securing points painters and fenders
c. The designated side for transfer
d. Any navigational / time constraints
e. The expected weather conditions
f. Required clothing and life-saving equipment for people and ship teams
g. Maintaining 3 point contact always while using the ladder.
h. Type of ladder to be used i.e. Pilot ladder or combination arrangement and
associated equipment;
i. Actions required in the event of a man overboard; and

Rev No. : 1
j. The masters or skippers of both vessels and the persons being transferred
should be content for the transfer to take place.
3. Lifesaving appliances such as lifebuoys with light and rescue lines must be kept
ready for emergency use at the boarding location.
4. Deck scuppers must be closed
5. Keep boarding arrangement properly illuminated.
6. Have a sufficient workforce available.
7. Dedicate a responsible person to supervise transfer operations.
8. Where practicable manropes must be provided
15B.3 DURING THE TRANSFER

The following shall be practised during the transfer of personnel
1.
Wearing of lifejackets by all persons being transferred
2.
The person boarding or disembarking the vessel must be suitably attired. Shoes
must be worn. If any loose clothing is worn, same shall be tied firmly
3. For transfers using a pilot ladder, it is advisable to use a safety harness .
4. The person being transferred should not carry any bags or luggage – any such
items should be separately transferred to the vessel
5. Only one person at a time is allowed on a ladder
6. Unless the boat conducting the transfer is very small, fenders are to be used at
all times
7. A pilot ladder must never be placed within the bulwark of the boat
8. It should be ensured that there are clear, safe areas for people to embark and
disembark between vessels
9. While using a pilot ladder, the boats should be manoeuvred to ensure lee for
lowering persons; and
10. Personnel to be always available at the conning position, with the availability of
engines, with clear communication available between the person at the conning
position and those assisting in the transfer.
a. Ship staff shall instruct the boat to take measures as mentioned below -
Allowing the person to climb the ladder only when the boat is on the
crest of the wave; to avoid impact by rising boat structure whilst on the
pilot ladder.
b. As soon as the person is on the pilot ladder, the boat shall move back to
provide a gap between the shipside and the boat deck, so that in event of
a fall from the ladder, the person can land in water instead of boat deck.

Rev No. : 1
The delay caused for additional safety measures should not act as a deterrent to
carrying out the operations safely. If the master finds the planned transfer of personnel
can be unsafe due to external conditions such as weather and/or sea conditions, or the
operation of the vessel may be interrupted due to conditions preventing the transfer of
personnel, he must assess the situation and consider options without endangering
safety.
15B.4 RESCUE OF PERSONS - INFORMATION AND GUIDANCE

On vessels not equipped with a rescue boat a detailed assessment of available retrieval
equipment should be undertaken.
15B.5 PILOT LADDER SECURING

Pilot ladder rigging shall be according to technical guidance provided in ‘pilot boarding
arrangement’ poster exhibited on the navigation bridge and in compliance with the
permit to work at height.
Checks to be carried out before rigging the pilot ladder
1. Ladder shall be approved type and certified.
2. Ladder is free of any defects or damages.
3. Ladder must not have knot, splices or joining shackles
4. Chocks under the steps must be tightly secured.
5. Steps should not be painted, dirty or slippery.
Guidelines for securing pilot ladder
The Pilot Ladder should be secured to the ship’s deck, on designated strong points, by
means of the ladder’s side ropes. The weight of the ladder must be transferred from
ladder’s side ropes to the strong point on deck directly. Never use the ladder’s steps,
spreaders or chocks to carry the weight of the ladder since they are not designed for
this and are not strong enough. For this reason, shackles, bars and tongues should never
be used to secure the ladder to the deck. They will damage the ladder and put weight
on the parts which are not designed to carry the weight.
The easiest way to secure the ladder is the use of two strong (at least 2 x 24 kN) manila
ropes directly attached to each side rope of the pilot ladder, by means of a rolling hitch
knot. This will transfer the weight of the ladder arrangement directly onto the
designated strong point and will not damage the ladder in any way.
The ladder should be rigged over the deck edge, in an opening in the ship’s railing or
over a bulwark. In the latter case a bulwark ladder must be used for safe access. Ideally,
the deck edge should be rounded to prevent the cutting or damaging of the pilot
ladder’s side ropes.

Rev No. : 1
The rolling hitch knot used on a well rigged pilot-ladder arrangement. (Ideally the
securing ropes should be manila)
Pilot Ladder Winch reel

The pilot ladder winch reel is an easy way to store and move the ladder. It is important
to understand that after unwinding the winch reel, the pilot ladder should be treated as
any other pilot ladder when it comes to securing. Additional mechanical locking devices
should be in place on the winch reel. The winch can never be the only securing point for
the ladder.
When a Pilot Ladder Winch reel is used, the ladder still needs to be secured to strong
points on deck. That should be done so that the weight of the ladder is transferred from
the side ropes to the designated strong points on deck. In addition to that, a mechanical
locking device is used to secure the reel itself.
Even when a winch reel is used, the ladder needs to be secured on strong points on
deck

Rev No. : 1
Pilot ladders not reeled on the winch shall be rigged securely to avoid slipping of the
ladder. Some commonly used incorrect methods are shown below along with the
correct way of rigging the ladder.
OCIMF.

Rev No. : 0
PERSONNEL TRANSFER- BY CRANE AND BASKET Page : 1 of 9
15C.1 GENERAL SAFETY PRECAUTIONS
Transfer of personnel with the crane are subject to level 2 risk assessment, toolbox
meeting and safety brief for the transferred personnel.
1. Transfer must only take place in well-lit conditions.
2. A training should be carried out for the crane operator, who is designated for
carrying out personnel transfer by crane.
3. Inexperienced people must be accompanied by an experienced person.
4. PPE and a lifejacket must be worn during transfer.
5. The Risk Assessment must indicate if the use of immersion suits is required.
6. The MOB / Rescue boat must be ready.
7. Maximum 4 persons may be transferred simultaneously in good weather and
maximum 2 persons in rough weather or maximum allowable persons as per the
manufacturer, whichever is less. The max capacity should be marked and visually
apparent to everyone.
8. The landing area must be of sufficient size to provide a clear area of at least 6 m².
9. No person suffering from acute seasickness or vertigo must be transferred.
10. Injured, ill, or unconfident persons may be transferred in a sitting position, on the
inside of the personnel basket accompanied by an experienced person.
11. In case of unforeseen safety issues, the transfer must be suspended, and another
Risk Assessment must be carried out
15C.2 OPERATIONAL LIMITS
Wind speed - Max. 20 knots

Sea/swell combined height - Less than 2.5m (1.5m for offshore vessels)
Heave - Less than 3 meters
Roll/Pitch - Less than 10 degrees
Visibility Minimum - 1000 meters
Snow and ice - Must not be present
15C.3 CRANE CAPABILITY
Cranes that are intended to be used to transfer personnel should meet the following
requirements as a minimum. Flag State and/or Classification Society requirements will
also need to be followed.
1. Cranes should be located within the parallel mid-body of the vessel. Cranes on
the stern, such as stores cranes, should not be used for personnel transfers
because of the risks associated with manoeuvring a vessel under any overhang.

Rev No. : 0
2. The Safe Working Load (SWL) of the crane should be reduced to 50% of the
normal SWL when transferring personnel.
3. Cranes should be marked with SWL capacity.
4. The safety factor of the wire should be at least 10:1.
5. All brakes should be automatically activated when:
a. Controls are in neutral position.
b. The emergency stop has been activated.
c. There is a power failure.
6. Brakes should be fitted with a manual override.
7. Crane hooks should be fitted with a positive locking (safety) latch.
8. Freefall or non-powered lowering should not be used when transferring
personnel.
9. Safety limit devices for upper and lower limits of hoisting and luffing should be
fitted and operational.
10. The crane and all its components should be maintained in accordance with the
vessel’s Safety Management System (SMS) and manufacturer’s
recommendations. The following additional requirements should be complied
with where possible:
11. Winches should have two independent braking systems, each capable of holding
the rated SWLs.
12. Cranes designed for the lifting of personnel should have emergency means for
the recovery of the lifted personnel from any position.
15C.4 EQUIPMENT
1. Only approved personnel baskets may be used and must not be used as a
workbasket or cargo net.
2. The basket must be marked with SWL. The empty weight of the PTB should be
clearly stated.
3. All PTBs should float, and rigid capsule types should be self-righting.
4. A crane hook pennant long enough to keep the crane block well clear of the
personnel being transferred should be used, but not too long to prevent the PTB
from being lifted safely over the rail.
5. Crane hooks must have a positive locking latch.
6. Use of non-original manufacturer components or modified equipment is not
allowed.
It is recommended that two tag lines are secured to each PTB. Tag lines should be
appropriate for the specific operation, should never be wrapped around or secured to a
strong point, and should:

Rev No. : 0
a. Be secured at opposing ends of the base ring of the PTB or at the lowest point
reasonably accessible. This ensures best control of the PTB, particularly when the
crane is slewed.
b. Be long enough to reach the water at the lightship draught of the active vessel
with sufficient handling allowance.
c. Have ends that are seized. Knots or back-splices should not be used as they may
get snagged, causing the PTB to tip.
15C.5 MARKING OF LANDING/LIFTING AREA
Permanently marking a suitable landing/lifting area should be considered if:

1. The vessel is expected to conduct frequent crane transfer operations.
2. The PTB is owned by the vessel.
3. The vessel conducts transfers in the same area using PTBs with known lifting sling
lengths. Considerations for selecting suitable lifting and landing areas
15C.6 DOCUMENTATION
Documentation showing that equipment has been properly tested, inspected and
maintained should be available. This documentation could include:
1. Valid certificates for the cranes, PTBs and accessories.
2. A record of any outstanding or pending operational or maintenance issues.
3. A record of any issues that have been resolved.
4. Past maintenance and service records.
5. Recommendations from manufacturers of required maintenance intervals and
equipment shall be checked.
15C.7 MAINTENANCE AND INSPECTIONS
All lifting equipment, including crane, wires and basket must be maintained and
inspected in accordance with the PMS.
PMS, shore-based maintenance and replacement of all lifting equipment including
crane, wires and baskets must be in accordance with the manufacturer’s guidelines.
15C.8 SHIP STAFF AND THEIR ROLE

Rev No. : 0
15C.9 CRANE OPERATOR AND SIGNALLER
All crane operators, signallers & assisting crew must be experienced and proficient in
operating that crane. Training records shall be maintained on board for individuals
assigned support the operation.
The crane operator must ensure that:
a. The Risk Assessment has been carried out.
b. The completed checklist is in place.
c. The crane is operational and tested. The wind speed, sea state and visibility are
satisfactory and within operational limits for the operation.
d. There is an unobstructed view of the transfer area and/or the banksman.
e. There is communication with the banksman, duty officer and bridge.
15C.10 DECK OFFICER IN CHARGE / BANKSMAN
The deck officer in charge / banksman must be experienced. The deck officer in charge
may also be the banksman so long as he does not have any other duties at the time.
The banksman must have a clear sight of the persons being transferred and the crane
driver.
The deck officer in charge / banksman must ensure that:
a. The duties of the crane driver have been addressed.
b. The transfer procedure is understood.
c. The transfer basket has been inspected before use.
d. The people being transferred are briefed and understand the procedure.
e. Hand signals have been agreed and effective communication is established
between the crane driver and duty officer.
f. He has an unobstructed view of the crane and to the crane operator.
g. The personnel being transferred follow the procedures and reminded to grasp the
basket with both hands always.
h. Only the banksman must signal to the crane operator except in an emergency
when anyone involved in the operation must intervene. This must be made clear
during the Toolbox Meeting.
15C.11 PRIOR TRANSFER
15C.11.1 PERSONNEL TRANSFER BY CRANE PLAN

The Masters of both vessels and the personnel being transferred should agree on the
personnel transfer by crane plan for the specific operation.

Rev No. : 0
The personnel transfer by crane plan is an interactive document that the Masters of the
active and passive vessel can complete leading up to the transfer. Some parts may be
completed well in advance of the transfer and others may need to be completed just
before the transfer begins. A record should be made when and how both Masters and
personnel to be transferred are in agreement.
If it is impractical for all parties to sign the personnel transfer by crane plan in advance
of the operation, the contents of the plan should be communicated and each
responsible person should sign their own copy of the plan to confirm they have
reviewed, understand, implemented and agree on relevant sections
15C.11.2 CHECKS
Prior to transfer, the Master and the other vessel must agree that the transfer can be
carried out safely.
Pre-use tests may include:
a. Topping lift to maximum and minimum extent.
b. Runner to maximum height.
c. Limit switch function.
d. Slewing function, by slewing the crane clockwise and anti-clockwise.
e. Secondary brake.
f. Mechanical brake for cylinders.
g. Emergency means of recovery.
Inspections may include:

a. Hydraulic systems, including oil levels, hoses and fittings.
b. Hoist wire, by lowering the hook to the water and visually checking the wire
condition.
c. Blocks, sheaves and hook, including the operation of the safety latch.
Visual signals must be checked and confirmed between both parties. The rigging of the
transfer basket must be checked by the deck officer in charge immediately before its use.
The pick-up and lay-down areas for the personnel transfer must be prepared and
barricaded to ensure adequate room to carry out a safe operation.
15C.11.3 LANDING / LIFTING AREA

A suitable landing and lifting area should be selected which will facilitate the safe
embarkation/disembarkation of personnel taking into account the:

Rev No. : 0
1. Size of the PTB and space required for crew members assisting the PTB as it is
lowered or raised.
2. Presence of obstructions, including above-deck-framing, piping, tank vents,
machinery and structures, including personnel walkways, catwalks and ladders.
3. Presence of overhead obstructions which might interfere with the crane’s range
of motion.
4. Maximum and minimum crane reach limits.
5. Line of sight of the crane operator and signaller.
6. Presence and direction of lighting that might disturb the crane operator’s vision.
7. Protection from waves resulting in seawater on deck.
When selecting a landing/lifting area, it is also important to consider the number of
individual crane movements and select an area that keeps movements to a minimum.
For example, selecting a landing/lifting area further away from the crane pedestal may
eliminate the need to top the boom to safely board personnel. A landing/lifting area
along the arc of the maximum swing radius can be advantageous, as long as the
available topping height is sufficient.
If a support vessel is used, the crane should be slewed away from that vessel’s
wheelhouse. It may be necessary to identify a secondary landing/lifting area located on
the opposite end of the manifold.
The landing/lifting area should be inspected and cleared of any obstructions.
One or more lifebuoys should be stationed at the railing close to the landing/lifting area
on both vessels.

Rev No. : 0

Rev No. : 0
15C.12 PERSONNEL BEING TRANSFERRED
The personnel being transferred must:

a. Understand this procedure and all safety precautions.
b. Abide by the instructions.
c. Confirm that they are physically capable of being transferred.
d. Secure all loose gear, such as clothing and personal effects.
e. Not carry anything in their hands.
f. Not wear gloves or backpacks.
g. Bend their knees to absorb movement or jarring.
15C.13 PPE REQUIRED
a. Wear a life vest and PPE.

b. Clothing to suit prevailing conditions.
c. In periods of reduced visibility or at night a personal strobe light should be attached
to the personnel being transferred. If the strobe is manually activated it should be
switched on before the transfer. This strobe should not be attached in a way that
interferes with the individual’s vision. The use of a Personal Locator Beacon (PLB)
attached to the PFD should be considered.
15C.14 DURING TRANSFER
The transfer must be stopped if there is any increased risk to personnel being
transferred or if communication is lost. In addition;
a. Raising or lowering of the basket must, as far as practicable, take place over water
and not over the deck.
b. Luggage must not be transferred in the centre of the personnel net.
c. Personnel must stand on the outer rim, evenly spaced, and adjacent to a sidewall
opening in the netting, facing inward. Forearms must be interlocked on inside of
sidewall netting.
d. If crane operator’s view of the banksman is obstructed, the transfer must stop until
communication is restored.
e. Hoisting excessively over the water and other vessels must be avoided.
f. The length of the hoist wire, crane hook radius and jib head height must
continuously be adjusted to minimise swinging movements caused by the motion of
the vessel.
g. Weather forecast must be checked regularly.

Rev No. : 0
h. Crew members working on the deck of a vessel that is considerably lower than the
other should look out for falling tag lines. Individual lowering tag lines down to the
other vessel should warn the receiving crew and make sure they have visual contact
with the crew below before lowering the lines. Tag lines should never be wrapped
around a railing or strong point
OCIMF.

Rev No. : 1
PERSONNEL TRANSFER- MARINE HELICOPTER Page : 1 of 3
OPERATION
15D MARINE HELICOPTER OPERATION.

Marine helicopter operation demands a clear understanding of safety requirements for
both the vessel and the aircraft. The latest Guide to helicopter operation, by ICS must
be referred and all requirements to be adhered to at all times for routine operation.
Helicopter operation is listed as a critical operation in SMM and requires the vessel to
carry out a level II risk assessment along with the use of the checklist listed in Appendix
C of the Guide.
the master shall ensure that on-board arrangements, equipment, training and drills are
at least as effective in ensuring safety as those outlined in the ICS Guide the
arrangements, equipment, crew training and drills for vessel-helicopter operations are
included in the vessel’s safety management system and the master has given relevant
instructions to the crew documentary evidence is on board regarding the
ability of any deck surface of a vessel on which a helicopter is likely to land to withstand
the loads imposed by a helicopter landing on that surface detailed communication is
undertaken between the master of the vessel and helicopter operator or pilot regarding
any information necessary for the safe conduct of a vessel-helicopter operation,
including the location and size of the helicopter landing/winching area and that they are
obstacle free.
The master of a vessel may wish to obtain specific advice about the types of helicopters
used and the types of helicopter operations performed in a particular port (especially in
Australia). Ships’ agents may assist by liaising with relevant port authorities.
15D.1 COMMUNICATION
Effective communication between a vessel and helicopter in preparation for and during
helicopter operations is essential to ensure safety. This may involve messages passed
between the vessel operator, the ship’s agent and the helicopter operator.
Communication during helicopter operations will generally be between the helicopter
and the vessel.
When preparing for and conducting a vessel-helicopter operation, it is essential that the
vessel’s master ensures that all necessary information for the safe conduct of the
operation, including the details of the landing or winching area, is provided to the
helicopter operator or pilot. The master may also wish to obtain all important
helicopter information such as helicopter weight, landing gear type and rotor diameter.
It is good practice that the receipt of all communications be formally acknowledged.

Rev No. : 1
OPERATION
15D.2 STRENGTH OF HELICOPTER LANDING AREA
It is a requirement of some coastal state, that the owner of a vessel ensures that
documentary evidence regarding deck strength of a vessel on which a helicopter is likely
to land be available on board. This information must include the ability of any deck
surface of the vessel to withstand the static and dynamic loads imposed by a helicopter
landing on that surface. This information could be obtained from:
i. the classification society that carries out the vessel’s surveys.
ii. the shipbuilder that built the vessel.
iii. the flag State of the vessel.
15D.3 HELICOPTER LANDING & WINCHING AREAS
Helicopter landing areas can consist of purpose-built landing pads or areas of the
vessel’s deck that do not have any obstructions in accordance with the ‘clear area’
requirements of the ICS Guide. Any obstacle within a helicopter landing and winching
area should be marked if it does not comply with the recommendations for obstacles in
the ICS Guide. A safe route to access the helicopter landing area or the helicopter
winching operations area should be properly marked and maintained.
15D.4 FIREFIGHTING APPLIANCES AND RESCUE EQUIPMENT
It is a requirement that the equipment necessary for the safe conduct of vessel-
helicopter operations, including firefighting appliances and rescue equipment must be
at least as effective as that specified in the ICS Guide.
Reference should also be made to the International Convention for the Safety of Life at
Sea (SOLAS) Chapter II-2 Regulation 18 on helicopter facilities.
15D.5 TRAINING AND DRILLS
Training, drills and familiarization of the equipment must be carried out for all persons
involved in helicopter operation. For Drills reference must be made to Drill matrix.
In some ports helicopter drill is to be done within 24 hours from helicopter operation.
Guidance on the same should be seeked by the port/agent.
15D.6 SAFE HELICOPTER OPERATION
While landing on a vessels deck, the helicopter created strong vortexes of air column,
which if ignored may prove fatal for the team standing on deck.

Rev No. : 1
OPERATION
Photo Courtesy: Guide to helicopter/ship operation-ICS

A direct line of approach to the helicopter must be avoided always. All approach must
be made in the safe sector as illustrated above.
Prior Helicopter operation, risk assessment must be conducted in-depth, especially to
review the procedure for crewmembers having limited experience.
The below points must be discussed in depth.
To remain clear of the operating area. The Deck party should remain clear of the
operating area until pilot has switched off his anti–collision lights and given all clear
signal (usually a thumbs up sign) to indicate that it is safe to enter the area.
To keep visual contact with the helicopter crew & thus failure to comply with above
point 1.
The Deck Party Officer must not approach the helicopter with his helmet untied. A loose
object (foreign object) can easily fly and struck the moving rotor that may cause major
damages to the aircraft.
To approach helicopter from safe approach sectors- DPO must not approach the
helicopter from ahead, which is within the Danger Zone.
Officer in-charge must be briefed and to maintain visual contact with the pilot at all
times.
OCIMF.

Rev No. : 1
TOOLS MANAGEMENT Page : 1 of 13
16.1 TOOL SAFETY POLICY

16.1.1 MODIFIED TOOLS
Ship staff shall never modify any existing tools to solve the purpose. Use of modified tools
is prohibited except in circumstances where job scope or work location demands
specialized tools. Such specialized tools shall only be taken into use after inspection & load
testing by the chief engineer and preparation of Level 2 Risk assessment.
16.1.2 DAMAGED TOOLS

Never use damaged or defective tools. Such tools must be removed out of service
immediately on detection. Any deterioration in the condition of tools that can affect the
efficacy of the work or has the potential to cause harm shall also be considered under this
category.
Such a tool can only be taken back into service after defect rectification or replacement.
16.1.3 INAPPROPRIATE TOOLS

Ship staff shall use dedicated tools that are fit for the purpose. Inappropriate use of tools
to provide leverage, force or impact can seriously compromise the safety of the operator
and person working in proximity; hence such usage is strictly prohibited.
16.1.4 UNAUTHORIZED USAGE OF TOOLS:

Senior management onboard is responsible to nominate ship staff who are approved to
use fixed power tools fitted onboard and hydro blaster. None other than approved
personnel must handle those tools independently.
Approved personnel must receive training on safe handling techniques according to
manufacturer guidelines to operate power tool prior to their first use. Such training records
must be explicitly maintained in SF17 form.
16.1.5 NEW TOOLS:

Any new tools that have been received on board shall be tested according to OEM by a
senior officer prior to declaring it fully operational. All the expected operators of the tools
must receive training according to manufacturer guidelines to operate the power tool prior
to their first use. Such training records must be explicitly maintained in SF17 form.

Rev No. : 1
16.2 SPECIAL REQUIREMENT FOR POWER TOOLS

I. Tools must be equipped with a constant-pressure switch or control that shuts off the
power when pressure is released. Any other type of operating switch (triggering
mechanism) is not acceptable due to their inability to auto stop the machine whenever
set loose or gone out of operator control.
2. RPM rating of the tool piece must never be less than that of power device.
3. Handheld power tools for activities that require continuous handling of tools for long
period (eg: Needle gun, disc grinder, wire brush, power scrapper etc) must have a rated
vibration capacity of 5m/sec2 or less.
4. Use whip lash arrestor at all hose connections (hose to machine, hose to hose or hose
to supply fixture) to prevent injury on accidental release of connection.
5. Use of jubilee clips for binding of hose with coupling is discouraged. Vessels shall use
‘bandit’ that can provide appropriate strength to the connections.
6. USE OF BEARING PULLERS
Purpose of a bearing puller: A bearing puller is a tool which is used to remove
components such as bearings, gears and pulleys from a shaft or a recess. The puller

Rev No. : 1
securely grips the component with specially designed jaws before driving it off the
shaft. Pullers are used for safely and effectively dismounting bearings.
Advantages of a bearing puller: bearing pullers are essential tools for safely and
efficiently removing components such as bearings, gears, and pulleys from shafts or
recesses. By using a bearing puller, you can avoid damaging surrounding components
and promote the uptime and reliability of your machinery.
Choose the Right Puller: Select a bearing puller that is appropriate for the size of the
bearing and the available space. The puller should have jaws or hooks that can grip the
bearing securely. If it is a ball bearing that is mounted on a shaft and in a housing at the
same time, you need a ball bearing puller.
Verifying the safe use of bearing puller: Puller legs should fit tightly around or inside
the part to be removed. Position the forcing screw: Manually turn the forcing screw
clockwise until the screw touches the shaft. Ensure that the center of the screw is in
the center of the shaft when adjusting the legs.
Be careful when removing a stubborn gear or bearing. Always strike the head of the
centre screw squarely. If after two sharp blows the gear or bearing remains stuck,
select a larger puller and proceed to remove the gear or bearing. Use a protective cap
or removable point to protect screw from mushrooming or splitting the shaft.
Inspect the Tools: Before you start, make sure your bearing puller and associated tools
are in good condition. Check for any signs of damage or wear.
Safety Gear: Wear appropriate personal protective equipment (PPE), such as safety
glasses and gloves, to protect yourself from any potential hazards.

Rev No. : 1
Preparation: Ensure the equipment that houses the bearing is safely secured, and there
is enough space to use the puller effectively.
Lubrication: Apply some lubricating oil to the area around the bearing and the puller's
jaws. This can help reduce friction and make the removal process smoother.
Positioning: Position the puller's jaws or hooks around the bearing in a way that
ensures a secure grip without damaging the bearing or the surrounding components.
Tightening: Begin tightening the puller's screw or adjusting mechanism. Make sure the
pressure is applied evenly to prevent any tilting or misalignment of the puller.
Monitor Progress: As you tighten the puller, periodically check the progress of the
bearing's movement. If you notice any resistance or difficulty, stop and reassess the
situation before proceeding.
Equal Pressure: Continue tightening the puller's mechanism gradually and evenly.
Avoid over-tightening, as excessive force can damage the bearing or the component it's
attached to.
Gentle Tapping: If the bearing is still not coming out smoothly, you can tap the
surrounding component gently with a soft-faced mallet. This can help dislodge the
bearing without applying excessive force.
Remove the Bearing: Once the bearing starts to move, continue tightening the puller
until the bearing is completely removed from its housing. Make sure the bearing comes
out straight to avoid any damage.
Inspect the Bearing: After removal, inspect the bearing for any signs of damage or
wear. If you plan to reuse the bearing, clean it properly and assess its condition.
Clean Up: Clean the area around the bearing housing and the puller, removing any
debris, lubricants, or residues.
16.3 TOOLS PRE-OPERATION INSPECTION

16.3.1 PRE-HANDLING TOOL INSPECTION
Each tool shall be inspected prior every use by the operator. They must ensure that
equipment as well as accessories are fit for the purpose and safe for handling. Such pre
inspection are described in following sections.

Rev No. : 1
16.3.2 HANDHELD NON-POWERED TOOL

Checks to identify the following defects according to type of tools
1. Metal fracture
2. Loose or damage handles
3. Damaged or blunt edges
4. Poor grips
5. Wobbling body
6. Blocked relief valves if present
16.3.3 HANDHELD PORTABLE POWER TOOLS

Pre-check shall minimum consist of:
1. Securely fixed safety guard
2. Proper locking of tool pieces (bitts, wire brush, grinder, chisel)
3. Suitability of triggering mechanism
4. In addition to tools, accessories shall also be checked for
a) Defective air hoses or electrical cables
b) Hose or cables laid safely clear of all possible obstructions
c) Weak machine connection or slippery couplings
d) Loose hose clips
e) Damage or distorted condition of tool accessories.
f) Loose wire on the buffing wheel
Additionally, for LATHE MACHINE

I. Additional safety guards are fitted, secured and functional.
II. Proper clearances as per maker’s manual are there for safe working
III. Availability and operational Cooling fluid system
OR
Additionally, for BENCH GRINDING

I. Ensure that the wheels do not touch the work rest and that the gap between wheel
and rest is no greater than 1.5mm
II. Check that wheels are running true and are not glazed or loaded

Rev No. : 1
III. Rated RPM of grinding or buffing wheel should not be less than machine specific
RPM
IV. No loose wire on buffing wheel
OR
Additionally, for DRILL MACHINE
I. Ensure all security guards including the spindle guard are in place.
16.4 HANDLING OF TOOLS AND CONDITIONS

After ‘pre-handling inspection’ of tools, work can resume with due care and correct
handling of tools
16.5 HANDHELD TOOLS

16.5.1 FOLLOWING SHALL BE AVOIDED
1. Do not use tools for jobs they are not intended to do. For example, do not use a slot
screwdriver as a chisel, pry bar, wedge or punch, or wrenches as hammers.
2. Do not use damaged or degraded tools.
3. Do not apply excessive force or pressure on tools.
4. Do not cut towards yourself while using cutting tools.
5. Do not hold the stock in the palm while using a cutting tool or a screwdriver. Always
lay it on a workbench or in a vice.
6. Do not wear bulky gloves to operate hand tools.
7. Do not throw tools. Hand them, handle first, directly to other workers.
8. Do not carry tools in a way that interferes with using both hands on a ladder, while
climbing on a structure, or when doing any hazardous work. If working on a ladder or
scaffold, tools should be raised and lowered using a bucket and hand line.
9. Do not carry a sharp tool in your pocket.
10. Do not use tools during electrical work unless they are designed for electrical work
(e.g., properly insulated).
11. Do not leave tools lying around on elevated structures such as a platform or scaffold
as they may be bumped and fall.
Note: Iron or steel hand tools may produce sparks that can be an ignition source around
flammable substance. Hence nonferrous material tools should be used in hazardous zone
on tankers.
16.5.2 HANDHELD POWER TOOLS
GOOD PRACTICES

Rev No. : 1
1. Always use whip lash arrestor on each hose connection (hose to machine, hose to hose or
hose to supply fixture) to prevent injury on accidental release of connection
2. Keep cords and hoses away from heat, oil, and sharp edges.
3. Disconnect tools when not using them, before servicing and cleaning them, and when
changing accessories such as blades, bits, and cutters.
4. Keep all people not involved with the work at a safe distance from the work area.
5. Secure work with clamps or a vise, freeing both hands to operate the tool.
6. Avoid accidental starting. Do not hold your fingers on the switch button while carrying a
plugged-in tool.
7. Be sure to keep good footing and maintain a good balance when operating power tools.
8. Remove all damaged portable electric tools from use and tag them: "Do Not Use."
9. Give rest to hands at periodic intervals
10. While using handheld power tools, maximum continuous working hours for that machinery
must never exceed
Additionally, for ELECTRICAL TOOLS
I. Operate electric tools within their design limitations.
II. Do not use electric tools in damp or wet locations unless they are approved
for that purpose.
III. Ensure that cords from electric tools do not present a tripping hazard.
OR
Additionally, for HYDRAULIC POWER TOOLS
I. The manufacturer's recommended safe operating pressure for hoses, valves,
pipes, filters, and other fittings must not be exceeded.
II. All jacks must have a stop indicator, and the stop limit must not be exceeded.
III. load limit must be permanently marked in a prominent place on the jack, and
the load limit must not be exceeded.
IV. To set up a jack, make certain of the following:
a. The base of the jack rests on a firm, level surface.
b. The jack is correctly centred
c. The jack head bears against a level surface and
d. The lift force is applied evenly.
BAD PRACTICES
1. Carrying a tool by the cord or hose.
2. Yanking the cord or the hose to disconnect it from the receptacle.
3. Fastening the trigger button by any means.
4. Removing safety guard when the machinery is not operating and disconnected from the
power source

Rev No. : 1
16.6 FIX POWER TOOL

16.6.1 LATHE
• All associate tools are removed from bed and slides of

the machine
• Ensure work piece is securely fastened to face plate,
Pre- chuck or between centres as required by the task
Operations • Remove the chuck wrench/key immediately after
adjusting the chuck
• Adjust speed and feed to suit the diameter and the
material of the work and turning operation.
• Never leave the machine running while unattended.
• Switch off the lathe and ensure it has come to a
complete standstill before making any adjustments
• Keep the tool rest adjusted close to the work and at the
Operations correct height.
• Adjust speed to suit the diameter of the work and
turning operation
• Never use the file to smooth, clean or deburr a work
piece
• Switch off the machine and reset all guards to a fully
closed position
Post - • Allow all part to come to stop before making alterations
Operations or at completion of work
• Remove work from chuck and remove chuck key
16.6.2 DRILLING MACHINE

Rev No. : 1
• Ensure chuck guards is in place

• Ensure work piece is securely fastened to face plate, chuck or
between centres as required by the task
• Ensure the drill bit or cutting tool is locked securely in the
Pre- chuck
Operations • Remove the chuck key immediately after securing the drill bit
or cutting tool
• Adjust speed and feed to suit the drill diameter and the
material of the work.
• Never leave the Drill Press running while unattended.
• Switch off the drill press and ensure it has come to a
complete standstill before making any adjustments or
cleaning swarf accumulations/ debris.
• Lubricate drill bit when drilling metal.
• Reduce the drilling pressure/feed when the drill begins to
Operations break through the work piece. This action prevents drill from
pulling into the work and breaking.
• Do not force the drill with extra pressure.
• Do not hold work by hand when drilling holes; secure the
work with clamps or vices.
• Do not stop rotation of chuck and spindle with your hand
• Switch off the machine and reset all guards to a fully closed
position
Post - • Allow all part to come to stop before making alterations or at
Operations completion of work
• Remove work from chuck and remove chuck key
16.6.3 BENCH GRINDER

Rev No. : 1
• Never leave the machine running while unattended.

• Switch off the bench grinder and ensure it has come to a
complete standstill before making any adjustments or
cleaning swarf accumulations/ debris.
• Stand to the side of the wheels when starting up.
• Work piece must never be held with gloves, cloth, apron or
pliers.
Operations
• Do not grind non-ferrous materials.
• Do not grind on the side of the wheel.
• Small objects must not be held by hand.
• Do not bend down near the machine whilst it is running.
• Never force the work piece against a wheel.
• Slowly move the work piece across the face of the wheel in a
uniform manner.
16.7 TOOL PROCUREMENT

The procurement process for tools is similar to that of other shipboard articles.
Following restrictions shall be considered while procuring tools.
1. Specific tools required as per maker’s manual shall be procured directly from
machinery manufacturer using specific part number.
2. Power tools having rated vibration capacity of 5m/sec2 or less shall only be
procured for activities requiring continuous handling of tools for long period (eg:
needle gun, disc grinder, wire brush, power scrapper etc)
3. Hand-held power tools must be equipped with a constant pressure switch or
control that shuts off the power when pressure is released.
4. Spare parts for power tools shall be procured directly from manufacturer of the tool
as far as possible.
5. Only intrinsically safe electrical multimeter shall be ordered for use in hazardous
zone on tankers
16.8 HOUSEKEEPING
16.8.1 STORAGE
In general, every tool should be given its own place on a tool rack or tool board, or in a
toolbox. Some tools should be kept close by the machine for which they are designed and
on which they are used. Other tools must be stored in the tool room.
1. Tools shall return to dedicated storage place after each utility.

Rev No. : 1
2. Tools shall be stored in cool, dry, and well-ventilated spaces that is clear of harmful
chemicals.
16.8.2 DURING USAGE

1. The necessary tools should be kept within easy reach, but not where they can fall
and be damaged, or injure someone.
2. Tools shall never remain scattered where they can obstruct safe passage of people.
3. It is advisable to spread canvas along a grating, if tools are to be placed on it, or if
work is being carried on where tools might drop and fall through it.
4. Tools should never be placed on the finished parts of a machine. Ie: on the ways of
a lathe machine
5. Openings in the engine or other equipment being worked on should be covered or
plugged to prevent tools, nuts, bolts, etc., from accidentally falling through the
openings
16.9 MAINTENANCE & CARE

16.9.1 CARE
• Follow instructions in the user's manual for lubricating and changing accessories.
• Clean and inspect damages or degradation after every use.
• Degraded or damaged tools shall be repaired if possible.
• Tools that require continuous lubrication to avert degradation due to rust shall
remain dipped in oil or well lubricated as deemed necessary.
16.9.2 PLANNED MAINTENANCE
Vessel shall follow monthly PMS for inspection of all manual (powered or non-powered)
tools. Each department head will be responsible for the maintenance of the tools under
their jurisdiction.
Each vessel must also have separate ship specific PMS for fix power tools (lathe, bench
grinder, drilling machine etc) in accordance to their manufacturer manual.
16.9.3 SAFETY OFFICER INSPECTION
Safety officer shall inspect the fitness of tools during their inspections. Checking of tools
has been incorporated in various sections of the safety officer inspection checklist as a
reminder.

Rev No. : 1
16.10 PERSONAL PROTECTIVE EQUIPMENT FOR HANDLING TOOLS
While handling power tools following shall adhere to:

1. Company Boiler suit. Sleeves of the suit shall be fully tightened and not let loose
2. Appropriate working gloves.
For fine work such as working on lathe machine or grinding / abrasive wheel,
gloves shall not be worn so that fingers don’t get pulled up in machine due to
gloves.
3. Safety hard helmet. Long hairs need to be tugged inside the helmet.
4. Safety goggles is required always for face protection except in case of power drilling
where operator must wear face visor in lieu of goggles.
5. Ear protection is necessary while handling power tools
6. Dust masks are compulsory for tasks where loose debris are likely to get suspended
in surrounding.
7. Wearing rings in fingers is not allowed during while working on lathe, drilling or
bench grinder

Rev No. : 1
16.10.1 PPE WHILE HANDLING SPECIALIZED TOOLS

While handling specialized power tools (eg: Hydroblaster), donning of maker’s
recommended PPE is mandatory in addition to basic work clothing.
16.10.2 FINGER PROTECTION WHILE HAMMERING

Every vessel shall carry and use finger savers to protect ship staff from getting injured
while hammering.

Rev No. : 1
HANDLING, STOWAGE AND SECURING OF STEEL PLATES Page : 1 of 12
17.1 INTRODUCTION
Steel plates of various grades and sizes are used on board for outfitting and Hull repair
works. Usually, these plates are available in standard sizes of 1219 x 2438 mm. Depending
on the thickness of the plate the weight of these plates can vary from 37.3 Kgs (1.6mm
thickness) to 280.0 Kgs (12 mm thickness). The handling, stowage, and securing of steel
plates of these dimensions/weights is a task involving risk that needs to be carefully
evaluated.
The following guidelines are meant to guide ship staff with proper Stowage, Securing and
Handling of steel plates and to have standard and uniform Stowage, Securing and Handling
procedures for steel plates, across Synergy fleet.
17.2 HAZARDS ASSOCIATED WITH STEEL PLATES
Steel plates ordered and received on board pose inherent hazards:

- Size & Thickness
- Weight
- Rough Sharp edges/corners
- Lack of lifting and handling points
- Tipping over Hazards when stowed vertically
- Crushing Hazards due to the Falling of stowed Plates
These Hazards are encountered at every stage of handling, from the time the plates comes
alongside the vessel, till the time they are consumed. An efficient Risk Assessment is
required to identify these hazards and mitigate the associated risks at every stage.

Rev No. : 1
17.3 PLANNING AND PURCHASE

Every task related to handling, transporting and stowing Steel plates is to be discussed and
captured in the Daily work plan meeting (Form No. AD-19). The discussion is to consider
resources needed for the task (e.g., instructions, tools and materials, manpower, etc.).
The handling, transporting and or stowing task related to steel plates must be undertaken
under the supervision of senior petty officers like Bosun and Fitter and under the direct
supervision of the Chief officer or Second Engineer. This task cannot be undertaken solo,
additional hands as agreed during the vessel planner meeting to accompany until the
completion of this task (Ref: HSM Manual CH 5).
Master & CE must insist through the TSI/Purchase department/supplier that the Steel plates be
supplied to the vessel in cut size not exceeding 1 square meter for plates of a thickness
exceeding 6 mm. Purchase department has been instructed to supply plates not more than 1
Mtr x 1 Mtr Size or with maximum weight of 60 Kgs.
17.4 HANDLING OF STEEL PLATES

1. At the time of lifting the steel plate from a supply boat or another facility, The steel
plates to be secured on a wooden pallet and be bound together by straps or band-it.
This will ease the handling of Steel plates while receiving them on board and avoid
damaging lifting gear.
2. Once the Steel plates are on board, the lifting eyes or handholds can be welded as
required to assist in Handling & Securing the plates in stowage position or during
handling for fabrication or repair work. Crew members should get help with the load,
or break the materials into small, manageable loads
3. Plates, shall so far as practicable be moved on Horizontal surfaces using trolleys,
carts, or pallet Trucks. Transfer of plates across different levels should be done using
chain hoists and proper slinging arrangements.
4. Use of “Synergy Impacto Gloves”, wooden wedges, and crowbars are required while
handling plates to avoid “Pinching Hazard”. Fingers and other injuries often result
when personnel attempt to first separate, then lift, large sheets of steel.
5. When removing adding a plate to an existing stack, ensure that the entire stack is not
left unsecured, which may fall or shift causing severe injuries.

Rev No. : 1
17.5 STOWAGE AND SECURING OF STEEL PLATES
1. Stowage locations should be against a bulkhead or shipside, ideally in a corner using

two bulkheads. The proper and safe handling will depend on the design of the stowage
area, standing height, and space availability. Further consideration should be given to
transport routes, passage widths, access conditions, differences in levels of transport
routes, deck conditions, plate sizes, etc.
2. Suitable Dunnage and supports to be used to avoid tipping of plates resulting in a
domino effect.
3. Stowage area shall provide clear space in front of the plates stowage so as to enable
crew member to clear the falling plates in event of an emergency.
4. Where prefabricated Racks are being used for Stowage of plates, the following should
be adhered to:
• Rack should be fixed to the bulkhead or deck.
• Consideration should be given to Safe loading, unloading, and lifting equipment to
be used.
• Plates should be placed with their base against one upright and leaning against a
second upright. All plates should lean in the same direction, be supported by at
least two uprights, and should not touch plates in the adjacent rack.
• Risk of failure if overloaded or subjected to Rolling & Pitching. Design and
construction should account for possible shifting during sailing.
5. Where Stowage space permits, horizontal stowage & securing of Plates may be
considered, and following must be ensured -
• Stowage does not cause a tripping hazard / obstruction.
• Ensure lifting arrangements are available.
• Ensure the plates are separated, to allow individual handling of the plates and to
prevent crush injuries.
• Recommended in an area not exposed to weather to prevent corrosion on the
undersides.
6. The lashing area must be clear of any critical equipment which can get damaged in case of
failure of equipment.
7. Lashing arrangements must prevent lateral movement, toppling off the stowed items.
8. Lash using wires and do not use synthetic lines, as they tend to stretch under load and
will not serve the purpose.
9. Use wires of appropriate strength (3-times the weight of the items) and length with
bottle screws and bulldog grips to tighten any slackening during sailing.
10. The safety officer on-board to review the effectiveness of plate stowage every month
during safety officer’s rounds.
11. Review the sizes and number of plates carried on the vessel. This should be in
accordance with the actual requirements and anything in excess should be discussed
with the TSI for further action.

Rev No. : 1
12. Procure equipment like lifting hook arrangements for steel plates and train the crew to
use same where vertical lifting is feasible.
17.6 FOLLOWING SHALL BE AVOIDED

1. While receiving the Plates on board, direct lifting by nylon slings is to be avoided as it
can result in failure due to the sharp edges of the plates
2. Owing to the weight of the steel plates, they can be difficult to move and awkward to
maneuver. When manually moving or handling plates, crew members should seek help
when a load is such that it cannot be properly grasped or lifted or when they cannot
safely handle the load
3. Never attempt to perform the job of handling steel plates alone, and seek assistance as
required
4. When Stowing Plates Comingling of Large and small plates is to be avoided

5. While stowing plates together, never stack more than 3 plates (if thickness less than 8
mm) together. If plate thickness is 8 mm or more, only 1 plate is to be stacked in the
location. This will reduce the risk of crushing in case of a falling plate.
6. Vessel to discourage storage of extra steel plates, as good housekeeping and practices
and One steel plate of each size should be sufficient. Clear work plan has to be
submitted to TSI before a requisition for plates will be sanctioned from office.

Rev No. : 1
STEEL PLATE SECURING AND HANDLING PLAN SAMPLE

Vessel particulars
LOA Beam Built year/Yard Last Drydock
Steel plates/Pipes storage

area
Inventory of Steel Plates

Plates
Weight Sr. no &
(Kg) weight
L B (L*B*T*S marked Intended
Sr. No Plate type (m) (m) T (mm) ) on plate use
0
0
0
0
0
0
0
0
0
0
0
0
Total Weight of Plates 0

Rev No. : 1
Equipment/tools on board for handling steel plates
Sr. no Equipment SWL Numbers Location
Steering
gear/Bosun
1 vertical Plate lifting hook 0.5 Ton- 1.0 Ton 2 store etc
Steering
Horizontal plate lifting hook (Only for gear/Bosun
2 horizontal storing) 0.5 Ton- 1.0 Ton 4 store etc
Steering
gear/Bosun
3 Chain Block 0.5 Ton- 1.0 Ton 2 store etc
Steering
gear/Bosun
4 Wire slings 1-2 mtrs 0.5 Ton- 1.0 Ton 4 store etc
Steering
gear/Bosun
5 D shackles 0.5 Ton- 1.0 Ton 4 store etc

Rev No. : 1
Steering
gear/Bosun
6 Crow bars NA 2 store etc
Steering
gear/Bosun
7 Traveller chain block 1.0 to 3.0 Ton 1 store etc
Steering
gear/Bosun
8 Steel plates shifting trolley 200-300 Kgs 1 store etc
Every With each

As per Synergy PPE person crew
9 Synergy Impacto gloves matrix handling member

Rev No. : 1
On board arrangements for securing steel plates (Insert Ship specific arranements)
Sample 1 : Self contained stowage and securing arrangement (Vertical stow and lift)

Rev No. : 1
Sample 2: Vertical stowage arrangement (Sliding out or vertical lift as per vessel's
requirement/Space constraints.)

Rev No. : 1

Rev No. : 1
Sample 3: Horizontal Stowage arrangements

Rev No. : 1

Rev No. : 0
LIFTING EQUIPMENT AND OPERATIONS Page : 1 of 3
18.1 DEFINITIONS
‘Lifting equipment’ means work equipment used for lifting or lowering loads and includes
the attachments used for anchoring, fixing or supporting it.
‘Loose gear’ means any gear by means of which a load can be attached to lifting equipment
but which does not form an integral part of either the lifting equipment or the load.
Rigging equipment is considered to be any equipment used for lifting, pulling, dragging or
moving objects that is not defined as either lifting equipment or loose gear.
18.2 CERTIFICATION
A valid certificate of testing and thorough examination by a competent person should be in

force for every item of lifting equipment, accessory for lifting and loose gear.
A certificate for ship’s lifting equipment is valid for no more than five years.
Lifting equipment with a safe working load (SWL) of 1000kg or greater and its associated
loose gear should generally be inspected and certified by the vessel’s Classification Society
in accordance with Flag Administration rules.
Manufacturer’s test certificates must be available for each item of rigging equipment and,
lifting equipment fall and topping lift wires.
18.3 CONDITION ASSESSMENT

When there is any suspicion that any lifting equipment or any part of that equipment may
have been subjected to excessive loads, exceeding the SWL, or subject to treatment likely
to cause damage, it should be taken out of service until it can be subjected to a thorough
examination by a competent person.
All Items of rigging equipment or, fall or topping lift wires, shall be removed from service in
accordance with the company retirement criteria
Any lifting equipment or accessory for lifting that is, or has been, exposed to conditions
that could cause deterioration in its condition should be thoroughly examined by a
competent person as per below -
• In the case of lifting equipment for lifting persons or an accessory or lifting, at least
every six months
• In the case of other lifting equipment, at least every 12 months
• In either case, in accordance with an examination scheme as per the PMS

Rev No. : 0
• Whenever exceptional circumstances that are liable to jeopardize the safety of the
lifting equipment have occurred
18.4 RECORDS.
All vessels are required to maintain records of manufacture, examination, inspection and
testing of lifting equipment. Records and service history should be kept of equipment, of
dates when and where it is brought into use, its safe working load, plus any repairs,
modifications, tests and examinations carried out.
18.5 LIFTING OF PERSONNEL

No person should be lifted except where the equipment is designed or specially adapted
and equipped for that purpose, or for rescue in emergencies.
18.6 LIFTING EQUIPMENT AND LOOSE GEAR INSPECTED AND CERTIFIED BY THE VESSEL’S
CLASSIFICATION SOCIETY.
• The vessel shall maintain the required certification in accordance with the Flag
Administration rules.
• The routine maintenance and onboard inspection shall be carried out by a competent
person as per the PMS routines
• Vessel should retain certificates for each fall wire or topping lift wire.
• The retirement criteria for fall wires and topping lift wires shall be determined by the
condition assessment as per company form OP 28. However, the life of the wires
should not exceed 5 years after putting into service.
If an item of lifting equipment and loose gear covered by a Classification Society
programme is out of Service or found damaged, flag and class to be notified immediately.
18.7 LIFTING EQUIPMENT, LOOSE GEAR AND RIGGING EQUIPMENT NOT INSPECTED OR
CERTIFIED BY THE VESSEL’S CLASSIFICATION SOCIETY.
These include the lifting equipment and associated loose gear which do not form a part of
the chain register and have not been inspected by the class in the annual verification. It
also includes all other loose gear, anchoring gear and fall prevention gear which are used
independently and do not form a part of, or a fitting to any lifting equipment.
• The vessel should retain certificates, or equivalent, for each item of lifting or rigging
equipment, including fall wires.
• The inspection of each item of equipment by a competent person should be done as
per the PMS routines.
• The marking of each item of equipment with a unique Serial number. Same should be
mentioned in company form OP 28
Rev No. : 0
• Each item of equipment should be marked with its SWL.

• The inventory of all such equipment shall be maintained in the company form OP 28.
• Items which are not fit for use shall be segregated and separated and marked as ‘not
for use’
Each item of lifting and rigging equipment should be inspected by the work supervisor prior
to each use to verify that it remained fit for continued use.
Items of lifting equipment, loose gear and rigging equipment that should be considered
under this question may include but not be limited to.
• Cranes, derricks, davits, beam chain blocks, lifting beams and pad eyes (which form
part of the vessel’s outfitting)
• Chain blocks, wire hoists, snatch blocks, webbing slings, hose slings, wire rope slings,
multi-leg bridles, shackles, hooks, tripods, shear legs, mucking winches and tank rescue
hoists. (which do not form part of the vessel’s outfitting)
FAMILARITY WITH THE LIFTING EQUIPMENT, LOOSE GEAR AND RIGGING EQUIPMENT
The officer in charge of the equipment shall be familiar with the company procedure for
the management, and the inventory of lifting and rigging equipment.
Ratings using the LIFTING EQUIPMENT, LOOSE GEAR AND RIGGING EQUIPMENT shall be
familiar with the markings required on each item of lifting or rigging equipment and/or the
checks required to be undertaken before using the item during routine work.

Rev No. : 0
CHAPTER - 19 Date : 15-Dec-22
CONTRACTOR SAFETY Page : 1 of 4
19.1 OBJECTIVE:
The objective of this section of the manual is to provide a guideline on the:
Contractor or Service Management System
• Lay down a procedure on the qualification of Contractors, Suppliers and Service
Providers
• Evaluation and Monitoring process of such Contractors, Suppliers and Service
Providers
19.2 DEFINITIONS:
Independent Contractor- is a natural person or Company, which provide goods or services
to another Company or a vessel and bound by specific terms and conditions of a mutually
agreed contract between the interested parties. The contract should be valid and
enforceable under the law of the land. The Independent Contract referred to under this
topic does not include the seafarers contracted for employment on board the vessels.
Independent Contractor may include Riding Squad, Service Technicians, Repair Teams,
and so forth. The list is non-exhaustive as long as the parties qualify under the definition
of Independent Contractor.
Riding Squad- consists of casual skilled or unskilled workers, employed by a Contractor to
board a vessel for a specific duration to carry out a specific task.
Service Technician- A person, either self-employed or employed by a Contractor, is
engaged for servicing ship’s equipment either on board a vessel or on shore.
Repair Team- These are the people employed by a Contractor to board the vessel and
carry out various kinds of repairs.
Stevedore- A Stevedore is a manual laborer, employed by an Independent Contractor for
loading and unloading ships. They are also known as Dockworker, Dock Laborer, Wharfie
or Longshoreman.
Supplier- A supplier is vendor, who supplies services or goods to a buyer. Suppliers include
the Ship Chandlers, Caterer, Provider, Seller, Victualer, and so forth.
Agent- is an individual or a Company, who agrees and authorized, pursuant to the
Principal-Agency relationship, to act on behalf of a Principal, to legally bind that individual
or that Company with a Third Party.
19.3 QHSE POLICIES UNDER THE CONTRACTOR MANAGEMENT SYSTEM:
On board Safety Briefing and Familiarization:
Upon boarding a vessel, at the Gangway, the crew should
• check and verify the identity of the visitor and record it in the Visitor’s Logbook.
• Should inform the concerned Officer In-charge or escort such visitors to him.

Rev No. : 0
• Give a safety briefing to a Contractor, Agent, Stevedore, or such other person

visiting on board a vessel.
• The vessel should ensure that the Contractors or Stevedores abide by the safety
policies as mentioned during the briefing.
• If the ship’s staff ever notice a Contractor violating the safety norms as directed
during the safety briefing, then the contractor or stevedore should be warned.
The crew should take control of the situation upon persistent violation of the
situation.
• If situation so demands, ship’s crew should provide necessary PPE to the
Contractor.
• If the Contractor is deemed to sail with the vessel, then he should be given a safety
familiarization as soon as possible or within the first 24-hours of his arrival on
board the vessel.
• Form No SF-14 (Contractor & visitor familiarization) and Form No SF-18
(Contractor Safety Instructions) to be utilized for familiarization.
• In case of multiple contractor for single job, foreman of the contractor company
shall complete the statutory paperwork on their behalf, to exhibit confirmation of
compliance for his entire team.
• It is the responsibility of the Master of the vessel to ensure that the Contractor
follows the ‘Work Permits’ as deemed necessary to perform the task.
• The Work Permit should be issued for a specific assignment for a specific date and
duration of time.
• It is the onus of Senior Officers to carry out Risk Assessments of the task to be
carried out by a Contractor.
• The responsible officers should ensure that the Risk Mitigation activities are
carried out properly and maintained as deemed necessary during the Risk
Assessment.
19.3.1 CODE OF SAFE WORKING PRACTICE:
• It is the responsibility of a Master to provide and ensure a safety and hazard free
work area for Contractors.
• The responsible Officers should ensure that Contractors maintain the safety
norms and follow the Code of Safe Working Practice.
• Both, the Crew and Contractors will have the authority to stop the tasks,
whenever they witness any unsafe situation or act being performed by either
party.
19.3.2 ADHERENCE TO QHSE POLICIES:
• The Safety officer of a vessel or the designated crew member should ensure that
Contractor, Agent, Stevedore or Suppliers are made aware of the Company’s HSSE
Policies with respect to Drug and Alcohol.

Rev No. : 0
• Contractors should be made aware of the ship’s Smoking Policy and familiarize
them with the designated smoking zones.
• Contractors should be asked to use proper PPE at the time of performing their
tasks. If required, the vessel may provide required PPE to the Contractors. Under
no circumstance, a Contractor should be allowed to work without the use of a
proper PPE
• The Independent Contractor should provide its employees the required tools and
PPE for the execution of desired activities on board a vessel
• The designated Officer on board a vessel should ensure that a Contractor gets
proper rest if the job is to be continued for a prolonged period of time.
The Security Officer of the vessel should brief a Contractor, Stevedore, Agent or Supplier
about the Security-Level applicable on board the vessel and ensure that the Contractors
abide by the applicable security norms.
In case of any suspicious activity or obvious violation of the security norms, the matter
should be immediately brought into the notice of the Master of a vessel, who in turn,
should do the proper assessment of the situation and take the necessary steps as
prescribed under the ISPS Code or Security Policy of the Company. The Master should
also make an entry in the Official Log Book, and get it signed by the person concerned
and two more witnesses among the Ship’s crew.
• If a Contractor faces any health-related issue on board a vessel, then the
responsible Officer should immediately cease the work, and get him examined by
the designated Medical Officer on board the vessel.
• If need so arise, the Master of the vessel should inform the Company of the
medical condition of the Contractor and take such steps as may be deemed
necessary for the welfare of such Contractor.
19.4 RESPONSIBILITIES:
19.4.1 MASTER:
For the effective implementation of the Contractor Management System, the Master of
a vessel is also bestowed with certain responsibilities. He must monitor their
performance and ensure the desired deliverables with respect to the quality and
timeliness. He should designate appropriate officers and delegate respective tasks to
them.
19.4.2 THE MASTER OF A VESSEL
• should be given a prior information from the office regarding the appointment of
an agent or visit of a Contractor or Supplier on board the vessel
• be informed the details and purpose of the visit of a Contractor
• should ensure that a proper risk assessment is carried out and risk mitigation
activities done before allowing the Contractors to perform their assignments

Rev No. : 0
• should not engage the Riding Squad, Service Technician, Repair Team or such
other Contractors on regular day-to-day activities as that of a seafarer, unless
otherwise there is an emergency posing danger to the safety and security of
personnel on board the vessel.
• should ensure that the Contractors abide by the local Rules and Regulations, as
applicable, while they are officially engaged on board the vessel
• should ensure that the Contractors wear proper PPE while engaged in their
designated activities
• should ensure that the Contractors follow the Company’s D&A Policy, Smoking
Policy and Work and Rest Hours Policy, as applicable on board the vessel.
• should have be an authority to suspend the activity of a Contractor, if he suspects
or has obvious reasons of violation of safety, security, Company Policy or any
Regulatory requirements, by the Contractor.
• should endeavor to check the quantity and quality of the items supplied by the
suppliers on board the vessel. He should fill-up the ‘Goods Received Notes’ (GRN)
and send the feedback form to the Office.

Rev No. : 1
CHAPTER – 20A Date : 30-Nov-23
PORTABLE GAS MEASURING EQUIPMENT Page : 1 of 2
20A.1 INTRODUCTION:
Gas detection and monitoring equipment are safety devices designed to alert workers of
potential hazards such as toxic gas exposure, lack of oxygen, or combustible gas
explosions.
To ensure accuracy, it is essential to test, maintain, calibrate, check, and use gas
measuring equipment according to the maker’s guidance. For that purpose, the sequence
of steps mentioned in the maker’s instruction shall be adhered to.
20A.1.1 TESTING:
Before daily use, portable and personal gas measuring equipment must undergo
zero/fresh air check. In addition, a bump test may be carried out if advised as per the
manufacturer’s instruction.
20A.1.2 CALIBRATION:
Calibration of gas measuring equipment shall be carried out onboard in the following
circumstances but no later than 30 days from the last calibration:
• Bump test failure,
• Occurrence of any fault
• As per maker’s recommendation
Each portable or personal gas measuring equipment requires shore calibration at the
frequency mentioned in the manufacturer’s manual.
Kindly note: Vessels shall maintain the suitable number of span gas bottles for calibration
and bump test but not less than the quantity mentioned in the requirement given in
respective cargo manuals.
20A.1.3 TROUBLESHOOTING:
On the occurrence of any fault on the portable and personal gas meters, vessel shall
troubleshoot as per the manufacturer’s guidance.
20A.1.4 RECORDKEEPING:
The vessel must keep records of all gas measuring equipment testing, calibration and
maintenance (including sensor change).
• Daily testing records in the new form OP 44 form.
• Calibration and maintenance records in existing OP-39 form. A separate form sheet must
be used for each piece of equipment.

Rev No. : 1
CHAPTER – 20A Date : 30-Nov-23
PORTABLE GAS MEASURING EQUIPMENT Page : 2 of 2
20A.1.5 TRAINING:
All engineers and officers shall undergo training in the use of gas detection equipment
present onboard before using them independently. Post successful training, the
respective person must be issued SF-33 – Certificate of Eligibility for atmosphere checks.
20A.1.6 LOCAL PROCEDURE:
The vessel shall maintain the ship-specific local procedure for the using, testing,
calibration, and maintenance of portable and personal gas meter.

Rev No. : 1
CHAPTER – 20B Date : 30-Nov-23
FIXED GAS DETECTION SYSTEM Page : 1 of 1
20B.1 INTRODUCTION:
Gas detection and monitoring equipment are safety devices designed to alert workers of
potential hazards such as toxic gas exposure, lack of oxygen, or combustible gas
explosions.
To ensure accuracy, it is essential to test, maintain, calibrate, check, and use gas
measuring equipment according to the maker’s guidance. For that purpose, the sequence
of steps mentioned in the maker’s instruction shall be adhered to.
20B.1.1 TESTING:
Fixed gas measurement instruments should be tested as per the manufacturer’s
instructions or every month whichever is earliest.
20B.1.2 CALIBRATION:
Calibration of gas measuring equipment shall be carried out onboard as per maker’s
recommendation
20B.1.3 TROUBLESHOOTING:
On the occurrence of any fault on the portable and personal gas meters, vessel shall
troubleshoot as per the manufacturer’s guidance.
20B.1.4 MAINTENANCE:
Manufacturers' instructions for the maintenance of the fixed gas measuring system
should be followed and PMS to be set accordingly.
20B.1.5 LOCAL PROCEDURE:
The vessel shall maintain the ship-specific local procedure for the using, testing,
calibration and maintenance of Fixed gas detector system.

Rev No. : 0
ATMOSPHERE MONITORING OF DOUBLE BOTTOM AND 1 of 1
Page :
DOUBLE HULL SPACES
20C.1 INTRODUCTION
The vessel shall monitor the atmosphere of void and ballast spaces of the double hull and
double bottom regularly to detect hydrocarbon gas accumulation.
Monitoring can be carried out through a fixed gas detector system if fitted. Vessels not
equipped or with a defective fixed gas measuring system shall check the atmosphere daily
on loaded passage using a portable gas meter.
20C.2 REFERENCES
The vessel shall use the dedicated SMS form to record the gas monitoring results daily in the
loaded passage.
▪ OP TKR 31 – Sounding and Atmosphere monitoring log
▪ Gas 48 – Gas Detector Log
▪ LNG LOG 15 – Barrier space Monitoring
▪ OP CHEM 35 - Sounding and Atmosphere monitoring log

Rev No. : 1
Appendix 01 Date : 30-Nov-23
REQUIRED LEVEL 2 RISK ASSESSMENTS Page : 1 of 5
Below mentioned tasks require ship specific level 2 risk assessments prior to initiating the task.
This list is not exhaustive. The vessel shall refer to CH 07 for further guidance on scenarios that
require level 2 RA.
GENERAL SAFETY
▪ Hot work ▪ Maintenance on ▪ Use of non-intrinsically
Elevator cage equipment in hazardous
area
▪ SIMOP ▪ Unable to adopt ▪ Double banking
precaution required by
Permit to work system
▪ Fumigation ▪ Transfer of personnel by Elevator Maintenance
Transfer Basket Permit
▪ Helicopter Operations ▪ Lifeboat/ Rescue Boat

▪ Checking of log lashing operation and
maintenance
▪ Lifeboat / Rescue boat ▪ Pressure testing of ▪ Handling high pressure

waterborne testing pipeline equipment
▪ SIMOPS ▪ Under water / diving ▪ Work overside and near

operation the ships side
▪ Work at Height ▪ Enclosed space entry ▪ Hot Work outside engine

▪ room workshop
▪ Electrical work ▪ Work on deck in heavy ▪ Following operations in

maintenance Weather heavy weather:
- Working on deck
- Operating crane
- Entering holds/tanks
- Monitoring reefer
temperatures
- Anchoring operation

Rev No. : 1
NAVIGATION
▪ Deviation from UKC ▪ Navigation in special ▪ Non availability of
policy area original charts
▪ Navigating with ▪ Countering navigation ▪ Navigation with defective

defective equipment risk during engine or non functional bridge
immobilizes equipment
▪ Failure of navigation ▪ Passage plan ▪ Non availability of original

equipment charts
▪ Non- Compliance of UKC ▪ Anchoring in more than ▪ Navigation in vicinity of ice

82.5 m depth
▪ Anchoring / anchored in ▪ Exposed sea and heavy ▪ STS / Bunkering
open weather is expected operations in congested
anchorage
▪ Transition to paperless ▪ ECDIS Voyage planning ▪ Safety contour defaults to

risk assessment a value deeper than that
specified by navigator
▪ Navigation through HRA ▪ Search and rescue ▪ New or unknown port call
TECHNICAL
▪ Critical Equipment ▪ Bunkering ▪ Modification to pipeline
shutdown and electrical circuits
▪ Change in Boiler burning ▪ Deferment of PMS ▪ Deferment of PMS

setting
▪ Defect related to critical ▪ Failure of critical systems, ▪ Critical equipment
component equipment, alarms maintenance
▪ Structural inspections ▪ Working on CO2 system ▪ Work on high voltage

(tanks) systems
▪ Working on Elevator ▪ Consumption of fuel ▪ Bunkering / fuel transfer

before analysis operations,
▪ Hot work inside workshop ▪ Working on a pressurized Working on moving

system machinery

Rev No. : 1
CARGO OPERATIONS
▪ Cleaning by ventilation ▪ Opening cargo sea chest ▪ Flushing of shore line.
during loading
▪ Heavy weather ballasting ▪ STS operation ▪ Carrying High H2S cargo
▪ IG failure on oil tanker ▪ Water washing after ▪ Cargo to be carried with

for discharging ammonia carriage single valve segregation
on product & chemical
tanker
▪ Use of portable pump ▪ Open sampling ▪ Clearing of solidified

residue from cargo line
▪ Use of Portable heater ▪ Cargoes which are new ▪ Carriage of helium tanks
to company and vessel
Additionally, OIL TANKER

▪ Pump room entry ▪ Vessel is loading special ▪ Water Plug by vessel
cargo such as high density
cargo
▪ Cargo Loading ▪ Non- availability of MSDS ▪ Over the tide operations
▪ Loading over the tide ▪ Loading high pour point ▪ Opening Cargo Sea chest
cargoes during loaded condition
▪ Flushing plan ▪ Discharging ▪ Discharge over tide
▪ Ballast water exchange at ▪ IG failure on Product ▪ Tank Cleaning

sea tanker
▪ Decanting during darkness ▪ Purging and Gas freeing ▪ STS
▪ Same length STS ▪ Reverse Lightering ▪ Pressure testing of cargo

pipelines
▪ Purging of cargo tanks ▪ Carriage of high H2S Cargo ▪ SAAB Radar gauge
or cargoes having toxic cleaning the sensor
gases
▪ Opening of COP/ WBP ▪ Failure of SAAB radar ▪ Cargo Dosing (Dyes and
strainer for inspection / gauge additives
cleaning

Rev No. : 1
▪ Crude Oil Washing and ▪ Hose connection and ▪ Loading / unloading new
Tank cleaning operations disconnection on all cargo
on tanker tankers
▪ Failure of high- level alarm

system
Ballast exchange or
operation of BWTS
Additionally, CHEMICAL TANKER
▪ Master and Chief officer ▪ Cargoes which are new to ▪ Loading, Discharging or
having no experience on company and vessel Tank cleaning of two or
the cargo and its more incompatible
properties cargoes
▪ Open Loading ▪ Discharging flammable or ▪ Use of portable cargo

toxic cargoes pump
▪ Risk Assessment for tank ▪ Loading high pour point ▪ Tank cleaning operations
cleaning concurrently with cargoes have not been done during
cargo operations tenure of current Master
or Chief officer
▪ Cleaning by ventilation ▪ Manifold sampling for ▪ Open sampling

watchlist cargoes
▪ Use of portable heaters ▪ Failure of fixed gauges ▪ Clearing of solidified
while handing static residues from cargo line
accumulating cargoes
▪ Heating of double bottom ▪ Steaming in WBT through ▪ Ballasting operations at
tank which is underneath air vent / sounding pipe sea during hours of
of cargo suction well darkness
▪ Use of alternate power ▪ Blowing / clearing of cargo ▪ Nitrogen Padding on

lines chemical tankers
▪ Purging of cargo tanks Ballast exchange or

operation of BWTS

Rev No. : 1
Additionally, GAS TANKER

▪ Comingling operation ▪ Comingling during loading ▪ Comingling during
discharging
▪ Comingling at Anchor ▪ Gas STS operation ▪ Water washing after

ammonia carriage
▪ Comingling of LPG cargoes ▪ Compressor room entry ▪ Hose connection and

on Gas Carriers disconnection on all
tankers
▪ Failure of high- level alarm ▪ Loading / unloading new Ballast exchange or

system cargo operation of BWTS
MOORING
▪ Mooring ▪ Tandem ▪ Change
operations Moorings managements
When winch design ▪ Removing a twist ▪ CBM mooring
with respect to in the anchor
rope/wire in use, chain
restrict to take
required number of
turns on tension
drum, then vessel
shall take maximum
possible tuns and
prepare suitable risk
assessment to
mitigate the risk
MISCELLANEOUS
▪ When it is physically
impossible to comply with
the requirement of local
procedure

Rev No. : 1
TOPICS REQUIRING LOCAL OPERATING PROCEDRES Page : 1 of 1
Below mentioned topics require ship specific local operating procedures.

• Lifeboat hooks engaging and disengaging
• Rescue boat hooks engaging and disengaging
• Lifeboat lowering/retrieval system including simulation launching for free fall
lifeboats
• Rescue Boat lowering/retrieval system
• Operation of All Fixed firefighting systems
• Isolation and de isolation of Fire zones
• Operation of watertight doors.
• Operation and changeover of pump room dampers (high/low suction)
• Testing, calibration and maintenance for portable gas measuring equipment and
fixed gas detection system as per the maker’s manual.

Storing
Cooking
Vessels)
On Deck
Crane Ops
Operation
Operation
(PPE)- Work
Mooring Ops
Appendix 03
Anchoring Ops
APPENDIX 03 –
Machinery Space
**Gas Carrier Cargo

Cargo Op (Container
**IGF vessel gas fuel

EQUIPMENT MATRIX
PERSONAL PROTECTIVE
Handling High H2S Cargo

Boiler suit
Safety Shoes
Helmet
Ear Defender
Harness
Safety Glasses
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE)
Safety Goggles
Working Gloves
Chemical Apron / Suit
Special Gloves ## –
F/O
Chemical (C), Electrical (E),

Food Cutting (F), Oven (O),
Welding (W), razor wire (R)
V
Face protection - Visor

(V), Welding shield (S)
Date
Page
Rev No.
Safety line
Floatation aid
Dust mask
:
:
:
Work vest
Winter Jacket, Gloves
Personal Multi-gas meter
Apron/ Chef’ s Hat
WeldingShield & Apron(A)

High visibility vest (OOW)
Fall arrestor device

1 of 10
30-Nov-23
wheels
Painting
Welding
Cleaning
Lifeboats
Descaling
(PPE)- Work
Appendix 03
Wire Handling
APPENDIX 03 –
Work at height
Handling chemicals
Working at ship side
EQUIPMENT MATRIX
Enclosed space entry
equipment/machinery
PERSONAL PROTECTIVE
***Power tools/abrasive
Boiler suit
Safety Shoes
Helmet
Ear Defender
Harness
Safety Glasses
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE)
Safety Goggles
Working Gloves
C
W
S
V
V

Date
Page
Rev No.
Safety line
Floatation aid
Dust mask
:
:
:
Work vest


2 of 10
30-Nov-23
Rev No. : 1
PERSONAL PROTECTIVE EQUIPMENT MATRIX (PPE) Page : 3 of 10



Working Gloves
Safety Goggles
APPENDIX 03 –
Safety Glasses
Floatation aid
Ear Defender
Safety Shoes
PERSONAL PROTECTIVE
Safety line
Dust mask
Work vest
Boiler suit
EQUIPMENT MATRIX
Harness
Helmet
(PPE)- Work
****Electrical work E
Work on hydraulic
equipment
Working with High
pressure equipment
Working with steam
W A
equipment
Working in cold weather
Working in pump room
(Tanker)
Rigging gangways /
accommodation ladders
Loading
grain/cement/coal
Hold cleaning

Rev No. : 1



Working Gloves
Safety Goggles
APPENDIX 03 –
Safety Glasses
Floatation aid
Ear Defender
Safety Shoes
PERSONAL PROTECTIVE
Safety line
Dust mask
Work vest
Boiler suit
EQUIPMENT MATRIX
Harness
Helmet
(PPE)- Work
Check container lashing

Heavy lift Ops
*****Log loading
Impervi-ous C V
Urea & Caustic soda Shoes
handling
Hardening of the vessel R
for security purposes-
Rigging of Razor wire
Mandatory
Required depends on the nature of work and exposure period

Rev No. : 1
**Gas Carrier: If the ship staff while carrying out any task is expected to come in contact with cargo, then they shall wear gas
suit for self-protection.
**Vessels using gas as fuel: If the ship staff while carrying out any task is expected to come in contact with gaseous fuel
onboard, then they should wear gas suit for self-protection.
Chemical Carrier: If the ship staff while carrying out any task is expected to come in contact with cargo, then they shall wear
chemical suit for self-protection.
*Refer Chemical Tanker Manual chapter 3 and appendix 4, for PPE requirement on chemical tankers
Safety glasses are to be used for eye protection when personnel are on ship specific duty; except in circumstances where
likelihood or severity of getting eye injuries are high (as mention in matrix). In these conditions they are expected to use safety
goggles for better eye protection.
Flip Flops are not to be used outside the cabins.
Vessel Sailing in polar region shall identify Polar Service Temperature under guidance of Polar Ship Certificate 2.3.1 & Polar code
part 1A section 1.2.11 and carry sufficient PPE as mention in Polar code 1B section 9.11 for ship’s crew.
*** Gloves should not be used when handling Grinding, Drill and Lathe Machines

Rev No. : 1
**** Gloves used for electrical work must be rated for the appropriate voltage. To use high voltage electrical insulated gloves
where applicable.
*****For log loading spiked safety shoes are to be used for personnel walking on top of the logs.
## Work specific gloves – Below mentioned table advises job-specific gloves, their usage and their care
Type of Glove Features Applications Care instructions
Basic work glove with palm and Multi-purpose utility glove that allows for Air dry the gloves.
fingertips in spit leather, back finger flexibility. Examples include but are Do NOT use bleach or
cotton canvas with leather not limited to: Handling light solvent.
reinforcement. Elastic stores/provisions, Routine Deck Do NOT machine dry or
Accommodation and ER rounds, Inspection overheat. Leather fabric
tightening on the back. Inside
jobs, Light work, can be used for light not recommended for
cotton lining for comfort
SG1: MULTI PURPOSE GLOVE chipping/ painting jobs and other routine washing; wipe with a
Product Code: 314510 jobs on deck and engine room. Do NOT use damp cloth if necessary
if there is potential of impact or cut injuries and sun-dry after use
Whole glove in grain leather, All light jobs in cold weather conditions. Do NOT machine Wash,
elastic on back side. Completely Do NOT use if there is potential of impact or dry or expose gloves to
lined with insulating fleece cut injuries heat source other than
indirect sunlight. Do NOT
use softener or bleach.
SG 2: COLD PROTECTION
GLOVE
Product Code: 314509

Rev No. : 1
Cut level 5 High tenacity cut Impact resistance exoskeleton & pinch-point Air dry the gloves.
resistant gloves. Grey polyamide protection. General work with potential of Do NOT use bleach or
yarn seamless knitted, palm- hand impact, cut and abrasion injuries. solvent.
natural split leather with Example-Mooring operations, Hammer and Do NOT machine dry or
reinforcement cotton canvas cuff. chisel jobs, Pilot ladder rigging Handling overheat. Gentle hand
Back supported with TPR for stores and heavy lifts. Engine room heavy wash/cleaning is
Impact and better mechanical machinery maintenance jobs. Pipe repair acceptable basis product
SG 3: IMPACTO GLOVE protection. work on deck, engine room and pump is well dried.
Product Code 314508 room.
High Cut and Puncture resistance. To be used while rigging razor wire. Leather fabric on palms
Easy grip while protecting hands not recommended for
from cuts. washing; wipe with a
damp cloth if necessary
and sun-dry after use
SG 4: RAZOR WIRE HANDLING

GLOVE
Product Code (314511)
Enhanced gripping power in dry, Multipurpose utility glove for light work Air dry the gloves. Do NOT
wet and oily conditions Bare-Hand requiring better hand grip. Climbing ladders use bleach or solvent. Do
Technology for high level of in open spaces. (Toolbox talk done prior to NOT machine dry or
dexterity. use inside tanks where other hazards need expose gloves to heat
to be analyzed) source other than indirect
sunlight. DO NOT SOIL
WITH PAINT AND
SG 5: NITRIFLEX GRIP GLOVE THINNER PRODUCTS.
Product Code 314512

Rev No. : 1
Stainless steel mesh 4 Cut To be used for heavy cutting or chopping Brush hard with hot
resistant glove. Made of work (single side, to be used on non-knife water. For disinfection use
stainless steel with an attached holding hand) non-acidic products.
heavy-duty strap and press stud
fastening.
SG 6: STAINLESS STEEL MESH 4

CUT RESISTANT GLOVE
Product Code 314505
Seamless knitting glove (Gauge Light cutting in Galley. Cutting Gentle hand wash/
10) in high density vegetables/salads etc. cleaning is also
polyethylene filament, acceptable, basis product
stainless steel filaments and is well dried, and hygiene
is maintained
100% synthetic thread, blue
elastic wrist of 10 cm.
SG 7: Cut 5 & Knitted
Polyethylene & SS Filament
Product Code 314513

Rev No. : 1
Chemical Resistant gloves Used for handling Chemicals such as The gloves should not be
made of PVC/Rubber/ peroxides, fats, acids, bases, and amines stored under direct
Neoprene, sunlight. Regularly check
gloves for punctures,
discoloration, or tears.
Before each use, check to
make sure there are no
SG 8: Polyvinyl chloride/
rubber/neoprene holes in the rubber.
Product Code 190132
Natural /synthetic rubber Appropriate rated gloves for Keep gloves clean, check
Electric insulation gloves protection against electric shock. Used for for embedded materials,
(working on electrical carrying out jobs on electric equipment, Air test them before every
equipment) circuits. wear (simply hold the
gauntlet (sleeve) end of it
closed trapping air inside,
then tightly roll the closed
end of the glove towards
SG 8: Natural/ synthetic rubber the fingers ensuring no air
Product Code 795531 leaks out), Store gloves in
cool, dark and dry place.

Rev No. : 1
Tanned resistant leather Digit articulation while protecting the Use cold water along
gloves, electric shock resistant operator from electrical shock, and with a mild soap to
and extreme heat resistant provide abrasion resistance and scrub off the dirt and
enhanced grip. Used for welding as well other substances.
as handing high heat cargo lines / valves
SG 9: Welders Gloves-Tanned
heat resistant leather with
gauntlet cuff.
Product Code 851163
Thermal insulated glove or Protects hands from some of the Hand wash the oven
mitten usually worn in the extreme heat encountered in a galley mitts with warm to hot
galley to protect the wearer's when reaching into a hot oven, carrying water, using natural
hand from hot objects scalding hot sheet pans directly laundry detergent, and
removed from that oven, or even then let them air dry
dropping a freshly cut potato into a fryer after washing
SG 10: heat protection tank of bubbling oil.
aluminised cloth
Product Code 174048
Remarks: Type of gloves to be used in any activity/task shall be identified/discussed during daily work planning meeting/Risk
assessment and toolbox meetings.

Rev No. : 1
SIMOP DECISION MATRIX Page : 1 of 1
APPENDIX 04 -SIMOP Decision Matrix

Please Refer following Decision Matrix

SIMOPS MATRIX & FLOW CHART
PS 40.01
Ballast Opera�on
Overhaul / repair
Discharging / De-
(Mul�grade, e.g.
Receiving Stores
Comingling (For
Bunkering (Non
Tank Cleaning /
Working Alo� /
Li�ing by crane
Enclosed Space
Bunkering (IGF
STS Opera�on
Lube Oil, etc.)
VLSFO, HSFO,
(For Tankers)
(Including all
(Including all
Naviga�on-
Inspec�ons
Opera�ons
Opera�ons
/Ice/Heavy
Third Party
opera�ons
opera�on)
opera�on)
associated
machinery
associated
Helicopter
Outbound
Bunkering
Personnel
Tes�ng of
Hot Work
Visibility/
Lowering
Tankers)
Weather
Mooring
Reduced
slopping
Transfer
IGF fuel)
Lifeboat
Loading
COW /
Diving
Entry
Drills
fuel)
Work
Naviga�on- Reduced
Visibility/Ice/Heavy NA NA NA OFF ER NA NA OFF OFF N/A N/A N/A
Weather
Bunkering (Non IGF fuel) OFF, OFF,
NA OFF DEP NER, NH NER OFF, PRE OFF OFF
NER DEP
Bunkering (Mul�grade, DEP
OFF, OFF,
e.g. VLSFO, HSFO, Lube NA OFF DEP NER, NH NER OFF OFF OFF
NER DEP
Oil, etc.)
Bunkering (IGF fuel) OFF, DEP
NA DEP NER, NH NER PRE
NER
Enclosed Space Entry OFF, DEP
OFF DEP DEP DEP OFF, PRE OFF, PRE
DEP
Hot Work DEP, ER DEP
ER OFF, DEP DEP OFF ER OFF DEP
OFF
Working Alo� / DEP DEP ER
DEP DEP DEP OFF DEP ER ER PRE PRE
Outbound
Diving Opera�ons NA OFF OFF OFF OFF, PRE OFF, PRE
Mooring opera�ons NA N/A ER ER
Li�ing by crane OFF, OFF, DEP,
OFF, NER DEP OFF
NER NER OFF
Helicopter Opera�ons
COW/Tank As
As
Cleaning/Comingling (For OFF ER ER OFF NH OFF Applicabl
Applicable
Tankers) e
STS Opera�on (For As
As
Tankers) ER OFF OFF ER ER OFF OFF Applicabl
Applicable
e
Receiving Stores OFF,
OFF, DEP NA OFF OFF OFF ER, OFF PRE PRE
DEP
Overhaul / repair NER,
OFF NER, NH NER, NH DEP OFF ER NH ER OFF ER, PRE ER, PRE ER, PRE
NH
Tes�ng of Machinery NER NER NER DEP DEP ER ER
Third Party Inspec�ons NA OFF PRE OFF OFF OFF OFF OFF
Personnel transfer DEP DEP ER
Lowering Lifeboat OFF,
OFF ER, OFF OFF, PRE OFF, PRE
PRE
Drills OFF, PRE OFF, PRE
Discharging / De slopping As
(Including all associated As Applic
NA OFF OFF OFF, PRE PRE OFF, PRE PRE ER, PRE OFF, PRE OFF, PRE OFF
opera�on) Applicable able
Loading As
As
(Including all associated NA OFF OFF OFF, PRE PRE OFF, PRE Applic PRE ER, PRE OFF, PRE OFF, PRE OFF
Applicable
opera�on) able
Ballas�ng DEP DEP ER
OFF Require SI approval based on risk assessments

Permi�ed a�er risk assessment and onboard approval
DEP Not permi�ed when task is assigned under jurisdic�on of same department
Permi�ed with restric�ons ER Only in Engine room
NER Not in Engine room
Not Permi�ed
WO Only in Engine Room Workshop
NA Not applicable NH Only in nonhazardous zone
PRE Port Regula�on
SIMOPS FLOW CHART

NO
Identify Can Approval
Prepare RA Prepare Tool Box
SIMOPS SIMOPS be (when Preparation Close out
Level II plan Meeting
from Matrix avoided applicable)
Yes
Perform the
operation at
different times

HSM Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

HSM Manual

Uploaded by

Copyright:

Available Formats

HEALTH AND SAFETY MANUAL

HEALTH & SAFETY MANUAL

Synergy Maritime Private Limited

This publication is the property of Synergy Group. No part of this publication is to be

Uncontrolled document when printed

Uncontrolled document when printed

Uncontrolled document when printed

2 Permit to Work 0 15-Dec-22

Personal protective clothing and 0 15-Dec-22

4 Isolation Procedure 1 30-Nov-23

5 Safety inspection and reporting 0 15-Dec-22

Uncontrolled document when printed

5A Safety inspection 0 15-Dec-22

Occupational Health and safety risk 1 30-Nov-23

8 Handling of non-cargo Chemicals 0 15-Dec-22

9 Fatigue Management 0 15-Dec-22

10 Food and Hygiene 0 15-Dec-22

11 Health surveillance 1 30-Nov-23

Uncontrolled document when printed

Occupational Hazards and Related 0 15-Dec-22

13 Safe Operational Practices 0 15-Dec-22

14 Additional safety precautions on tanker 0 15-Dec-22

15 Personnel transfer 0 15-Dec-22

Uncontrolled document when printed

15C By crane and basket 0 15-Dec-22

16 Tools Management 1 30-Nov-23

Handling, stowage and securing of steel 1 30-Nov-23

18 Lifting equipment’s and tools 0 15-Dec-22

19 Contractor Safety 0 15-Dec-22

Uncontrolled document when printed

Chapter: 1A Rev No. : 0

1A.1 SAFETY PHILOSOPHY

1A.2 ACCIDENT PREVENTION

Chapter: 1A Rev No. : 0

Chapter: 1A Rev No. : 0

1A.3 SAFETY CULTURE

Chapter: 1A Rev No. : 0

1A.4 COMPLIANCE CULTURE

1A.5 MANAGING SAFETY

Any flag specific requirements should be adhered to.

Chapter: 1A Rev No. : 0

1A.6 QHSE EXCELLENCE OBJECTIVE

Chapter: 1B Rev No. : 0

1B.1 FAMILIARIZATION OF SHIP STAFF

Chapter: 1B Rev No. : 0

1B.2 FAMILIARIZATION OF VISITORS

Chapter: 1C Rev No. : 0

1C.1 L.A.R.P. CARD SYSTEM/STOP WORK AUTHORITY

Heinrich triangle indicates that every serious or major injury is preceded by

L.A.R.P CARD INCIDENT

Chapter: 1C Rev No. : 0

LARP involves 4 steps:

Chapter: 1C Rev No. : 0

Chapter: 2A Rev No. : 0

Chapter: 2A Rev No. : 0

Vessels shall use the permits

Chapter: 2A Rev No. : 0

Chapter: 2A Rev No. : 0

2. Before cancelling, the following must be ensured

2B. HOT WORK

Uncontrolled document when printed

2B.2 MASTER’S AUTHORITY

2B.3 CONTROL OF HOT WORK

2B.3.1 ALTERNATIVE METHODS