SHIPBOARD MANAGEMENT MANUAL (PART I) I.pdf · 2017-09-12 · shipboard management manual (part i)...

SHIPBOARD MANAGEMENT MANUAL

(PART I)

WALLEM SHIPMANAGEMENT LTD

WALLEM SHIPMANAGEMENT LTD HONG KONG

SHIPBOARD

MANAGEMENT MANUAL PART I

EDITION NO. 3

31 January 2006


SHIPBOARD MANAGEMENT MANUAL- PART I

CONTENTS

Page - 1 -

Prepared by Issue Date Checked by 3rd Edition Rev. Date Approved by

: MSQR : 31.3.98 : Director (Marine) : 31.1.06 : Dec 2016 : Directors

TABLE OF CONTENTS

Section pages no.

TABLE OF CONTENTS--------------------------------------------------------------------------------------------------------- 1 FOREWORD TO 3ND EDITION ----------------------------------------------------------------------------------------------- 1 SIGNATURE CARD ---------------------------------------------------------------------------------------------------------- 1 REVISION SHEET ---------------------------------------------------------------------------------------------------------- 1 MANAGEMENT REVIEW ------------------------------------------------------------------------------------------------------ 1

SECTION 1.0 OBJECTIVES AND POLICIES ----------------------------------------------------------------------------- 1

1.1 INTRODUCTION TO QUALITY ASSURANCE IN SHIP MANAGEMENT--------------------- 2 1.2 HEALTH & SAFETY ---------------------------------------------------------------------------------------- 3

1.3 CONSERVATION & PROTECTION OF THE ENVIRONMENT --------------------------------- 4 1.4 DRUG & ALCOHOL POLICY ---------------------------------------------------------------------------- 4 1.5 MINIMISING PROCESS LOSS AND IMPROVEMENT OF LOSS CONTROL --------------- 5 1.6 MANDATORY REGULATIONS & LAWS ------------------------------------------------------------- 5

SECTION 2 OVERVIEW OF DOCUMENTS -------------------------------------------------------------------------- 1 2.1 OVERVIEW OF SHIP AND OFFICE DOCUMENTS ----------------------------------------------- 1 2.2 TERMS OF REFERENCE -------------------------------------------------------------------------------- 1 2.3 APPROVAL, ISSUANCE, REVISIONS AND AMENDEMENTS --------------------------------- 1 2.4 DOCUMENT RETENTION PERIOD ------------------------------------------------------------------- 1 2.5 BASIS FOR WALLEM SEP/ ISM/ SMS SYSTEMS & DOCUMENTATION ------------------- 2 2.6 SHIPBOARD DOCUMENT CONTROL AND DISTRIBUTION ----------------------------------- 3 2.7 COMPANY STATIONERY -------------------------------------------------------------------------------- 6 2.8 FILING SYSTEM -------------------------------------------------------------------------------------------- 6 2.9 DOCUMENTATION SYSTEM --------------------------------------------------------------------------- 7 2.9.1 MASTER'S FILING SYSTEM ---------------------------------------------------------------------------- 7 2.9.2 CHIEF ENGINEER'S FILING SYSTEM ---------------------------------------------------------------- 9

SECTION 3 ADMINISTRATION ----------------------------------------------------------------------------------------- 1 3.1 DEFINITIONS ------------------------------------------------------------------------------------------------ 1

SECTION 4 ---------------------------------------------------------------------------------------------------------- 1

4.1 ORGANISATION -------------------------------------------------------------------------------------------- 1

4.2 DESCRIPTION OF OFFICE AND SHIP PERSONNEL RESPONSIBILITIES AS APPLICABLE ------------------------------------------------------------------------------------------------- 2

4.3. SHIPS ORGANIZATION – STANDARD MANNING ------------------------------------------------ 7

4.3.1 SHIPS ORGANIZATION - FOR JOB DESCRIPTIONS -------------------------------------------- 8

4.4 MASTER DELEGATION OF MANAGEMENT OF SAFETY AND ENVIRONMENTAL PROTECTION ----------------------------------------------------------------------------------------------- 9

4.5 JOB DESCRIPTIONS /RESPONSIBILITIES/DUTIES ------------------------------------------- 10

4.5.1 JOB TITLE MASTER ---------------------------------------------------------------------------------- 10

4.5.2. INTERRELATIONS (SHIP / SHORE) I.E. MASTER WITH OTHERS ------------------------ 13

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4.5.2. INTERRELATIONS (SHIP / SHORE) – MASTER WITH OTHERS, EXPLANATION OF

MATRIX ----------------------------------------------------------------------------------------------------- 14

4.5.2.1 COMMERCIAL OPERATIONS & CHARTER PARTY -------------------------------------------- 14

4.5.2.2 POLLUTION, ACCIDENT, MAJOR EMERGENCIES -------------------------------------------- 14

4.5.2.3 COMMUNICATION – SHIPBOARD OIL POLLUTION EMERGENCY PLAN (SOPEP)/ VESSEL RESPONSE PLAN (VRP/ NTVRP) ------------------------------------------------------- 14

4.5.2.4 COMMUNICATION - MAJOR CASUALTY CONTINGENCY MANUAL (MCCM)---------- 14

4.5.2.5 P & I CLUB LOCAL CORRESPONDENT ----------------------------------------------------------- 14

4.5.2.6 CERTIFICATES & SURVEYS-------------------------------------------------------------------------- 15

4.5.2.7 COMMUNICATIONS AND CORRESPONDENCE WITH WSM OFFICE ------------------- 15

4.5.2.8 SHIP CHANDLERS & SERVICE ENGINEER ------------------------------------------------------ 16

4.5.2.9 DEALING WITH THE MEDIA -------------------------------------------------------------------------- 16

4.5.2.10 SECURITY ------------------------------------------------------------------------------------------------- 16

4.5.2.11 PERSON IN CHARGE OF MEDICAL CARE ------------------------------------------------------ 16

4.5.3 JOB TITLE CHIEF OFFICER ALSO KNOWN AS ------------------------------------------------ 17

4.5.4 JOB TITLE JUNIOR CHIEF OFFICER -------------------------------------------------------------- 20

4.5.5 JOB TITLE 2ND OFFICER / 2ND MATE / NAVIGATING OFFICER ------------------------ 21

4.5.6 JOB TITLE ADDITIONAL 2ND OFFICER ---------------------------------------------------------- 23

4.5.7 JOB TITLE THIRD OFFICER / 3RD MATE -------------------------------------------------------- 25

4.5.8 JOB TITLE ADDITIONAL THIRD OFFICER/ ADDITIONAL 3RD MATE OR JUNIOR WATCHKEEPING OFFICER --------------------------------------------------------------------------- 27

4.5.9 JOB TITLE DECK CADET OR JUNIOR OFFICER ----------------------------------------------- 29

4.5.9.1. JOB TITLE SHIPS CLERK ---------------------------------------------------------------------------- 30

4.5.10 JOB TITLE CHIEF ENGINEER ----------------------------------------------------------------------- 31

4.5.11 JOB TITLE 2ND ENGINEER, ------------------------------------------------------------------------- 34

4.5.12 JOB TITLE 3RD ENGINEER -------------------------------------------------------------------------- 36

4.5.13 JOB TITLE 4TH ENGINEER -------------------------------------------------------------------------- 38

4.5.14 JOB TITLE ADDITIONAL 4TH ENGINEER OR JUNIOR WATCHKEEPING ENGINEER -------------------------------------------------------------------------------------------------------- 39

4.5.15 JOB TITLE ENGINEERING CADET OR 5TH ENGINEER OR JUNIOR ENGINEER ---- 40

4.5.16 JOB TITLE ELECTRICAL OFFICER ---------------------------------------------------------------- 41

4.5.17 JOB TITLE REEFER/ELECTRICAL ENGINEER ------------------------------------------------ 42

4.5.18 JOB TITLE ELECTRO TECHNICAL OFFICER (ETO) ------------------------------------------- 44

4.5.19 JOB TITLE PUMPMAN (6EP) ------------------------------------------------------------------------- 46

4.5.20 JOB TITLE FITTER OR MECHANIC (6EF) -------------------------------------------------------- 47

4.5.21 JOB TITLE RIDING FITTER --------------------------------------------------------------------------- 48

4.5.22 JOB TITLE BOATSWAIN (BOSUN), OR CPO ---------------------------------------------------- 49

4.5.23 JOB TITLE ABLE & ORDINARY SEAMAN (OR GP1 & GP2) -------------------------------- 50

4.5.24 JOB TITLE TRAINEE SEAMAN OR DECK BOY ------------------------------------------------ 51

4.5.25 JOB TITLE OILER/FIREMAN/MOTORMAN OR GP1 ------------------------------------------- 52

4.5.26 JOB TITLE WIPER OR GP2 -------------------------------------------------------------------------- 53

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4.5.27 JOB TITLE CHIEF COOK (PCO) -------------------------------------------------------------------- 54

4.5.28 JOB TITLE 2ND COOK (OR CREW COOK) ------------------------------------------------------ 55

4.5.29 JOB TITLE MESSMAN --------------------------------------------------------------------------------- 56

4.5.30 JOB TITLE MESS BOY --------------------------------------------------------------------------------- 57

4.6 CHANGING OF MASTER, OFFICER, CREW AND FAMILIARISATION -------------------- 58

4.6.1 SENIOR OFFICERS ------------------------------------------------------------------------------------- 58

4.6.2 FAMILIARISATION OF EMERGENCY EQUIPMENT FOR NEWLY JOINED PERSONNEL. ---------------------------------------------------------------------------------------------- 58

4.6.3 FAMILIARISATION BOOKLET FOR SAFETY AND SHIPBOARD FAMILIARISATION ( RANK SPECIFIC) --------------------------------------------------------------------------------------- 58

4.6.4 RECORD OF SAFETY FAMILIARISATION, SHIPBOARD TRAINING AND SHIPBOARD FAMILIARISATION --------------------------------------------------------------------------------------- 59

SECTION 5 REVIEW AND VERIFICATION -------------------------------------------------------------------------- 1 5.1 SEP MEETINGS -------------------------------------------------------------------------------------------- 1

5.1.1 RESPONSIBILITY ------------------------------------------------------------------------------------------ 1

5.1.2 SAFETY & ENVIRONMENT PROTECTION COMMITTEE MEETING ------------------------ 1

5.1.3 MANAGEMENT MEETINGS ----------------------------------------------------------------------------- 1

5.2 CONDUCT OF SAFETY & ENVIRONMENT PROTECTION COMMITTEE MEETING ---- 2

5.3 OFFICE FEEDBACK TO MINUTES OF SAFETY & ENVIRONMENT PROTECTION COMMITTEE MEETING ---------------------------------------------------------------------------------- 3

5.4 MASTER’S REVIEW --------------------------------------------------------------------------------------- 3

5.5 MASTER’S, CHIEF ENGINEER & CHIEF OFFICER’S INSPECTIONS ----------------------- 4

5.6 INSPECTIONS AND AUDITS ---------------------------------------------------------------------------- 5

5.6.1 VESSEL INSPECTIONS ---------------------------------------------------------------------------------- 5

5.6.2 INTERNAL ISM AUDIT ----------------------------------------------------------------------------------- 5

5.6.3 TRAINING VISITS ------------------------------------------------------------------------------------------ 5

5.6.4 OWNERS AND CHARTERERS INSPECTIONS ---------------------------------------------------- 6

5.6.5 EXTERNAL AUDITS BY CLASS FOR ISM/SMC AND ISO 9001, ISO 14001, OHSAS 18001 ---------------------------------------------------------------------------------------------------------- 6

5.6.6 CLOSING OF AUDIT FINDINGS. ----------------------------------------------------------------------- 7

5.7 ISPS AUDITS ------------------------------------------------------------------------------------------------ 7

5.7.1 INTERNAL ISPS AUDIT ---------------------------------------------------------------------------------- 7

5.7.2 EXTERNAL ISPS AUDIT BY ADMINISTRATION / RSO ----------------------------------------- 7

5.7.3 PORT STATE CONTROL INSPECTIONS – Requirements for Hong Kong flag ships: ---- 7

5.8 INCIDENT/ACCIDENT REPORTING, FEEDBACK AND PREVENTIVE ACTION ---------- 7

5.9 ACCIDENT / INCIDENT INVESTIGATION --------------------------------------------------------- 10

5.9.1 INVESTIGATION REQUIREMENTS ----------------------------------------------------------------- 10

5.9.2 TABLE OF CATEGORY OF ACCIDENT ------------------------------------------------------------ 11

5.10 SYSTEM REVIEW ELEMENTS FOR PROCESS IMPROVEMENT -------------------------- 12

5.11 RISK ASSESSMENT ------------------------------------------------------------------------------------- 13

5.12 SHIP/ MANAGEMENT REVIEW FLOW DIAGRAM --------------------------------------------- 14

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SECTION 6 MANDATORY REGULATION AND CLASS CERTIFICATES ------------------------------------------ 1

6.1 NATIONAL LEGISLATION-------------------------------------------------------------------------------- 1

6.2 ANNUAL INSPECTIONS, MANDATORY REPORTING OF INCIDENTS / ACCIDENTS ACCORDING TO FLAG STATE ADMINISTRATION REQUIREMENTS: --------------------- 1

6.3 OFFICIAL LOG BOOKS ----------------------------------------------------------------------------------- 1

6.4 RENEWAL OF SHIPS CERTIFICATES --------------------------------------------------------------- 1

6.5 HULL & MACHINERY SURVEYS ----------------------------------------------------------------------- 1

6.6 USCG ---------------------------------------------------------------------------------------------------------- 2

6.7 GENERAL LETTERS -------------------------------------------------------------------------------------- 2

6.8 INSPECTION OF SHIPBOARD MEDICINE CHEST ----------------------------------------------- 2

6.9 MEDICAL CARE -------------------------------------------------------------------------------------------- 2

SECTION 7 PERSONNEL ------------------------------------------------------------------------------------------------ 1 7.0 FPD POLICIES, AIMS & OBJECTIVES --------------------------------------------------------------- 1

7.1 OBJECTIVE -------------------------------------------------------------------------------------------------- 1

7.2 BUSINESS PRACTICES/ETHICS ---------------------------------------------------------------------- 2

7.3 COMMISSIONS PAID TO FPD STAFF OR STAFF OF OUR APPOINTED MANNING AGENCIES --------------------------------------------------------------------------------------------------- 3

7.4 GLOSSARY OF TERMS USED ------------------------------------------------------------------------- 3

7.5 CONTINUAL IMPROVEMENT --------------------------------------------------------------------------- 3

7.6 MANNING LEVELS (MLC 2006 – REG 2.7) ---------------------------------------------------------- 4

7.7 COMPETENCE & QUALIFICATIONS (MLC 2006 – REG 1.3) ---------------------------------- 4

7.8 EXPERIENCE ------------------------------------------------------------------------------------------------ 4

7.9 SEAFARER TRAINING (MLC 2006 – REG 2.8) ----------------------------------------------------- 6

7.10 CADET TRAINING/LIFE ONBOARD ------------------------------------------------------------------- 6

7.11 ENGLISH LANGUAGE ------------------------------------------------------------------------------------ 7

7.12 BIAS – NATIONALITY, GENDER OR AGE----------------------------------------------------------- 7

7.13 FITNESS FOR DUTY - WORK/REST HOURS (MLC 2006 – REG 2.3) ----------------------- 8

7.14 HEALTH - BODY MASS INDEX (BMI) & PRE-EMPLOYMENT MEDICAL APPROVALS -- -------------------------------------------------------------------------------------------------------- 10

7.15 DISCIPLINARY ACTION/DISMISSAL ONBOARD SHIPS -------------------------------------- 11

7.16 CHECKING OF JOINING CREW’S DOCUMENTATION --------------------------------------- 15

7.17 FLAG STATE DOCUMENTATION ------------------------------------------------------------------- 15

7.18 SEAFARER’S EMPLOYMENT AGREEMENTS (MLC 2006 – REG 2.1) -------------------- 16

7.19 SEAFARER’S MEDICAL CERTIFICATES (MLC 2006 – REG 1.2) --------------------------- 16

7.20 PAYMENT OF WAGES (MLC 2006 – REG 2.2) -------------------------------------------------- 17

7.21 CASH TO MASTER (CTM) ----------------------------------------------------------------------------- 17

7.22 ONBOARD ACCOUNTING ----------------------------------------------------------------------------- 18

7.23 BONUS PAYMENTS/SPECIAL WORK ALLOWANCES ---------------------------------------- 19

7.24 CHIEF STEWARD ALLOWANCE -------------------------------------------------------------------- 19

7.25 APPRAISAL REPORTING ------------------------------------------------------------------------------ 20

7.26 PROMOTION (MLC 2006 – REG 2.8) --------------------------------------------------------------- 22



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7.27 RELIEF PLANNING -------------------------------------------------------------------------------------- 23

7.28 HANDOVER PERIOD & HANDOVER NOTES ---------------------------------------------------- 24

7.29 REPATRIATION (MLC 2006, REGULATION 2.5) & ENTITLEMENT TO LEAVE INCLUDING SHORE LEAVE (MLC 2006, REGULATION 2.4) -------------------------------- 25

7.30 TRAVEL, TRAVEL ADVANCE & LOST BAGGAGE ---------------------------------------------- 26

7.31 EXPENSES WHEN ACCOMMODATED IN A HOTEL ------------------------------------------- 27

7.32 FAMILY CARRIAGE -------------------------------------------------------------------------------------- 28

7.33 VISITORS --------------------------------------------------------------------------------------------------- 29

7.34 FIREARMS & PETS -------------------------------------------------------------------------------------- 29

7.35 UNIFORM/WORKING GEAR (PERSONAL PROTECTIVE EQUIPMENT - PPE) -------- 29

7.36 CREW WELFARE ONBOARD ------------------------------------------------------------------------ 30

7.37 CREW MAIL ------------------------------------------------------------------------------------------------ 30

7.38 ONBOARD MESS COMMITTEE (FOOD & CATERING - MLC 2006 – REG 3.2) -------- 31

7.39 VISITS TO DOCTOR------------------------------------------------------------------------------------- 32

7.40 MEDICAL REPATRIATION (P&I) CASES, DEATH ONBOARD OR PERSONS MISSING AT SEA, PRESUMED DEAD --------------------------------------------------------------------------- 33

7.41 DESERTION ----------------------------------------------------------------------------------------------- 34

7.42 PROHIBITED ITEMS ------------------------------------------------------------------------------------- 35

7.43 TRADING --------------------------------------------------------------------------------------------------- 35

7.44 THEFT OF COMPANY OR SHIP’S PROPERTY -------------------------------------------------- 35

7.45 CUSTOM’S REGULATIONS --------------------------------------------------------------------------- 35

7.46 ALTERATIONS TO SHIPBOARD FIXTURES & FITTINGS ------------------------------------ 35

7.47 LOSS OF PERSONAL EFFECTS (MLC 2006 – REG 2.6) ------------------------------------- 36

7.48 ITF VISITS -------------------------------------------------------------------------------------------------- 36

7.49 ONBOARD COMPLAINT PROCEDURE (MLC 2006, REGULATION 5.1.5) --------------- 37

7.50 TRAVEL & PERSONAL EFFECTS ------------------------------------------------------------------- 41

7.51 FAMILY VISITS -------------------------------------------------------------------------------------------- 41

7.52 MONTHLY DOCUMENTATION STATUS REPORT - ------------------------------------------- 41

7.53 GENERAL LETTERS ------------------------------------------------------------------------------------ 42

7.54 CONTACT DETAILS OF COMPETENT AUTORITIES - ---------------------------------------- 42

SECTION 8 TRAINING ---------------------------------------------------------------------------------------------------- 1 8.1 OVERVIEW OF WALLEM TRAINING AND EVALUATION SYSTEM ------------------------- 1

8.2 SHIP STAFF TRAINING – SELF HELP --------------------------------------------------------------- 2

8.3 ON - THE - JOB - TRAINING ---------------------------------------------------------------------------- 2

8.4 ON BOARD SAFETY TRAINING ----------------------------------------------------------------------- 2

8.5 OIL SPILL PREVENTION AND CONTAINMENT TRAINING ------------------------------------ 3

8.6 WALLEM FLEET OFFICER MEETING (WFOM) AND TRAINING SESSIONS ------------- 3

8.7 NEW ENTRANTS ------------------------------------------------------------------------------------------- 3

8.8 SPECIALIST COURSES ---------------------------------------------------------------------------------- 3

8.9 OFFICE STAFF TRAINING ------------------------------------------------------------------------------ 4

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8.10 WALLEM MARITIME TRAINING CENTRE (WMTC) ---------------------------------------------- 4

SECTION 9 OPERATIONAL PROCEDURES - GENERAL ------------------------------------------------------- 1 9.1 POLICY BASED OPERATING PROCEDURES ----------------------------------------------------- 1

9.2 SAFETY PROCEDURES REFER TO COMPANY SAFETY MANUAL. ----------------------- 1

9.3 BRIDGE PROCEDURES REFER TO BRIDGE PROCEDURES MANUAL. ---------------- 1

9.4 SHIP SPECIFIC OPERATIONAL PROCEDURE - REFER TO THE SHIP TYPE SPECIFIC OPERATION MANUAL. --------------------------------------------------------------------- 1

9.5 SECURITY PROCEDURE REFER TO SHIP SECURITY PLAN ------------------------------ 1

9.6 NOISE --------------------------------------------------------------------------------------------------------- 2

9.7 Vibration ------------------------------------------------------------------------------------------------------- 3

9.8 HIGH AND LOW TEMPERATURE CONDITIONS -------------------------------------------------- 4

9.9 EXPOSURE TO SMOKE ---------------------------------------------------------------------------------- 5

9.10 HANDLING CHEMICALS --------------------------------------------------------------------------------- 6

SECTION 10 DECK PROCEDURES ------------------------------------------------------------------------------------- 1 10.0 DECK PROCEDURES ------------------------------------------------------------------------------------- 1

10.1 SUB CONTRACTORS AND OTHER SHORE PERSONNEL ------------------------------------ 1

10.2 EMERGENCY PROCEDURES -------------------------------------------------------------------------- 1

10.3 MUSTERS, EMERGENCY EXERCISES AND BOAT STATIONS ------------------------------ 1

10.4 EMERGENCY MUSTER BILL --------------------------------------------------------------------------- 2

10.5 EMERGENCY SIGNALS ---------------------------------------------------------------------------------- 2

10.6 FIRE PREVENTION ---------------------------------------------------------------------------------------- 2

10.7 FIRE PRECAUTIONS IN PORT ------------------------------------------------------------------------- 3

10.8 SMOKING ----------------------------------------------------------------------------------------------------- 3

10.9 CO2 / HALON FIRE EXTINGUISHING INSTALLATIONS ---------------------------------------- 3

10.10 BREATHING APPARATUS ------------------------------------------------------------------------------- 4

10.11 FIRE DETECTION SYSTEMS --------------------------------------------------------------------------- 4

10.12 MAINTENANCE OF SAFETY & LIFESAVING EQUIPMENT ------------------------------------ 4

10.13 LIFEBOATS AND LIFE-RAFTS ------------------------------------------------------------------------- 4

10.13.1 FREE FALL LIFEBOATS ---------------------------------------------------------------------------------- 5

10.13.2 LAUNCHING OF LIFEBOATS --------------------------------------------------------------------------- 5

10.14 SECURITY - UNAUTHORISED ENTRY -------------------------------------------------------------- 6

10.15 PROTECTIVE CLOTHING AND EQUIPMENT ------------------------------------------------------ 6

10.16 LIGHTING ----------------------------------------------------------------------------------------------------- 6

10.17 GUARD RAILS AROUND OPENINGS ---------------------------------------------------------------- 6

10.18 MEANS OF ACCESS -------------------------------------------------------------------------------------- 6

10.19 ENTRY INTO ENCLOSED SPACES ------------------------------------------------------------------- 6

10.20 HOT WORK -------------------------------------------------------------------------------------------------- 6

10.21 GREASING & LUBRICATION ROUTINES ----------------------------------------------------------- 7

10.22 DEPARTURE/ARRIVAL AND SAFETY CHECK LISTS ------------------------------------------- 7

10.23 SAFETY & POLLUTION EXERCISES ----------------------------------------------------------------- 7



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10.24 CHECK LIST FOR VARIOUS EMERGENCIES ----------------------------------------------------- 7

SECTION 11 ENGINE ROOM PROCEDURES------------------------------------------------------------------------ 1 11.1 GENERAL RESPONSIBILITIES ------------------------------------------------------------------------- 1

11.2 CHIEF ENGINEER'S STANDING ORDERS --------------------------------------------------------- 1

11.3 RELIEVING WATCHKEEPING ENGINEERS -------------------------------------------------------- 1

11.4 ENGINE ROOM LOG BOOK ----------------------------------------------------------------------------- 2

11.5 ENGINE ROOM BILGES ---------------------------------------------------------------------------------- 2

11.5.1 OILY WATER SEPERATOR(OWS) -------------------------------------------------------------------- 2

11.6 MAIN MACHINERY ----------------------------------------------------------------------------------------- 3

11.7 HIGH PRESSURE FUEL PIPES ------------------------------------------------------------------------ 3

11.8 BOILERS ------------------------------------------------------------------------------------------------------ 3

11.9 UNATTENDED MACHINERY SPACES (UMS) ------------------------------------------------------ 3

11.10 MAIN ENGINE DEFECTS -------------------------------------------------------------------------------- 3

11.11 OVERHAULING MACHINERY --------------------------------------------------------------------------- 4

11.12 STANDBY PROCEDURES ------------------------------------------------------------------------------- 4

11.13 AIR POLLUTION -------------------------------------------------------------------------------------------- 4

11.14 SEWAGE ----------------------------------------------------------------------------------------------------- 4

11.15 SEALS ON OWS DISCHARGE PIPE & BILGE VALVES ---------------------------------------- 4

11.16 MANNING OF THE ENGINE ROOM ------------------------------------------------------------------ 5

11.17 ENGINE ROOM LEVELS --------------------------------------------------------------------------------- 5

11.18 CONTROL OF ALL PORTABLE PIPES --------------------------------------------------------------- 6

11.19 HAZARDS OF COMMON COOLING SYSTEMS --------------------------------------------------- 6

SECTION 12 CARGO OPERATION PROCEDURES ---------------------------------------------------------------- 1 12.1 GENERAL----------------------------------------------------------------------------------------------------- 1

12.2 CARE FOR CARGO ---------------------------------------------------------------------------------------- 1

12.3 SUPERVISION WHEN WORKING CARGO & SHIPKEEPING IN PORT --------------------- 1

12.4 CHARTER PARTIES --------------------------------------------------------------------------------------- 1

12.5 CARGO DOCUMENTATION ----------------------------------------------------------------------------- 1

12.6 DELIVERY/RE-DELIVERY SURVEY REPORTS --------------------------------------------------- 1

12.7 BILLS OF LADING ------------------------------------------------------------------------------------------ 2

12.8 MATE'S RECEIPTS ---------------------------------------------------------------------------------------- 2

12.9 CLEAN BILLS OF LADING ------------------------------------------------------------------------------- 2

12.10 CARGO PLANS AND STABILITY ----------------------------------------------------------------------- 3

12.11 ADVICE OF DEAD-WEIGHT AND SPACE AVAILABLE ------------------------------------------ 3

12.12 INSPECTIONS OF BILGES AND HOLD PIPING --------------------------------------------------- 3

12.13 DISTRIBUTION OF CARGO ----------------------------------------------------------------------------- 3

12.14 SLACK HOLDS ---------------------------------------------------------------------------------------------- 3

12.15 VENTILATION ----------------------------------------------------------------------------------------------- 3

12.16 NAKED LIGHTS AND SMOKING IN HOLDS -------------------------------------------------------- 4

12.17 HOLD ACCESSES------------------------------------------------------------------------------------------ 4

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12.18 MAST RIGGING AND CARGO GEAR ----------------------------------------------------------------- 4

12.19 DAMAGE CAUSED DURING CARGO OPERATIONS -------------------------------------------- 4

12.20 DAMAGE TO OR SHORTAGE OF CARGO --------------------------------------------------------- 5

12.21 USE OF INERT GAS - TANKERS ---------------------------------------------------------------------- 5

12.22 EMERGENCY INTERNAL TRANSFER OF CARGO ----------------------------------------------- 5

12.23 GUIDANCE MANUALS ------------------------------------------------------------------------------------ 6

12.24 WEATHER MONITORING IN PORT. ------------------------------------------------------------------ 6

SECTION 13 COMPANY POLICY ON DRUGS & ALCOHOL ------------------------------------------------------ 1 13.1 COMPANY POLICY ---------------------------------------------------------------------------------------- 1

13.2 BASIC GUIDELINES ON CONSUMTION OF ALCOHOL ----------------------------------------- 1

13.3 GUIDELINES GOVERNING THE SALE & CONSUMPTION OF ALCOHOL ONBOARD WSM MANAGED VESSELS ---------------------------------------------------------------------------- 2

13.4 GENERAL RULES AND LIMITATIONS ON PURCHASE / POSSESSION OF ALCOHOL ---------------------------------------------------------------------------------------------------------- 2

13.5 CONTROL & MONITORING PROCEDURES ------------------------------------------------------- 3

13.6 EQUIPMENT ------------------------------------------------------------------------------------------------- 3

13.7 ACCIDENT CATEGORY ---------------------------------------------------------------------------------- 4

13.8 PREVENTION OF DRUG TRAFFICKING ------------------------------------------------------------ 4

13.9 DISCOVERY OF DRUGS ONBOARD ----------------------------------------------------------------- 4

13.10 REFERENCE OCIMF – GUIDELINES FOR THE CONTROL OF DRUGS AND ALCOHOL ONBOARD SHIP ----------------------------------------------------------------------------- 4

SECTION 14 MAINTENANCE SYSTEM ---------------------------------------------------------------------------------------- 1

14.1 PLANNED MAINTENANCE SYSTEM ----------------------------------------------------------------- 1

14.2 SMMS PLANNED MAINTENANCE SYSTEM -------------------------------------------------------- 1

14.3 PLANNED MAINTENANCE OF SAFETY, LIFE SAVING & FIRE FIGHTING EQUIPMENT ------------------------------------------------------------------------------------------------- 1

14.3.1 PLANNED MAINTENANCE OF SAFETY, FIREFIGHTING, & LIFESAVING EQUIPMENT DELEGATION OF DUTIES. ------------------------------------------------------------------------------ 2

14.4 ACCESS TO THE OFFICE NETWORK --------------------------------------------------------------- 5

14.5 MAINTENANCE SYSTEM -------------------------------------------------------------------------------- 5

14.6 HULL & SPECIAL SURVEY ------------------------------------------------------------------------------ 5

14.7 ENHANCED SURVEYS ----------------------------------------------------------------------------------- 5

14.7.2 SURVEY REQUIREMENTS ------------------------------------------------------------------------------ 5

14.8 CSM ---------------------------------------------------------------------------------------------------------- 6

14.9 REPORTING OF CLASS CONDITIONS, RECOMMENDATIONS, OVERDUE CSM ITEMS ETC. -------------------------------------------------------------------------------------------------- 6

14.10 HYDRAULIC PLANNED MAINTENANCE ------------------------------------------------------------ 6

14.11 LUBOIL SAMPLES ----------------------------------------------------------------------------------------- 7

14.11.1 ANALYSIS FREQUENCY -------------------------------------------------------------------------------- 7

14.11.3 STERN TUBE LUB-OIL SYSTEM ---------------------------------------------------------------------- 7

14.12 DRY-DOCK & REPAIRS PROCEDURE -------------------------------------------------------------- 7

14.13 CRITICAL SPARE PARTS AND CONSUMABLE ITEMS ---------------------------------------- 9

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14.14 MEASURING AND TEST EQUIPMENT ------------------------------------------------------------- 10

14.14.1 ATMOSPHERIC SAMPLING EQUIPMENT -------------------------------------------------------- 10

14.14.2 GUIDELINES FOR IDENTIFYING MEASURING & TEST EQUIPMENT WHICH REQUIRES PERIODIC CALIBRATION ------------------------------------------------------------- 11

14.14.3 EXAMPLES OF EQUIPMENT IDENTIFIED FOR PERIODIC CALIBRATION PROCEDURES -------------------------------------------------------------------------------------------- 12

14.14.4 CONDITION MONITORING (SAFETY DEVICES MONITORING) --------------------------- 13

14.14.5 TESTING EQUIPMENT ASHORE ------------------------------------------------------------------- 13

14.15 RISK ASSESSEMNT FORMS IN SMMS ----------------------------------------------------------- 13

14.16 RISK ASSESSEMNT FORMS FOR SHIPS WITH OTHER PMS SYSTEMS ( NON – SMMS ) ------------------------------------------------------------------------------------------------------ 13

SECTION 15 PURCHASING ----------------------------------------------------------------------------------------------- 1 15.1 GENERAL ---------------------------------------------------------------------------------------------------- 1

15.2 WALLEM – REQUISITION SYSTEM ------------------------------------------------------------------ 1

15.3 SPARE PARTS/CONSUMABLE STORE------------------------------------------------------------- 2

15.4 PRE-DELIVERY STORE/SPARES/REPAIRS ------------------------------------------------------- 2

15.5 GUARANTEE CLAIMS ------------------------------------------------------------------------------------ 2

15.6 OLD USABLE SPARES ---------------------------------------------------------------------------------- 2

15.7 REQUISITIONING & PURCHASING PROCESS FLOW CHART ------------------------------ 3

SECTION 16 OCCUPATIONAL HEALTH & SAFETY MANAGEMENT SYSTEM ---------------------------- 1 16.1 SAFETY POLICY ------------------------------------------------------------------------------------------- 1

16.2 STCW TRAINING COURSES -------------------------------------------------------------------------- 1

16.3 HEALTH AND SAFETY ORGANISATION ----------------------------------------------------------- 1

16.4 OPERATING PROCEDURES AND INSTRUCTION ----------------------------------------------- 1

16.5 PERSONNEL PROTECTION EQUIPMENT --------------------------------------------------------- 2

16.6 MEDICAL EXAMINATION ------------------------------------------------------------------------------- 2

16.7 AIDS & HEPATITIS B ------------------------------------------------------------------------------------- 2

16.8 EMPLOYMENT HEALTH RECORDS --------------------------------------------------------------- 2

16.9 ON BOARD HYGIENE ------------------------------------------------------------------------------------ 3

16.10 CATERING -------------------------------------------------------------------------------------------------- 3

16.11 ON BOARD MEDICAL TREATMENT AND CONTROL OF MEDICINE ---------------------- 3



FOREWORD

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Prepared by Issue Date Revised by 3rd Edition Rev.No. / Date Approved by

: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : May 2014 : Managing Director

FOREWORD TO 3ND EDITION WALLEM’s initial SEP Audit for SEP was carried out in February 1992.At that time we had Manuals such as Company Regulations, Instructions to Masters and Chief Engineers, Circulars., etc. but not the Shipboard Management Manual. The Shipboard Management Manual Part I&II were issued on 31-3-93 (1st Edition); superseding the mentioned Regulations and Instruction Manuals, and eventually having 9 revisions. This became the 2nd Edition of SBM Part I. Further revisions will be indicated on the right side of the header. Amendments to pages indicated by (!) alongside. The SBM Part II has been made into another file which along with the new Part III would make a presentable set of Manuals. The Part II now includes the contents of the previous Circulars relevant to the SEP. Circulars relevant to Crewing and Personnel have been shifted to “ General Letters” section in SMS Documentation DVD Qtr …. & Safety / Insurance. As both SBM Parts I and II have considerable revisions they should both be read again. The 3rd Edition of SBM Parts I&II were issued on 31-1-2006. WALLEM all manuals’ sections page headers amended to job titles only, not individuals name. SBM I & II Amendments: SIRIS incident report system replaced SAFIR system. AMOS-D was replaced by SMMS. All new insertion will be highlighted (!!). Recent revision & amendment will be highlighted (!). SHIPBOARD MANAGEMENT MANUAL This book is the property of WALLEM SHIPMANAGEMENT LTD, HONG KONG (WSM). Its contents are confidential and are not to be communicated or shown to persons outside the Company's employ. DISTRIBUTION: - PART I 1 Copies per ship + 2 CDs PART II 1 Copies per ship + 2 CDs

PART III No more SBM III (checklist transferred to ship type specific operation manual “Appendices)

The Master will hold one copy as controlled copy, i.e the revision sheet is to be signed by Master.

2CDs - 1 for Chief Engineer & 1 for Chief Officer. The Chief Officer is responsible for maintaining the soft copy onboard computers for crew members perusal. IMPORTANT NOTE: -

Part I & II are standard for all vessels

RECENT REVISIONS ADVISED BY LETTER. COPY IS AVAILABLE WITH MASTER

(!) Recent revision / Recent amendment (!!) New insertion

New Revisions in Blue Font (e-Manual only)



SIGNATURE CARD

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SIGNATURE CARD

(Master's Copy Only) All Officers joining the ship must indicate that they have read and understood the contents of this manual by, signing below.

DATE

NAME & RANK

SIGNATURE

DATE

NAME & RANK

SIGNATURE



SIGNATURE CARD

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SIGNATURE CARD (Master's Copy Only) All Officers joining the ship must indicate that they have read and understood the contents of this manual by signing below.

DATE

NAME & RANK

SIGNATURE

DATE

NAME & RANK

SIGNATURE



REVISION SHEET

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REVISION SHEET

When it becomes necessary to revise contents of this manual, the issue of a new page(s) in the relevant section will be made. Amendments will be highlighted by (!) ; New Insertion will be highlighted (!!). These revised pages will bear a revision number and date and will be listed on this page which will be new every time there is an amendment. Master/Chief Engineer is to initial below after insertion into the controlled copy held by them.

REVISED PAGES(S) MASTER/ CHIEF ENGINEER

REVISED PAGES(S)

MASTER/ CHIEF ENGINEER

NO DATE INITIALS NO DATE INITIALS Complete SBM Parts I&II Revised and Edition No.3 Is the successor.

Jan 06

Section 8 : Page 1,2,3,4 Section 9 : Page 1 Section 10 : Page 5 Section 11 : Page 2,3,4 Section 14 : Page 4, 7

Jan 10

Table of contents Revision sheet Section 1: Page 4, 5 Section 2: Page 1, 2, 3, 5, 7, Section 3: Page 1,2, 3 Section 4: Page 1, 2, 3, 4, 5, 7 ,8, 9, 11,13, 16, 17, 18, 19, 21, 22, 23, 25, 26, 28, 29, 31, 33, 36, 37, 58, 59 Section 5 : Page 1, 2, 11, 12, 13, 14, 15, 16 Section 7 : Page 6 Section 8 : Page 1,2, 3, 4 Section 9 : Page 1 Section 10 : Page 1, 2, 5, 6, 7 Section 11: Page 2, 4 Section 12 : Page 1, 2 Section 13 : Page 1, 2 Section 14 : Page 1, 4, 12 Section 15 : Page 1 Section 16: Page 1, 3

Aug 06

Table of contents : Pg. 1-8 Contents : Pg. 12 & 13 Section 4 : Pg. 1, 6-9, 16, 19, 22 & 23 Section 5 : Pg. 11,13,15-17 Section 8 : Pg. 4 Section 14 : Pg. 9 & 10

Jun 10

Changed wording from “SBM III” or “General Letters” to “ship type specific operation” or “SMS Documentation DVD” as applicable.

Jan 11

Contents : All Section 2: Pg. 7 Section 3: Pg. 3-5 Section 4: Pg. 1, 12 Section 5: All Section 7: All

Mar 11

Section 4: Pg 1 May 11 Section 4 : Pg 1 Oct 11

Section 4 : Page 1 Jan 07

Content : 1-9,13 & 14 Section 1: Pg 5 Section 3: Pg 3 Section 4: Pg1,4,13-14, 21 & 58 Section 5: Pg 3, 4 & 6 Section 8: Pg 4 Section 9: Pg 1 Section 10: Pg1 & 5 Section 11: Pg2 & 6 Section 12: Pg 1-2, 4-5 Section 14: Pg 2-3,5-6 & 10

Jan 12

Table of contents : Page 1-8 Contents : Page 9 Revision sheet Management Review Section 2: Page 1-8 Section 4: Page 1, 3, 4, 5, 6, 7 ,8, 9, 11,13, 15, 16, 17, 18, 22, 31, 32, 33, 34, 41, 49, 59 Section 5 : Page 1, 2, 11, 12, 15, 16 Section 6 : Page 1 Section 7 : Page 2 Section 8 : Page 1, 2, 3, 4 Section 9 : Page 1 Section 10 : Page 1, 4, 5, 6, 7 Section 11: Page 2, 4 Section 12 : Page 2, 3 Section 14 : Page 1, 2,3,13 Section 16: Page 1, 3

Jun 07

Revision Sheets: Pg. 13 Section 4 : Pg 1

Aug 12

Contents : Pg 1-9, 13, 14 Section 1 : Pg 5 Section 2 : Pg 1, 3 Section 4 : Pg 1, 5, 16, 19, 22 Section 5 : Pg 1-9, 13 Section 6 : All Section 7 : All Section 8 : Pg 2 Section 9 : All Section 10 : Pg 3 Section 14: All Section 16: Pg 3, 4

Feb 13

Section 4 : Page 6 Dec 07 Section 2 : Page 8,9 Section 4 : Page 1,11 Section 5 : Page 2,3,6, 15&16 Section 10 : Page 6 Section 11 : Page 5

Oct 08

Section 1 : Page 1&5 (ClassNK Audit)

Apr 09

Contents : Pg. 1-9 & 13 Section 1 : Pg. 5 Section 4 : Pg. 1 Section 7 : Pg. 35

May 13

Content : Page 9 Section 2 : Page 3

Aug 09

Contents : Page 1-8,12-13 Section 1 : Page 4,5 Section 2 : Page 1,3,4,5,7,8 &9 Section 4 : Page 1,4,5,11, 12,13,15, 19,22,28,29, 33,58,59 Section 5 : Page 6,7,11,12,13,15 Section 6 : Page 1 Section 7 : Page 4

Jan 10

Section 1 : Pg. 1 Section 4 : Pg. 1

Jul 2013

Contents : Pg. 1-9 & 13 Section 4 : Pg. 1 Section 11: Pg. 1 Section 14 : Pg. 3 Section 16 : Pg. 4

Nov 2013



REVISION SHEET

Page - 2 -



REVISED PAGES(S) MASTER/ CHIEF ENGINEER

REVISED PAGES(S)

MASTER/ CHIEF ENGINEER

NO DATE INITIALS NO DATE INITIALS Table of Contents : All Foreword : All Signature Card : All Revision Sheet : All Mangt. Review : All Section 1 : Pg. 5 Section 4 : Pg. 1 Section 6 : All Section 7 : Pg. 8-46 Section 11 : Pg. 6 Section 16 : Pg. 3 & 4

May 2014

Table of Content : All Revison Sheet : Pg. 2 Mangt. Review : Pg. 1 Section 4 : Pg. 4, 5, 27-29 39-45 Section 5 : Pg. 3,5,6,8,10-14 Section 7 : Pg. 42-47 Section 11 : Pg. 5 Section 13 : All Section 14 : Pg. 7

Dec 2016

Table of Contents : All Revison Sheet : Pg. 2 Mangt. Review : All Section 4 : Pg. 1 Section 7 : Pg 6 Section 13 : All

Dec 2014

Table of Contents : Pg. 4 Revision Sheet : Pg. 2 Section 7 : 19 & 20

Jan 2015

Table of Contents : Pg 4 Revision Sheet : Pg. 2 Section 7 : Pg. 1

Mar 2015

Table of Content : Pg 1 & 3 Revison Sheet : Pg. 2 Mangt. Review : Pg. 1 Section 2 : Pg 7 & 9 Section 4 : Pg. 1 Section 5 : Pg. 4 & 7 Section 7 : Pg. 28 & 29

May 2015

Table of Content : All Revison Sheet : Pg. 2 Mangt. Review : Pg. 1 Section 2 : Pg. 1 Section 5 : Pg. 2

Oct 2015

Revision Sheet : Pg. 2 Section 4 : Pg. 1 Section 7 : Pg. 42

Feb 2016

Table of Content : All Revison Sheet : Pg. 2 Mangt. Review : Pg. 1 Section 2 : Pg. 1, 7 Section 4 : Pg. 1-6, 13-15 Section 5 : Pg. 2, 5, 8 Section 7 : Pg. 6, 21, 33 Section 8 : Pg. 1 Section 11 : Pg. 3 Section 12 : Pg. 6 Secction 16 : Pg. 1

Jun 2016



MANAGEMENT REVIEW

Page - 1 -


: MSQR : 31.3.98 : Director (Marine) : 31.1.06 : Jun 2016 : Directors

MANAGEMENT REVIEW

SECTION REVIEWED DATE REMARKS INITIALS

ALL 03/93 (1st Edition) Office reorganisation and ISMA Audit PT

ALL 12/94 As per Revision Sheets PT

ALL 12/95 Manual Over – full PT

1&4 1/96 Office Reorganisation , revised sec. 1 & 4 AKA

ALL 1/97 Reorganise Manual and issue New Edition AKA

ALL 1/98 Revision in Progress DSH

ALL

3/98 (2nd Edition)

New Edition to incorporate new SEP rules and items from Masters Reviews and Findings from External Audits

DSH / AC/GSM AM / RKM /KZ/ GS

ALL 2/99 Reviewed, with no changes found necessary DSH

ALL 3/00 Reviewed, with no changes found necessary DSH

ALL

3/01

Reviewed, with changes made to the WALLEM Quarterly Report format, to include Master’s Review guidelines for SMS

DSH

ALL

3/02

Full manual to be revised before compliance audit with ISO 9001:2000. Initial revision to indicate changes to office & shipboard organisational structure, as well as WALLEM Policies & Objectives incorporating the QMS & EMS

DSH NK

ALL 2/03 Full manual revised. Compliance with ISO 9001:2000 standard verified

DSH NK

ALL 3/04 Reviewed; to include ISPS code functions DSH/NK

ALL 1/06 (3rd Edition)

All sections page headers amended to job titles only, not individuals name. Amendments: SIRIS incident report system replaced SAFIR system. AMOS-D was replaced by SMMS

DSH CPS

ALL 08/06 All Section Reviewed for Integration of Manuals with Wallem Norway, Revision as per Revision sheet

DSH CPS

ALL 06/07 All Sections reviewed. Revisions as per revision sheet DSH CPS

ALL 10/08 All Sections reviewed. Revisions as per revision sheet DSH, SR

ALL 01/10 All Sections reviewed. Revisions as per revision sheet DSH, SR

ALL 06/10 Changes in ISM code detailed as in Resolution MSC.273(85) included DSH, SR

ALL 01/11 Changed wording from “SBM III” or “General Letters” to “ship type specific operation” or “SMS Documentation DVD” as applicable.

DSH

ALL 03/11 All sections reviewed. Revisions as per revision sheet DSH/SR

ALL 01/12 All sections reviewed. Revisions as per revision sheet DSH/SR

ALL 02/13 All Sections reviewed, Revisions as per revision sheet VMS/SR

ALL 03/13 All Sections reviewed, Revisions as per revision sheet VMS/SR

ALL 05 & 12/14 All Sections reviewed, Revisions as per revision sheet VMS/SR/PNS/JCTY

ALL 01, 03, 05 & 10/15 All Sections reviewed, Revisions as per revision sheet VMS/SR/PNS/JCTY

ALL 06&12/2016 All Sections reviewed, Revisions as per revision sheet SR

This is a quality review of the system and/or procedures on a yearly basis to consider the need for system improvement. When these reviews are done, comments from the Masters’ review will also be taken into account.



SECTION 1

OBJECTIVES AND POLICIES

Page - 1 -


: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : Jul 2013 : Managing Director

Objectives & Safety, Health, Environmental & Quality (SHEQ) Policy

SECTION 1.0 OBJECTIVES AND POLICIES The Objective of Wallem, as a Ship Manager, is to provide the customer with competent, safe, environmentally sound and cost effective services, which meet industry specifications for quality and environmental management. We are committed to managing Health, Safety and Environmental (HS&E) matters as an integral part of our business. In doing so, we will strive to adhere to the following principles, in all our activities:

- Protect the health and safety of our employees at work - Prevention of injury and ill health of our employees and strive for continual improvement in OH & S

management and OH & S performance - Conserve the environment; by complying with all applicable laws and regulations as well as legal

requirements, and implementing programs and procedures to ensure compliance. Where existing laws and regulations are not adequate to assure protection of Health, Safety and the

Environment, this company will establish pro-active standards to meet its own HS&E quality standards. - Prevent loss to life and property. - Minimize process loss and practise continuous improvement of loss control. - Strive for zero injuries in the workplace Wallem will employ systems and procedures specifically designed to prevent activities and/or conditions that pose a threat to Health, Safety or the Environment. We will minimize risk and protect our employees and the communities in which we operate, by employing safe technologies and operating procedures, and being prepared for emergencies. In doing so, Wallem is determined to prevent all injuries on board & ashore, while maintaining high standards of environment protection. To achieve this goal, WALLEM: - - Requires the on-going commitment of all employees, - Will ensure that employees have the required skills and support, - Encourages concern and respect for the environment, emphasizes every employee’s responsibility

towards environmental preservation, and ensuring appropriate operating practices and training, - Will strive for Zero incidents of harmful releases to the atmosphere, land or water, and will minimize

the amount and toxicity of waste generated, always ensuring its safe treatment and disposal, - Will provide training on technical and operational matters which will obviate injury to health or undue

environmental impact, - Will include assessment of health, safety and environment matters before changing standards or

operating procedures, - Prepares for future requirements and anticipated developments in all HS&E areas, and - Recognises that overall responsibility for Health, Safety and Environmental protection rests with the

highest level of Wallem’s management ashore and on board vessels, and it is the duty of all members of Wallem to act responsibly and support the above objectives and policies.

TRUE NORTH Full Ahead The Wallem Way Managing Director

WALLEM

Rev. Date: 1st March 2009



SECTION 1


Page - 2 -


: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : August 2006: Managing Director

SECTION 1 INTRODUCTION 1.1 INTRODUCTION TO QUALITY ASSURANCE IN SHIP MANAGEMENT

Wallem objective is dedicated to providing the customer with safe, economical and environmentally sounds services, which meet the agreed specifications for quality management.

The performance of this objective requires functional expertise expressed through sound, timely

and cost effective execution and co-ordinated team work. The characteristics of this approach will be a meticulous regard for safety and the environment, thorough professionalism and performance, to minimise Process Loss and continuously improve Loss Control measures, with an aim to achieve zero failure.

The achievement of this objective requires active participation of all members of the WALLEM team in a continuous process of measurable quality improvement at all points in its operational chain.

This Manual details the policies & measures adopted by the Company for safe and efficient operation of vessels under its management and control. Attention of all persons whether employed ashore or on board vessels is drawn to these policies to which they must abide and be guided by. Suitable references have been made to other documents where individual policy or subject matter has been described in more detail.

The cornerstones of good management in any business are commitment from the top and effective Line Management. The Management of WALLEM places great importance on the safety of their personnel, those who may be affected by the Company's activities, ships and cargo. Notwithstanding this, all WALLEM employees both ashore and afloat have a shared responsibility to maintain high standards of Safety, Health and Environmental protection and they should bring any issues causing concern to the immediate attention of the person they are responsible to. If any ship's personnel remain dissatisfied with the response received, they should bring the matter to the Master's attention who may in turn refer to the 'Designated Person Ashore'. The ultimate responsibility for safety rests with our Managing Director, who has demonstrated his commitment by issuing WALLEM Objectives & Policies, a copy of which is attached to the beginning of this section.



SECTION 1


Page - 3 -


: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : - - - : Managing Director

1.2 HEALTH & SAFETY

It is the Policy of the Board of Directors of WALLEM SHIPMANAGEMENT LTD, HONG KONG that in all its activities it will take account of the need to: - i) Provide safe and healthy working conditions for all persons connected with WALLEM

managed vessels and to ensure that their action will not adversely affect the health and safety of others.

ii) Identify the risks to health and safety involved with its business activities and the

necessary precautions required.

iii) Provide all its employees with information, equipment and training necessary for them to carry out their work safely.

iv) Ensure that means are provided for consultation between WALLEM and ship's personnel,

on health and safety matters.

v) Protect the environment. vi) Minimising “Process Loss” and continuously improve “Loss Control”.

WALLEM considers that accidents to personnel and property can be prevented if proper thought is given to the risks involved in the work and appropriate precautions taken.

WALLEM recognises that safety is a Line Management responsibility.

The Managing Director, along with the DPA is responsible for the implementation and co-ordination of this Policy. Each Master is responsible for implementing this Policy on board his ship and ensures compliance by the ship's personnel.

While the overall responsibility for Safety, Health and Protection of the Environment rests with the highest level of WALLEM management ashore and with Masters at sea, it is the duty of all employees to act responsibly and support the above objectives to prevent injury to themselves, their colleagues and damage to their ships and environment.



SECTION 1


Page - 4 -


: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : Jan 2010 : Managing Director

1.3 CONSERVATION & PROTECTION OF THE ENVIRONMENT

The following amplifies the Company's Policy Statement with respect to the protection of the Environment: -

i) WALLEM recognises its responsibilities as a leading Ship Management Company and

concerns itself with both long and short term effects of its operations on the environment and world ecology.

ii) The Company supports the International Convention for the Prevention of Pollution from

Ships (MARPOL). Additional emphasis given by ensuring the following: a) Appropriate operating practices and training in respect to handling garbage including

cargo residue and plastics. b) Appropriate operating practices and training in respect to handling engine room bilge

water and sludge.

iii) Within the limitations of economic operation, WALLEM will endeavour to maintain a leading position in the development of anti pollution measures, compatible with the best safety and operating policies. However, maintenance and spares for environmental protection machinery and equipment will always receive priority and funding.

iv) All employees have an obligation to ensure that they are fully aware of the impact of their

activities on the environment and that every effort is made to avoid pollution from WALLEM ships.

v) WALLEM will devote time and effort in developing this Policy and will provide such

instruction, information and supervision as is necessary.

vi) The Company supports the IMO Guidelines for the control and management of ships' ballast water to minimize the transfer of harmful aquatic organisms and pathogens

1.4 DRUG & ALCOHOL POLICY

It is the Policy of WALLEM to maintain a safe and healthy working environment free from the use of drugs and unauthorised alcohol i.e. zero tolerance for any alcohol beside beer under controlled conditions. Unlawful possession, consumption, distribution or sale of drugs by any WALLEM employee warrants instant dismissal and will render the person liable for legal proceedings. Any person found to be under the influence of alcohol (BAC >0.04%) at any time will be suspended and will be subjected to harsh disciplinary action including dismissal.



SECTION 1


Page - 5 -



1.5 MINIMISING PROCESS LOSS AND IMPROVEMENT OF LOSS CONTROL

The foregoing Principles are deemed to be the principles under which the Objectives and Policies of WALLEM are built upon. The definitions in the ensuing paragraphs of “Process Loss” and “ Loss Control “ which are to be minimised and continuously improved respectively forms the basis of our policy and structures the Management System.

WALLEM recognises that any initiative or effort undertaken to enhance safety will be a success when it is based on understanding of the role of human factors and devotion of time and effort to training.

1.6 MANDATORY REGULATIONS & LAWS

The following amplifies the Company's policy with respect to mandatory regulations & laws: -

All rules regulations and National Legislation’s pertaining to vessel's Flag State will be strictly followed. All ships shall be operated according to applicable IMO conventions, rules, regulations & latest amendments as applicable. The list below are the major IMO conventions and regulations that will be complied with by the vessel: -

a) International Load Line Convention, 1966 b) International Convention for the Safety of Life at Sea. ( SOLAS ), 1974 as amended c) International Convention for the Prevention of Pollution from Ships. (MARPOL), 1973 with

its protocols, as amended. d) International Regulations for the Prevention of Collisions at Sea. (COLREGS), 1972 e) International Convention on Tonnage Measurement of Ships, 1969 f) International Tele-communication/Radio Regulations, g) IMO Convention Resolution on minimum safe manning, 2000 h) STCW Convention 2010 including Manila amendments. i) ILO 147 Regulation on Merchant Shipping Minimum Standard Convention, 1976 j) Rules and Regulations of USCG for foreign flag vessel operating in the navigable waters

of the United States. (CFR’S) k) International Safety Management Code (ISM), 1993 / 2010 l) International Ship and Port Facility Security Code (ISPS), 2002 m) Convention on the International Maritime Satellite Organisation, 1976 n) International Convention on Maritime Search and Rescue, 1979 o) International Convention on Salvage, 1989 p) International convention on the Control of Harmful Anti-fouling Systems on ships, 2001 q) International Convention for the Control and Management of Ship’s Ballast water

and Sediments, 2004 r) International Convention on Civil Liability for Oil Pollution Damage, 1969 s) International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 t) Procedure on correction of deficiencies found in ASI Inspections. ( MMC No.201

of PMA refers ) u) ILO Maritime Labour Convention 2006 (MLC 2006) (Came into force from 20 August

2013, Details in SMS Documentation DVD).

http://www.ilo.org/global/What_we_do/InternationalLabourStandards/MaritimeLabourConvention/lang--en/index.htm



SECTION 2

OVERVIEW OF SHIP AND

SHORE DOCUMENTS

Page - 1 -



SECTION 2 Overview of Documents 2.1 Overview of Ship and Office Documents

The booklet included in the inside cover of this manual gives the issue and latest revision date of various documents. When revisions are effected and the overview page has not been revised, then the date is to be entered by the holder of the manual against the relevant document. This booklet contains an overview of documents (related to Company's Quality System) to assist the reader in identifying where information on organization, responsibilities, procedures, etc. for safe and efficient management of vessels may be found.

2.2 TERMS OF REFERENCE

The terms of reference for this manual are Latest issues / Editions of ISO 9001:2008 ISO 14001:2004 OHSAS 18001:2007 ISM Code Flag State Rules – Applicable interpretations MLC 2006

2.3 APPROVAL, ISSUANCE, REVISIONS AND AMENDEMENTS

The vessels make suggestion for changes to the SMS Manuals through the ‘Master’s Review of SMS’ which is sent to the office in beginning of Jan and July evey year. There is a SMS change request form for changes requested by office staff to the shipboard manuals.

All SMS Manual revisions would be approved by a committee comprising of the Managing Director, Marine Director and Technical Director. The approval form for the revision would be completed on each occasion and records maintained.

All revisions and amendments are to be recorded in the revision sheet provided, obsolete documents should be promptly removed and disposed. Whenever revisions are made to shipboard Manuals the electronic versions of the Manuals will be updated by the company and revisions sent to the vessel either in hard copy or for small changes, by e-mail requesting the Master to update the Manuals.

The Director Marine is responsible for issuing and distribution of the revisions and amendments for all Directors, Managers, Superintendents, and Ships Masters.

Master Copy of all manuals listed in the overview are kept by the Director Marine or person designated by him.

2.4 DOCUMENT RETENTION PERIOD

All correspondence and documents including cargo documents on board are to be retained whilst vessel is under WALLEM control. When vessels are leaving management, instructions regarding retention or destroying of documents will be issued by WALLEM.

Oil Record books are to be maintained for only 3 years on board. Oil record books which are older than 3 years are to be sent to the vessels superintendent or Fleet manger for safe keeping.

Records are maintained in Hong Kong for minimum legal limit of 7 years.

Any records on computer must be backed up at regular intervals and the back up diskettes kept safely with the Master and/or Chief Engineer



SECTION 2


SHORE DOCUMENTS

Page - 2 -



2.5 BASIS FOR WALLEM SEP/ ISM/ SMS SYSTEMS & DOCUMENTATION

Class - DNV/NKK/LRS

IMO - ISM - Flag Interpretations

Company Management Manual

( Description of Company SMS)

Office Management Documents

Tasks Descriptions Instructions Procedures / Check Lists Audit Schedules

Shipboard Management Manual ( SBM - I & II )

Description of Shipboard Systems including instructions for Ship Operations Administration Maintenance Audits

SOLAS Training Manual

Various Specialised Cargo and Systems Advisory and Training Manuals … For e.g. Tanker Manual Bulk Carrier Manual Reefer Manual .. SMMS Manual Fleet Portage Bill System Various Training Books (TypeSpecific)

Shore Based Contingency Plans MCCM Media Response

Owners Contingency Plans

Federal and State Contingency Plans

Shipboard Contingency Plans - MCCM SOPEP VRP

Owners Contingency Plans

Cargo Interersts Charterers - Terminals

Insurers P&I Clubs3rd Party Cargo Interests

Local StateAuthorities Terminals

Class - Emergency Response Services

Class - DNV -SEP Rules Class - NKK - SMS Rules Class - LRS - ABS Etc..

Liberian -Hong Kong Panama -Norwegian Singapore - Bahamas Etc.,

WSM - Objectives & Policies

e.g.NIS - requirements NIS - reporting

e.g. Liberian - ( Specifically) Report of Identity of "DPA" Seafarers ID+ Reocrd Books Compliance with ML 257 - Casuality Reporting LM10.296 9 Safety Committee + Compliance with MR.7.191/ MR 7.191.2/ MR7.191.3

Operating Manuals

Procedures

Check -Lists

Superintendent Reports E-mails from office on accident / incidents in the fleet. Casualty Reports Accident Statistics Verification Reports Reporting & Review Procedures Report forms

Familiarisation &Training recordsof Officers ,Cadets & Crew.Training Supt. Reports VOD

Fire Safety Training & Operational Manual

Safety Manual - ( Safety Procedures) Safety Information Posters

Ship Specific Operations Manuals Covering - Critical +Special Operations Cargo Handling Procedures (ship specific type operation manual, Appendices)



SECTION 2


SHORE DOCUMENTS

Page - 3 -


: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : Feb 2013 : Managing Director

2.6 SHIPBOARD DOCUMENT CONTROL AND DISTRIBUTION

THE “QUANTITY ON BOARD“COLUMN TO BE COMPLETED AND CORRECTIONS ARE TO BE MADE BY THE MASTER. THE CORRECTIONS ARE TO BE COUNTERSIGNED BY THE MASTER. ITEMS WHICH ARE NOT APPLICABLE ARE TO BE STRUCK OUT.

GENERAL

QUANTITIES DISTRIBUTION LAST

CORRECTION ISSUED ONBOARD

SHIPBOARD MANAGEMENT MANUAL PARTS I& II

1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

MAJOR CASUALITY CONTINGENCY MANUAL 1+ 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

SOPEP / VESSEL RESPONSE PLAN 1 BRIDGE

FAMILIARISATION BOOKLETS 1/Rank ALL RANKS

SAFETY MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

BRIDGE PROCEDURES MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

P&I CLUB HANDBOOK FOR CURRENT YEAR 1 CAPT

TANKER OPERATIONS MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

GAS TANKER OPERATIONS MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

CHEMICAL TANKER OPERATIONS MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

BULK CARRIER MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

CONTAINER OPERATION MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

PCC / PCTC OPERATION MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

BULK CARRIER INSPECTION/GENERAL NOTES - for bulk carrier only

1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

REEFER MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

HSE MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

COMPANY STATIONERY LIST 1 IN SMS DVD

CASUALTY REPORTS / INFORMATION 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)

TRAINING MANUAL - SOLAS 2 [ PRC 1+1 (E/C version)] OFF/CREWDAYRM

ACCIDENT STATISTICS 1 BRIDGE

PMS FOR LSA / FFA 1 3/0FF / SMMS

SMMS MANUAL / AS APPLICABLE 1 C/E

SMMS SYSTEM MANUAL /PASSWORDS 1 CAPT,C/E

MARINERS ROLE IN COLLECTING EVIDENCE 1 CAPT

DRUG AND ALCOHOL POLICY/ LOG 3 / 1 OFF+CR.DAY RM / CAPT

ISGOTT - for Tanker only 1 BRIDGE

IGS MANUAL - for Tanker only 2 C/E,C/O

COW MANUAL - for Tanker only 2 CAPT,C/O

ODME MANUAL - for Tanker only 2 C/O,C/E

OIL RECORD BOOK PART 2 - for Tanker only 1 C/O

OIL RECORD BOOK PART 1 1 C/E

GARBAGE MANAGEMENT MANUAL 1 C/O

SHIP SECURITY PLAN 1 SHIP SECURITY OFFICER

CD above refers to E-Manual CD which has Contains all the Wallem Manuals.



SECTION 2


SHORE DOCUMENTS

Page - 4 -



IMPORTANT GENERAL PROCEDURES & CHECK LISTS (Please see ship type specific Operation Manual)

QUANTITIES DISTRIBUTION LAST


MASTERS STANDING ORDERS BRIDGE,

PASSAGE PLANNING BRIDGE

CARGO OIL TRANSFER PROCEDURES (TANKERS ONLY)

BRIDGE, CCR

EMERGENCY SITUATIONS CHECKLISTS BRIDGE,ECR,EHQ

BUNKERING PROCEDURES C/E,ECR,BRIDGE,2/E

CARGO PLANS LOADING/DISCHARGING CAPT.C/O,D/O,CCR,C/E

OPERATIONAL SAFETY CHECK LISTS BRIDGE,C/E

ARRIVAL/DEPARTURE CHECK -CARGO/OPS C/O

ARRIVAL /DEPARTURE CHECK- BRIDGE BRIDGE

ARRIVAL / DEPARTURE CHECK- E.ROOM ECR

PILOT CARDS BRIDGE

IGS OPERATIONS (TANKERS ONLY) C/E,C/O

CRUDE OIL WASHING / TANK CLEANING (TANKERS ONLY)

C/O,

TANK CLEANING & GAS FREEING (TANKERS ONLY)

C/O

SHIP/SHORE SAFETY CHECKLIST (TANKERS AND BULK CARRIERS ONLY)

C/O

EMERG.TRANSFER OF CARGO PROCEDURES (TANKERS ONLY)

C/O

HELICOPTER OPERATIONS C/O

ENCLOSED SPACE ENTRY PERMITS C/O

HOT WORK PERMITS C/0,C/E

OIL SPILL CONTINGENCY EXERCISES BRIDGE



SECTION 2

OVERVIEW OF SHIP AND SHORE DOCUMENTS

Page - 5 -



PROCEDURES/CHECK LISTS QUANTITIES DISTRIBUTION LAST


CHIEF ENGINEERS STANDING ORDERS ECR

BUNKERING PROCEDURES & CHECK LISTS C/E,C/O,D/E

MAIN ENG MANOEUVRING RPM/SPD ECR,BRIDGE

STEERING GEAR ECR,BRIDGE

APPENDIX TO CLASS RULES CCR,CAPT

AUXILIARY ENGINES CHECK LIST C/ENGNR’S

OFFICE,ECR

PMS FOR VIBRATION MONITORING C/ENGNR’S OFFICE

TAIL SHAFT MONITORING C/ENGNR’S OFFICE

UMS OPERATION CHECK LIST C/ENGNR’S

OFFICE,ECR

LIST OF MANUALS / DRAWINGS – DECK SHIPS OFFICE OR CCR

LIST OF MANUALS / DRAWINGS – ENGINE C/ENGNR’S OFFICE MARPOL ANNEX VI PROCEDURES C/ENGNR’S OFFICE MSDS FOR BUNKERS C/ENGNR’S OFFICE

TRAINING + FAMILIARISATION PAPERS / CD FROM VARIOUS SEMINARS 1 CAPT

TRAINING BOOKLETS 1SET C/O

VOD & VOD STICK 1 C/O

GRADUATE ENGINEERS TRAINING 1 WITH EACH 5TH ENGINEER

CADETS RECORD BOOK 1 WITH EACH CADET

GENERAL FAMILIARISTION CARDS 1/CABIN IN EACH CABIN

EMERGENCY SQUAD CARDS 1/CABIN IN EACH CABIN

SHIPBOARD FAMILIARISATION + TRAINING 1/OFFR. WITH EACH OFFICER

YEARLY PROGRAM FOR EMERGENCY EXERCISES

1 BRIDGE

SYSTEM MANUALS SMMS TRAINING MANUAL 2 CAPT / CH.ENGINEER

PORTAGE BILL SYSTEM USER GUIDE 2 CAPT

WALLEM REQUISITION SYSTEM USER GUIDE 4 DEPARTMENT HEADS

SMMS QUICK REFERENCE GUIDE 1 C/ENGR’S OFFICE

SMS DOCUMETATION DVD 2 CAPT Updated every quarter

All documents listed are available to the Ships Complement who are obliged to read and familiarise themselves to the contents. Please request the Master for a copy to read. A Copy of this Document Distribution List is to be displayed on the Notice Board.

____________________________ Master



SECTION 2


SHORE DOCUMENTS

Page - 6 -


: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : June 2007 : Managing Director

2.7 COMPANY STATIONERY

Company stationery is to be used and forwarded in compliance with the instructions in the stationery list. Stocks on board are to be checked against issue / revision dates in company stationery list, which is updated periodically. Superseded stationery must be destroyed and/ or used as scrap paper. Ship’s staff using computers to generate company forms are to ensure their copy is “word-for-word” with no additions or deletions from the original. Furthermore, below the form identifier number, the words “Format True Copy” must be inserted.

Many of the company forms, for example Monthly deck abstract, Monthly Engine abstract etc are available as attachments in the SMMS system. For vessels fitted with SMMS Planned maintenance system, the forms available in the SMMS are to be used. Printout of the form filled in the SMMS can then be taken and filed as applicable.

2.8 FILING SYSTEM

Masters and Chief Engineers are to arrange and maintain their filing systems in accordance with Company instructions. Any additional files necessitated for any reason should be included in the filing system index. Masters and Chief Engineers are to ensure that proper storage of old correspondence and documents is satisfactory. If volume of correspondence/ documents is becoming unmanageable due to shortage of storage spaces, the office is to be requested for disposal instructions.



SECTION 2


SHORE DOCUMENTS

Page - 7 -



2.9 DOCUMENTATION SYSTEM 2.9.1 MASTER'S FILING SYSTEM

FILE NO. NAME OF FILE

1) Correspondence to FP HK /Mumbai/Crewing Office – In / Out 2) Correspondence to Technical / Marine – In / Out 3) Important Emails from Office 4) Correspondence with Outsiders 5) Portage Bill & Associated Papers 6) Allotment Papers 7) Articles & Current Officers’ Contracts 8) Crews’ Current Contracts and Associated Papers 9) Passenger Indemnity File 10) Various Letters Regarding Crew 11) ISM External (Class) audits 12) ISM Internal Audits & Bridge procedures audits * 13) Flag State inspection reports & papers 14) Class Papers & Class Survey Reports 15) Port State Control & USCG Inspection Reports & current status. 16) Superintendent’s Inspection Report & Current Status ( Sectional

file with Technical Superintendent report, Training superintendent report and On board training by Training Superintendents)

17) Master / Chief Engineer’s Half Yearly SMS Verification Reports. 18) Record of Safety Meetings & Management Meetings* 19) P & I club / other inspection reports & current status 20) ESP/Calibration File & Thickness Gauging Reports 21) Oil Majors / Rightship /Charterers Inspection reports 22) Note of Protest 23) Notice of Readiness & Cargo Papers 24) Certificate of Delivery/Redelivery 25) Charter Party and Instructions to Master 26) Damage Reports – Stevedore and Vessel 27) Off Hire Report 28) Dry Dock Reports 29) Guarantee Report & Letters 30) Master Handing over forms and notes 31) Asbestos Free Declaration by Suppliers 32) MLC 2006 Compliance

ON BRIDGE

33) Monthly Deck Abstracts 34) Charterer’s Deck Abstracts 35) Sickness Report 36) Crew List & Crew Vaccination List 37) Port Information File



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SHORE DOCUMENTS

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IN SHIPS OFFICE / WITH CHIEF OFFICER 38) Requisition Form & Delivery Notes from Suppliers 39) Repair Requisition Form 40) Certificates of Wires & Ropes 41) Ballast Water Management Reports 42) Cargo/Ballast Tank Condition Report 43) Removal Report 44) Record of Working hours & Rest periods

WITH SHIP SECURITY OFFICER 45) ISPS Internal audits 46) ISPS external audits

Note The above mentioned are the standard filing system to be maintained on board all the vessels, and additional complementary files as required or to meet vessel specific requirements should be maintained and a list of such additional files to be included in the Masters Handing over notes. Master has authority to change the location of file from the officer designated for the file except for File 43 and 44.



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SHORE DOCUMENTS

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2.9.2 CHIEF ENGINEER'S FILING SYSTEM


1) Correspondence to Hong Kong Office - Out 2) Correspondence from Hong Kong Office - In 3) Delivery Notes & Bills, Spare Parts 4) Delivery Notes & Bills, Consumables 5) Lub Oil Receipts 6) Fuel Oil Receipts 7) Monthly Engine Abstracts 8) Crankweb Deflection Report M.E 9) Bearing Measuring Report M.E 10) Piston Measuring Report M.E 11) Liner Measuring Report M.E 12) Lube Oil Sample Report 13) Report on Decarbonisation of Auxiliary Engine 14) Megger Test Report 15) Monthly Maintenance & Repairs Report 16) Faxes/e-mails - Out/In 17) Damage Report 18) Survey Report 19) Classification Survey Report 20) Removal Report 21) Record of Working hours & Rest periods 22) Requisition Form 23) Repair Requisition Form 24) Check List of Auto Control Equipment 25) Boiler Water / Cooling Water Report 26) Master / Chief Engineer’s Half-Yearly SMS Verification Reports. 27) Budget File

Note The above mentioned are the standard filing system to be maintained on board all the vessels, and

additional complementary files as required or to meet vessel specific requirements should be maintained and a list of such additional files to be included in the Chief Engineers handing over notes.

All drawings and instruction books should be checked against the shipyard or master list in order to

make sure that all are available onboard. All certificate’s validity should be checked against the list in SMMS and the Class Listing sent

from the office every two months



SECTION 3

ADMINISTRATION

Page - 1 -


: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : August 2006 : Managing Director

SECTION 3 ADMINISTRATION 3.1 DEFINITIONS

"The Company" or WALLEM SHIPMANAGEMENT LTD, HONG KONG "WALLEM"

"Area Offices" Shipmanagement offices in UK and USA.

"Crew", "Ship's Personnel" All persons on board, including officers. Or "Ship's Company"

"Master" The person duly appointed to command the ship.

"Senior Officers" These include: Masters, Chief Engineers, Chief Officers and Second Engineer Officers.

"Officers" These include: Deck Officers, Engineer Officers, Electrical

Officers, and Radio Officers.

“Language” The command and operational/working language is English The working language for safety matters is English (certain

safety related posters will be in the common language of vessel’s crew, e.g. Chinese, Russian.

"National Legislation" All relevant regulations of the Flag State of the ship and of States and ports visited by the ship.

“ SEP ” (Generalised form) Management of Safety & Environmental Protection. It encompasses the Company’s Health, Safety and

Environmental (HSE) Management System, which includes The ISM Code, and ISO 9001 Quality Management as well as ISO 14001 Environmental Management and OHSAS 18001 Occupational Health & Safety Standards



SECTION 3

ADMINISTRATION

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“Accident” An accident is an unintended sequence of events leading to a

loss.Within a marine context this may involve a fatality, injury or loss/damage to a ship, other property or the environment.

“Audit” Audit is a systematic and independent examination to determine whether ISM/ISO/ISPS activities and results conforms to planned arrangements and whether these arrangements are implemented effectively and are suitable to achieve the declared objectives.

“Corrective Action” Is an action taken to eliminate the cause of an accident, incident, finding, defect or other undesired situation in order to prevent

recurrence.

“Critical Equipment and Are those where sudden loss of functional capability or where failure

Systems” to respond when activated manually or automatically may create

high-risk situations or major accidents.

“Critical Operations and Are those which have a significant risk of causing major injuries or Conditions” illness to people, or damage to ship, cargo, other property and/or the environment. “Document Control” Means the control in place to ensure, the relevant appropriate

and authorised Manuals, Procedures, Instructions, Rules, Regulations, Drawings and Plans are available to those who needs them, that they are maintained up to date and they are authorised for use. Protection, Distribution, Data backup and storage of Electronic media is also included under the purview of Document Control.

“Hazard” A Hazard is a situation with a potential for loss. Within a marine

context this will be a situation with a potential threat to human life, health, property or the environment.

“Incident” An incident is a casual sequence of events. “Loss Control” Includes any activity designed to prevent or reduce accidental

loss to an organisation. These losses may include injuries, occupational illness property damages, process loss, quality degradation, environmental damages etc.,

Loss control activities include anything done to prevent or minimise the change of loss exposure, to reduce loss when Loss-producing events occur, and to terminate or avoid risks.



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“Major Non Conformity” An identifiable deviation which pose a serious threat to personnel or ship safety or serious risk to the environment, which requires immediate corrective action. Lack of effective and systematic implementation of the ISM code is also considered a major non- conformity.

“Non-Conformity” A condition or at-risk behaviour which is not in accordance with a procedure and/or instructions or safe working practice and which could result in an accident to a crew member, damage to the environment or property.

“Objective Evidence” Means a quantitative or qualitative information, records or statement of facts pertaining to safety or to the existence and implementation of a Safety Management System element, which is based on observation, measurement or test and which can be verified.

“Process“ Means an interrelated set of resources and activities designed to achieve a specific result

“Process Loss” An undesired event which results in decreased, or substandard production or services, loss of process capability, off-hire costs, or other increased costs due to delays in the voyage, in cargo handling, or in the operational capability of the vessel.

“Risk” Risk is a combination of the likelihood or the frequency of an accident and the severity of its consequences

“Risk Management” Is knowing and limiting risk. Knowing is relating to facts and evidence. Limiting is loss Prevention

“Safety” Safety is the control of accidental loss.

“SEP Management System” Is the organisation structure, responsibilities, authorities, interrelationships, decision making, procedures, instructions and resources needed to implement and maintain the Company’s safety and environmental protection policy and objectives, onboard and

ashore.

“Verification” Is the confirmation by examination and provision of objective evidence that specified requirements have been fulfilled.

“Lost Time Injuries or LTIs” Lost Time Injuries are the sum of Fatalities, Permanent Total Disabilities, Permanent Partial Disabilities and Lost Workday cases.

(LTIs = Fatalities + PTD + PPD + LWC ) An injury which results in an individual being unable to carry out

any of his duties or to return to work on a scheduled work shift on the day following the injury unless caused by delays in getting medical treatment ashore.

Note: An injury is classified as a “LTI” if the individual is discharged from the ship for medical treatment.



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ADMINISTRATION

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: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : March 2011 : Managing Director

Restricted Work Case (RWC) This is an injury which results in an individual being unable to

perform all normally assigned work functions during a scheduled work shift or being assigned to another job on a temporary or permanent basis on the day following the injury.

Note: The following come into the category of "less than normal assigned work functions" • performing all duties or normal assigned work functions but at less than full time schedule; • performing limited duties at normally assigned job at fulltime schedule; and, • transfer to other duties. Medical Treatment Case (MTC) This is any work-related loss of consciousness (unless due

to ill health), injury or illness requiring more than first aid treatment by a physician, dentist, surgeon or registered medical personnel, e.g. nurse or paramedic under the standing orders of a physician, or under the specific order of a physician or if at sea with no physician onboard could be considered as being in the province of a physician.

MTCs include: • injuries which result in loss of consciousness, even if the individual resumes work after regaining consciousness (N.B. this does not cover loss of consciousness due to ill

health); • sutures for non-cosmetic purposes; • use of casts, splints or other means of immobilisation; • any general surgical treatment; • removal of embedded objects from eye by surgical means; • use of other than non-prescriptive drugs or medications; • use of a series of compresses for treatments of bruises, sprains or strains; MTCs exclude the following: • first aid, LTI and RWCs; • hospitalisation for observation without treatment; • a one-off tetanus injection; • consultative visit to, or examination by, a physician or registered professional for the purpose of a confirmatory check First Aid Case (FAC) This is any one-time treatment and subsequent observation

or minor injuries such as bruises, scratches, cuts, burns, splinters, etc. The first aid may or may not be administered by a physician or registered professional.

FACs include: • follow-up visits to a physician or nurse for observation ONLY, or for routine dressing change; • negative X-ray results; • cleaning abrasions/wounds with antiseptic and applying dressing; • irrigation of eye and removal of non-embedded foreign



SECTION 3

ADMINISTRATION

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objects using a cotton swab; • one time administration of oxygen after exposure to toxic atmosphere and resumption of normal (but not restricted) work the following day; • soaking, application of hot-cold compress and use of elastic bandage on sprains and strains immediately after injury; • applying one-off cold compress or limited soaking of a bruise; • use of non-prescriptive medicines; • use of elastic bandages, • treatment of First Degree burns

Total Recordable Cases (TRC) The sum of all work-related fatalities, lost time injuries, restricted work injuries and medical treatment Injuries. TRCs = LTIs + RWCs + MTCs.

NEAR MISS An incident which did not result in injury, illness or damage.



SECTION 4

ORGANISATION

Page - 1 -



4.1 ORGANISATION

ORGANIZATION CHARTS

IN

SMS DOCUMENTATION QUARTARYLY DVD

(SMS Quarterly DVD Updated Every Quarter)



SECTION 4

ORGANISATION

Page - 2 -



4.2 DESCRIPTION OF OFFICE AND SHIP PERSONNEL RESPONSIBILITIES AS APPLICABLE

The company has a fleet cell structure. Each fleet cell is about 20 ships with one fleet manager, techncial superintendents and marine superintendents. The SID (Safety and Insurance department) functions were transferred to the Fleet cell with the marine superintendent moving to fleet cell from SID. The insurance department was seperated as a separate department. The Safety and QMS functions were transferred to the Marine Director. Ref to the SID Director in the manual's header is historical and those functions are now taken over by the Marine director.

MANAGING DIRECTOR Final decision maker for ensuring safety of personnel, vessels

and the environment. (In his absence one of the Departmental Directors is his substitute, ie. Marine or Technical)

DIRECTOR MARINE Marine HR: responsible for ensuring that vessels are at all times manned with sufficient number of qualified and experienced

Officers and Ratings. He is responsible for selection of qualified and licensed personnel and to ensure that recruiting offices follow the Company guide lines when selecting personnel for services on board.

Safety : Responsible for improving and maintaining fleet safety, answerable to the Managing Director Quality Management Systems : Responsible for improving and maintaining the Company’s Quality Management programmes, both ashore and afloat, reporting directly to the Managing Director.

DIRECTOR COMPLIANCE HEAD INSURANCE MANAGER (SAFETY, QUALITY & RISK)

Responsible for operational and safety compliance on board the vessels Insurance : Responsible for all fleet insurance and claim matters, reporting directly to the Managing Director. Safety : Responsibility for the Company SIRIS system, reporting directly to the Director Marine. Responsible to assist Director in bringing about an improvement in safety performance and shipboard management in the fleet, that will be both sustainable and ongoing, Quality Management Systems : In charge of Company’s Quality Management programmes, including. Monitoring, verifying and reviewing Company’s policies on Health, Safety & the Environment, Manager functions as EMR

DIRECTOR TECHNICAL

Director responsible for maintaining the company’s safety standards on vessels. Providing all the necessary logisticalsupports to achieve such objectives by way of



SECTION 4

ORGANISATION

Page - 3 -



providing economical and expedient contracts for supplies,

shore back up supports, and related information and guidance.

Responsible for co-ordinating, assisting and encouraging Masters on the implementation and maintaining of Company’s Shipboard Safety and Environmental Protection Management system.

TECHNICAL MANAGERS, SENIOR SUPERINTENDENTS, SUPERINTENDENTS,

Responsible for Maintenance of safe standards and effective control ( including budget, supplies, repairs, dry docking ) of the ships under their direct supervision. He is also responsible for notifying Class. He is vested with the authority to take action to safeguard the standard of operations laid down in the Company’s Policy. Managers and Superintendents ( Technical) are to further:-

a. Conduct detailed and extensive shipboard programmes on a scheduled basis – communicating, investigating questioning, challenging, critiquing, training, encouraging and always supporting the sea going personnel towards realising Company’s purpose, policies and objectives.

b. Explain company policies, philosophies, goals and objectives to all ships personnel.

c. Solicit and listen to suggestions from sea going personnel on how to improve our business. Communicate constructive ideas to the home office and act as appropriate to implement.

d. Provide marine expertise whenever necessary to Company vessels and to Company management.

e. Encourage and re-affirm as required to the Company’s commitment to safety including protection of the environment and quality Management.

f. Motivate shipboard personnel to improve fuel conservation and operational efficiency.

g. Evaluate, appraise, develop, recruit personnel and help ensure that the Company maintains a high quality of professional seafarers.

h. Monitor SIRIS, investigate and report on fleet incidents, accidents and Vessel casualties, to assist in preventing a recurrence. Provide experience feed back to all Company vessels.

i. Maintain close contact with Class, Flag states, port authorities, agents within our industry and other shipping companies

j. Maintain Company’s Quality Assurance goals i.e. introduce where necessary, and continue to uphold Company Shipboard SEP



SECTION 4

ORGANISATION

Page - 4 -



Management Systems, which includes ISO standards and the ISM code.

k. Prepare, follow through and maintain vessel budgets.

l. Assist in maintaining compliance of ISPS code. m. To arrange for disposal of Oily waste / sludge and garbage to

shore as required by the vessel without budget constraints.

MARINE SUPERINTENDENT

He ensures that the Company’s SHEQ policy is complied with by: Vessels. Responsible for all Marine matters including navigational and cargo issues. Monitoring accident reporting and safety performance of the vessels. Ensuring the Drug and Alcohol Policy is strictly followed on board. Expedites commercial operations safely and within the obligations of the contract of carriage of cargo, liasing with authorities as required

DESIGNATED PERSON The DPA provides the link between the Company and those on board to ensure safe operation of the vessel. The responsibilities and the authority of the DPA (s) include monitoring the safety and environmental protection aspects of the operation of each ship and ensuring that adequate resources and shore-based support are applied as required. The DPA has ISM reporting line to the Managing Director and the ISM reporting line is shown in the Organisation chart. One of the Marine Superintendent in the Fleet Cell would be the DPA and one of the Other Marine Superintendents would be the Alternate DPA. The DPA of the vessel would be stated in the Declaration of DPA and a copy is of the declaration is sent to each vessel. The Declaration of DPA also states the designated E-Mail and 24 hour telephone numbr of the DPA. The back up DPAs would assist the DPA.

(!)



SECTION 4

ORGANISATION

Page - 5 -



DIRECTOR PROCUREMENT

Responsible for the implementation and upkeep of the Purchase System. He is assisted by a Manager, Supervisors & Purchasers and co-ordinates with Technical Department.

FINANCE MANAGER Responsible for Company and Owners accounts. Further details

are available in the Finance Department Manual.

SUPERINTENDENTS (PMS ADMINISTRATOR)

Responsible for the Maintenance of PMS (SMMS or other owner preferred system) in the office. Will prepare new forms and tables as required to enhance and integrate into the system. Will Co-ordinate with the ISD Department to assist vessels to solve any problem with the PMS system on board. Will monitor the data uploaded in the office and advise vessel if any important maintenance schedule has been missed or is being wrongly followed or if important data like running hours of machinery is not being entered in the system.

(!)

(!)



SECTION 4

ORGANISATION

Page - 6 -



MASTER Responsible for implementing the Company’s Objectives and Policies on Board i.e. the implementation of the Shipboard Management & Safety and Environmental Protection Management systems of the company.

He reports to Director (Technical) and Superintendents for the implementation of the ISM Code, its verification, review and needs for system improvement as required. For the Shipboard Management System (i.e. ISM) to be effective the Master must inculcate the “ Safety Culture ”and effectively raise the level of safety “Awareness" on board and suitably motivate the crew in effecting total “Loss Prevention”. Clear and simple orders must be promulgated to achieve this.

The Master is also responsible to train or cause to be trained, the subordinates under his command. Details are under Job descriptions

CHIEF ENGINEER/ Responsible for promotion of Safe Working Practices, training and CHIEF MATE monitoring within the departments. Responsible to the Master for

implementation and verification of the Shipboard Management System on board.

Make pre-sailing reports to the Master concerning status of the machinery, plant, equipment and watertight integrity of the vessel and also on the personnel under their supervision.

The Chief Mate is responsible for maintenance of all deck equipment including Safety (LSA & FFA), record, keeping, investigations and inspections, and training of staff on board.

ENVIRONMENTAL The Third Officer and the Third Engineer have been designated as the OFFICERS Environmental Officers. Details under Job descriptions

SAFETY OFFICER The Chief Officer is designated as Safety Officer for Personal Accident Injury Prevention. Details under Job descriptions

SHIP STAFF Responsible for safety of the work place and have a duty and obligation

for reasonable care for the men, machinery and equipment under their care. All members of the ships staff will familiarise themselves with the ships safety systems and maintain training records within the purview of the relevant ISM / SBM / SEP regulations. Details under Job descriptions



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ORGANISATION

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Organization Chart shows STANDARD Organization for NORMAL MANNING, and the actual complement on board may be different, as per requirements of Safe Manning Certificate, Trade and/or Owners Specific requirements

4.3. Ships Organization – Standard Manning Each Vessel Under WSM Management to Prepare / Amend this Organization Chart to suit the manning on board.

For Watch Keeping Deck Officers Report Directly to Master and Engineers directly to Chief Engineer Pumpmans' Reporting lines for Cargo Watchkeeping - For Maintenance Chief Officer / Chief Engineer

Routine Reporting Lines - Which all personnel must comply with except under emergency situations *Some owners may provide a Ships Clerk in the ships Complement. Refer Section 4.5.9.1 for Job Description.

Master

Communication

Deck Department Engineering Department

Master to Delegate Partly to 2/0 &

3/0/ *Clerk

Chief Officer (Safety Officer)

Chief Engineer

2nd Officer

3rd Officer

(Environmental Officer)

Catering Department

Deck Cadet

Chief Cook

Boatswain

Crew Cook

Mess Man

Pumpman / 6EP

Able Seaman

Ordinary Seaman

2nd Engineer

3rd Engineer (Environmental Officer)

4th Engineer

5th Engineer

6th Eng. FTr./6EF

Motorman

Wiper

C/Officer In-Charge of LSA & FFA Equipment maintenance. 2/Eng, 3/O, Elect Responsible for Routine maintenance.

Elect. Officer



SECTION 4

ORGANISATION

Page - 8 -



Organization Chart shows Shipboard Organization for Job descriptions only, and the actual complement on board may be different, as per requirements of Safe Manning Certificate, Trade and/or Owners Specific requirements

4.3.1 Ships Organization - For Job Descriptions Each Vessel Under WSM Management to Prepare / Amend this Organization Chart to suit the manning on board.

Master

Communication

Deck Department Engineering Department

Master to Delegate Partly to 2/0 & 3/0 /

*Clerk

Chief Officer** (Safety Officer)

Chief Engineer

Jr. Chief

2nd Officer

Add.2nd 3rd Officer

(Environmental Officer)

Catering Department

Deck Cadet

Chief Cook

Boatswain

Crew Cook

Mess Man

Mess Boy

Pumpman / 6EP

Able Seaman

Ordinary Seaman

Trainee Seaman

Riding Crew

2nd Engineer

3rd Engineer (Environmental Officer) Electro Tech. Officer Elect, Officer

Reefer/Electrical Engineer

4th Engineer

5th Engineer

Engineering

6th Eng. FTr./6EF

Motorman

C/Officer In-Charge of LSA & FFA Equipment maintenance. 2/Eng, 3/O, Elect Responsible for Routine maintenance. Elect./ETO will be responsible for maintenance.

Wiper

Engine Boy

Add. 4th Engineer

Riding Crew

For Watch Keeping Deck Officers Report Directly to Master and Engineers directly to Chief Engineer Pumpmans' Reporting lines for Cargo Watchkeeping - For Maintenance Chief Officer / Chief Engineer Officers with GMDSS Responsibilities for Communication and Maintenance.

** 2nd Officer is the Designated Communication officer. Routine Reporting Lines - Which all personnel must comply with except under emergency situations

*Some owners may provide a Ships Clerk in the ships Complement. Refer Section 4.5.9.1 for Job Description.



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ORGANISATION

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4.4 Master Delegation of Management of Safety and Environmental Protection

2nd. Officer Navigation Charts & Publications Medical+OSH functions Designated " GMDSS Communications Officer' + PMS/Supervision of Radio And Navigation Equipment Ships Account Ships Stationery

Master Owners Managers Class Insurance H&M and P&I Discipline & Administration WSM SEP Policy SEP Implementation SEP Matters Reporting /Review Inputs to Management Review SEP & Professional Training WSM Drug & Alcohol Policy Risk Assessment Media Handling

Chief Officer PMS Deck PMS Safety in-charge Risk Assessment Crew Discpline & Welfare Cargo Operations GMDSS - duties as directed by n

Master Deck machinery under Ch.Engnr Steering Gear under Ch.Engnr. Spill Co-ordination Training Crew in safety Training Crew in Pollution

In charge of Garbage Management Oil Record Book (Tankers) & Garbage Management Records Safety Officer (Personal Accident Prevention)

Bosun Crew Decks Stores / House Keeping Garbage handling under -Ch.Officers Instructions

Chief Cook

Catering House keeping Garbage Handling

Assisted by Messman

Chief Engineer Engine Department Training & Discipline Administration / Well Being of Department Personnel PMS Engine /Electrical SMMS Risk Assessment. Supervision Repairs/Maint. Engine, Deck , Galley Machinery & Steering Gear Bunkering & Oil Record Book Dock Trials Class Records for Dept. SEP Review of Dept.Procedures SEP & Professional Training

2nd. Engineer Overhauls & Supervision of Deck Engine/Electrical/Galley as - directed by Ch.Engineer Physical automation Checks -including UMS Engine Dept.House keeping Training deptartmentPersonnel -for Safety and pollution

Drawing Watch list for -and Crew members

Taking Lube.Oils as per -instructions

Incinerator handling & records Risk Assessment

El.Off /ETO/ Rr.Eng PMS Electrical equipment PMS Communication

Equipment PMS Nav.Equ. On GMDSS ships Vibration Monitoring Meggar readings Automation ICCP Systems

Ch. Off +2nd.Eng to co-ordinate for Deck & Engine Operations and Maintenance

El. Off / ETO Co-ordinate with GMDSS Officer for Maintenance of GMDSS Equipment

Clerk & Ch.Cook Co-ordinate as per Masters Instructions

Environmental Officer

3rd Officer

3rd Engineer

Ensure MARPOL compliance observe / correct / report



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ORGANISATION

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4.5 Job Descriptions /Responsibilities/Duties 4.5.1 JOB TITLE MASTER JOB PURPOSE To be overall in-charge and in command of the vessel and its crew. To ensure that the vessel operates safely and efficiently in discharge of its obligations under any contracts that the Owners may enter into for hire of the vessel or carriage of cargoes. JOB ACCOUNTABILITIES/RESPONSIBILITY 1. Ensure that all shipboard activities are well planned and organised in compliance with WALLEM

objectives & policies and International Regulations.

2. Maintain good liaison with departmental heads to ensure that the vessel and its machinery are maintained to highest standards and exercise budgetary controls for economic operation.

3. To issue appropriate orders and instructions to the ship’s personnel in a clear and simple manner. 4. Maintain regular and constant contact with WALLEM shore operation to: -

(a) Ensure seaworthiness and optimum vessel operational effectiveness / vessel resources (b) Report any defects which may compromise safety or result in a hazardous situation for

personnel or the environment, and (c) Keep them continually and timely updated on vessel's requirements for any stores,

repairs or other supplies in order to ensure safe and efficient operation. 5. To keep WSM shore operations advised of the vessel position and voyage status. 6. To ensure that loading, carriage and discharge of cargoes is carried out with despatch and

always in a safe, environmentally acceptable manner and in keeping with the terms of any governing contract on carriage of cargo or hire of vessel.

7. To develop and maintain a harmonious and healthy working relationship with all personnel who

are in any way concerned with the ship's operation or loading and discharge of the cargoes. 8. To ensure that the benefit of his experience and knowledge is passed on to his subordinate staff,

guiding them suitably in discharge of their duties. 9. To ensure that all officers and crews are familiarised with the ships operations and are trained to

discharge their duties in a safe and efficient manner. Ensure, within the framework of statutory regulations and internal orders, a constructive employee relations climate, taking necessary disciplinary action to maintain it so.



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ORGANISATION

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JOB ACCOUNTABILITIES/RESPONSIBILITY (Continued)

10. Ensure that all shipboard administration is carried out in an accurate and timely manner and in line with WSM requirements and international regulations.

11. Ensure safety and management meetings are held as per WALLEM requirements, only deferred

if ship's operational requirements deem a necessary change. 12. Should an emergency situation develop the Master must take such immediate action, as he

considers necessary and keep WSM informed of the situation. 13. Ensure that the ship is seaworthy, properly equipped and manned to undertake the intended

voyage, including updated and corrected charts and publications. 14. The ultimate responsibility for the safety of the ship and crew rests with the Master and nothing in

the Shipboard Management Manual is to be construed in any way to limit his authority or to relieve him of his full responsibility for the safe navigation and operations of the ship and safety of his crew, environment and the property under his command. If the Master at any time feels that commercial pressure or priorities are taking precedence over safety matters, he is to seek the advise of the Designated Person Ashore who will in turn deal with appropriate authority in Principals’ and/or WSM office.

15. To plan and carry out Surveys in time to ensure that vessel remains in class, without conditions 16. To maintain a record of earnings of all seafarers serving onboard. 17. To maintain a true and correct record of all monies received and disbursed onboard. No

payments unless approved by WALLEM are to be made. 18. Train and develop all staff to meet the requirements of their jobs and towards possibility of

promotion and to comply with the requirements of the SEP in this context. 19. To implement and review the shipboard management system periodically, to verify the

effectiveness and /or goodness and to initiate constructive improvement to the system, by informing WALLEM.

20. Master should not sign on an Officer or crew member who is not correctly certified, nor should he

release an incumbent until the office has been informed and remedial action taken. 21. In addition to the Job Descriptions of various personnel contained in this manual the Master may institute additional job responsibilities to an Officer or rating, as he deems necessary.

22 If the SSP has designated the Master as the Ship Security officer (SSO), he will carry out the duties of the SSO as described in the SSP. If the SSP has designated the Master as the backup SSO, he will carry out his duties as described in the SSP.

CHANGE OF COMMAND When a change of command takes place, the Master must hand all papers and documents concerning the ship business to his successor and brief him on all cargo, operational and safety matters concerning the impending voyage. WSM Form D20 is to be used for handing over. WSM Form D20 is available as fill able form in SMS DVD and is to be used during change of command.



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ORGANISATION

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4.5.1 (Continued) If the Master is incapacitated the Chief Officer will assume command. This is to be recorded in the official logbook and WSM is to be informed as soon as possible. If, however, by virtue of the Master incapacity he is unable to relinquish command then the Chief Officer, after consultation with the Chief Engineer, will assume command and make an entry into the official logbook. WSM is to be informed immediately. STANDING ORDERS On taking over command the Master is to issue his own standing orders to supplement WALLEM procedures on Navigation, Cargo Operations, Safety and Training requirements. He should write his "Night Orders" daily when at sea. (Refer Bridge Procedures Manual) DECISION MAKING AUTHORITY Within the context of the agreed voyage the Master is free to allocate priorities and resources, as he thinks fit. He can modify voyages plans to avert potentially hazardous situations, and deploy shore personnel as necessary for the vessel's needs. The Master may interchange or reassign the job responsibilities of an officer or rating if deemed necessary.

MASTER’S OVERRIDING AUTHORITY The Master has overriding authority and the responsibility to make decisions with respect to safety and pollution prevention and to request the company’s assistance as may be necessary. In the event of Master excising such authority, or in the event of the Master deviating from the Established SEP system he should as soon as practicable report in writing to the Company the specific deviation from the system and the reasons thereof. JOB CHALLENGES To ensure that each voyage is executed safely as per terms of governing charter party. To inculcate “Safety Culture / Awareness” and motivate the Ships Company towards reduction of “Process Loss” and to achieve a zero defect operation of the vessel under his command. RELATIONSHIPS * Confidentiality of Company business is to be maintained. * With subordinate staff as the focus of leadership for the vessel and source of individual

motivation for performance as well as training. * With WSM/Owners shore based staff on voyage planning and execution. * With WSM/Owners/Charterer shore based staff on cargo handling and pilotage. KNOWLEDGE, SKILLS & EXPERIENCE * To have appropriate and valid certificates for service as Master. * To have substantial experience and knowledge of ship operations as related to the type of vessel

he is sailing on. * Must have in depth knowledge of operational activities onboard, ashore and at

managers/operators office. * To be familiar with standard charter party requirements or contracts on carriage of goods under

which vessel is employed on a voyage.



SECTION 4

ORGANISATION

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Vessels to contact Wallem Office or Owners commercial department in case of any doubt or for any enquiry pertaining to cargo details,

cargo stowage, quality or properties of cargo.

4.5.2. INTERRELATIONS (SHIP / SHORE) i.e. MASTER WITH OTHERS

INTERNAL/ EXTERNAL CONTACTS

Fleet Cell Personn

el

Dept

Insurance

Department

Marine

Safety

Departme

nt

Agent Class Port

Authority

Owner

Operator

Comm.

Manager

Flag

State

Ship

Chandler

Procure

ment

Depart

ment

Commercial

Operations &

Charter Parties

Arrange Pre

Loading

Surveys

B/L

LOI

H&M Damages

Safety or

Environmental

Issues

Contact *

Via

Fleet

celt.

Pollution

Contact *

QI

OSRO

CRT

Via

Fleet

celt.

H+M claims

P&I,Cargo,FFO Contact * Via

Fleet

cell.

Certificates &

Surveys

ISM / ISPS

MLC

Via

Fleet

celt.

Dry Dock &

Repairs Claims

Condition

Surveys

Spdt.

Accidents /Hull

Accidents/Crew

CREW

Crew +

Hull

Accidents

Accide

nts

Spare parts &

Stores Urgent

Items

Navigation

Equipment Urgent

Repairs

Charts &

Publications Local

purchase

Local

Purchase

Drug & Alcohol

Policy Pre-

Joining

D+A

Tests

Un-

announc

ed

D+A tests

Man Entry/Hot

Work Permits

Spec.

Authorisa

tion.

Hot Work

in Port

Slop

Disposal

Provisions Cash +

Account

s

Training by Marine superintendents

Tank cleaning/ Hold cleaning

Transit in Piracy area off Somalia & in W. Africa

Contact * - Contact Technical superintendent in Fleet cell



SECTION 4

ORGANISATION

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4.5.2. INTERRELATIONS (SHIP / SHORE) – Master with others, explanation of matrix 4.5.2.1 Commercial Operations & Charter Party

(a) The Master will deal directly with the Owner's Operation Department or as instructed by them to follow Charterers' instructions.

(b) On matters of releasing cargo to consignee, i.e. Original B/L, Letter of Indemnity, etc. Master to deal with Owners. Should there be any anticipated delay Master should seek WSM Technical Departments Assistance.

(c) For any operational difficulties concerning cargo Master to contact WALLEM Technical Department.

4.5.2.2 Pollution, Accident, Major Emergencies

(a) Pollution or Accidents to be reported to Fleet Cell

(b) For Major Emergencies please refer to Company’s Major Casualty Contingency Manual.

(c) For Oil Pollution please refer to Shipboard Oil Pollution Emergency Plan/Vessel Response Plan ( VRP/NTVRP). Refer to Communication

4.5.2.3 Communication – Shipboard Oil Pollution Emergency Plan (SOPEP)/ Vessel Response

Plan (VRP/ NTVRP)

Please refer to SOPEP/VRP or NTVRP for communication with the Qualified Individual (QI) where applicable, and Owner/Managers Casualty Response Team (CRT). These contact details are to be prominently displayed/readily available at Satcom & VHF positions.

4.5.2.4 Communication - Major Casualty Contingency Manual (MCCM) Please refer to contact details a Plan (VRP/ NTVRP)

Please refer to SOPEP/VRP or NTVRP for communication with the Qualified Individual (QI) where applicable, and Owner/Managers Casualty Response Team (CRT). These contact details are to be prominently displayed/readily available at Satcom & VHF positions. nd reporting format in the MCCM. When Oil Pollution is involved the 'Vessel Response Plan' ( VRP/NTVRP) overrides the MCCM

4.5.2.5 P & I Club local correspondent

(a) For cargo claims, pollution, damage to fixed & floating objects (FFO) Master to refer to Club’s handbook and request local correspondents attendance. Master to exercise discretion where claim is only a remote possibility or very minor as correspondents’ appointed surveyors do charge fees. As far as practicable (time zone considered), the Fleet Cell should be contacted first for making arrangements with P & I Club. Refer to Notes 1 & 2



SECTION 4

ORGANISATION

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Note 1: For FFO please peruse insurance data first; as this could also be covered by H+M underwriter in which case the Office will need to advise them as their contact details are not available to the Master. Note 2: Heavy weather damages to the vessel and equipment is covered by Hull and Machinery underwriters. (b) When crew are hospitalised Master to advise agents to have invoices endorsed by P & I

Clubs’ local correspondent.

(c) Master to advise agents specifically to follow up on the status of the hospitalised person/s and to report the progress/condition to WALLEM SHIPMANAGEMENT .

4.5.2.6 Certificates & Surveys

(a) Master along with Chief Engineer is responsible for timely surveys and is to liase with

Technical Superintendent for surveys & renewals of certificates. Timely reminders on surveys or Conditions/ Recommendations that are approaching the due date is to be sent to the Technical Superintendent.

(b) For ISM/SMC and ISPS audits, Master to liase with Fleet Cell.

(c) All vessels have Class Directory should there be an urgent need of Class Surveyor’s

attendance. 4.5.2.7 Communications and Correspondence with WSM Office

Effective two-way communication between ship and office is essential and the procedures outlined below must be followed: -

(a) The Master will be sent a copy of all correspondence addressed to the ship, with the

exception of letters of a strictly personal nature.

(b) All official letters from the ship are to be printed (On Printer) and must be seen and initialled by the Master, who will retain a duplicate.

(c) All correspondence must be addressed to WALLEM and clearly marked with ship’s name

and for the attention of the Department concerned.

(d) Correspondence containing confidential information should be placed in an envelope marked "STRICTLY PRIVATE & CONFIDENTIAL" and addressed to the Fleet Director.



SECTION 4

ORGANISATION

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(e) Masters should encourage Officers to write their own reports on matters within their

respective areas of responsibility and on equipment under their care, leaving the Master to comment further in the report as necessary.

(f) The Master must sign correspondence with his name; it is not acceptable simply to sign

"Master". This also applies to telexes, e-mail and facsimiles. Please refer to SBM II for further details on communication including contact details and

correspondence. 4.5.2.8 Ship Chandlers & Service Engineer

a) Master to deal directly with ship chandlers for provisions and any stores, nautical

publications or charts and spares required in emergency for the voyage or safety of the vessel and crew. (‘emergency’ means no time for sanction from office)

b) For urgent repair of critical navigational equipment Master to contact equipment

authorised service centre through agent or the contracted shore based maintenance service provider i.e. Telenor, Broadgate etc. as applicable.

4.5.2.9 Dealing with the Media

Before agreeing to any media meeting following a casualty or crisis situation, authority must be obtained from one of the Media Response Team members (refer MCCM Sec. 3.3, Sec. 7.7 & Appendix 4).

Please remember that media response is only part of the WSM crisis response programme and is unlikely to have priority over reporting and dealing with other authorities, coastguard, etc. all of which is contained within the company's manuals on the subject. NOTE: "WE ARE NOT SEEKING MEDIA COVERAGE IN A CRISIS'.

4.5.2.10 Security Refer to Ship Security Plan (SSP) for guidance notes on hijacking, anti-terrorism, and piracy

advises. 4.5.2.11 Person in charge of Medical care The Master is the person on board in charge of medical care and administering medicine to

seafarers on board. He shall have completed training in medical care that meets the requirements of the STCW convention as amended. He may delegate duties of providing medical first aid and upkeep of the ship’s medicine chest and all medical documentation including ship’s medical log, forms required by the flag administration to the second officer.



SECTION 4

ORGANISATION

Page - 17 -



4.5.3 JOB TITLE CHIEF OFFICER ALSO KNOWN AS FIRST OFFICER / CHIEF MATE JOB PURPOSE To act as second in command under Master's direct orders, specifically be in charge of care of cargo during loading, stowage and discharge, maintenance of ships hull, cargo spaces, accommodation, safety appliances and all machinery related to vessels moorings and load/discharge of cargo. In discharge of his duties and responsibilities, he will be suitably supported by the team of officers and ratings assigned under deck department and by the Chief Engineer and his subordinate staff in maintenance of all deck and cargo machinery. On GMDSS ships he will carry out communication duties as directed by the Master JOB ACCOUNTABILITIES/RESPONSIBILITIES 1. All Operations in connection with Carriage of Cargo including Cargo Planning, Compliance with

ALL NATIONAL & INTERNATIONAL safety criteria for the intended cargo, Loading, Discharge and Ballast sequencing, Calculation of stability and strength, Cargo/ Payload security & care, Contingency planning for protection of the environment from damages caused by cargoes carried on board are the primary job responsibilities. At all stages of the voyage the vessel is to be maintained under Positive Stability, and within prescribed Stress Limits. On large vessels the checks for hull stress are to be pre determined for various load changes, including ballast changes.

2. To plan and oversee maintenance of hull, decks, superstructure, accommodation, cargo spaces,

deck and cargo machinery. To ensure that the vessel is always in a seaworthy, safe and efficient condition.

3. To plan and carry out survey related maintenance in time to ensure vessel remains in Class. 4. To stand his watches at sea and ensure that vessel is always safely navigated when at sea or

safely moored when in port. He will take appropriate actions in conformity with all relevant regulations and operational needs and will abide by Masters standing instructions.

5. To ensure that the vessel is always equipped with necessary stores and equipment to carry out

maintenance and to this effect he will raise necessary requisitions, for supplies in consultation with Master.

6. To ensure that Company regulations, guidelines and policies are followed in respect of vessels all

operations and maintenance. 7. To assess training needs of the subordinates staff under his control and impart the appropriate

training to ensure that they are aware of safe working practices and the need to operate the vessel in an environmentally friendly manner.

8. To impart necessary guidance to any cadets or trainees assigned to his care. 9. To maintain a constructive and harmonious working relationship interdepartmentally, with those

working directly under him and with the outside personnel with whom interaction is involved.

10. To carry out Risk Assessment for all daily tasks, i.e. maintenance & cargo operations. All important and critical jobs require a documented risk assessment to be carried out. The format of the risk assessment form is provided in the SMMS as an excel sheet and is to be used for carrying out risk assessment. To carry out “Tool Box” meeting daily for all tasks planned for the day prior start of work and also on site as situation demands.



SECTION 4

ORGANISATION

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4.5.3 (Continued) JOB ACCOUNTABILITIES/RESPONSIBILITY 10. To understudy the Master to ensure his readiness to take-over Master's role in case of the

Master's incapacity or absence. He must ensure that written "In Port" standing orders relating to cargo operations are issued, so that no confusion concerning loading/discharging operations occurs. He must maintain a proper, Port log for all cargo operations. Same log is to be used for tank cleaning or hold cleaning operations. If there is any doubt in this respect the matter must be reported to the Master immediately.

11. The Chief Officer is responsible to the Master for ensuring that:

i) The maintenance of all safety, fire fighting and life saving appliances equipment onboard is carried out and such LSA & FFA equipment are kept in a state of Operational

Readiness. Refer to PMS / SMMS ii) The maintenance of all cargo gear is carried out. iii) All accidents and dangerous occurrences are reported and investigated and, where

appropriate, preventive action recommended. (Please refer to SIRIS) iv) There is adequate provision for the well being of ship's personnel.

v) Risk Assessment and “Tool Box” meetings are done for all daily maintenance jobs and cargo operations, minimizing hazards and non-conformities.

12. Cargo

The Chief Officer is responsible to the Master for the safe stowage, loading, carriage and discharge of cargo and compliance with Owners/Charterers, instructions regarding the cargo. He shall make a positive report to the Master prior to each and every departure, and shall confirm that the condition of the ship meets all the requirements of the Stability Booklet and will continue to do so throughout the forthcoming voyage. He is responsible for the organisation of cargo work and for tank or holds cleaning, and will direct Junior Officers accordingly. Safety regulations for cargo must be strictly enforced and at no time are risks to be taken, which might endanger the ship or the safety of the Ship's Company. On tankers it is the Chief Officer's responsibility to ensure that a safe and efficient connection is made at the cargo manifold on the ship before pumping operations commence and maintain a proper cargo operation and pumping log. The Chief Officer is also responsible for maintaining any cargo pumping machinery spaces free of oil and water.

13. Deck Machinery

The Chief Officer is to inform the Chief Engineer of any defect or failure of deck and cargo handling equipment. The Chief Engineer is responsible for the maintenance of such equipment and the Chief Officer is to be guided by his expertise wilfully making available manpower under him for such maintenance, except derricks.

14. Pollution

The Chief Officer is responsible to the Master for ensuring all adequate anti-pollution measures are in operation as necessary. On tankers he is to maintain the relevant section/s of the Oil Record Book.



SECTION 4

ORGANISATION

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4.5.3 (Continued) As Environmental Control Officer he is the designated person in charge & responsible for

carrying out the Garbage Management Plan i.e. ensuring that all garbage is handled, stowed, processed and disposed according to Company’s Garbage Management Manual and in compliance with MARPOL V and maintain records of same. The chief officer is the keeper of the Garbage Log.

15. Handing Over

The Chief Officer is responsible for informing his reliever on the current status of safety, cargo and operational matters for the impending voyage. He shall only hand over on completion of ports cargo operations.

16. Ship Security Officer If the SSP has designated the Chief Officer as the Ship Security officer (SSO), he will carry out

the duties of the SSO as described in the SSP. If the SSP has designated the Chief officer as the backup SSO, he will carry out his duties as described in the SSP.

17. Safety Officer : As Safety Officer, he is required to ensure that risk assessment has been

carried out to identify hazards for important & critical operations with a goal to prevent injury to personnel. The Chief Officer and Second Engineer would carry out risk assessment for their respective departments or review the company Risk Assessment prior to the commencement of the operation. DECISION MAKING AUTHORITY * Watch standing - all necessary actions to avert potentially hazardous situations, in

compliance with owner and international regulations. * Cargo - all necessary actions to improve the effectiveness of operations

or avert situations likely to result in risk of damage to cargo or the vessel, or to life.

* Maintenance - assigning, work and deciding priorities, including overtime. JOB CHALLENGES To continuously improve deck department operation especially in relation to cargo management and training of subordinate staff. RELATIONSHIPS * With Master and Chief Engineer to ensure effective team management of vessel operations. * With subordinate staff to ensure harmonious operating environment. * With Shore Staff to ensure vessel and shore operational requirements are complied with mutual

satisfaction. KNOWLEDGE, SKILLS & EXPERIENCE * Appropriate and internationally acceptable certification for the rank. * Understanding and comprehension of international regulations on safety, pollution control and

ship operations. * Be fully conversant with Company's policies on safe ship operation. * Have relevant experience on types of vessels that he is assigned to. * Be knowledgeable of commercial aspects, viz. charter parties, contract of affreightment under

which vessel is persecuting the voyage. * Have some basic understanding of engineering operations and economics.

* Completes Safety Officer training course ashore or on VOD(CBT).



SECTION 4

ORGANISATION

Page - 20 -



4.5.4 JOB TITLE JUNIOR CHIEF OFFICER JOB PURPOSE To assist and understudy Chief Officer in all his duties and responsibilities under Master's direct orders, specifically be in matters of care of cargo during loading, stowage and discharge, maintenance of ships hull, cargo spaces, accommodation, safety appliances and all machinery related to vessels moorings and load/discharge of cargo. In discharge of his duties and responsibilities he will always prepare himself for subsequent promotion to Chief Officer. On GMDSS ships he will carry out communication duties as directed by the Master JOB ACCOUNTABILITIES/RESPONSIBILITIES 1. The Junior Chief Officer will have the same Job responsibility and accountability as the Second

Officer with the added function of assessing Ch.Officer in all the job responsibilities and accountability as prescribed in this manual.

2. In GMDSS ships he will be the designated Communication officer. DECISION MAKING AUTHORITY * Watch standing - all necessary actions to avert potentially hazardous situations, in

compliance with owner and international regulations. * Cargo - all necessary actions to improve the effectiveness of operations

or avert situations likely to result in risk of damage to cargo or the vessel, or to life.

* Maintenance - assigning, work and deciding priorities, including overtime. JOB CHALLENGES To grasp and practice hands-on, the procedures, operation and maintenance of the deck and cargo related equipment. To prepare himself for eventual promotion to the rank of Chief Officer and be able to take up the responsibilities and accountability of the new rank in the shortest time frame. RELATIONSHIPS * With Master and Chief Engineer to ensure effective team management of vessel operations. * With subordinate staff to ensure harmonious operating environment. * With Shore Staff to ensure vessel and shore operational requirements are complied to mutual satisfaction. KNOWLEDGE, SKILLS & EXPERIENCE * Appropriate and internationally acceptable certification for the rank. * Understanding and comprehension of international regulations on safety, pollution control and

ship operations. * Be fully conversant with Company's policies on safe ship operation. * Have relevant experience on types of vessels that he is assigned to. * Be knowledgeable of commercial aspects, viz. charter parties, contract of affreightment under

which vessel is persecuting the voyage. * Have some basic understanding of engineering operations and economics.



SECTION 4

ORGANISATION

Page - 21 -



4.5.5 JOB TITLE 2ND OFFICER / 2ND MATE / Navigating Officer JOB PURPOSE To carry out as directed by Master/Chief Officer watch standing and deck operational duties designed to contribute to safe economical vessel operation in compliance with owner and International regulations. Also the keeping of the abstracts and such other forms as directed by Master. On GMDSS ships he will be the “ Dedicated Communication” officer with responsibility for maintenance of Communication logs, Radio accounting and assist in actual communication work. JOB ACCOUNTABILITIES/RESPONSIBILITY 1. Responsible in maintaining all navigational charts and publications on board corrected to the

latest Weekly Notices to Mariners available on board. Maintain correction records. 2. Ensure that Passage Plans are prepared berth-to-berth and that all relevant, corrected charts and

navigational publications are on board for impending voyage. (Further details in the Bridge Procedures Manual) 3. The monitoring of the navigational conduct of the vessel in its intended passage, and maintain

associated log sheets/abstracts. 4. Keep the Bridge and Chart room in a clean and tidy condition. 5. Maintain all Flags and halyards. 6. Assist the Chief Engineer in testing the steering gear for efficient operation after any repairs or

overhaul has been carried out. Report condition to Master. 7. Work for and with the Chief Officer in planning cargo related activities. Work for and with the

Chief Officer and as directed by him on all cargo matters. 8. Monitor weather reports in port, and update Master & C/O accordingly. 9. Ensure with the 3rd Engineer and the 3rd Officer that all safety equipment is regularly checked

and where necessary replaced. Refer to PMS / SMMS. 10. Take charge of deck crew as directed by senior officers for mooring, stores receiving and other

port duties. 11. Carry out watch standing duties and take appropriate actions in conformity with all relevant

regulations and operational needs. 12. Carry out ad-hoc assignments from the Chief Officer designed to develop experience in the job

and potential for development. 13. Formally understudy the Chief Officer obtaining knowledge and understanding of his job. 14. Monitor the condition of all bridge navigational equipment and report any defects to the Master so

that such defects can be rectified.



SECTION 4

ORGANISATION

Page - 22 -



4.5.5 (Continued)

JOB ACCOUNTABILITIES/RESPONSIBILITY

14. Chart & Navigation Publication Management Whilst on board and prior off-signing from the vessel he is to ensure that all charts and

publications are corrected to the latest Weekly Notices to Mariners available on board. 15. General Duties At Sea - he will keep bridge watches as instructed.

In port - he will be involved with vessels operation and cargo work as instructed. On GMDSS Ships – he will be the dedicated communications officer. 16. Medical

He is responsible to the Master for health and hygiene onboard. He is the person on board designated to provide Medical First Aid. He shall have satisfactorily completed training in Medical First Aid that meets the requirements of the STCW convention as amended, which will enable him to take immediate and effective action in case of accidents or illnesses that are likely to occur on board and make use of medical advice obtained by radio or satellite communication. He is to report to the Master details of sick persons with a description of their condition. A list of those on the sick list with details of the complaint, symptoms and treatment given is to be kept in the Medical Log. He is to present the Medical log to the Master on a weekly basis for verification. He is responsible for the maintaining the Ship’s Medicine Chest as per flag state requirements, replenishing stock as necessary and verifying that all medicines on board are within their date of validity. He will maintain all medical records and forms as per flag state requirements.

DECISION MAKING AUTHORITY * Watch standing - All necessary actions to avert potentially hazardous situations in compliance

with Owner and International regulations. * Personal Safety - Reduce LTI; eventual goal for LTIF is zero.

JOB CHALLENGES * The execution of safe and efficient cargo loading and discharge. * Safe Navigation of the vessel whist entering, departing port or at high seas. * He will monitor the compliance of the ships staff with the Company’s Occupational Health and

Safety Management systems. RELATIONSHIPS * With senior officers to be briefed and to discuss operating problems. * With subordinates when directing them in pursuance of their duties. * With shore staff, co-operating to ensure vessel and shore operational requirements are

completed to mutual satisfaction KNOWLEDGE, SKILLS & EXPERIENCE Appropriate certification, good navigational, safety, cargo handling, vessel manoeuvring and administrative knowledge.



SECTION 4

ORGANISATION

Page - 23 -



4.5.6 JOB TITLE ADDITIONAL 2ND OFFICER JOB PURPOSE Carry out, as directed by the Master or Chief Officer watch standing and deck operational duties designed to contribute to safe, economical vessel operation in compliance with owner and International regulations. JOB ACCOUNTABILITIES 1. Assist the Second Officer in maintaining navigational publications up to date as instructed by the

Master. Normally the Additional 2nd Officer corrects lists of lights volumes. 2. Carry out, under the direction of the Chief Officer the checking and where necessary replacing of

safety equipment. Refer PMS / SMMS. 3. Under direction from the Master supervise deck crew activities e.g. mooring, stores receiving. 4. Carry out watch standing duties and take appropriate actions in conformity with all relevant

regulations and operational needs. 5. Carry out ad-hoc assignments from the Chief Officer designed to develop competence in the job

and potential for development. 6. Formally understudy the 2nd Officer, obtaining knowledge and understanding of his job. 7. On GMDSS ships he will carry out communication duties as directed by the Master.

8. Should the Additional 2/O be keeping 8-12 watch, ie. 3/O’s duties, he shall be designated as the Environmental Officer (EO).

9. Ship’s Environmental Officer (EO): 3/O along with 3/E is the EO. The purpose of the

Environmental Officer is three fold: o Firstly, to assist the Master in ensuring the vessel and crew comply with Company’s SHEQ

policy and MARPOL, including any specific environmental laws of the Port State; o Secondly, to assist to the Master in ensuring continuous environmental improvements are

made on board the vessel; o Thirdly, to facilitate a broader environmental awareness on board ship. He acts as an extra

pair of eyes and ears for the Master.



SECTION 4

ORGANISATION

Page - 24 -



4.5.6 (Continued) DECISION MAKING AUTHORITY * Watch standing - All necessary actions to avert potentially hazardous situations in compliance with owner and International regulations. * Other activities - Under direction from the Chief Officer but with freedom to recommend improved operating methods. JOB CHALLENGES * To maintain positive relationships with the crew which enables an understanding of their

problems while preserving their respect. * Organising his own work to maximise his availability to assist the Chief mate and Master. RELATIONSHIPS * With seniors in carrying out assigned duties in a conscientious manner. * With subordinates in supervising their activities e.g. on watch standing or dealing with their

problems e.g. in medical role. * With shore staff in co-operating to ensure vessel and shore operational requirements are

complied with mutual satisfaction. KNOWLEDGE, SKILLS & EXPERIENCE Appropriate certification, up to date navigational knowledge and general knowledge of all deck department operations.



SECTION 4

ORGANISATION

Page - 25 -



4.5.7 JOB TITLE THIRD OFFICER / 3RD MATE JOB PURPOSE Carry out, as directed by the Master or Chief Officer watch standing and deck operational duties designed to contribute to safe, economical vessel operation in compliance with owner and International regulations. JOB ACCOUNTABILITIES 1. Assist the Second Officer in maintaining navigational publications up to date as instructed by the

Master. Normally the Third Officer corrects lists of lights volumes. 2. Carry out, under the direction of the Chief Officer the checking and where necessary replacing of

safety equipment. Refer PMS / SMMS. 3. Under direction from the Master supervise deck crew activities e.g. mooring, stores receiving. 4. Carry out watch standing duties and take appropriate actions in conformity with all relevant

regulations and operational needs. 5. Carry out ad-hoc assignments from the Chief Officer designed to develop competence in the job and potential for development. 6. Formally understudy the 2nd Officer, obtaining knowledge and understanding of his job. 7. On GMDSS ships he will carry out communication duties as directed by the Master. 8. Carry out the maintenance of all meteorological equipment including maintaining the relevant logs.

9. Ship’s Environmental Officer (EO): 3/O along with 3/E is the EO. The purpose of the Environmental Officer is three fold: o Firstly, to assist the Master in ensuring the vessel and crew comply with Company’s SHEQ

policy and MARPOL, including any specific environmental laws of the Port State; o Secondly, to assist to the Master in ensuring continuous environmental improvements are


pair of eyes and ears for the Master.



SECTION 4

ORGANISATION

Page - 26 -



4.5.7 (Continued) DECISION MAKING AUTHORITY * Watch standing - All necessary actions to avert potentially hazardous situations in compliance with owner and International regulations. * Other activities - Under direction from the Chief Officer but with freedom to recommend improved operating methods.

* EO - Reports any intentional environmental violation to Master and Company as necessary.

JOB CHALLENGES * To maintain positive relationships with the crew which enables an understanding of their

problems while preserving their respect. * Organising his own work to maximise his availability to assist the Chief mate and Master. RELATIONSHIPS * With seniors in carrying out assigned duties in a conscientious manner. * With subordinates in supervising their activities e.g. on watch standing or dealing with their

problems e.g. in medical role. * With shore staff in co-operating to ensure vessel and shore operational requirements are

complied with mutual satisfaction. KNOWLEDGE, SKILLS & EXPERIENCE Appropriate certification, up to date navigational knowledge and general knowledge of all deck department operations.

Completes Environmental Officer training course (CBT)



SECTION 4

ORGANISATION

Page - 27 -



4.5.8 JOB TITLE - ADDITIONAL THIRD OFFICER/ ADDITIONAL 3RD MATE OR JUNIOR WATCHKEEPING OFFICER

JOB PURPOSE Carry out, as directed by the Master or Chief Officer watch standing and deck operational duties designed to contribute to safe, economical vessel operation in compliance with owner and International regulations. JOB ACCOUNTABILITIES 1. Assist the Second Officer and Third Officer in maintaining navigational publications including

lists of lights up to date as instructed by the Master.

2. Carry out, under the direction of the Chief Officer, the checking and where necessary replacing of safety equipment in accordance with PMS / SMMS.

3. Under direction from the Master or Chief Officer supervise deck crew activities e.g. mooring, stores receiving.

4. Carry out watch standing duties and take appropriate actions in conformity with all relevant regulations and operational needs.

5. Carry out ad-hoc assignments from the Chief Officer designed to develop competence in the job and potential for development.

6. Formally understudy the 3rd Officer, obtaining knowledge and understanding of his job.

7. On GMDSS ships he will carry out communication duties as directed by the Master.

8. Carry out the maintenance of all meteorological equipment including maintaining the relevant logs.

9. Assist 3/O who along with 3/E is the Ship’s Environmental Officer (EO): The purpose of the Environmental Officer is three fold:

o Firstly, to assist the Master in ensuring the vessel and crew comply with Company’s SHEQ

policy and MARPOL, including any specific environmental laws of the Port State;

o Secondly, to assist to the Master in ensuring continuous environmental improvements are made on board the vessel;

o Thirdly, to facilitate a broader environmental awareness on board ship. He acts as an extra pair of eyes and ears for the Master.

DECISION MAKING AUTHORITY. * Watch standing - All necessary actions to avert potentially hazardous situations in compliance

with owner and International regulations. * Other activities - Under direction from the Chief Officer but with freedom to recommend

improved operating methods.

* EO related - Assists EO in reporting any intentional environmental violation to Master and Company as necessary.

(!!)



SECTION 4

ORGANISATION

Page - 28 -



JOB CHALLENGES * To maintain positive relationships with the crew which enables an understanding of their

problems while preserving their respect.

* Organising his own work to maximise his availability to assist 3/O, 2/O, Chief mate and Master.

RELATIONSHIPS * With seniors in carrying out assigned duties in a conscientious manner.

* With subordinates in supervising their activities e.g. on watch standing or dealing with

their problems e.g. in medical role.

* With shore staff in co-operating to ensure vessel and shore operational requirements are complied with mutual satisfaction.

KNOWLEDGE AND SKILLS Appropriate certification, up to date navigational knowledge and general knowledge of all deck department operations. Completes Environmental Officer training course (CBT)



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5.9 JOB TITLE - DECK CADET OR JUNIOR OFFICER

JOB PURPOSE

To undergo training for eventual appointment in the Fleet as a qualified Officer in the deck department.

To be professionally trained in the art of being a Seaman/Navigator / and a professional Mariner leading towards the achievement of professional qualifications and Goals.

JOB ACCOUNTABILITIES

1. To understudy and assist other Officers in Deck and Other departments as nominated by the Master or Chief Officer from time to time.

2. To progressively learn the trade along the guide lines and task functions as outlined in the cadets

training record book, and to complete the various training modules in the correct time allotted.

3. To carry out specific tasks as ordered by the Master or Chief officer or other Officers under whom he is delegated to learn / practise the task.

4. To complete assignments and Specific training tasks as directed by the company onboard and or

ashore.

DECISION MAKING AUTHORITY.

* As delegated and for training purposes only.

JOB CHALLENGES

* To Uphold the objectives / Policies of the company and put the same into practice during the execution of the tasks assigned and to work diligently and conduct in a professional manner. Learn and cultivate “Profession Oriented” skills for self and professional improvement.

RELATIONSHIPS

* With all members of the Ships Company in learning and appreciating they’re various job requirements and functions on board.

KNOWLEDGE AND SKILLS

Normal Entry level - High School/ 12th Standard, with sound fundamental knowledge of Physics/Chemistry and Mathematics as foundation for building up professional knowledge.

Graduate Entry: - Bachelors Degree in science subjects.

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4.5.9.1. JOB TITLE SHIPS CLERK JOB PURPOSE With the advent of GMDSS and subsequent manning of vessels with out Radio Officers, in order to assist Masters in Administrative, Clerical, Communications, and Accounting the Ships Clerk is employed. The assignment of Ships Clerk on board on some vessels is dictated by special requirements of the trade and/or owners requirements. JOB ACCOUNTABILITIES 1. Carry out specific Administrative, Clerical, Communications, Accounting or associated tasks as

instructed or delegated by the Master. 2. Maintenance of various records, documents, and stationery items as delegated and required by

Master. DECISION MAKING AUTHORITY. * As delegated only and within the scope or purpose for which employed. JOB CHALLENGES Learn and cultivate “Profession Oriented” skills for self and professional improvement.. To plan effective mail distribution, despatch and filing. To plan and implement optimisation of stationery and stationery storing work. To be proficient with in-house Administrative / Accounting / Storing / Maintenance Software’s and assist in its implementation and optimisation. To co-ordinate with all departments for collection, recording and despatch of various electronic and other relevant data including maintenance of data on electronic media. RELATIONSHIPS With all members of the Ships Company in learning and appreciating they’re various job requirements and functions on board. KNOWLEDGE AND SKILLS Normal Entry level - High School/ 12th Standard, with basic computer skills in contemporary Office Software. A Radio Officers background could be beneficial but not essential.



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4.5.10 JOB TITLE CHIEF ENGINEER JOB PURPOSE To be responsible for efficient operation of ship's propulsion plant and auxiliary engines, all other machinery and equipment fitted onboard the vessel for loading and discharge of cargo and mooring of the vessel in order the vessel executes its intended voyages in an economic and timely manner. JOB ACCOUNTABILITIES/RESPONSIBILITY 1. Plan and organise in collaboration with the Master all Engine Department activities in the most

cost effective and safe manner in line with voyage needs and in compliance with WALLEM and International regulations.

2. Ensure that all Engine Department machinery and equipment is rigorously monitored and

routinely maintained in line with maker’s specifications and statutory regulations. 3. Plan and execute all non-routine and major maintenance work in a timely and cost effective

manner and with minimum disruption to voyage plans. To ensure that WALLEM Planned Maintenance Systems /SMMS as applicable are followed.

4. Ensure that all Engine Department machinery and equipment is operated to this full efficiency

levels in order to meet Charter Party requirement. 5. Keep the Master regularly advised of the operational status of all machinery onboard and to alert

him in advance of any possible delays or inefficiency that may be expected due to mal-operation of any machinery.

6. Maintain a close working relationship with WALLEM Technical staff, keeping them appraised of

Engineering performance and identifying work to be done during dry-docking. 7. Ensure the correct forecasting of all Engine Department store, spares, including bunker fuel and

lubricants, the ongoing monitoring of inventory levels and the requisitioning of further supplies. 8. Develop and train all Engineering Staff to meet the requirements of their jobs and the possibility

of promotion. 9. Ensure that all Engine Department administration is carried out in an accurate and timely manner

and inline with WALLEM requirements and International regulations. 10. To be responsible for ensuring when unmanned machinery spaces operation can be carried out

safely and advise the Master accordingly. 11. To ensure that either himself or 2nd Engineer are always promptly available when vessel

navigating in enclosed waters. During arrival and departures from Port, the Chief Engineer would be in the ECR. During long passages, the 2nd Engineer would relieve the Chief Engineer in the ECR. In addition, Chief Engineer to ensure that either himself or the 2nd Engineer are available in the ECR/ Engine room during certain passage through choke points like One Fathom Bank, Singapore Strait, Dover Strait etc. These areas are to be decided in consultation with the Bridge team.

11A Chief engineer taking over, to check that bilge pumping arrangement is as per original line

diagram. Please refer to SBM I Sec 11.5.1 on OWS for full details. 11B Chief engineer taking over, to check that there are no “Magic Pipes” in Oily disposal system and

that the seal numbers on the flanges of the OWS discharge line match the numbers logged in the SMMS. He will also check the condition and operation of the OWS and the incinerator. Chief Engineer will then send a message to office confirming that all MARPOL Equipment are in good working order.



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4.5.10 (Continued) JOB ACCOUNTABILITIES/RESPONSIBILITY 12. Responsible for the proper working of, and all repair to, Engine Room, Machinery, Deck and

Pump Room Machinery, Hotel Services and all electrical equipment in consultation with Master. He will plan co-ordination between Electrical Officer and Radio Officer for any repair or planned maintenance on radio and navigational aids.

13. When operational difficulties occur which affect the machinery performance or may cause delays

to vessel then a detailed report of this with recommended remedial action is to be forwarded to WALLEM by quickest means unless it is felt that the problems can be expeditiously handled by ship staff which case a mailed report will be in order.

14. To remain in- charge of his normal duties and responsibilities when the vessel is undergoing dry-

dock repairs and to ensure that prior leaving dry-dock all sea connections and piping are secured and tight.

15. Following completion of Periodical overhauls and before the ship sails after repair, a dock trial is

to be make of all machinery and the result reported to the Master and to WALLEM. 16. On joining the vessel, the Chief Engineer must exchange a take over list with the outgoing Chief

Engineer on which will be recorded lubricating oil and bunker quantities onboard. The Chief Engineer must satisfy himself as to the operational and maintenance status of all machinery and if there are any deficiencies then it must be recorded and reported to the Company. To avoid any conflict it is recommended that both incoming and outgoing Chief Engineers countersign this condition report. WALLEM form E8 is to be used for making out handover/take-over report.

17. As Chief Engineer to be overall in-charge of all Maintenance work on the machinery in the Engine

Room and on deck he is personally to supervise maintenance or delegate to Second Engineer. 18. On joining the ship the Chief Engineer is to issue his own standing orders to supplement

WALLEM procedures. If the Engine room is in manned condition for any reason, he should write his "Night Orders" daily when vessel is at sea

19. The Chief Engineer must prepare a daily noon report which shows engine running time within last

24 hours, engine speed, percentage of slip, fuel consumption and receipt of bunkers if any. 20. Bunkering

The Chief Engineer is responsible to the Master for ensuring that adequate bunkers are onboard of sufficient quality and quantity with safe margin for next voyage. Refer to Bridge Procedures Manual section II. The Chief Engineer is responsible to the Master for ensuring that the relevant sections of the oil record book are correctly maintained, Chief Engineer is in-charge of bunkering and to follow bunkering procedure as per vessel's Oil Contingency Plan and relevant Checklist on bunkering.

21. Dry-docking and Major Repairs

The Chief Engineer is to prepare repair reports for any defects that are deemed to be beyond the competence or available manpower, for which shore attendance is required. These reports are to be submitted to the Company in a regular basis with a record of all outstanding repairs to be condensed in a Dry-docking Repair Report whenever the vessel is being programmed for periodic dry-docking or major repairs afloat.



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4.5.10 (Continued) JOB ACCOUNTABILITIES/RESPONSIBILITY 22. Chief Engineer is to ensure that prior vessel entering confined waters, making port or departing

port, the steering plant is tested for good operational efficiency and an entry of this test procedure is to be recorded in the Engine Room Logbook.

23. Chief Engineer is to ensure that before a vessel proceeds to sea, all machinery are in good

working order for the vessel to remain seaworthy, in class and in a condition fit to prosecute the voyage.

24. Chief Engineer is to ensure that a true and correct record of all events in the Engine Room

relating to each machinery operation, maintenance and breakdown history is maintained onboard.

25 If the SSP has designated the Chief Engineer as the Ship Security officer (SSO), he will carry out the duties of the SSO as described in the SSP. If the SSP has designated the Chief Engineer as the backup SSO, he will carry out his duties as described in the SSP.

DECISION MAKING AUTHORITY The Chief Engineer has been invested with the authority to take any technical decisions including the setting of priorities and allocation of resources as long as they do not impact on vessels overall performance and safety. Whenever any decisions which effect vessels performance or operations then same to be discussed with Master who will have the authority to over-rule Chief Engineer decision only when there is risk to men, environment and the property. The authority to maintain discipline within his department rests with the Chief Engineer who may, through Master recommend any disciplinary or dismissal action to be taken by the Company. JOB CHALLENGES To continuously optimise the performance and upkeep of all machinery onboard in order the vessel may trade commercially in an economic and efficient manner. To continually improve Engine department operation especially in relation Engine resource management and training of subordinate staff. RELATIONSHIPS * Close working relationship with the Master, Chief Mate and 2nd Engineer in planning and

organising shipboard activities. * With subordinate staff in the assignment of work and monitoring of progress. * With external Engineering Staff of the WALLEM Group with whom he is the primary point of

contact. KNOWLEDGE, SKILLS & EXPERIENCE Appropriate certification for the rank with past experience on the type of machinery fitted onboard the vessel he is assigned to.



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4.5.11 JOB TITLE 2ND ENGINEER, Also known as 1st Engineer JOB PURPOSE To plan and organise in co-operation with the Chief Engineer and through Engineering staff the optimum operation and maintenance of the Engine Department and electrical and mechanical maintenance throughout the vessel. JOB ACCOUNTABILITIES 1. Plan and ensure the execution of all Engine Department operations. 2. Ensure that all Engine Department maintenance is planned and effectively carried out. 2A. To carry out Risk Assessment for all daily tasks, i.e. maintenance operations. All Important and

critical jobs require a documented risk assessment to be carried out. The format of the risk assessment action plan is provided in the SMMS and in excel format and is to be used for carrying out risk assessment. To carry out Tool box meeting daily with the engine room staff for all the tasks planned for the day prior start of work and also on site as situation demands.

3. Ensure in co-operation with the Chief Officer that all deck electrical, hydraulic and mechanical

maintenance is planned and effectively carried out. 4. Maintain an in depth knowledge of the ships Engineering status, bringing to the Chief Engineers

attention any potential or actual problems, and recommending suitable courses of action. 5. Carry out watch standing duties and take appropriate actions in conformity with all relevant

regulations and operational needs. 6. Monitor the levels of Engineering Spares, letting the Chief Engineer know when requisitioning is

necessary. 7. Through personal motivation ensure a construction spirit of teamwork between Engine

Department staff. 8. Monitor Engineering staff training and development needs bringing them to the attention of the

Chief Engineer for action. 9. The Second Engineer is directly responsible to the Chief Engineer for the overhauling of, and

repair work to, the main engine, boilers, auxiliaries, electrical equipment, deck, machinery, cargo pumping plant, lifeboat motors, emergency fire pumps and emergency generator. He is also responsible for all laundry, galley and pantry machinery and steam and oil fuel connections. He is to maintain close liaison with the Chief Officer in day-to-day matters affecting the deck department. When the Chief Engineer is absent or indisposed the Second Engineer will assume his duties and take charge of the Engine Department. The Second Engineer is directly responsible to the Chief Engineer for setting up the main machinery and ensuring all safety and alarm systems are functional prior to engines being placed in UMS (Unmanned Machinery Spaces) operation.

10. He is to support the Chief Officer in effecting Vessels Garbage Management Plan and to operate the garbage processing equipment(s) available such as the incinerator, communiter and or compactor.



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4.5.11 (Continued) JOB ACCOUNTABILITIES/RESPONSIBILITY 11. Duties

The Second Engineer must keep a full record of overhauling and repair work carried out and of all gauging and boiler water tests. These records are to be presented at regular intervals to the Chief Engineer for his signature. The Second Engineer is responsible for the cleanliness and orderliness of the engine and boiler rooms and for the proper and economical use of all stores, tools and spare gear, an inventory of which he will keep. The Second Engineer is in charge of the engine room staff. He is to see that the Chief Engineer's instructions are carried out by efficient organisation and is to direct the engine room staff accordingly. The Second Engineer must keep the Chief Engineer fully informed about the progress of maintenance and repair work, running of the machinery, conduct and ability of the staff and is to report immediately to him any unusual occurrence in the engine room.

Other duties will include: (i) The drawing up of a Watch List before the ship leaves port and posting copy in the

engineers' quarters and engine room. (ii) The proper completion of the engine room log book. (iii) The correct setting of valves and lines prior to loading lubricants is the Chief Engineer's

responsibility, but First Engineer under the Chief Engineer’s supervision will normally undertake this.

DECISION MAKING AUTHORITY * Watch standing - all necessary actions to avert potentially hazardous situations in

compliance with owner and international regulations. * Operations/ - determination of work priorities, allocation of staff, Maintenance change over of auxiliary operating units. JOB CHALLENGES * How best to organise agreed programmes of work in the best possible manner. * Seeking to minimise engineering problems throughout the vessel. * Carrying out technical engineering calculations. RELATIONSHIPS * With Chief Engineer and Chief Mate to ensure agreement on priorities and co-ordination of Deck

and Engine Department activities. * With subordinates to provide motivation and ensure good working relationships. KNOWLEDGE, SKILLS & EXPERIENCE Appropriate certification and sound practical marine engineering experience of 5 years or more covering mechanical/electronic /electrical engineering.



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4.5.12 JOB TITLE 3rd ENGINEER JOB PURPOSE To carry out as directed watch standing and specific Engine Department maintenance

duties designed to contribute to safe, economical Engine and vessel operation in compliance with owner and international regulations.

JOB ACCOUNTABILITIES 1. Ensure that the status of the boilers and all associated steam generation equipment is regularly

monitored, appropriate logs kept and any problems brought to the attention of the Chief Engineer. (*)

2. Ensure under the direction of the 2nd Engineer that all-necessary maintenance and overhauls of

the above machinery are carried out in a timely and cost effective manner. 3. Ensure that the status of main engine fuel valves, air-starting valves, fuel p/p suction valves and

exhaust valves, are checked and necessary maintenance carried out. (*)

4. Work with the 3rd Officer in ensuring that ship safety equipment is periodically tested and defective items replaced. Refer PMS / SMMS.

5. Provide guidance and training to the junior engineering officers concerning the maintenance and

operation of the machinery for which he is accountable. 6. Carry out watch standing duties and take appropriate actions in conformity with all relevant

regulations and operational needs. 7. Carry out general repair and maintenance work as directed by the 2nd Engineer.

* Machinery allocation between 3rd and 4th Engineers may be changed by the Chief Engineer as necessary.

8. Ship’s Environmental officer (EO): 3/E along with 3/O is the EO. The purpose of the Environmental Officer is three fold: o Firstly to assist the Chief Engineer in ensuring the vessel and crew comply with Company’s

SHEQ policy and MARPOL, including any specific environmental laws of the Port State; o Secondly to assist the Master in ensuring continuous environmental improvements are


pair of eyes and ears for the Chief Engineer.



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4.5.12 (Continued) JOB ACCOUNTABILITIES/RESPONSIBILITY DECISION MAKING AUTHORITY * Watch standing - all necessary actions to avert potentially hazardous situations in

compliance with owner and international regulations. * Operations - all status review activities in accordance with established

procedures. Maintenance and overhaul work carried out with the authority and under the direction of the Chief Engineer.

* EO - Reports any intentional environmental violation to the Chief Engineer, Master, the Company as necessary.

JOB CHALLENGES * To ensure a continuous high level of performance for the plant for which he is responsible. RELATIONSHIPS * With his superiors and fellow officers as part of the vessel engineering team. KNOWLEDGE, SKILLS & EXPERIENCE Appropriate certification and at least three years marine engineering experience with sound understanding of his specialist area and a good general knowledge of all the ships engineering activities.

Completes Environmental Officer Training Course (CBT)



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4.5.13 JOB TITLE - 4th ENGINEER JOB PURPOSE To carry out as directed watch standing and specific Engine Department maintenance duties designed to contribute to safe economical engine and vessel operation in compliance with owner and International regulations. JOB ACCOUNTABILITIES 1. Ensure that the status of the auxiliary engines, oil purifiers, fresh water generators, aux.pumps

and air compressors are regularly checked, appropriate logs kept and any problems brought to the attention of the 2nd Engineer. (*)

2. Carry out under the direction of the 2nd Engineer all necessary routine maintenance of the above machinery to ensure good operational performance.

3. Carry out analysis and tests of all lubricating oils in service, renewing these where necessary. 4. Maintain an up to date inventory of all lubricating oils, and greases. 5. Helping the Chief Engineer on bunker operations and those associated with fuel, diesel and

lubricating oil transference. 6. Carry out watch standing duties and take appropriate actions in conformity with all relevant

regulations and operational needs. 7. Carry out general repair and maintenance work as directed by the 2nd Engineer.

* Machinery allocation between 3rd & 4th Engineers may be changed by Chief Engineer as he deems necessary. DECISION MAKING AUTHORITY * Watch standing - all necessary actions to avert potentially hazardous situations in

compliance with owner and International regulations. * Operations/ - other than routine status checking all maintenance work

Maintenance is carried out under the direct supervision and with the involvement of the 2nd Engineer.

JOB CHALLENGES Increasing his knowledge of plant operation and maintenance RELATIONSHIPS With his superior and fellow officers as part of the vessel engineering team. KNOWLEDGE, SKILLS & EXPERIENCE Appropriate certification and at least two years marine engineering with sound understand of his specialist area and a good general knowledge of all the ships engineering activities.



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4.5.14 JOB TITLE - ADDITIONAL 4th ENGINEER OR JUNIOR WATCHKEEPING ENGINEER JOB PURPOSE To carry out as directed watch standing and specific Engine Department maintenance duties designed to contribute to safe economical engine and vessel operation in compliance with owner and International regulations. JOB ACCOUNTABILITIES 1. Same as the 4th Engineer. 2. An additional 4th Engineer is included into a Ships complement because vessel trade or

machinery including deck machinery (Cargo Pumps) make it necessary. He will be allocated specific job responsibilities by the Chief engineer as required.

DECISION MAKING AUTHORITY * Watch standing - all necessary actions to avert potentially hazardous situations in

compliance with owner and International regulations. * Operations/ - other than routine status checking all maintenance work

Maintenance is carried out under the direct supervision and with the involvement of the 2nd Engineer.

JOB CHALLENGES Increasing his knowledge of plant operation and maintenance RELATIONSHIPS With his superior and fellow officers as part of the vessel engineering team. KNOWLEDGE, SKILLS & EXPERIENCE Appropriate certification and at least two years marine engineering with sound understand of his specialist area and a good general knowledge of all the ships engineering activities

(!)



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4.5.15 JOB TITLE - ENGINEERING CADET OR 5TH ENGINEER OR JUNIOR ENGINEER JOB PURPOSE To undergo training for eventual appointment in the Fleet as a qualified Engineering Officer in the Engine department. To be professionally trained in the art of being a Seaman /Marine Engineer / and a professional Mariner leading towards the achievement of professional qualifications and Goals. JOB ACCOUNTABILITIES 1. To understudy and assist other Officers in Engine and other departments as nominated by the Chief

Engineer from time to time. 2. To progressively learn the trade along the guide lines and task functions as outlined in the graduate

Engineers training record book, and to complete the various training modules in the correct time allotted.

3. To carry out specific tasks as ordered by the Chief Engineer or other Engineering Officers under whom he is delegated to learn / practise the task.

4. To complete assignments and Specific training tasks as directed by the company onboard and or ashore.

DECISION MAKING AUTHORITY. As delegated and for training purposes only. JOB CHALLENGES

To Uphold the objectives / Policies of the company and put the same into practice during the execution of the tasks assigned and to work diligently and conduct in a professional manner. Learn and cultivate “Profession Oriented” skills for self and professional improvement. RELATIONSHIPS With all members of the Ships Company in learning and appreciating they’re various job requirements and functions on board. KNOWLEDGE AND SKILLS Graduate Entry: - Bachelors Degree in Marine Engineering or equivalent as recognised by the Company as equivalent with sound fundamental knowledge of engineering practices as foundation for building up professional knowledge.

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4.5.16 JOB TITLE - ELECTRICAL OFFICER / ELCTRICAL ENGINEER/ ELECTRO-TECHNICAL / RATING (E/O/ EL-OFF/ E/E/ ETR)

JOB PURPOSE Check the operational status of all electrical equipment throughout the vessel carrying out all necessary maintenance and repair work under the direction of the Chief Engineer. JOB ACCOUNTABILITIES 1. Monitor on a regular basis the status of all ship electrical equipment, especially motors, batteries,

lights, switchboards, impressed current protection, making such replacements as are necessary and keeping the required logs.

2. Carry out, with the authority and under the direction of the Chief Engineer the overhaul and maintenance of electrical equipment if necessary in collaboration with the second engineer and engine room staff. Note: For day to day maintenance work, Chief Engineer’s authority is delegated to the Second

Engineer. 3. Maintain an up to date inventory of the consumable electric stores informing the Chief Engineer of

any requirements. 4. Keep the Chief Engineer informed as to the status of all electrical equipment on board. 5. Carry out as directed by the Chief Engineer any specific assignments. 6. Carry out vibration checks as directed by Chief Engineer. 7. The E/O is to carry out maintenance of GMDSS equipments as directed by the Master / Chief

Engineer. DECISION MAKING AUTHORITY Can carry out replacements or maintenance of minor items. More significant maintenance work needs the approval and review of the Chief Engineer. The jobholder then predominantly works on his own on its execution. JOB CHALLENGES Gaining an understanding and knowledge of electronics and heavy current electrical engineering. RELATIONSHIPS *With the Chief Engineer in discussing and reviewing electrical work. The jobholder may also be called up on to play a "lead role" where significant electrical maintenance or repair work is required. KNOWLEDGE, SKILLS & EXPERIENCE Sound practical experience of marine applications.

TRAINEE, SKILLS & EXPERIENCE Must have certificate of proficiency as ETR or certificate of competency as ETO.

(!)

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4.5.17 JOB TITLE - REEFER/ELECTRICAL ENGINEER / ELECTRO-TECHNICAL RATING

(R/E/E/ ETR) JOB PURPOSE In addition to the duties of Electrical Officer described in 4.5.16 the R/E/E when assigned to a reefer vessel will also be in charge of operation of cargo hold refrigeration plant and related maintenance work. He will report directly to the Chief Engineer for all matters related to the cargo refrigeration plant. JOB ACCOUNTABILITIES

1. Start and stop the refrigeration plant for cargo compartments as per direction of Chief Officer and or Chief Engineer. He will obtain, in writing the carriage conditions from the Chief Engineer who is given it by Master or Chief Officer, and maintain them during the voyage. Maintain record of all parameters in the reefer log and if required in charterer's log sheet.

2. Monitor the plant parameters and cooling down periods and compare them with the

required values. Any deviation is to be reported to the Chief Engineer as soon as they are detected.

3. Check and maintain fans, controllers, temperature sensors, data logger and or strip chart

recorders, Ozone plant and compressors, etc. in good order. Plan and carry out routine maintenance work on compressors, condensers and controllers. In all maintenance work the Second Engineer will assign him help.

4. Maintain record of all maintenance work and spare parts inventory. Prepare requisition for

supply of parts and material required. 5. Assist Duty Officer in checking the temperature and provide electrical power for reefer

containers when they are loaded on the ship. However if the containers are loaded during such hours that R/E/E is having his rest then this job is to be attended to by the Duty Officer and R/E/E called only in case of any difficulty. During the passage, the Duty Officer will monitor temperature of container(s) but in case of any abnormality, repairs will be attempted by R/E/E under supervision of Chief Engineer.

(!)



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4.5.17 (Continued) REEFER/ELECTRICAL ENGINEER / ELECTRO-TECHNICAL RATING DECISION MAKING AUTHORITY * Can start and stop any equipment related to the reefer plant if he considers it necessary. However

he must advise the Chief Engineer about his action. All maintenance work is planned in consultation with the Chief Engineer. Any assistance required is arranged by Chief or Second Engineer. The officer then works entirely on his own.

JOB CHALLENGES * Gaining clear understanding and knowledge of basic principles of refrigeration, thermodynamics,

compressors and control equipment. RELATIONSHIPS * With the Chief Engineer in discussing and reviewing status of reefer plant, cargo carriage conditions

and operation of plant. * With the Chief Officer for starting & stopping plant. KNOWLEDGE SKILLS AND EXPERIENCE Extensive and sound experience as Electrical Officer, then served as trainee reefer engineer on a refrigerated cargo carrier for a minimum of three months * Must have certificate of proficiency as ETR OR certificate of competency as ETO.

(!)

(!)



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4.5.18 JOB TITLE ELECTRO TECHNICAL OFFICER (ETO) JOB PURPOSE To maintain Communication/Navigation Equipment. Check the operational status of all Electrical Equipment throughout the vessel carrying out all necessary maintenance and repair work under the direction of the Chief Engineer. To assist in communication in case of technical difficulties. JOB ACCOUNTABILITIES Communication/Navigational Equipment 1. Monitor Equipment performance, carrying out Diagnostic Checks and undertake appropriate steps

for preventive maintenance and repairs. 2. Review equipment spare part inventory initiating requests for supplies where necessary. 3. To maintain Private Radio Accounts. 4. To guide in routing of messages for cost effectiveness. 5. To prepare monthly equipment status report as required by designated Shore Based Maintenance

Company. 6. Keep the Master informed as to the status of Communication/Navigational Equipment. Electrical/Instrumentation 7. Monitor on a regular basis the status of all ship Electrical Equipment, especially Motors, Batteries,

Lights, Switchboards, Cathodic Protection; making such replacements as are necessary and keeping the required logs.

8. Carry out with authority and under the direction of the Chief Engineer, the overhaul and Maintenance

of Electrical equipment, if necessary in collaboration with the Fitter. 9. Maintain an up to date inventory of the consumable Electrical Stores informing the Chief Engineer of

any requirements. 10. Keep the Chief Engineer informed as to the status of Electrical Equipment on board. 11. Carry out Vibration checks as directed by the Chief Engineer.



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4.5.18 (Continued) ELECTRO TECHNICAL OFFICER (ETO) DECISION MAKING AUTHORITY * Recommending to Master action to repair faulty Electronic Equipment. * In consultation with Master, to liase with designated Shore based Maintenance Company for prompt

maintenance. * Can carry out replacement or maintenance of minor items. More significant maintenance work

needs approval of the Chief Engineer. JOB CHALLENGES * Gaining an understanding and knowledge of electronics and heavy current electrical engineering. * Equipment fault finding and repair. RELATIONSHIPS * With Master: - Administrative assistance - Upkeep of Communication/Navigational Equipment. * With Chief Engineer: - Discuss & review Electrical Work. KNOWLEDGE, SKILLS & EXPERIENCE * Must have certificate of competency as ETO

(!)



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4.5.19 JOB TITLE PUMPMAN (6EP) JOB PURPOSE To ensure that all cargo handling systems are fully maintained and to operate them during cargo related activities under the direction of the Chief Officer. JOB ACCOUNTABILITIES 1. Regularly monitor the operational status of all cargo handling systems. 2. Bring all actual or potential problems with cargo handling systems to the attention of the Chief

Officer 3. Work with members of the Engineering Department in the overhauling and routine maintenance

of cargo handling systems and deck machinery. 4. Operate, under the direction of the Chief Officer all cargo system equipment during cargo related

activities. 5. Carry out deck machinery greasing routine as directed by the Chief Engineer or the Chief Officer. DECISION MAKING AUTHORITY * Operation - works to instructions given by the Chief Officer during cargo related

activities. * Maintenance - works to established status monitoring timetables and on overhauls and

maintenance under the direction of the Chief Officer and Chief Engineer.

JOB CHALLENGES * Ensuring that monitoring is carried out in an effective manner. RELATIONSHIPS * Works with Engineering staff on maintenance and overhaul. KNOWLEDGE, SKILLS & EXPERIENCE Sound knowledge of cargo handling systems gained through practice experience over some years, supported by specialist courses e.g. crude oil washing, pump operation. Possess the relevant STCW certificate for the relevant ship type.



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4.5.20 JOB TITLE FITTER OR MECHANIC (6EF) JOB PURPOSE Carry out maintenance and repair work on mechanical equipment throughout the vessel under the direction of the 2nd Engineer. JOB ACCOUNTABILITIES 1. Carry out with the authority and under the direction of the 2nd Engineer the overhaul and

maintenance of mechanical equipment if necessary in collaboration with the electrician. 2. Maintain an up to date workshop inventory informing the 2nd Engineer of any requirements. 3. Keep the 2nd Engineer informed as to the status of all mechanical equipment on board. 4. Carry out as directed by the 2nd Engineer any specific assignments. DECISION MAKING AUTHORITY Can carry out replacements or maintenance of a minor character. More significant maintenance work e.g. welding needs the approval and review of the 2nd Engineer. The job holder then predominantly works on his own on its execution. JOB CHALLENGES Gaining an in depth knowledge of new welding systems. RELATIONSHIPS With the 2nd Engineer in discussing and reviewing mechanical work. The jobholder may also be called upon to play a "lead role" where significant mechanical maintenance or repair work is required. KNOWLEDGE, SKILLS & EXPERIENCE Time served as mechanic, with extensive welding and general workshop experience and sound practical experience of marine applications.



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4.5.21 JOB TITLE RIDING FITTER JOB PURPOSE Carry out maintenance and repair work on mechanical equipment throughout the vessel under the direction of the Chief Officer. JOB ACCOUNTABILITIES 1. Carry out with the authority and under the direction of the Chief Officer the overhaul and

maintenance of mechanical equipment and renewal of steelwork as necessary. 2. Maintain an up to date workshop inventory informing the Chief Officer of any requirements. 3. Keep the Chief Officer informed as to the status of all mechanical equipment on board. 4. Carry out as directed by the Chief Officer any specific assignments. DECISION MAKING AUTHORITY Can carry out replacements or maintenance of a minor character. More significant maintenance work e.g. welding needs the approval and review of the Chief Officer. The job holder then predominantly works on his own on its execution. JOB CHALLENGES Gaining an in depth knowledge of new welding systems. RELATIONSHIPS With the Chief Officer in discussing and reviewing mechanical work. The jobholder may also be called upon to play a "lead role" where significant mechanical maintenance or repair work is required. KNOWLEDGE, SKILLS & EXPERIENCE Time served as fitter, with extensive welding and general workshop experience and sound practical experience of marine applications



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4.5.22 JOB TITLE BOATSWAIN (BOSUN), OR CPO JOB PURPOSE To plan and organise the deployment of deck crew to ensure that all assigned deck operations and maintenance activities are effectively carried out. JOB ACCOUNTABILITIES 1. Carry out by the appropriate deployment of deck crew, all those activities specified by the Chief

Officer. 2. Monitor deck crew's daily work ensuring it is done with safe working practices. To carry out Tool

box meeting daily with the deck crew for all tasks planned for the day prior start of work and also on site with the deck crew as situation demands

3. Ensure that deck equipment, material, specially personnel protection equipment including harness, safety lines etc. are maintained in the best possible manner.

4. Ensure that all deck stores are received, stored, kept in good condition and levels monitored and controlled.

5. Provide direction and leadership to crewmembers, dealing where necessary with group or individual personal problems, within established procedures.

6. Supports and assists the Chief Officer in carrying out vessels Garbage Management plan i.e. handling processing, storage and disposal of ships garbage.

7. Keep the Master and Chief Officer fully informed on all crew activities bringing to their attention potential problem areas. Maintain crew discipline.

8. Carry out watch standing duties as required. 9. Ensure that newly joined deck crew are made familiar with the handling of deck machinery,

specially the Windlass and Mooring Winches. DECISION MAKING AUTHORITY Which crew members to use based on an assessment of numbers needed and the abilities and performance of individuals. JOB CHALLENGES * Determining the best allocation of crewmembers to tasks to achieve results. * Dealing with actual or potential employee relations problem. RELATIONSHIPS * Sound working relationship with the Chief Officer * Key interface with and motivation of deck crew. * Key interface between senior officers and crew. KNOWLEDGE, SKILLS & EXPERIENCE 10 years deck experience, and a high level of emotional stability and maturity.



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4.5.23 JOB TITLE ABLE & ORDINARY SEAMAN (Or GP1 & GP2) JOB PURPOSE To carry out as required any allocated maintenance or operational tasks or watch standing duties. JOB ACCOUNTABILITIES 1. Carry out watch standing duties as directed by the officer on watch, bringing to his attention any

unusual situation. 2. Carry our maintenance tasks as directed by the Bosun on the ship fabric and deck equipment. 3. Carry out any operational duties connected with cargo related activities or manoeuvring as

directed by the Bosun. 4. Bring to the attention of the Bosun any ship defects or peculiarities of operation. 5. Carry out safety and security inspections. DECISION MAKING AUTHORITY Carries out tasks specifically as directed by the Bosun or officer of the watch and in line with ship internal orders. JOB CHALLENGES To contribute to the creation of an effective shipboard team attitude. RELATIONSHIPS * With superiors when working with, or being briefed by them. * With colleagues when working with them as members of a team. KNOWLEDGE, SKILLS & EXPERIENCE Familiarity with the operation of most deck equipment e.g. winches, sandblasting equipment and with several years shipboard experience, and certified helmsman. Possess the relevant STCW certificate for the relevant ship type he is serving on.



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4.5.24 JOB TITLE TRAINEE SEAMAN or DECK BOY JOB PURPOSE To carry out as required any nominated duties. JOB ACCOUNTABILITIES 1. Carry out specific cleaning duties as directed. 2. Carry out the duties of mess boy as directed. DECISION MAKING AUTHORITY Acts as directly instructed. JOB CHALLENGES To carry out tasks efficiently as possible RELATIONSHIPS With crewmembers in the messroom while serving meals. KNOWLEDGE, SKILLS & EXPERIENCE This is an entry point position, which can be carried out satisfactorily with minimum shipboard experience.



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4.5.25 JOB TITLE OILER/FIREMAN/MOTORMAN OR GP1 JOB PURPOSE To carry out watch-standing duties under officer supervision and to provide general assistance across the full range of Engineering Department activities. JOB ACCOUNTABILITIES 1. Check as directed by the Watch Engineer plant status, taking and logging machinery readings. 2. Bring to the attention of the Watch Engineer for his action any apparent malfunctions. 3. Carry out as directed by the Watch Engineer any actions necessary to ensure good Engine

Department operation. 4. Carry out cleaning duties both for specifically designed machinery and as directed by the 1st

Engineer. 5. Carry out maintenance duties with Engineer Officers, mechanic or electrician as directed by the

1st Engineer. 6. Assist in ship painting, provisioning, shore loading, cargo tank cleaning, if necessary under Chief

Officer supervision. 7. Carry out general ship maintenance duties as called upon to do so. 8. Carry out mooring and unmooring duties when required. 9. Supports ships Garbage Management Plan as directed by the 2nd Engineer DECISION MAKING AUTHORITY The jobholder carries out all activities under direct instruction from Engineer Officers both during and off watch. JOB CHALLENGES To continuously improve his operating skill, and knowledge of the operation of all Engineering machinery. RELATIONSHIPS * With superiors in reporting and taking instructions. * With colleagues as members of a working team. KNOWLEDGE, SKILLS & EXPERIENCE Two to three years of shipboard experience as Wiper. Possess the relevant STCW certificate for the relevant ship type he is serving on.



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4.5.26 JOB TITLE WIPER OR GP2 JOB PURPOSE To carry out as required any nominated Engineering duties. JOB ACCOUNTABILITIES 1. Carry out specific cleaning duties as directed. 2. Carry out specific tasks involved with Engine Department maintenance and repair as directed. 3. Carry out mooring and unmooring duties when required. DECISION MAKING AUTHORITY Acts as directly instructed. JOB CHALLENGES To carry out tasks efficiently as possible. RELATIONSHIPS With crewmembers in the messroom while serving meals. KNOWLEDGE, SKILLS & EXPERIENCE This is an entry point position, which can be carried out satisfactorily with minimum shipboard experience.



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4.5.27 JOB TITLE CHIEF COOK (PCO) JOB PURPOSE To ensure that meals are planned and prepared, using the contractor supplied provisions in the most cost effective manner and meeting with the satisfaction of the ships officers and crew, under the guidance of the Master. JOB ACCOUNTABILITIES 1. Plan a programme of meals designed to make best use of available provisions and satisfy crew

preferences. 2. Ensure that palatable meals are consistently prepared in a timely and hygienic manner. 3. Ensure that all food is being effectively used with minimum spoilage. 4. Maintain the galley; provision storeroom and refrigerators in a hygienic condition. 5. Check prior to signing receipts that all provisions are satisfactory, bringing to the notice of the

Master those cases where this is not so. 6. Monitor and control provision inventories initiating requisition for additional requirements. 7. Ensure that all food is preserved in the best possible manner. 8. Ensure, through the mess man and mess boy that food is served to officers and crew in an

efficient and courteous manner. 9. Monitor and control linen and cutlery. 10. As designated support staff of Ships Garbage Management Plan he ensures correct processing

of garbage is done i.e. separating food wastes, plastics and domestic wastes, handling, stowage and eventual disposal.

11. Supervise the job of 2nd Cook. DECISION MAKING AUTHORITY * Development of planned menus, for Masters approval. * Deciding on the best means to prepare and preserve food. * Allocating staff to the preparation of food. * Acceptance or rejection of provisions supplied to vessel. JOB CHALLENGES * Ensuring that the planning and preparation of the food maximises simultaneously, crew

satisfaction and victualling budget. RELATIONSHIPS * Supervision of catering staff. Sensitivity to crew needs and reaction to the food provided. KNOWLEDGE, SKILLS & EXPERIENCE Professional cook, with good preservation experience and with 3-4 years shipboard experience.



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4.5.28 JOB TITLE 2ND COOK (OR CREW COOK) JOB PURPOSE To assist the Chief Cook in the preservation and preparation of food. JOB ACCOUNTABILITIES 1. Assist the Chief Cook in the cooking of food and following his directions. 2. Assist the Chief Cook in preserving food. 3. Carry out provision checks together with the Chief Cook. 4. Clean the galley store rooms and refrigerators. 5. Carry out general and cabin cleaning duties when required, i.e. when only one Messman in ships complement. 6. Assists the Chief Cook (PCO) in complying with ships Garbage Management Plan and complies

with his instructions in processing handling and stowage of same. DECISION MAKING AUTHORITY Operates under the directions of the Chief Cook. JOB CHALLENGES Learning to prepare better food. RELATIONSHIPS * Direct contact with crew. * Working relationship with Chief Cook. KNOWLEDGE, SKILLS & EXPERIENCE General shipboard experience does not need to be a specialist cook.



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4.5.29 JOB TITLE MESSMAN JOB PURPOSE To contribute significantly to an acceptable shipboard standard of accommodation and meal service directly for officers through cabin cleaning and meal serving and indirectly to all staff through linen cleaning. JOB ACCOUNTABILITIES 1. Ensure that all cabins of officers and senior staff are prepared and cleaned. 2. Prepare the officer’s messroom for meals, subsequently serving meals with politeness and

efficiency and then cleaning all dishes and utensils. 3. Bring to the attention of the Chief Cook (PCO) any messroom equipment requirements. 4. Wash all ships linen at the frequency specified in internal orders. 5. Control the linen and cleaning consumable stores as directed by the Chief Cook (PCO). 6. Maintain himself available to assist the Master whenever Port Authority representatives are on

board. 7. Assists the Chief Cook (PCO) in complying with ships Garbage Management Plan and complies

with his instructions in processing handling and stowage of same. DECISION MAKING AUTHORITY The jobholder can anticipate demand for extra cabins and prepare accordingly. JOB CHALLENGES To identify and suggest improvements to procedures and systems in the areas for which he is responsible. RELATIONSHIPS * With officers in the officers mess where it is necessary to provide service in a fair manner. * With crew in relation to linen washing. KNOWLEDGE, SKILLS & EXPERIENCE Some years shipboard experience and personal maturity.



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4.5.30 JOB TITLE MESS BOY JOB PURPOSE To contribute to an acceptable shipboard standard of accommodation and meal service for non-officer crew through the serving of meals and cleaning of crew quarters. JOB ACCOUNTABILITIES 1. Serving meals in the crew messroom. 2. Cleaning of the crew messroom, including the cleaning of dishes. 3. Cleaning of crew quarters. 4. Assisting in the cleaning of the galley and refrigerated storeroom. 5. Assisting the messman in the cleaning of linen. 6. Carry out general and cabin cleaning duties when required. 7. Assists the Chief Cook (PCO) in complying with ships Garbage Management Plan and complies

with his instructions in processing handling and stowage of same. DECISION MAKING AUTHORITY Acts as directly instructed. JOB CHALLENGES To carry out tasks efficiently as possible. RELATIONSHIPS With crewmembers in the messroom while serving meals. KNOWLEDGE, SKILLS & EXPERIENCE This is an entry point position that can be carried out satisfactorily with minimum shipboard experience



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4.6 CHANGING OF MASTER, OFFICER, CREW and FAMILIARISATION 4.6.1 Senior Officers Certain overlap period is allowed when changing of Master, C/E, C/O and 2/E takes place unless these officers have sailed on the same or sister vessel.

The Master and the Chief Engineer are to use Forms D20 + E8 respectively for hand-over. The Chief Officer and 2nd Engineer to give detailed written handing over notes to their reliever to help them familiarise with the vessel

The Chief Officer is to complete cargo operation before handing over to the relief and disembarking.

Senior Officers are briefed in their recruiting office with Wallem office through video link. De Briefing is also done through video link as required.

Other officers and SEP Related Ranks SEP related ranks are to prepare a handing over report (hand written also is

acceptable)for their reliever about their responsibility and equipment under their charge and show same to the incoming staff prior disembarking. Master and the Chief Engineer will ensure that this is followed and that the written handing over report is verified and signed by the Master or the Chief Engineer as applicable.

4.6.2 Familiarisation of Emergency Equipment for newly joined personnel.

An "Emergency Familiarisation Card" is posted in each cabin.

This details for the occupant of the cabin his designated lifeboat number and emergency station duty. Behind the card is a record of signatures which confirms that the occupant has been advised the above detail, and that he has been made familiar with the location of the EHQ, and all relevant LSA & FFA equipment on the day of his joining the vessel.

The Master is to hand over this card to the reliever on his joining. Normally the off-signer will conduct a short familiarisation tour for the relief. In cases where the off-signer is not on board, then the head of department will conduct this familiarisation.

4.6.3 Familiarisation Booklet for Safety and Shipboard Familiarisation ( Rank Specific)

All Officers will receive ship and rank specific book for Safety and Shipboard

Familiarisation from the Master or his deputy and it is the duty of the individual to have this book updated and signed by the Master. Master are to ensure that all sub contractors and other shore personnel, such as riding gangs are also given the familarisation booklet. The incoming staffs will familarise themselves with the safety equipment and understand their SEP responsibilities and will hand over their familiarisation card, ship and rank specific familiarisation record book, and their personal Qualifications to the Master. This book is to be checked and completed on his joining by the new staff within 24 hours or prior to the offsigning of the person being relived. Incoming Staff are referred herewith to the delegation of Masters “SEP Responsibilities” flow chart in section 4.4



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4.6.4 Record of Safety Familiarisation, Shipboard Training and shipboard Familiarisation

Individual officers / other ranks who are issued with this record for maintaining their own records of Training and Familiarisation of various vessel to which they are assigned. Section 1 of this booklet must be completed soonest after the Officer joins the vessel and this section supplements the “ Emergency Familiarisation Card” as mentioned in section 4.6.2.

Section 2 is record of the various audio and video training and also other training the officer has received and is issued pursuant to the STCW convention, Regulation 1/14.

VOD (video on demand) system has internal software, which maintains a record of video training for each officer and crew. The vessel is sending the VOD export file to the training centres where it is being uploaded into the shipmate. Hence, it is not required to fill this section of the Training record book with training on VOD.

Section 3 is Confirmation of understanding of tasks which the Joining staff must

undertake before assuming duties. In the case of officers, this section of the booklet must be positively completed prior to the officer being charged with the responsibility of an independent watch.

The Crew, Petty Officer or the Officer who is familarised on joining is to sign on Page 18/19 (based on edition) of the training booklet. The Officer who carried out the familarisation is to sign on Page 18/19 confirming that familarisation has been carried out. Master is also required to sign on Page 22 of the training record book confirming that familarisation has been satisfactorily carried out and that the joining seafarer holds all the mandatory documents as necessary for the rank of the seafarer and the flag of the vessel.



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REVIEW AND VERIFICATION

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SECTION 5 REVIEW AND VERIFICATION 5.1 SEP MEETINGS 5.1.1 Responsibility

WALLEM recognises that Safety and Environmental Protection is a Line Management responsibility. Masters’ as part of Line Management have a duty to actively encourage all Officers and Crew to accept the principle that injuries and accidents to personnel, damage to the environment and property, including ship’s equipment can be prevented. In order to achieve this they must promote high standards of safety consciousness, discipline and individual accountability onboard their ship.

The objectives of maintaining a high standard of Safety, Health and Environmental protection on board is enhanced with Safety & Environment Protection committee meetings, Management meetings and Tool box meetings.

5.1.2 Safety, Helath & Environment Protection Committee Meeting

Each ship will form a Safety, Health & Environment Protection Committee comprising representatives from all sections of the Ship’s Company with the Master as Chairman.

Alternatively, the Safety and Environment protection committee meetings can be conducted with the entire ship staff except the watch keepers. In any case, every alternate meeting should include the entire ship staff except the watch keepers.

The purpose of the Safety & Environment Protection meeting will be to: -

Manage the day to day safety and environment protection matters on board and to give crewmembers a voice on safety matters.

Highlight and solve safety-related problems on board. Situations that cannot be resolved on board should be reported to WALLEM.

The Agenda for the meetings is to be drawn up in accordance with items in section 5.2. Minutes of Safety, Health and Environment meetings should be kept and submitted by the Master to the WALLEM Superintendent when he attends the vessel.

The minutes are to be signed by the Master, all department heads and selected crew members

(Bosun/ CPO and one Engine room crew).

A copy of the minutes of the Safety, Health and Environment Protection Committee meeting should be kept on a clipboard in the ship’s office where it can be seen by all.

5.1.3 Management Meetings

The Management committee should comprise of the heads of all departments and other officers,

petty officers and crew members nominated by the department heads

At least one Management meeting every fortnight, except when the vessel's schedule does not permit, in which case the vessel should have at least one Management meeting every month.

The Management meetings are forums to discuss the work done since previous meeting, Plan for

future Jobs and to co-ordinate inter departmental work. During the meeting, risk analysis including any work permit and isolation and tagging arrangement for the work being planned is to be discussed. The management meeting will also discuss the Port calls expected prior next meeting and will discuss co-ordination of all Port activities and details of the cargo operations.



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: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : Oct 2015 : Managing Director

5.2 Conduct of Safety, Health & Environment Protection meeting

Ships Safety, Health & Environment meetings are intended to promote and improve awareness of general safety and environmental issues.

A Safety, Health & Environment Protection meeting should be held at least monthly and as soon as possible after any serious incident or accident within the company. The meeting shall consist of all seafarers on board except the watch-keepers and would be presided by the Master. The watch-keepers would be briefed later on the meeting by one of the senior officers. The safety meeting after any serious incident or accident within the company would be initated from the office. The ship’s safety, health & environment meeting members shall assist in the implementation of safety, health and environment policy. For Hong Kong Flag vessels, please be in compliance with flag guideline 478 C which provides details on the appointment and election of safety officials (which includes safety officer and safety representatives) and their duties and authority including duties of safety committee. The flag guideline 478 C is available in SMS DVD under Hong Kong Flag Merchant Shipping Information. The Ships Safety, health & Environment Protection meetings is to discuss: - 1. Minutes of the previous meeting will be read out and discussed. 2. Recent incidents, accidents, near misses, and non-conformities experienced since the

previous meeting. 3. Safety aspects of impending operations. 4. Circulars, improvement notes and safety advisories sent from the office based on SIRIS

reports from other vessels in the fleet. Advisories on technical matters or on deficiencies noted during inspections by PSC / Oil Majors on other ships are also to be discussed.

5. Improvements in safety awareness and environmental protection issues which could affect the ship and other ships in the Company.

6. Shipboard safety issues will be discussed. 7. Pollution Prevention measures in place. 8. Suggestions will be solicited from staff on improving safety. 9. E-Mails, circulars and advisories from the office on Marpol issues and other safety matters

which have been obtained from Industry publication or P & I club notices or other relevant sources. In many cases, the P & I club reports or MAIB / AMSA / USCG reports maybe sent as attachments.

10. SIRIS Feedback, Safety digest and PSC digest. 11. Any issue related to compliance with the provisions of MLC 2006.

The Master in consultation with his senior officers will draw up an agenda for the meeting. The ship staff will be notified of the agenda in advance.

The Safety representatives and the Ship’s staff is to be encouraged to give their opinions in the meeting. The meeting will be held in a workshop fashion. The meetings should also be interactive with lively discussions on matters of safety, health and environment including pollution prevention measures and MARPOL issues should also be discussed during the meeting. The meetings should be interactive instead of one way communication from the master or the senior officers and the comments, suggestions for improvements, etc from various members must be recorded in the meeting minutes. Please refer to the review flow chart in section 5.12 which show the importance of the Ships Safety, health & environment meeting in the review chain. NIS and Norwegian registered vessels are to have a PEC meeting in addition to the above meeting. The Members of the PEC and the schedule and frequency of the PEC meetings are to be as per instructions in the Flag state rule book.



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5.3 Office Feedback to Minutes of Safety, Health & Environment Protection committee meeting

Vessel will maintain the minutes of the meeting on board the vessel. Vessels are to send the minutes of the meeting to the Fleet Cell. The office response is to be

filed with the minutes.

5.4 MASTER’S REVIEW

Master's reviews are "Regular review to consider the need for system improvement". Master's review is directed towards the system and should not interfere with the continuous safety and quality improvements/corrective actions initiated by incidents/accidents or other things "going wrong". For e.g. In case of an incident review of the “Process Loss” pertaining to an Oil Pollution incident – it is evident that the system is not functioning as it should. The review process should analyse and evaluate the existing procedures that were in use at the time of the incident and initiate the changes required in the procedures to improve the process and thus effect improved Loss Control.

Interpretation "Regular Reviews" means that they are to be (1) Planned in a systematic way (2) Described in the shipboard manual system and outlined in a procedure covering

- Planning - Execution and - Documentation: Planning forms, reports, records etc.

Planning and Master's reviews shall cover all departments and shall be performed in co-operation with the department heads. Execution The Master can include any element or function he finds relevant or necessary. The previous accident /incident reports (SIRIS), Customer Inspection findings, Audit findings, Minutes of the Safety, Health & Environment Committee Meetings and “SIRIS feedback” reports can be considered as inputs for Master’s Review of the system. All such issues are to be addressed for improvement of the system as a whole. Masters review is consequently an open channel from the Master to the shore based management, where he can present his views on the goodness of the management system. The various procedures as outlined in the Manual and their implementation on board are an integral part of Master’s review.

Direction Vessel’s Half Yearly SMS Verification / Review Report is prepared and sent to the office after the end of each Half year. Since it will be difficult for one Master to review the entire system at the end of six months, the continuity of the review is maintained by being an integral part of Master’s handing over notes. The Master’s review is to be done at the time of handing over by a Master and a copy of the

Master’s review is part of the handing over notes. The Master’s review done at the time of the Master’s handing over need not be sent to the office.

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Documentation

- Records to be maintained on board for reference as well. - The Half yearly SMS verification/ review report is to be forwarded to shore based management as E-mail attachment at the end of each half year. - Master’s Handing over notes are sent to the office.

Master to ensure that office responses are filed together with the feedback and maintained on board as and when received. The block diagram on procedure for system review elements for process improvement and risk assessment are provided at the end of this section. Master’s Review and Verification pertains to effectiveness of Shipboard Management review and Verification of the following is the process.

1) That the specific objectives of the Company’s policies are achieved and functioning. 2) The duty instructions for each rank are correctly understood. 3) That each crew - member is qualified to do his job. 4) All Officers and Engineers should also prepare hand written notes for their relievers, which

should include status of the equipment under their charge. Master & Chief Engineer will use the appropriate company Forms for hand over. Each outgoing officer & petty officer with SEP responsibilities (see section 4.4) should prepare handing over notes (hand written is acceptable) pertaining to SEP for incoming staff, which should be verified and signed by the head of department.

5) If required, comments on the overlap period required for any rank for proper familiarisation. 6) Procedures for critical operations are set up and appropriate checklists for the operations are

used and signed. 7) Training onboard is carried out so that each rank knows his duties. 8) SEP Responsibilities are discharged as per the SEP delegation chart in section 4.4. 9) If required, suggestions on any change or amendment of company forms or policies.

The C/Engineer has a Soft copy of the manuals. If he has any suggestion for system improvement, he should discuss it with Master during Management Meetings or include in his handing over notes.

5.5 MASTER’S, CHIEF ENGINEER & CHIEF OFFICER’S INSPECTIONS

The Master accompanied by the Chief Engineer and Chief Officer must make a thorough inspection of the ship including the main deck, various deck outside accommodation, poop deck, accommodation and machinery spaces, at least once in seven days.

During the inspection, it shall be ensured that the seafarer accommodation is clean, decently habitable and maintained in a good state of repair.

The inspection should cover all accessible areas of the ship so as to ensure provision of decent working and living conditions on board for seafarers.

During these inspections particular attention is to be paid to the spotting of Safety Hazards, Risks, Potential Process Loss items, Emergency Headquarters, the progress of maintenance programs, the cleanliness of the ship and to the condition of foodstuffs, the safety of the vessel and the environment and if such defects noticed remedial action to be instituted for recovery.

The safety equipment and the safety preparedness also will be evaluated.

Appropriate entries are to be made in the ship’s Official Log of the Master’s and Chief Engineers weekly inspections. The results of the weekly inspections of the accommodation and the



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corrective measures taken to be documented onboard.

In addition, the Chief Officer will make a daily inspection of unoccupied accommodation, public rooms, mess rooms and storerooms and appraise the Master should there be any abnormalities.

For tankers, the Safety Officer will carry out a detailed inspection as per the Checklist in the tanker

operation manual. This is to be filled every month even through it is recommended that more frequent inspections are done. A copy of the safety officer inspection checklist is to be sent to the office along with the copy of the Safety meeting.

5.6 Inspections and Audits 5.6.1 Vessel Inspections Each vessel will be inspected at least twice a year by Company’s Executive. As far as possible,

such inspection to be carried out by Superintendent in-charge of the vessel. However, if some Executive is present in the port or area on some other business, then for economic reasons, he can carry out the inspection.

The Executive who inspects vessels is to prepare a full technical report on the vessel’s condition, safety standard and performance, as well as a brief statement on implementation progress of Health, Safety & Environmental (HSE) Objectives & Programs. This report will include any instructions/guidelines given to ship staff for upgrading vessel to required standards.

The maintenance and upgrading instructions as well as any noted deficiencies are to be entered in the SMMS and to be followed up during subsequent SMMS exports to the office by the vessel’s superintendent.

5.6.2 Internal ISM Audit Every vessel is to go through an Internal Audit once a year done by a Office executive. The purpose

of the audit is to determine whether the vessel is following Company’s Shipboard Management System and whether the vessel’s condition is what the Owner expects.

The Internal audits needs to be carried out at a frequency of 12 Months and would be done between 9 months to 12 month of the previous audit.

The Internal Audit may be arranged to coincide with a Superintendent’s routine vessel inspection/attendance schedule.

When circumstances deem it necessary, the Internal Audits can be done by the incoming Master or Chief Engineer prior to taking Charge of their duties. (In all cases the auditor must be qualified, i.e. having attended a lead or Internal Auditor Course.)

Audit NCNs and Observations must be addressed and corrective action taken by the vessel priorImplementation due date. Once the corrective action has been implemented, the audit NC or observation would be closed and closed copies sent to the vessel. The review of the verification of effectiveness of the corrective action and preventive action would be carried out during next visit by a Wallem executive.

5.6.3 Training visits

Marine Superintendent will carry out training on board as time permits during his visit on board the vessel.

Marine Superintendent will carry out a Bridge Procedure audit during the attendance

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A typical inspection will include the following: -

General impressions, Certification, Documentation and Information, Manning and Certification Levels, Ship Management and Personal Safety, Pollution Prevention, Life saving equipment and Procedures, Fire Fighting equipment and Procedures, Cargo/Ballast System and Procedures, Mooring equipment and Procedures, Bridge equipment and Procedures, Radio/ GMDSS Equipment, Engine Room and Steering Gear, Loadline Items, Emergency Response Capability, Security procedures and equipments and Vessel Management System.

In addition to the above, Marine Superintendents will also conduct Bridge Team Management & Resource Management Training, Loss prevention and Personal safety training, ISPS and security training and Marpol compliance training as time permits

The trainers will first have an opening meeting with senior officers to outline the schedule of the training. The schedule would be flexible and would be adjusted to the vessels operational needs

Depending on the vessels trading pattern and budgetary constraints, the ideal period for the Marine Superintendent to conduct a comprehensive Audit & Training programme is 6-8 days, depending on the vessel type. However, in some cases, because of the vessels trading it may only possible for a Marine Superintendent to carry out an “In-Port” Internal Audit. This would be for the period the vessel is in port and would be dictated by prevailing operational constraints.

A comprehensive report together with recommendations will be prepared for the attendance. Minor deficiencies noted during the audit will be brought to the Masters attention for early correction by ship’s staff. The draft report, time permitting, Shall be shown to the Master before the Marine Superintendent disembarks.

5.6.4 Owners and Charterers Inspections Some owners and charterers may also carry out an inspection or audit either directly or through their appointed companies. The observations from the Owners and charterers inspection and audits are to be sent to the Fleet Cell. Vessels should include the observations in the SMMS. Vessels are to follow up to close the observation and update the Fleet cell as required. 5.6.5 External Audits by Class for ISM/SMC and ISO 9001, ISO 14001, OHSAS 18001

All ships have an SMC valid for 5 Years with an intermediate audit anytime between 2nd and 3rd anniversary of the initial audit. The renewal audit must be completed before the certificate expires and may be carried out from six (6) months before the expiry date.

The Company also has ISO 9001, ISO 14001 and OHSAS 18001 certification.

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Certificate Year 0 1 2 3 4 5 ISM Initial intermediate Renewal

5.6.6 Closing of Audit Findings.

Master and Chief Engineer are required to attend to any Audit Non Conformity Notes (NCN) and/or Observations generated during an Internal and/or External Audit and complete corrective action and/or implementation in the given time frame. Vessel is to confirm the implementation with statement or objective evidence as applicable. For guidance purposes, be informed that Non Conformity Note (NCN), or Observation must be closed by the Lead Auditor/Class within 3 months of issue.

5.7 ISPS Audits

5.7.1 Internal ISPS Audit Every vessel to go through an internal ISPS audit carried out by company personnel who have

attended CSO or SSO training courses. When circumstances deem it necessary, the Internal ISPS Audits can be done by the incoming Master or Chief Engineer prior to taking Charge of their duties. (In all cases, the auditor would have done the CSO or SSO course).

The Internal audits needs to be carried out at a frequency of 12 Months and would be done between 9 months to 12 month of previous audit.

Audit Observations must be addressed and corrective action with immediate effect. Verification of effectiveness of this corrective action is to be advised to office within 3 Months of audit date.

5.7.2 External ISPS Audit by Administration / RSO External ISPS audits are carried out by administration or recognised security organisation (RSO),

on behalf of the administration. In some cases, the RSO could be the vessels class.

All ships have an ISPS Certificate valid for 5 years with an intermediate audit between the 2nd and 3rd anniversary of the initial audit. The renewal audit must be completed before the certificate expires and maybe carried out from three (3) months before the expiry date.

Certificate

Year

0 1 2 3 4 5 ISPS Initial intermediate Renewal

5.7.3 PORT STATE CONTROL INSPECTIONS – Requirements for Hong Kong flag ships:

Please refer to Hong Kong Marine Department Security & Quality Advisory No. 23 (Establishing of Quality Assurance System in the Ship management Company). 1. PSC inspection results will be gathered at least once every 2 weeks from the web-sites of

HKMD, USCG and other MOU to obtain PSC inspection data of all Hong Kong ships, ie own ships and other HK ships and new PSC information, detentions and deficiencies.

2. Notify all ships in management about the PSC information, detentions and deficiencies to all HKG ships to guide the Master to avoid a recurrence.

3. Examine PSC situation of own HKG ships, analyse causes of detentions deficiencies and trend. Prepare improvement plans and follow up actions.

4. Compile performance statistics, improvement plans, review reports of own ships on the three indicators – detention rate, deficiency rate and inspection without deficiency rate.

5. Review the effectiveness of improvement plans and actions. 6. Submit the performance statistics and relevant

5.7.4 Port state control – Panama Flag

Panama flag vessels to send the PSC deficiencies along with corrective measures to PMA as per PMA notice 172



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5.8 Incident/Accident Reporting, Feedback and Preventive Action

The (Safety Incident Reporting and Investigation System) SIRIS is the Wallem in-house developed SIRIS program, for accident, near-miss and non-conformity reporting.

It has been established that behind each accident lie one or more root causes and it is necessary to uncover these causes and learn from them. Near Miss and Non conformities have important lessons.

Corrective Action is necessary to avoid a Recurrence of Non-Conformities Preventive Action is necessary to prevent an Occurrence of Potential Non-Conformities In accordance with our Objectives & Policies, and in order to provide a Safe Environment for our

Seafarers, the Management uses SIRIS as an Analysis Tool. To effect improvement, and in order to have the necessary information, the officers and crew are to report Accidents, Near-miss and non conformity in the SIRIS. The non conformities which can be immediately corrected are to be reported through the BBS card. The non conformities requiring follow up are to be reported through the SIRIS.

The SIRIS system is for Non Conformance noted by the shipstaff. Other Non conformance’s noted by outside inspectors are treated as follows:

1. PSC Inspections – Copy of the report will be sent to the as E-Mail attachment to the fleet. Superintendent and vessel will then have a dialogue to implement corrective action and close the observations. Vessel will also send the PSC observations in the Infopath form.

2. External Audits – Copy of the report will be sent by the vessel to the Fleet Cell and the fleet. The superintendent will then have a dialogue with the vessel to implement the corrective action and the Marine Superintendnent will follow up and advise the Class of the corrective action.

3. Internal Audits – Copy of the report will be sent by the vessel to the Fleet Cell. The Auditor will send a copy of the NC/Observation note and the checklist to the Fleet Cell. Once the corrective action is implemented, the Master will inform the Marine superintendent for closing the NC/observations.

4. Other Inspections ( Charterers, Oil major etc) – Copy of the inspection report will be sent to the Fleet Cell as E-Mail attachment. Corrective action would be taken and the Inspection Company advised once corrective action is implemented.

Lost time injury is said to occur if a person does not report for work on the next workday

and this is ticked in the SIRIS.

The Fleeet Cell are responsible for checking and closing the SIRIS reports. Marine Safety would review the reports and present relevant details at Management Review meetings.

In addition, SIRIS is to be compiled for incidents involving “Process Loss”.

Based on SIRIS Reports, WALLEM will provide feedback to its officers through SIRIS feedbacks, Safety digest, and Wallem Fleet Officers Meetings (WFOM). Certain important feedbacks would be sent to the vessel by Email. Vessels would be immediately notified by E-Mail of any major accident in the fleet. Master’s would also be instructed to hold a safety meeting on receipt of the mail (as operational parameters permits) to discuss the major accident. Vessels would also be immediatly notified of safety related information.

Fleet Personnel Accident Statistics will be compiled and analysed in the office. The trends and finding from the analysis would be discussed during WFOM and video conferences. Important trends that are noted with the compilation and analysis of the data would be discussed during

(!) (!)



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management reviews. Copy of the management review would be sent to all ships and the training centers. To assist in compiling these statistics, the Masters and Chief Engineers are encouraged to motivate their officers and crew to prepare SIRIS reports. “Blame Culture” is not WSM's style and there should be no cause for concern of disciplinary action if and when an accident or near-miss is reported. Feedback on accidents of lost time, Near- Misses and Non-Conformities are essential for realistic analysis, experience feedback to other vessels and eventually towards an overall improvement in our loss record. WSM emphasizes that “ Safety Awareness “ is the duty of every man on board and every one onboard must make a practice of checking all personal and shipboard safety equipment for its immediate readiness and if found wanting should report it to the senior officer or Safety Officer.

PSC deficiencies need not be sent through SIRIS for non-tankers. They have to be sent by Infopath file to the office for uploading into the Chemserve 3D Database. The Infopath file should have all the deficiencies with corrective action and preventive action. Once the Infopath file is uploaded into the Chemserve 3D, the superintendent would check the preventive and corrective action and close out the PSC findings. For Tankers as per (VIQ 2.4), please ensure that deficiencies issued during PSC Inspections are raised as NC’s in the SIRIS system, and then closed out.

Refer to SIRIS User Guide for compilation and usage. Remember that Loss Prevention in practice is transfer of Knowledge and experience. SIRIS will assist in this transfer and we hope, assist in reducing accidents. As all officers are encouraged to report to WALLEM via the SIRIS program, it is recommended that the software be loaded in a PC, which is accessible to the maximum number of staff on board.

While any officer can prepare a SIRIS Report, only the Master or his deputy should generate the report. The Generated reports are to be sent as email attachments to the office. The SIRIS report has Software encoding to ensure the full report is filled-out; if any "required" fields are left blank, the report will not allow itself to be saved, and will prompt the user to fill in the blank fields. All SIRIS reports received via email will automatically be uploaded into our shore database, where registered office users can refer them. It is therefore important that you send all reports to the GADATA email address only - the SIRIS report format cannot be read at other addresses.

SIRIS Version 2 is now in use. This version allows for correspondence between the ship and the office on the report prior closing out the report. This provides an opportunity for the office to obtain further details or clarification on any aspect of the report. On other occasions, the Office may not require any further details on the report and there would be no further correspondence prior closing the report.

Once the SIRIS Reports are analyzed (with or without further correspondence) in the office, the report would be closed and an attachment would be sent to the vessel with Instructions to upload the file into the SIRIS System. Once this file is uploaded, the SIRIS reports would be closed out and this can be seen in the last section of the SIRIS report. Hard copies of the SIRIS reports are not mailed to the office.



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5.9 Accident / Incident Investigation

The accidents have been divided into 3 types based on the severity of the accident. Each of the accidents have a different authority, time line and close out process. These are outlined in the table on the next page.

5.9.1 Investigation requirements All Accident / Incident should be reported by the SIRIS System which requires the Basic cause to be identified. The level of investigation would be the same as the category of the accident. The Person appointed to lead or carry out the investigation for Category I and Category II investigations will not be connected to the accident. When a navigational or cargo accident is investigated by office executive, the investigation will be done by a Marine superintendent. For investigation of Machinery accidents by office executive, the accident investigation will be carried out by another superintendent and not the superintendent who is in charge of the vessel. Near Miss incidents with potential consequence equivalent to category I or II accidents would be investigated as category I or II accident. For both Category I and Category II Accident investigations, outside experts may be employed depending on the nature of the case. This would be decided by the Marine Director or the Technical Director. Accident investigation for category I and II accidents will be carried out office investigator (superintendent) who has completed the Accident investigation course. All New investigators will carry out one accident investigation as an understudy prior to carrying out independent accident investigation. Close out of accident reports of Category I and II accidents involving technical issues or failures would be by the Technical Director. All accident reports of category I accident I would be closed by the Marine or Technical director. All accident reports of category II accident would be closed by the Marine Safety. In addition to SIRIS reports, enhanced SIRIS to be carried out for Category III if there is flag state or port state or oil major involvement in the accident. This would be decided on a case by case basis by the Fleet Manager in consulatation with Marine Safety.

(!)

(!!)



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( !! ) 5.9.2 : Table of Category of Accident Actual or Potential Consequences

Category of Accident /Incident

Personal Injuries Property damage

Environmental damage Time Line for reporting by ship

Authority for accident

investigation

Close out for Investigation report

I

Fatality Damages with implication of Financial Loss >150,000 USD

Major Oil spill or Gas release (Major spill is a spill above 1 barrel, 42 US gallons or 159 litres)

To be reported within 1 hour or as soon as safe to do so

Marine or Technical Director

Marine or Technical Director

* In the case of Explosion/Fire on tankers, the accident investigation may be elevated to investigation for Category I or II by the Marine Director even if the loss is below the stated amount. This would be based on the type of accident and nature of accident.

II

Personal Injury leading to Repatriation or hospitalisation

Damages with implication of Financial Loss >50,000 USD but < 150,000 USD

Minor Oil spill (Spill in the water of 1 barrel or less but more than a sheen in the water)

To be reported within 3 hours or as soon as safe to do so

Director/ Managers in Marine safety (MSQR / Compliance) and Directors/Heads in Technical

Manager and above in Marine safety (MSQR / Compliance) and Head and above in Technical

** In case of collision or Grounding, the accident investigation may be as per Category II even if the loss is below 50,000. This would be based on the type of ship and the nature of accident and decided by the Marine Director

III

Personal Injuries on board requiring Treatment (includes First Aid Treatment cases, Injuries which restrict work & LTI without repatriation)

Damages with implication of Financial Loss <50,000 USD

Spill contained on Board or minor sheen in the water

To be reported within 24 hours

Enhanced investigation would be decided by Director/ Managers in Marine safety (MSQR / Compliance) and Directors/Heads in Technical

Marine Superintendent or Technical Manager for enhanced investigation.



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5.10 SYSTEM REVIEW ELEMENTS FOR PROCESS IMPROVEMENT

Management Review Masters Review

Accident/Incident Investigation and analysis Causality Information –SIRIS

To implement Corrective and Preventive Action.

Nonconformity Identified and reported

Internal audit to verify the system is in place and functioning & effectiveness on board

System Improvement



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5.11 RISK ASSESSMENT

Identify the Hazard "Process Loss"

e.g. "Cargo damage "

Masters Review / Management Review

Reviews the Overall Effectiveness Goodness and initiates corrective

Procedural Changes

System Audits Verification by

objective evidence of Procedures achieving

desired results.

Corrective Action Check List the

Procedure

Implement the Control

Verify the correct Procedure is in place &

Followed

Motivation Awareness Supervision

Training Education

Rules & Regulations

Assess the Risk "Extent of Loss"

Control the Risk By Having the Right

Procedures for correct Process

Review the whole

Process Periodically Is the Revised process good for the system -is it giving the required

results?

Monitor the Controls for Effectiveness Correct Process in

place

Frequency of occurrence of an Event

Consequent loss if the event does occur

Risk Can be Expressed as

Hazard Incident Accident



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5.12 Ship/ Management Review Flow Diagram

Designated

Person Ashore

Managers Superintendents In – Charge of Vessel

Managing Director

Directors Technical Main/Area offices

Master

Ship Safety,

Health & Environment

Meeting

Managers

Superintendents

Masters & Chief Engineers Reviews SIRISs Audit Findings Customer Complaints Class & Flag Recommendations & Quarterly Listings Environmental Issues Other inputs as necessary Training of Staff PMS Manning Levels Charterers, P& I Clubs Oil Majors etc., Inspectors findings Recommendations & Follow up



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MANDATORY REGULATIONS AND CLASS CERTIFICATES

Page - 1 -

Prepared by Issue Date Checked by 3rd Edition Rev.No. / Date Approved by

: Director FPD (JW) : 31.3.93 : Director FPD (SF) : 31.1.06 : May 2014 : Managing Director

SECTION 6 MANDATORY REGULATION AND CLASS CERTIFICATES 6.1 National Legislation

All laws and regulations relating to the ship, crew and cargo made by the Flag State are to be complied with at all times. Other regulations made by various governments, port authorities and other regulatory bodies are to be complied with when applicable.

6.2 Annual Inspections, Mandatory reporting of incidents / accidents according to Flag state

administration requirements:

Please refer to Relevant Flag State Regulations regarding annual inspections and reporting functions. For e.g. Republic of Liberia – Maritime Law, Regulations, Notices and Requirements.(RLM-300) CD-ROM available on all Liberian vessels. Marshall Islands – The Administrator to be notified of any Marine Casualties, Marine Incidents, Occurrences or Offenses from third parties less than 24 hours after they occur using the fastest means available (Telephone, email or Fax). Please refer MI flag state guideline MG 6-36-2 for details which is available in SMS DVD. Hong Kong – Please refer HK flag guidelines for reporting of accidents and dangerous occurences please comply with the reporting guidelines as per Section 12 of Cap 487 R which is contained in the SMS DVD under HK Merchant Shipping Information. PANAMA - With regard to deficiencies raised in an annual safety Inspections (ASI), it is required to report to Flag State Section e-mail [email protected] using the prescribed Form (F-IASI-01-01) within 30 days. Similarly, Circulars for all flag states whose vessels are managed by the company are available in the ‘SMS documentation’ DVD. Masters are required to check requirements for the relevant flag administration and comply with procedures for Annual inspections and mandatory reporting of incidents / accidents to flag states. Complete the relevant casualty reporting form for the flag administration and send it to the office for forwarding to the relevant department at the office of the flag administration.

6.3 Official log Books

Official Log Books - Flag State Regulations should be referred to for relevant entries. Where there is no Flag State “OLB” the Company one should be used.

6.4 Renewal of Ships Certificates

The Master is responsible to check vessel certificates are valid at all times. The Latest status of all

certificates is to be filled in the SMMS by the Master and would be a part of the SMMS export file that is sent to the office. If the vessel’s SMMS system is not working or vessel is not able to send the SMMS export file in a timely fashion, the Master should send a Certificate status to the superintendent at the end of each month. This would also be applicable if the office informs that the SMMS Export file is not uploading into the shore database system.

6.5 Hull & Machinery Surveys

Master and the Chief Engineer should refer to Classification Survey Report for dates of surveys and

should plan to carryout their surveys in consultation with Technical Department. In case due to trading pattern, these surveys have to be postponed the Master should inform Technical department so that an extension on due date including any recommendation can be obtained from class.

Chief Engineers are allowed to carry out survey of many machinery items with the exception of Main

mailto:[email protected]



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MANDATORY REGULATIONS AND CLASS CERTIFICATES

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: Director FPD (JW) : 31.3.93 : Director FPD (SF) : 31.1.06 : May 2014 : Managing Director

Engine Bearings and Pressure vessels which can only be done by the class surveyor. In all cases of survey by chief engineer, photographs are to be taken and suitable Log entries made. In certain cases, reports like Calibration reports would also need to be prepared as applicable. In all cases, proper entries are to be made in the vessels SMMS system. Please refer to Section 4.8 of SBM II for further details.

6.6 USCG All vessels have been issued with latest edition of USCG TVEL / Cargo Vessel Requirements

and it should be complied with vessels in the US Trade. The latest edition of TVEL is available in the SMS DVD.

6.7 General Letters

Please refer to the same for information on Mandatory regulations concerning Crew STCW in

SMS Documentation DVD, WSM – GENERAL LETTERS “Safety Section”.

6.8 Inspection of shipboard Medicine Chest

Please refer to appropriate Flag State regulations for carrying out regular inspections of the ship’s Medicine Chest. MLC standard A 4.1.4(a) requires regular inspection by a competent authority of the ship’s Medicine Chest at intervals not exceeding 12 months.

6.9 Medical care

The Company shall provide seafarers health protection and medical care, including essential dental care as comparable as possible to that which is generally available to workers ashore. This includes prompt access to the necessary medicines, medical equipment and facilities for diagnosis and treatment and to medical information and expertise. The following General Letters contained under General Letters, Insurance Section in the SMS Documentation DVD provides detailed guidelines - General Letter No.4: D-8 Medical Report Form & Monthly Medical Reporting Format. - General Letter No.5: Medical Matters, Company Policy - General Letter No.6: Medical: Focus on Health.

For medical advise by Radio or satellite communication when the ship is at sea, Masters are to contact respective Medical Advisory Services for the vessel . The Contact details are given in MCCM manual, Appendix 7. Seafarers shall be allowed to visit a qualified medical doctor or dentist without delay in ports of call where practicable.

Seafarers Medical documents shall be maintained confidential and notified only to the company office.



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PERSONNEL

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: Director FPD : 31.3.93 : Director FPD : 31.1.06 : Mar 2015 : Managing Director

SECTION 7 PERSONNEL 7.0 FPD POLICIES, AIMS & OBJECTIVES

To ensure all vessels are manned by professional, qualified, certified, experienced, medically fit seafarers in accordance with national and international laws meeting customers’ requirements and satisfaction. The safety and welfare of our seafarers is of utmost importance to the company which entrusts to these women and men the responsibility to operate and maintain the vessels according to Wallem's Safety and Quality Management system. Continually support better understanding of our business needs, corporate objectives, culture, values, our operating procedures, policies and requirements. Continually encourage and provide resources to our sea staff to upgrade their skills to improve performance to enhance safety, quality, efficient operations and to serve our customers’ needs. In ensuring compliance and a high performance environment, Wallem has in place the Just Culture process. The company will treat all seafarers fairly and respectfully without bias based on a seafarer's colour, creed, gender, race or religion either in the employment of or in advancement of a seafarer's career.

7.1 OBJECTIVE

FPD’s objective is to provide seafarers that are qualified, certified, experienced and medically fit. The FPD is tasked with the overall management of seagoing staff and included in this is the task of promoting a sense of loyalty and dedication by offering long term employment, service benefits, and promotional prospects leading to a satisfying career path. The FPD in close co-operation with our manning agents and WSM Representatives (where appropriate) is also tasked to:

- ensure that all seafarers lined up for employment meet the national, flag state, Company, and where applicable, customer’s medical standards;

- process the Contract of Employment for every lined up seafarer;

- ensure that all the seafarer’s training requirements are completed in preparation for his next seagoing assignment;

- conduct a Pre-Departure Briefing or Orientation Seminar (PDOS) for all departing seafarers;

- apply for the appropriate flag state documentation based on the flag registry of the lined up seafarer’s vessel of assignment;

- secure the necessary visa for the port of embarkation/transit country, as required;

- ensure that the travel arrangements and documentation of departing seafarers is complete;



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: Director FPD : 31.3.93 : Director FPD : 31.1.06 : Feb 2013 : Managing Director

- ensure that all departing seafarers are issued with uniform/working gear in accordance with the Company or customer’s requirements;

- ensure that all seafarers under contract or their allotees are paid promptly and correctly; &

- where applicable, ensure that union agreements are established and maintained between the Company and seafarers unions or the International Transport Workers Federation (ITF).

The FPD endeavours to provide seafarers to our customers in order that their vessels are:

- operated with the highest priority being given to the safety of human life at sea and with the aim of

preventing accidents, personal injuries and any loss of life;

- operated in a safe, cost effective and efficient manner with due regard for the value of the vessel and the cargo onboard;

- operated in a manner that protects and conserves the environment, particularly the marine environment;

- operated in a manner whereby the vessel complies with all national and international laws; &

- fully prepared to handle any emergency situation that may befall the vessel.

7.2 BUSINESS PRACTICES/ETHICS

The FPD recognizes and acknowledges that the purpose of the ShipMan or CrewMan Agreement is to provide for a mutually beneficial and profitable relationship for the Company and our customer (ship owner/operator). Likewise, the FPD recognizes and acknowledges that the purpose of the seafarer’s Contract of Employment and/or Collective Bargaining Agreement is to provide for a mutually beneficial and profitable relationship for the Company and our customer (the seafarer). The FPD shall not tender for, nor shall it secure any agreement, whereby if the agreement or contract were correctly enacted upon, the resources of the FPD and/or its capabilities would be shown to be insufficient for complying with the requirements of the contract. The FPD shall not knowingly enter into any agreement or contract for the supply of seafarers whereby it shall prosecute or abet in the participation of, or in any illegal activities by the customer, his agents and/or representatives.

The FPD shall not knowingly enter into any agreement or contract whereby the enactment of such an agreement or contract would render the Company, its agents or representatives liable to participate in unsafe acts or practices. The FPD is fully committed to upholding and maintaining the True North values of the Wallem Group, with particular emphasis on:

- continually monitoring our standards of service, both collective and individual;

- being prompt and resolute in identifying and dealing with problems and issues;

- offering open and full communication with our customers (seafarers and ship owners);

- freely sharing our knowledge among our people and customers to the benefit of all;

- valuing our people, believing in teamwork and rewarding them for excellent performance; &

- making continual improvement a part of our management system.



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7.3 COMMISSIONS PAID TO FPD STAFF OR STAFF OF OUR APPOINTED MANNING AGENCIES

All staff employed/engaged by the FPD and our approved manning agencies are strictly prohibited from exploiting the seafarers with regards to offers of engagement on particular ships, employment with particular customers, the arrangement and payment for shore based training courses as authorised by the FPD, payment of allotments and issuance of joining cash advances. The policy also prohibits staff employed/engaged by the FPD and our approved manning agencies, from soliciting gifts from seafarers at the end of their seagoing assignment.

The senior management of all manning agents have signed a statement making it clear that they (or any person employed by, or acting on their behalf) will not solicit or accept any joining fees or commissions from seafarers being employed onboard Wallem Shipmanagement vessels. Copies of these signed statements are on file with the FPD. Proven contravention of this policy will result in immediate dismissal of the staff member concerned, or the immediate termination of our agreement with, or our employment of, as the case may be, the “recruiting party”. The matter will be reported to the local police and a report filed with the local authorities against the errant staff member or the manning agency as appropriate.

7.4 GLOSSARY OF TERMS USED "Officer" - To imply a person who is licensed or holds a certificate of

competency entitling him to serve in a specific position. Electrical Officers and trainees are deemed to be in this category.

"Petty Officer" - Fitter, Bo'sun, Chief Cook, Pumpman, Assistant Electrician are

deemed to be petty officers. "Rating" - Persons serving onboard the vessel in the ranks of Able Seaman,

Ordinary Seaman, Motorman, Wiper, Cook, Stewards or Messman.

"Seafarer" - To mean any person serving onboard the vessel regardless of

rank "Crew" - Unless specified the ratings and petty officers may be generally

referred to as crew. 7.5 CONTINUAL IMPROVEMENT

The Company embraces the Oil Companies International Marine Forum’s (OCIMF) Tanker Management Self Assessment (TMSA) philosophy and is committed to the concept of continual improvement. TMSA requires that WSM audits key manning sources on an annual basis and part of that audit will be to ascertain and ensure that manning agents conduct crew quality checks at least annually. The FPD will arrange for annual second party (customer/supplier) audits in order to verify compliance with our policies, standards and procedures as set down in this manual as



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well as the crew quality checks as required by TMSA. Records of these second party audits are maintained by the FPD.

7.6 MANNING LEVELS (MLC 2006 – Reg 2.7)

The Company will ensure that all vessels under its management have a sufficient number of seafarers employed onboard to ensure that the vessels are operated safely, efficiently and with due regard to security under all conditions, taking into account concerns regarding seafarer fatigue and the particular nature and conditions of the voyage. Where the vessel’s age, trading pattern, nature of the voyage, etc dictates that additional seafarers should be placed onboard, the Company will review any requests from the Master and/or Chief Engineer and take up such requests with the owner. Every vessel shall be manned by a crew that is adequate, in terms of number and qualifications to ensure the safety and security of the vessel and the crew onboard, under all operating conditions, in accordance with the Minimum Safe Manning Certificate (MSMC).

7.7 COMPETENCE & QUALIFICATIONS (MLC 2006 – Reg 1.3)

The Company shall ensure that all seafarers serving onboard are competent for their position based on appropriate education, examination, training (both in house and external) and experience. All seafarers must hold a valid certificate of competency appropriate for the rank in which they are being proposed in accordance with the STCW requirements. Seafarers serving on specialised vessels shall hold endorsements for that type of vessel. Where the national authority issues a certificate of competency for non watchkeeping personnel, i.e. Electricians, Chief Cooks & Messman, etc, seafarers should also be in possession of such a certificate. No seafarer shall at any time serve in a capacity higher than the certificate/licence that he is holding. Where required, seafarers must, in addition to their national certificates, hold equivalent certificates issued by the flag state of the vessel for which they are being proposed. The Company is committed to provide continuity of employment and open opportunities for career growth/progression. Therefore, the Master and senior officers onboard shall at all times encourage seafarers to study and take examinations in order that they are in possession (wherever possible) of a certificate of competency/licence higher than the position in which the seafarer is serving. In addition to strengthening our manpower pool, this will also facilitate onboard promotion. The Company has nominated the Chief Engineer as the Shipboard Security Officer (SSO) onboard and the Chief Officer as designated back up. Therefore all Chief Engineers and Chief Officers joining must have attended an SSO course and join with their SSO certificate on hand. Second Engineers and Second Officers seeking promotion should also obtain SSO certification in case the possibility of onboard promotion arises. Persons in charge of medical care onboard who are not Doctors shall have satisfactorily completed training in medical care that meets STCW requirements. In addition, seafarers designated to provide medical first aid shall have satisfactorily completed training in medical care that meets STCW requirements.

7.8 EXPERIENCE

As far as practicable, only experienced seafarers are to be assigned. Experience can be broadly



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categorised as “tanker” or “dry cargo”. It is essential that seafarers being proposed for tankers as well as OBOs, FSOs, etc have tanker experience and are duly trained and certificated unless specific instructions from the owners are received waiving such a requirement.

The rank for which a seafarer is being considered/proposed must be commensurate with the length and quality of their experience.

In the case of deck officers, experience of vessel type and size for which they are being considered/proposed MUST be taken into account.

In the case of engineers, experience with the make and preferably the model of the engine, on the vessel for which they are being considered/proposed is preferred.

Hiring “on promotion” is a practice NOT acceptable to the Company. By definition, “hiring on promotion” refers to the hiring of a seafarer that has never previously sailed for the Company, therefore has no recommendation for promotion in their file, and has never sailed before in the rank for which they are being engaged. However, there are certain situations where, when additional steps have been taken in order to mitigate the risk, then the Company may consider hiring such a seafarer. Cases are limited to Cadets (Deck, Engine or Electrical) that have completed a structured training program in another company, and thereafter have obtained a recognized certificate of competency, and have undergone:

- WSM evaluation including computer based assessment plus in house training at a Wallem Maritime Training Centre (WMTC) followed by a comprehensive report from WMTC upon completion of his training which must clearly include a statement recommending the seafarer to join a WSM vessel;

- a thorough pre-departure briefing; &

- a seagoing assignment as a Cadet or Junior Officer for 3 months for further evaluation of promotion potential.

During this assignment, Master or C/E must continuously assesses the seafarer’s performance and if at the end of the evaluation period, the seafarer is considered suitable for promotion, the seafarer commences his overlap period with the incumbent Third Officer, Fourth Engineer or Electrician in preparation for taking over the position.

Oil Majors have established their own experience matrices for officers/engineers serving onboard vessels chartered by them. This requirement MUST be borne in mind when lining up officers/engineers for tanker vessels.

Should the Company not be able to meet the oil major’s specific matrix requirements, the following steps can be taken in order to mitigate the risk:

- additional shore based training including a more detailed pre-departure briefing arranged at

- the office of the technical manager or through video conference;

- additional onboard training carried out by ship’s staff or shore based Safety/Training Superintendent; &

- additional parallel sailing/extended handover time with outgoing officer.



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7.9 SEAFARER TRAINING (MLC 2006 – Reg 2.8)

The Company is committed to continuously upgrade the knowledge and skills of the seafarers serving onboard vessels under our management.

The Company recognises the need for a structured and systematic approach to seafarer training in order to ensure that all seafarers onboard are well versed in both the Company culture and the Company’s onboard management and computer systems.

The Company has established shore based WMTCs in our major seafarer engagement areas

and in addition, shipboard training is carried out by Marine Superintendents during attendance on board.

General (Company) and WMTC specific TRAINING MATRICES and course schedules are

maintained for all in-house training centres and these are made available to FPD staff, manning agents, Training Superintendents as well as onboard. Masters are instructed to post the “Training matrices and the course schedules in public area notice boards (Saloons and Mess Rooms)

For seafarer’s on leave, all matrices are available on the Company website “www.wallem.com” For seafarer’s on leave, all matrices are available on the Company website. Training matrices also indicate refresher periods and it is the responsibility of the staff of the FPD

to ensure that seafarers boarding vessels are trained as per Company requirements. The General WSM training matrix indicates rank specific training requirements, however, it is

appreciated that not all locations have a WMTC, therefore wherever possible, generic courses shall be arranged locally, whereas WSM specific courses shall be arranged through a WMTC.

For countries where a WMTC has been established, the specific WMTC training matrix shall take

precedence over the General WSM training matrix. For seafarers being engaged from areas where the Company has not established an in-house

training centre, the following steps can be taken to ensure that seafarers receive adequate training/familiarization prior to joining:

- undergo training in a Government approved training institution;

- travel to the nearest WMTC; &

- a thorough pre-departure briefing, either by a Wallem Representative or with the technical management office either in person or by video conference.

Seafarer’s should be trained as per approved Training Matrix prior to the seafarer joining. In exceptional circumstances where training cannot be completed as required, the following

options WILL be considered in order to mitigate the risk of having untrained seafarers onboard:

- enhanced pre-departure briefing either locally or through the technical department/office;

- video conference with the Technical Manager/Superintendent and the Marine Superintendent (as appropriate).

- extended handover (parallel sailing) with the outgoing officer in order to familiarise onboard; or

- the arrangement of a Training Superintendent to sail with the vessel.

7.10 CADET TRAINING/LIFE ONBOARD

ALL Cadets are to be seen as WSM’s future officers and therefore treated as such.



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Everyone onboard plays a vital role in ensuring that Cadets receive proper training and a well rounded experience for the Cadet whilst they are onboard. Senior officers are responsible for ensuring that Cadets are exposed to a wide range of shipboard tasks, including cross department working time and experience. Deck Cadets are to be given significant exposure to navigational watchkeeping, cargo operations including stability calculations and mooring activities; whereas Engine Cadets are to be given significant exposure to engine watchkeeping, ongoing maintenance routines, diagnostics and fault finding as well as bunkering operations; & Electrical Engineer Cadets are to be given significant exposure to engine watchkeeping, ongoing maintenance routines and cargo activities, as applicable. ALL Cadets are in possession of a Training Record Book, this MUST be reviewed by the respective Senior Officers at the time that the Cadet joins and the Cadet’s training onboard planned accordingly. Opportunities MUST be taken wherever possible to expose Cadets to uncommon operations/activities when/wherever possible, i.e. new delivery from a shipyard, a drydock period, preparation for lay-up or re-activation, etc, etc. Cadets, as officers/engineers under training, MUST take all meals in the Officer’s Messroom regardless of nationality. Contravention of this policy WILL result in disciplinary action against the Cadet as well as the senior officers onboard.

7.11 ENGLISH LANGUAGE

English is the working language of the Company and the majority of communication between the ship and the shore based office(s) will be in English. It is therefore a requirement that all Officers must be able to communicate in English at a level appropriate to their position onboard. Masters, Chief Officers and Chief Engineers must have an above average command of the English language (both spoken and written) as it is they who will communicate directly with Owners, Charterers, Local Agents, Ship Suppliers, etc. Junior Officers and Engineers must be encouraged to improve their English language skills in order to be proficient by the time promotion to a management level officer position arises. Deck Ratings must have sufficient familiarity with the English language in order that they can perform the duties of helmsman and also gangway security watchman under the requirements of the ISPS Code. For seafarers sailing on single nationality ships where a common language exists, the English language requirements may be lower, however the standards set above will always apply.

7.12 BIAS – NATIONALITY, GENDER OR AGE

The Company will not exercise any bias based on a seafarer’s gender, colour, creed, race or religion either in the employment of or in the advancement of a seafarer’s career whilst serving with the Company. The Company recognises that a balanced age and experience profile is most desirable and, in general, the Company does not consider age (except for the minimum age stated below) as one of



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: Director FPD : 31.3.93 : Director FPD : 31.1.06 : May 2014 : Managing Director

our main criteria when hiring seagoing staff. No seafarer under the age of 18 shall be engaged by the Company. However, statistics have shown, age is a factor when reviewing medical claims, therefore, when considering a seafarer for employment, details of the ship, trading pattern, knowledge of the shipping industry and common sense has to factor in. Certain positions onboard ship are physically demanding and require fit, healthy and physically active seafarers to fulfil this role effectively, i.e. C/O on a capsize bulk carrier. Also amongst the ranks of Ratings, the Company does not want to see such entry level positions i.e. Messman, OS, Wiper, etc being filled up by older seafarers as this will block the path of promotion for younger, may be more aspiring applicants to join the pool. Customers (ship owners) sometimes provide us with acceptable age profiles. Where such age profiles conflict with WSM requirements, the age profile provided by the customer is to take precedence.

7.13 FITNESS FOR DUTY - WORK/REST HOURS (MLC 2006 – Reg 2.3)

As per the Manila amendments to STCW Code (enters into force 01 January 2012), all persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch and those whose duties involve designated safety, prevention of pollution and security duties shall be provided with a rest period of not less than:

- Daily - a minimum of 10 hours of rest in any 24-hour period;

- Weekly - 77 hours in any 7 day period.

The term “any 24 Hours” is interpreted and applied literally and is not linked to calendar days or a fixed time of starting work or rest.

The hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours.

The requirements for rest periods laid down above need not be maintained in the case of an emergency or in other overriding operational conditions. Musters, fire-fighting 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. Work schedules MUST be posted where they are easily accessible. The schedules shall be in the working language of the ship and in English. 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 call-outs to work. Records of daily hours of rest of seafarers are to be maintained to allow monitoring and verification of compliance with the provisions of this section. The seafarers shall receive a copy of the records pertaining to them, which shall be endorsed by the Master or by a person authorized by the Master and by the seafarers. Ship staff to ensure the work/rest hours records are accurately maintained on a daily basis. The falsification of work/rest hours records is a serious violation and is not acceptable.



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In order to comply with the regulations, it is required that the Master shall ensure that the hours of work and/or rest periods of each seafarer onboard are clearly recorded and available for inspection. In order to meet this requirement, the Company has provided ALL vessels under management with the DNV Navigator software. In addition, Master and Chief Engineer are to ALSO maintain records of their work/rest hours regardless of the vessel’s type or flag of registry. As above, such records are to be available for inspection.

Nothing in 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 onboard 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 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. Parties may allow exceptions from the weekly required hours of rest stated above provided that the rest period is no less than 70 hours in any 7 day period. Such exceptions from the weekly rest period shall not be allowed for more than two consecutive weeks. The intervals between two periods of such exceptions onboard shall not be less than twice the duration of the exception.

Daily hours of rest provided above, may be divided into no more than three periods, one of which shall be at least six hours in length and neither of the other two periods is less than one hour in length. The intervals between consecutive periods of rest shall not exceed 14 hours. Such exceptions shall not extend beyond two day in any 7 day period.

A team to specifically monitor work and rest hours of seafarers on vessels under Wallem management has been set up in Mumbai. Their email ID is [email protected] Procedure is as follows:

a. Vessels must plan in advance and draw out a work schedule for port calls. If a rest hour violation is projected at the planning stage, the first step is to check the possibility of avoiding the violation with better work scheduling.

If the rest hour violation is still projected, vessel must send the planning sheet with their recommendations to avoid such situation to rest hour monitoring team (email as above). The team will review the planning and recommendation received from vessel and then informs technical superintendent in charge of the vessel with the remedial measure for further follow up.

b. Vessels must also inform the team whenever there is a rest hour’s violation along with their plans to limit such violation to less than two weeks. Vessel will then send a message to the team once the two weeks have passed and loop is closed.

One option is to provide the vessel with additional seafarers in order to meet rest hours requirements during busy periods. However sufficient advanced notice is required to ensure that seafarers are properly processed (including all documentation) for joining.




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c. Vessels are required to archive monthly rest hours reports in DNV Navigator software. After archiving the vessel must send the monthly rest hours report to [email protected] .

If the monthly rest hours report contains any violations in seafarer’s rest hours, the message regarding monthly rest hours must be copied to Technical Fleet group email address and the Technical Superintendent in charge of the vessel.

Vessels would also inform the Port Superintendents whenever there is a violation along with their plans to avoid any further violation for next two weeks. They would then send a message to Port Superintendent once the two weeks have passed and loop is closed.

d. Whenever the DNV Navigator software shows a violation code in the “Non Compliance of Rules” column, the vessel must insert an explanation into the remarks column and where applicable, make reference to any exceptions permissible under STCW.

e. The musters, fire-fighting and lifeboat drills, and other drills conducted onboard should be arranged to minimize the disturbance of the period of rest. Adequate compensatory rest to be provided to make up for any rest time lost when the period of rest is disturbed by a call-out for drills and musters as these should not be deemed rest periods.

7.14 HEALTH - BODY MASS INDEX (BMI) & PRE-EMPLOYMENT MEDICAL APPROVALS

Body Mass Index (BMI) is a number calculated from a person’s weight and height. BMI provides a reliable indicator of body fatness for most people and is used to screen for weight categories that may lead to health problems.

The Company recognizes that being overweight or obese increases the risk of many lifestyle

diseases and health conditions, including the following:

- Hypertension;

- Dyslipidemia (for example, high total cholesterol or high levels of triglycerides);

- Type 2 diabetes;

- Coronary heart disease;

- Stroke;

- Gallbladder disease;

- Osteoarthritis;

- Sleep apnea and respiratory problems; &

- Some cancers.

Therefore as part of the seafarer selection process, the seafarer’s BMI must always be taken into

consideration. The Company has set the following BMI limits, a seafarer with a BMI:

- 18 or below; or

- 30 or above

is considered temporarily unfit.

For seafarers from Northern Europe, the Indian subcontinent, Russia, Ukraine & Romania with a




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BMI of between 30 and 35 and where this, in the company doctor's opinion, is attributable solely to physique with broad shoulders/large muscle bulk with main muscles clearly defined and not obscured by subcutaneous fat and no co-morbid complications (eg. Diabetes, Hypertension, Dyslipidemia etc), then the seafarer in question MUST undergo a stress/treadmill test. If the results of the stress/treadmill test are average or above, seafarer can be considered "fit to work", however, the seafarer MUST always be counselled on weight loss and ways/means to improve their health.

BMI MUST also be taken into consideration during the seafarer’s pre-employment medical

examination and each of the Company’s accredited medical clinic have been provided with the Company’s policy regarding BMI.

In addition to the WHO/ ILO guidelines and national medical standards in the seafarer’s home country, the Company has also established medical standards with regards to:

- hypertension, high blood pressure (max 140/90);

- blood sugar levels;

- hepatitis B – healthy carrier. Can be given fit to work unless seafarer to be engaged in the Catering Dept (Cook, Messman, etc);

- enlarged prostate gland;

- kidney/gall stones;

- other pre-existing illnesses on a case by case basis, i.e. non-toxic goiter, thalassemia trait, etc.

Wherever the seafarers test results regarding any of the issues above fall outside of expected

norms, the medical clinic refers the seafarer’s situation back to the Fleet Personnel Dept who will review, and where necessary, secure clearance from the vessel’s P&I Club, prior to making a decision on whether or not, the seafarer can be given “fit to work”.

7.15 DISCIPLINARY ACTION/DISMISSAL ONBOARD SHIPS

All seafarers engaged under contracts of employment onboard Wallem managed vessels are expected to follow Company as well as national and international rules and regulations. Contravention of rules and regulations can be dealt with by:

- the Master onboard;

- the national authorities, normally, the local Police; or

- the flag state, again, normally involving the national authorities and the local Police.

The Company does not wish to initiate disciplinary action against any seafarer onboard and believes that through reasonable dialogue, such issues can be resolved without further need to escalate the disciplinary action process.

Masters & Chief Engineers must always strive to achieve an amicable resolution to such issues, however, when dialogue fails to achieve the desired results, contravention of Company rules onboard the ships follows a simple disciplinary process:

- VERBAL WARNING (preferably in front of a witness who is the same nationality as the errant

seafarer) whereby the seafarer is verbally made aware of the infringement, made aware of what



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the Company’s rules, regulations, expectations are and the consequences of contravening the same again in the future;

- failure to heed such a verbal warning results in a WRITTEN WARNING whereby the seafarer is now formally made aware of the infringement, and again, made aware of what the Company’s rules, regulations, expectations are and the consequences of contravening the same again in the future;

- such a written warning is to be served to the erring seafarer in the presence of two witnesses (preferably of the same nationality as the seafarer who has committed the offence) and written warnings are to be noted in the ship’s Official Log Book by the Master together with the signatures of the witnesses;

- failure to heed the written warning will result in a disciplinary hearing whereby the seafarer is now

served written NOTICE that a DISCIPLINARY HEARING will be convened (stating date, time and place and giving details of the offence committed) by the Master in the presence of the seafarer’s Head of Department and other witnesses, who where possible, should be of the same nationality as the seafarer who has committed the offence. Serving of this notice must be witnessed by 2 witnesses and details entered into the ship’s Official Log Book;

- in the notice of disciplinary hearing, it must be made clear to the seafarer, that has committed the

offence, that he has the option to bring along a colleague who may be allowed to speak on the seafarer’s behalf. It should also be mentioned that at the end of the hearing, the Master will make a decision regarding the seafarer’s future stay onboard the ship;

- during the DISCIPLINARY HEARING, the Master must clearly explain the charge leveled against

the seafarer, permit the seafarer or his appointed spokesperson to speak in his defence, take the statements of independent witnesses and ensure that a full transcript of records (minutes of the hearing) are maintained;

- once all evidence and statements have been heard, the Master must make a DECISION

regarding the seafarer’s future stay onboard the ship. This decision must be announced during the hearing and recorded as part of the minutes of the hearing. These minutes must be signed by all persons present during the hearing. If any person refuses to sign, such refusal must also be witnessed; &

- finally, brief details of the disciplinary hearing are to be entered in the ship’s Official Log Book.

Master must prepare accurate records of all steps taken for reference at a later date. Copies of all log book entries, original written warnings, the original disciplinary hearing notice, the original minutes of the disciplinary hearing and any original witness statements.

These documents are to be sent to the Fleet Personnel Manager from the next convenient port in order that the Company is in a position to defend itself and the owner/customer from any claims of unfair dismissal levied by the seafarer. Master is free to seek advice from the Fleet Personnel Manager at any time during the process.

JUST CULTURE’ – HUMAN ELEMENT

Wallem understands that Human Element failures cannot be completely eradicated from a complex process such as ship operation. Our processes, procedures and training seek to reduce both the number of such incidents and the severity of their impact.



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The way in which we respond following a Human Element failure is very important for the future safety of our ships and people. The extremes of "No blame culture" and "Zero tolerance culture" will not take Wallem where it needs to go. A "Just Culture" allows us to respond proportionately, professionally and consistently to Human Element failures. A "Just Culture" is founded on two principles, which apply to everyone in the Company:- a) Human error, to some degree, is inevitable and the Company policies, processes and

interfaces must be continually monitored and improved to remove such errors: b) Individuals should be accountable for their actions if they knowingly violate safety

procedures or policies of the Company. Based on the philosophy of "just Culture" company has developed a flow chart, which will be used to assure just treatment of all Wallem seafarers. Our objective is to ensure a uniform approach towards the handling of cases, that have resulted in an incident or accident. A swift and transparent process is required when dealing with such cases. Evidence, reports, etc. are to be kept in Fleet Personnel database. After completing a thorough investigation of the incident we shall follow the "Just Culture" procedures in order to identify the actions to be taken. Based on the investigation report Phase 1 of the process flow chart is to be followed. Phase 1 will ensure that all cases are treated with the same scrutiny, consistency and objectivity to guarantee a fair review has taken place. The same approach will be followed, regardless of the rank and nationality of the seafarer in question. In every case, regardless of final outcome, a written report is to be prepared and filed for the purpose of accident prevention, ongoing awareness and further training. If the Human Element failure results from negligent error, reckless violation of Wallem process and procedure or deliberate sabotage or Malevolent Act, it will have disciplinary consequences for the person involved. The consequences may be a poor grade at appraisal, a written warning (4.18.4 of Fleet Personnel Manual) or Dismissal (4.18.9 of Fleet Personnel Manual).



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7.16 CHECKING OF JOINING CREW’S DOCUMENTATION

There have been several cases in the past where seafarers onboard have not been able to produce documentation showing that the FLAG STATE is recognizing their NATIONAL certificate of competency. New joining seafarers MUST be in possession of either:

- the full term flag state licence; - a CRA (Confirmation of Receipt of Application, normally valid for 3 months/90 days); or - written proof of application.

Whilst it is the responsibility of the Fleet Personnel Dept and the Manning Agent to ensure that seafarers have the right and complete documentation, it falls under the Master's responsibility to verify that ALL of the seafarers onboard actually fulfill the flag state's requirements in this respect. Master MUST therefore verify that ALL documentation is complete and valid at the time of the seafarer's joining AND PRIOR TO THE OFF SIGNING SEAFARER BEING RELEASED FROM THE VESSEL. Other relevant documentation such as travel documents, visas or vaccination certificates, etc MUST also be checked when seafarers sign on and any discrepancies reported as below. Missing or expiring documents can result in major port state control problems; at worst resulting in unnecessary and unacceptable delays and detentions. Every time a new crewmember joins the ship, Master is required to send a written confirmation to the FPD Crewing Supervisor in charge of the vessel (in FP Hong Kong or Mumbai) that:

- the Master has personally checked with each new joiner, that all relevant documentation is valid and complete; &

- if any seafarer arrives without complete documentation, this is reported immediately to the

Crewing Supervisor in charge of the vessel (in either FP HK or Mumbai) with Cc to the Fleet Personnel Manager. FPD will then check and update the Master as soon as possible.

Masters MUST ensure that these instructions form part of the handover notes presented to the next incoming Master.

7.17 FLAG STATE DOCUMENTATION The Company recognises that seafarers will be required to sail onboard vessels registered in

countries other than their own country of nationality and therefore MUST be in possession of the appropriate documentation as required by the flag state of the vessel.

In almost all cases such documentation is issued based on equivalency wherein the flag state

recognises the certificates and/or licences issued to the seafarer.



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7.18 SEAFARER’S EMPLOYMENT AGREEMENTS (MLC 2006 – Reg 2.1) The Company shall enter into a written employment agreement with the seafarer. This agreement shall comply with the requirements of MLC Standard 2.1 para 4 a to k and para 5. All employment agreements (Company form or per as national requirements) are to be produced in English. Both parties (Company and the seafarer) MUST have signed the employment agreement. Prior to signing, the seafarer must be given an opportunity to examine the agreement and seek clarification on any aspects of the agreement that they do not understand. This is to ensure that the seafarers have freely entered into such an employment agreement with sufficient understanding of their rights and responsibilities. The Company (can be kept on file by the manning agency) and the seafarer must each retain a signed original employment agreement. Any Collective Bargaining Agreement (CBA) covering the vessel shall form part of a seafarer’s employment agreement. A copy of all employment agreements and CBAs shall be available with the both the Master and the Company in order that they are accessible for review by the seafarer, a competent authority and the port state. Seafarers shall be given a document containing a record of their employment (rank and dates of signing on and off the vessel) prior to their disembarkation. This will usually take the form of entries into the Seaman’s Book. If the seafarer is not in possession of a Seaman’s Book, the Master may issue a certificate of service (in certain cases, national forms may apply).

7.19 SEAFARER’S MEDICAL CERTIFICATES (MLC 2006 – Reg 1.2)

It is MUST that prior to their joining, each seafarer holds a valid medical certificate, in English, attesting that the seafarer is medically fit to perform the duties that they are to carry out at sea.

Medical fitness examinations are to be carried out by a duly qualified medical practitioner licensed at the place of examination and/or who is recognized by the competent authority at the place of inspection.

Validity of medical certificates including certificate issued for colored vision should be as per the requirement of Flag State of the vessel. In cases of seafarers with pre-existing illness(es) who require special dietary requirements or to bring maintenance medication onboard, the FPD will send instructions to the Master in advance or at the time of the seafarer’s joining. Master and other senior officers are to comply with any instructions issued by the FPD regarding a seafarers with pre-existing illness(es). If the period of validity of the medical certificate expires during the course of a voyage, the certificate remains valid until the next port of call where the seafarer can obtain a medical certificate from a qualified medical practitioner, provided that this period does not exceed 3 months. Masters MUST keep the FPD updated regarding any expiring medical certificates onboard as such issues may influence the FPD’s relief planning.



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7.20 PAYMENT OF WAGES (MLC 2006 – Reg 2.2)

All seafarers are to be paid for their work monthly in accordance with their Contract of Employment & Addendum (as may be appropriate). As per MLC 2006 – Reg 2.4, paid leave is an “entitlement” and NOT compensation for work performed onboard. As such, it is considered that paid leave can be excluded from the monthly payment of wages as mentioned in MLC Standard A2.2.2, accumulated onboard and paid at the time of the seafarer’s disembarkation from the vessel. Entitlement for payment commences from the date of departure from the seafarers point of hire with the intention to join the vessel. Entitlement for payment ceases from the date of arrival at the seafarers point of hire, unless the seafarer signs off on medical grounds and is hospitalised, wherein, basic wages are applied from the date the seafarer disembarks the vessel until the date of arrival at the seafarers point of hire. Part months are paid on a pro-rata basis. For calculation purposes, a calendar month is taken to contain thirty (30) days. Seafarer’s shall be given a monthly statement of their wage account including any appropriate deductions. Seafarers are permitted to make one home allotment/remittance from the vessel per month. This remittance will be effected with no charge to the seafarer. Any additional remittances in the same month will be charged at the prevailing bank telegraphic transfer rate plus bank charges. As part of their pre-departure briefing, seafarers are to be encouraged, for safety & security reasons, not to retain large amounts of cash onboard the ship. As an alternative to keeping cash onboard, the seafarer can choose to either:

- retain his earned wages in the Captain’s Cash Account onboard; or - arrange to remit any excess cash that he holds onboard back to their bank ashore.

7.21 CASH TO MASTER (CTM)

Requests for CTM NEED only be sent by email to a single designated mailbox [email protected] The message will be automatically distributed for review, approval and final arrangement of remittance. Requests for CTM MUST have the CTM Requisition spreadsheet attached (latest version can be obtained from WSM Accounts) indicating:

- the name of vessel; - port of call where CTM required; - ETA & ETD; - local agent's details; - breakdown of cash utilization (e.g. Sept Earnings US$40,000, FBOW for offsigners US$8,500,

Provisions supply US$3,300); & - denomination of notes required.




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Master MUST make CTM requisition 7 to 10 days prior to vessel's arrival, thus enabling WSM Accounts to arrange the remittance timely. Master should refrain from making CTM requests for ports where it is known to be risky for cash delivery or ports where it is known that high telegraphic transfer commissions apply. In situations where CTM cannot be arranged and the vessel has offsigning seafarers, these seafarers can be assured that the Company can arrange to settle their Final Balance of Wages (FBOW) in US$ once they return to their home country. Once onboard, CTM MUST be safely retained under lock/key/combination in the ship’s safe. Masters are reminded that when a new vessel enters management, WSM HK FP will ask the Master for the details of the ship’s safe including any combination. There have been a number of cases in the past where the outgoing Master hasn’t passed over the details of the combination to the incoming Master, or the Master has misplaced the safe combination details and by keeping updated records on file, WSM HK FP has been able to assist. WSM HK FP will annually request all vessels for an update regarding the details of the ship’s safe including any combination, however, Masters can assist by updating whenever:

- the ship’s safe combination is changed; or - the ship’s safe is renewed.

It is a requirement that the key(s) for the ship’s safe be in the possession of the Master at ALL times and not left unattended, i.e. lying in a drawer. Imprudent storage of cash outside of the ship’s safe or careless handling of safe key(s)/combination by the Master is NOT covered by insurance. In the event of any uninsured loss of Company cash, Master’s WILL be held personally liable to reimburse the Company.

7.22 ONBOARD ACCOUNTING

The Master maintains an account of wages onboard which records the seafarer’s earnings, any deductions, allotments made, etc during the month. No seafarer should be allowed to advance any amount of money that exceeds the amount presently contained in his onboard account. The Company strongly discourages personal loans between seafarers and should any loan agreements be made between two or more seafarers onboard, such loans must NEVER be processed through the Master’s accounts onboard. The Company does not bear any responsibility should a seafarer default on any loan agreement made. The Company has placed onboard its own Fleet Portage Bill Software which is to be used for:

- Captain’s Cash Account; - Provisions Account; - Bonded Sores Account; & - Account Wages Report which includes:

o Earnings & Deductions;



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: Director FPD : 31.3.93 : Director FPD : 31.1.06 : Jan 2015 : Managing Director

o Home Allotments; o Overtime; & o Cash Advances.

Completed Month End Reports MUST be sent by email to [email protected]. The seafarer’s Account of Wages Report MUST be printed onboard and signed by each individual seafarer as appropriate. This MUST be sent by courier to the office together with any supporting vouchers relating to the above mentioned reports. Seafarer’s shall be given a monthly statement of their wage account including any appropriate deductions. The Master is held personally liable for any overpayments or non deductions. Whilst the Company will endeavour to recover said amounts from the seafarer(s) in question, the Master remains indebted to the Company until such time that the full amount of over payment has been recovered.

7.23 BONUS PAYMENTS/SPECIAL WORK ALLOWANCES

Bonus payments are gratuities from the ship owner and/or the charterer and are paid at their DISCRETION; they ARE NOT part of the seafarer’s salary and the seafarer’s have no rights whatsoever to demand bonus payments. Just because a charterer may pay a hold cleaning bonus after a particular voyage, the next voyage may fall under a different charterer who may choose not to pay any hold cleaning bonus, in such a case, the Master and the seafarers have NO RIGHT to ask the owner/charterer regarding a hold cleaning bonus, in fact such action creates a great deal of bad feeling between the charterer, owner and the vessel. If a bonus is paid, receive it graciously, if not accept the fact and move on. Despite Wallem's clear instructions to all senior officers, we are still experiencing cases where Masters are deeply offending both vessel’s owners and the charterers by asking the charterers directly for a hold cleaning bonus, special work allowances, etc. The Company have made it clear on numerous occasions during Fleet Officer Meetings or during pre-departure briefings with the senior officers, that there is a huge cultural difference between Asia and the west when it comes to the subject of bonus payments. In Asia, people understand that bonus payments are "the normal" meaning the traditional way to "top up" the salary of the workers, however, this is not the case in western countries and in many countries/industries, bonuses are not paid. Seafarers MUST understand this difference and also appreciate that western people become very upset when they receive requests for bonuses as they feel that the ship's staff are being paid a fair wage for a fair day's work, therefore why are they asking for extra? The Company appreciates that ship's staff may see this differently, especially around the time of holiday seasons/festivals when everyone would like some more money in their pockets, however, asking for a bonus of any kind is NOT acceptable and must not be done!!!!

Repeats of the same in the future will lead to disciplinary action against the seafarer concerned.

7.24 CHIEF STEWARD ALLOWANCE (If Applicable)

Based on Owners approval, chief steward allowance can be paid to an individual or apportioned as per the tariff below to any seafarer that undertakes the respective task. This allowance is paid to cover additional duties/responsibilities relating to the Catering Department




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: Director FPD : 31.3.93 : Director FPD : 31.1.06 : Jan 2015 : Managing Director

which fall outside of the routine job description for such staff. For seafarers that undertake the respective tasks and receive the additional allowance, NO additional overtime shall be simultaneously earned for performing the same task. Maintaining provisions accounts and inventory US$ 100/month; &

Maintaining bonded store accounts and inventory US$ 50/month. Payment awarded as per above tariff MUST be reflected in the Fleet Portage Bill under the respective seafarer’s earnings column.

NB – the allowance for the laundering of linen onboard DOES NOT fall under the Chief Steward

Allowance.

7.25 APPRAISAL REPORTING

The Company recognises the need for a systematic approach to evaluation of sea staff’s performance, training needs, suitability for advancement and re-employment, therefore, the following guidelines have been established. The Company uses only one form for sea staff performance appraisal, the Seafarer’s Appraisal Report (DE-17). The original of which is to be sent to the Fleet Personnel Dept, either HK or Mumbai as appropriate. A copy always being retained onboard the ship for future reference. The Fleet Personnel Dept will ensure that the appraisal report is uploaded into ShipMate (our Crewmanagement database), thereby making it available for viewing by all other interested/concerned parties, i.e. technical departments, manning agencies, Wallem Representatives and training centres. Appraisal Reports form an integral part of a seafarer’s de-briefing upon their return home, (discussion re performance, areas for improvement, training needs, etc) therefore prompt reporting, submission and circulation of appraisal reports are critical. FPD Supervisors are to remind:

- Masters, when sending crew change details, to ensure that an appraisal report is made; & - Tech Superintendents, when introducing senior officer candidates, to ensure that an appraisal

report is made for the senior officer scheduled to disembark.

The Master will complete the evaluation of Deck Officers, the Chief Engineer and the staff of the Catering Dept. It is recommended that the Master discuss the evaluation of the Deck Officers with the Chief Officer as may be appropriate. As the Master is generally not sufficiently knowledgeable to comment on the technical knowledge & skill of the Chief Engineer, any appraisal must be based on the Chief Engineer’s conduct, attitude, judgement, leadership, co-operation and willingness to train junior staff.

The Chief Engineer will complete the evaluation of the Engineer Officers. It is recommended that

the Chief Engineer discuss the evaluation of the Engineer Officers with the Second Engineer as may be appropriate.

The Chief Officer in conjunction with the Master and the Second Engineer in conjunction with the

Chief Engineer will complete the evaluation of Deck & Engine Ratings respectively. Superintendents visiting or sailing with the vessel are required to report on all Senior Officers

onboard and following a sailing visit, are required to report on all Officers and Cadets onboard.



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Whenever there is a change of Senior Officer, the Superintendent in conjunction with the Technical Fleet Manager must, preferably just before sign off or immediately following disembarkation, complete an appraisal report. Such reports are to be passed to the FPD for uploading into ShipMate.

Substantial importance is given to the evaluation of Junior Officers as these are the Company’s

Senior Officers of the future. Officer’s are to be evaluated:

- when the officer is mid way through their contracted period; - when the Department Head (Master or Chief Engineer) are changing; - to support any recommendation for promotion or demotion onboard; & - when the officer himself is completing contract.

Appraisal of Ratings is to be carried out every 6 months (end March and end September) and

prior to the Rating’s disembarkation from the vessel. Common sense must apply here and if a Rating is due to end contract within +/- 1 month of the end March and end September, then one appraisal report will suffice.

In ALL cases when making an appraisal, training needs MUST be reviewed and noted on the appraisal report form. Vessel’s have been provided with latest updates of training matrices. Where a seafarer fails to meet expectations, the FPD is responsible for review, initiating and seeing through the appropriate corrective/preventive action which may include, but is not limited to:

- message to the Master that either he or the Chief Engineer (or both), counsel the seafarer with a

view to future improvement which must include training, supervision, re-evaluation etc. This discussion must also make clear, the consequences of not meeting the company’s expectations following a period of corrective/preventive action;

- message to the manning agency/Wallem Representative that they counsel the seafarer with a

view to future improvement which must include training, etc. This discussion must also make clear, the consequences of not meeting the company’s expectations following a period of corrective/preventive action; &

- in extreme cases, a message informing all concerned parties (as appropriate) that the seafarer in

question is to be considered not suitable for re-employment with the Company (NTBR). A copy of which is to be made available in ShipMate.

When considering whether or not a seafarer should be made NTBR, the following must be taken into account:

- any exceptional circumstances as to why performance was below expectations; - length of service with the Company and standard of past appraisals on file; - further discussion with the Tech superintendent or Marine superintendent making the report;

- following discussions with the seafarer themselves or feedback from the Wallem Representative

or Manning Agent, a judgement as to whether or not training will assist or the seafarer alone can make the necessary changes in order to achieve the expected standard; &

- feedback from the training centre following a period of training.

The final decision with regards to making a seafarer NTBR (Not to be Rehired) or reversing an earlier NTBR decision rests solely with the Fleet Personnel Director.



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7.26 PROMOTION (MLC 2006 – Reg 2.8)

The Company recognises the need for a systematic approach to career development and promotion, and will, as far as practicable ensure that promotions from within the fleet are carried out wherever conditions allow.

Senior Officers onboard are to encourage Officers and Ratings to obtain higher grade licences and certificates of competency as soon as they have sufficient seagoing experience to do so. Senior Officers onboard are also required to encourage Officers and Ratings to study the duties and responsibilities of the next higher rank so as to be ready for promotion when the opportunity arises. Senior officers are encouraged to assist in the personal development of staff seeking promotions to higher positions. The following factors will be taken into account when giving consideration to a seafarer’s promotion:

- certification & experience; - seniority in rank (previous history in lower ranks will also be taken into consideration); - past performance/ability (the seafarer appraisal process is linked to any decision regarding

promotion); - conduct/attitude, loyalty, availability; & - training, refresher training.

The Company’s promotion criteria for officers & engineers is given below:

- for a 3/O to be considered for promotion to 2/O, a minimum of 12 months actual sea service as

3/O is required, at least 6 months of which must have been served on the type of vessel where vacancy is available;

- for a 2/O to be considered for promotion to C/O, a minimum of 15 months actual sea service as 2/O is required, at least 12 months of which must have been served on the type of vessel where vacancy is available;

- for a C/O to be considered for promotion to Master, a minimum of 24 months actual sea service as C/O is required, 12 months of which must be after securing his Class 1 licence, and at least 12 months of the minimum 24 months must have been served on the type of vessel where vacancy is available; &

- for a 4/E to be considered for promotion to 3/E, a minimum of 12 months actual sea service as 4/E is required, at least 6 months of which must have been served on the type of vessel where vacancy is available;

- for a 3/E to be considered for promotion to 2/E, a minimum of 15 months actual sea service as 3/E is required, at least 12 months of which must have been served on the type of vessel where vacancy is available;

- for a 2/E to be considered for promotion to Chief Engineer, a minimum of 24 months actual sea

service as 2/E is required, 12 months of which must be after securing his Class 1 licence, and at least 12 months of the minimum 24 months must have been served on the type of vessel where vacancy is available.

Recommendations for promotion are to be reviewed by the Fleet Personnel Manager or the Operations Manager (Mumbai) in conjunction with the Fleet Personnel Director and the Technical Dept as required.



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Following promotion, a probationary period of at least 3 months applies. Following the successful completion of the probationary period, the promotion will be confirmed, however if the Head of Dept onboard feels that the seafarer has not met the requirements of the higher rank or that he requires further evaluation time, then this will be discussed with the Fleet Personnel Dept and a further course of action decided.

7.27 RELIEF PLANNING

The Company recognises the need for effective relief planning which includes planning for future manning needs, long term relief planning, planning for new ships entering management and, the communication of such plans within the Company, to our manning agencies, the Master and the seafarer’s involved. Relief planning is an ongoing process and to ensure that future manning needs can be met, the FPD ensures that staff succession and recruitment planning is conducted which includes profiling of competence and experience. The ShipMate crew management system notifies users at specific time periods (normally 3 months, 2 months and 1 month) before a seafarer onboard is scheduled to complete contract. Relief planning is to be conducted giving sufficient time for training, medical examination, visa applications (as may be appropriate) and pre-departure briefing, etc. Vessel’s operations, port rotation and cost effectiveness must always be taken into account when planning reliefs, therefore good communication with the vessel and the Technical Dept is essential. When planning reliefs it is to be taken that (under normal circumstances):

- Master & Chief Engineer are not to be replaced at the same time; - Master & Chief Officer are not to be replaced at the same time; - Chief Engineer & 2nd Engineer are not to be replaced at the same time; - in order to maintain continuity onboard, no more than 50% of the seafarers in any single

department (deck officers, engineers, deck ratings and engine ratings) are to be replaced at the same time; &

- no seafarer (except a Cadet/Trainee securing sea time for a higher licence examination) should under normal circumstances be engaged for any longer than 12 months onboard a Company managed vessel. This also applies where extensions of contract are applied for.

For operational reasons, where the above requirements cannot be complied with, the issue must be discussed ahead of time with the Technical Dept concerned. It is always preferred that prior to a seafarer leaving the vessel, his future Date of Availability has been established and passed back to the FPD in order to assist with long term planning.

In addition to the above, where a seafarer’s next vessel assignment is known or has been planned, FPD must pass this information to the seafarer through the Master prior to the seafarer’s disembarkation as this will assist the seafarer with his own vacation plan thereby allowing sufficient time for training, medical examination, visa applications (as may be appropriate) and pre-departure briefing, etc prior to his next assignment. ALL seafarers are expected to complete the service period for which they have been contracted, however, there are circumstances where early termination or extension of contract may be requested.



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Requests for an extension of contract MUST be submitted through the Master no later than 2 months before the due date of contract completion. All requests for extension MUST have been reviewed and approved by the Head of the Department. When requests are received through the Master regarding a seafarer’s possible extension of contract, the FPD are responsible for checking to see if there are equally competent and experienced seafarers awaiting assignment before reviewing the request. If active seafarers are on leave, awaiting assignment, priority is to be given to well reported seafarers who have completed their vacation in order that good quality seafarers are retained within the Company’s pool. FPD will then respond to the seafarer making the request for contract extension. Once an extension has been approved, the Company has the right to cancel or cut short the extension period at its discretion based on operational convenience, i.e. ships leaving management meaning excess seafarers in the manning pool or a cost effective port for crew change. In cases where a seafarer has their contract extension cut short, once the seafarer has been onboard beyond their original end of contract date, such a seafarer would be deemed to have ended their contract. A seafarer may seek early termination of their contract, however, any expenses related to their premature repatriation and the joining of their reliever will be dealt with as per the conditions stated in their contract of employment or the Collective Bargaining Agreement (CBA) covering the vessel.

7.28 HANDOVER PERIOD & HANDOVER NOTES

The Company recognises the need for a sufficient handover period between seafarers joining and those disembarking from vessels. Therefore, when planning replacements, the following shall be factored into planning where practicable:

Senior Officers – at least 2 working days, preferably 3 days; In addition to the above, specific ranks should cover the following as part of their handover:

- Master to observe at least one manoeuvring operation as well as one port turn around*; - Chief Officer to understudy one cargo operation – onboard tankers, this must be a discharge

operation, whereas onboard a dry cargo vessel, this could be a cargo loading or discharge operation*; &

- Chief or Second Engineer to observe one port turn around and wherever possible, at least one manoeuvring operation*.

- * This can be deviated from if the joining officer is not newly promoted or joining on his first contract with the company and if having ships type specific experience in the ranking he is joining.

Junior Officers – at least 1 working day, preferably 2 days; In addition to the above, specific ranks should cover the following as part of their handover:

- Second Officer to observe at least one full cargo watch operation and complete the passage plan to the vessel’s next port*; &

- Third Engineer, Third Officer & Fourth Engineer to observe at least one full cargo watch operation*.

- * This can be deviated from if the joining officer is not newly promoted or joining on his first contract with the company and if having ships type specific experience in the ranking he is joining.



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Ratings – at least 1 port watch, preferably half a day.

In addition to the above, planning is to ensure that the outgoing Master, Chief Engineer and Chief Officer only disembark immediately before the vessel’s departure (at the same time as the local agent hands over port clearance).

However, it is appreciated that in some countries, immigration laws require that the disembarking seafarer must have left the country before vessel's departure. In such cases, local immigration laws must be followed. In cases where a senior officer is serving his first contract with the company or is newly promoted into the rank, the following may also be carried out in order to ensure that the officer is best prepared for assuming his new position onboard:

- additional shore based training; - more detailed pre-departure briefing arranged at the office of the technical manager or through

video conference; - additional onboard training carried out by ship’s staff or Training Superintendent; & - additional parallel sailing/extended handover time with outgoing officer.

Where, for operational reasons, the above handover period cannot be complied with, the issue shall be discussed ahead of time with the Technical Dept concerned and especially in the case of officers, more thorough handover notes are to be prepared by the offsigner and consideration is to be given to the four additional items listed above in order to mitigate the risk.

The Company carries out pre-departure briefings either:

- face to face in the office of the vessel’s Technical Manager; - by video conference or telephone from the office of the vessel’s Technical Manager; or - face to face through a Representative of the Company at the manning or training centre.

In order to make these pre-departure briefings more effective, senior officers are required to submit, by email, several days in advance of arrival at the port of handover, their “handover notes” to the vessel’s Technical Superintendent & Fleet Personnel Supervisor. Handover notes are then reviewed and a copy is passed by the Fleet Personnel Supervisor to the officer assigned to join (sometimes through his manning agent/centre) and possibly the local WMTC, in order that during the officer’s pre-departure briefing, the person carrying out the briefing can review, comment on, clarify and emphasise some of the onboard issues as mentioned in the handover notes.

Handover notes are to be written in English, typed whenever possible, however, if handwritten, ensure that the handwriting is clear and readable.

7.29 REPATRIATION (MLC 2006, Regulation 2.5) & ENTITLEMENT TO LEAVE INCLUDING

SHORE LEAVE (MLC 2006, Regulation 2.4)

The Company recognises the right of the seafarer to be repatriated:

- at the expiry of their employment agreement; - when their employment agreement is terminated by the ship owner or by the seafarer themselves

for justified reasons; or - when the seafarer is no longer able to carry out their duties under their employment agreement or

cannot be expected to carry them out under the specific circumstances.



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Where the vessel is covered by a Collective Bargaining Agreement (CBA), the Company will ensure that the terms of the CBA regarding repatriation are complied with. Where the vessel is not covered by a CBA, the Company will ensure that the seafarer’s terms and conditions of employment clearly specify:

- the circumstances under which the seafarer is entitled to repatriation; & - the precise entitlements for repatriation, including destination, mode of transport, and items of

expense that will be covered during the seafarer’s repatriation.

Because of visa issues and legal liabilities (compensation claims) etc, seafarers will be repatriated directly to their point of hire. The Company DOES NOT require seafarers to make any advance payment to the cost of their repatriation at the beginning of their employment. In addition, the Company WILL NOT recover the cost of repatriation from the seafarer except where it has been found that the seafarer has been in serious default of the seafarer’s employment obligations. The Company recognises the right of the seafarer to paid leave. As per MLC 2006, Reg 2.4, paid leave is an “entitlement” and NOT compensation for work performed onboard. As such, it is considered that paid leave can be excluded from the monthly payment of wages as mentioned in MLC Standard A2.2.2, and accumulated onboard and paid at the end of the contracted term. This is clearly mentioned on the seafarer’s employment agreement as well as in the terms and conditions of employment (where applicable). In addition, the Company also recognises the right of the seafarer to be granted shore leave in order to benefit their health and well being, provided that shore leave periods falls within the operational requirements of their position as well and national, local as well as port, berth or terminal regulations.

7.30 TRAVEL, TRAVEL ADVANCE & LOST BAGGAGE

All joining/repatriating air travel arrangements are made by the FP Dept in either HK or Mumbai using either WSM’s or owner’s accredited travel service provider(s) as may be appropriate. Seafarers are NOT authorised to make any travel arrangements on the Company’s account without specific written authorisation from the FP Dept. All joining seafarers are to be offered a travel advance of US$50/- prior to their departure from their homeport. This travel advance is to be used where the seafarer requires funds whilst travelling, i.e:

- to purchase food during long stopovers at airports; - to purchase telephone cards, etc to contact local agent in case of no show, etc.

Seafarers taking the US$50 travel advance MUST sign a Travel Advance Voucher, a copy of which will be hand carried onboard and presented to the Master as part of the seafarer’s pre-joining documentation. Master will deduct US$50 from the seafarer’s wage account unless the seafarer can produce



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receipts for any genuine expenditure whilst travelling which can be legitimately charged to the Company account, in which case the seafarer will have these costs refunded. Air travel will be by economy class and normal baggage allowance will be 30 kg (MLC 2006 – Guideline B2.5.1.3 (d). Some airlines may offer a higher baggage allowance and this will be passed on for the benefit of seafarers, however, company will not be responsible for payment of any charges for baggage exceeding 30 kg. Seafarers being repatriated WILL be routed to their point of hire by the most direct route. Because of visa restrictions and legislation holding the employer liable for medical and any other expenses should the seafarer suffer injury or illness (even where seafarers have signed a Letter of Indemnity), requests from seafarers to either “stay over” in the country of disembarkation or “stop over” in another country on their way home will NOT be entertained. In the event of a seafarer joining the vessel and his baggage having been misplaced during the flight and not delivered during the vessel’s stay at the port of joining, then the seafarer would be entitled to receive an inconvenience allowance of US$200 to buy items of immediate necessity.

Master shall co-ordinate with the local port agent in order that the seafarer be provided with assistance to enable him to buy the items of immediate necessity. In addition, Master MUST inform the FPD and the local agent immediately regarding the seafarer’s lost baggage claim and if possible provide a copy of the claim document(s) filed at the airport. FPD will work closely with the Company’s accredited travel service provider in order to trace the missing baggage and wherever possible have it delivered onboard prior to the vessel’s departure. In the event, of the seafarer’s luggage not being traced, the seafarer would be compensated for the loss of his baggage as per IATA regulations and the US$200 paid earlier would be adjusted against the said IATA payment.

7.31 EXPENSES WHEN ACCOMMODATED IN A HOTEL

When joining or leaving a vessel and being accommodated in a hotel on Company account, the following guidelines MUST be followed:

- Company will provide room with meals. If meals are not provided in the hotel, the Company will

arrange a suitable daily subsistence allowance; - ALL purchases from the hotel mini bar will be for the seafarer’s account; - If the stay in the hotel extends beyond 3 days, the seafarer may avail of laundry services on the

Company account. However, for a duration of stay of less than 3 days, laundry services will be for the account of the seafarer;

- Pay per view movies will be for the account of the seafarer; - Alcoholic beverages will be for the account of the seafarer; & - Telephone calls/Internet usage (unless business related) will be for the account of the seafarer.

It is requested that upon check out from the hotel, the seafarer arranges to settle ALL expenses on their personal account in cash or by credit card.



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7.32 FAMILY CARRIAGE

Permission for an Officer to carry family onboard is entirely at the Company’s discretion and the Company is not obliged to give its reasons when permission has not been granted.

Certain categories of Officers engaged onboard Company vessels are offered the privilege of carrying their family members for the duration as provided:

Master or Chief Engineer Full tour, wife and up to 2 children Chief Officer or 2nd Engineer 4 months maximum, wife and up to 2 children 2nd Officer, 3rd Engineer, Electrical Officer 3 months maximum, wife only, no children

In all cases no child of less than two years old will be allowed to join any vessel under the Company’s management.

Officer ranks not mentioned above as well as Ratings are not offered the privilege of carrying their family members onboard.

The Officer's wife and Children (if applicable) will NOT be permitted to join during the first 6 weeks of the Officer’s tour of duty under the following conditions:

- when a new vessel comes into the management of the Company; - when the Officer has just been promoted; &. - any new entrant Officers serving for the first time on board the Company's managed vessel.

Some owners do not permit the carriage of wives and/or children onboard. In such cases, owner's discretion will be adhered to. On vessels, where families are permitted, no more than 4 families will be permitted onboard at any one time AND numbers will be subject to there being sufficient life saving appliance capacity and other constraints.

The wife of the Officer concerned will be required to undergo a medical examination prior to any approval being given for her to join the vessel. Officer’s MUST note that a wife will not be permitted to join the vessel if it is found that she is pregnant. Officers are further reminded that any wife wishing to join any of the Company's vessels would be required to sign a letter of 'Non-Pregnancy' and a 'Deed of Indemnity' covering herself and her children.

Family joining is also subject to the Officer agreeing to bear the cost of insurance deemed necessary by the Company and the amount of premium will be deducted from the Officer's balance of wages onboard.

In the event of the officer's wife becoming pregnant whilst onboard, the Officer MUST immediately report this to the Master and she MUST be repatriated at the Officer's expense from the next convenient port.

When Officers are carrying families, they are required to maintain their own living spaces and no shipboard assistance will be provided to clean and service their accommodation. Cost of victualing for family members sailing onboard will be borne by the Owner, through the ship’s operating expenses (opex) budget. Master must account for all meals taken onboard by family members as “extra meals” as part of the monthly victualing accounts. It is also a requirement for family members to hold all necessary visas regardless of the vessel's trading pattern, i.e:

- USA B1/B2 visa; - UK visa; & - an Australian Maritime Crew Visa (MCV).



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such visas shall be obtained in advance of the family joining and the cost shall be on the Officer's account. Assistance to obtain such visas will be provided by the manning agency and the FP Dept. FAMILY VISITS DURING PORT STAY/DRYDOCK, ETC Permission for a seafarer’s family to visit/stay onboard is entirely at the Company’s discretion and the Company is not obliged to give its reasons when permission has not been granted.

Seafarers engaged onboard Company vessels are offered the privilege of having their family members visit/stay onboard provided that:

- written requests are received by the Company in advance of the vessel’s arrival. Request must give full details (name, date of birth & relationship) of all family members that plan to visit the vessel;

- their presence is permitted by wharf, terminal or dockyard security; - all ISPS procedures for visitors have been complied with; - the visit in no way affects the safety of the ship or continuity of shipboard operations; - all costs incurred relating to the visit are to be borne by the seafarer concerned.

When seafarer’s families are staying onboard, they are required to maintain their own living spaces and no shipboard assistance will be provided to clean and service their accommodation.

Cost of victualing for family members visiting the ship will be borne by the Owner, through the ship’s operating expenses (opex) budget. Master must account for all meals taken onboard by family members as “extra meals” as part of the monthly victualing accounts. Seafarers are responsible/accountable for the behaviour/conduct of their family members at all times whilst visiting/staying onboard. Any contravention of Company rules/regulations will result in the family members being asked to leave the vessel.

7.33 VISITORS No female visitors, apart from the Officers' wives, and daughters are to be allowed onboard after sunset, unless the Company's permission is obtained.

7.34 FIREARMS & PETS Firearms and domestic pets are forbidden onboard. 7.35 UNIFORM/WORKING GEAR (Personal Protective Equipment - PPE)

Senior Officers onboard are to ensure that ALL seafarers are properly dressed at ALL times. When working on deck, in the engine room, around the accommodation or in the storerooms or refrigeration chambers, etc correct personal protective equipment MUST be worn. Senior Officers MUST confirm with ALL new joining seafarers that they have brought onboard with them boiler suits and a pair of safety shoes as issued by their manning agency. The seafarer should be carrying with them as part of their joining documentation, a Uniform/Working Gear Issue Slip that they have signed prior to departure from their point of hire, signifying that they have been issued with and tried on for correct size/fit, the items of uniform/working as appropriate for their rank onboard.



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Senior officers are to REGULARLY inspect the quality of PPE and ensure that sufficient stock is available onboard. Damaged PPE MUST be removed from service and destroyed. Senior officers are to also ensure that the ship has sufficient stock of PPE at all times. The sight of officers in clean, smart uniforms creates a very positive first impression for shore visitors (Customs, Immigration, Local Agent, Ship Supplier, Owner, Charterer, visiting Superintendent, etc) and when the vessel is alongside, you never know who will visit and when, therefore when off duty, officers are required to wear uniform at ALL times.

Officers MUST wear uniform. Uniform items are supplied by the company or an allowance is given to enable the officer to maintain his uniform. Therefore uniform is to be worn as directed by the Master. However, regardless of Masters instructions, uniform MUST ALWAYS be worn at the following times:

- Deck Officers on the Bridge, when approaching the Pilot station and at any time when the Pilot is

onboard; & - for all meals taken in the Officer’s Messroom.

7.36 CREW WELFARE ONBOARD

The Company gives paramount importance to ensuring the ongoing welfare of the seafarers serving onboard our managed vessels. Recreational equipment and material MUST be available onboard, the Company contributes a fixed amount of money each month which MUST be credited to the Ship's Welfare Fund, in order to assist with the purchase of such.

The Welfare Fund is intended for the purchase of audio and video disks, magazines, sports equipment, fishing gear, etc. However, it must always be borne in mind that the Ship's Welfare Fund is for the benefit of ALL seafarers onboard and decisions on what to purchase CAN ONLY be made after having held a meeting to discuss this. The Welfare Fund account MUST be maintained by an officer (NOT the Master) onboard, and a statement of all monies coming into the fund and expenditure incurred MUST be made at the end of each month and posted on the ship's notice board. Invoices for all expenses will be maintained by the officer in charge of the fund. It is not necessary that the ship spends full Welfare Fund contribution each month, the ship can accumulate the Company's welfare contribution towards more expensive purchases, provided such purchases are agreed following a meeting involving ALL seafarers onboard.

7.37 CREW MAIL

Private letters returned to the Company for re-direction because the seafarer is no longer onboard the vessel will be returned to the manning agent’s office through which the seafarer reports. Seafarers MUST NOT use the Company address as their private mail address.



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Frequently we receive bank statements, etc with no ship’s name and are therefore unable to forward. As the contents of such mail is considered important, the Company strongly advises seafarers to use a contact address in their country of domicile as a permanent contact address. Considering stricter Custom’s/Security regulations around the world, the Company is only able to forward personal letters to seafarers onboard. Parcels containing food, medicines, gifts, magazines, etc will NOT be entertained and shall be disposed of. Parcels containing magazines can be sent via the manning agent where they can be passed to the next batch of joining seafarers to hand carry onboard.

7.38 ONBOARD MESS COMMITTEE (Food & Catering - MLC 2006 – Reg 3.2)

In order to ensure that seafarers have access to good quality food and drinking water and that these are provided under regulated & hygienic conditions, a Mess Committee MUST be in place onboard the ship. In addition to the above, the Mess Committee MUST ensure that the food onboard remains balanced, healthy, suitable for ALL nationalities (mixed nationality vessels) and within budget. In order to achieve the above, the Mess Committee MUST ensure that:

- records (delivery notes/receipts) of all provision purchases are maintained and recorded onboard; - Inspections of food storerooms (including refrigeration spaces) are made at interval of not more

than seven days and recorded; - quality of drinking water is regularly monitored/tested and recorded; - expired provisions are identified, removed from potential use and properly disposed of; & - that at least 14 days of menu plans are available. Daily menus MUST be able to show that the

food available onboard remains balanced, healthy, suitable for ALL nationalities.

The Mess Committee MUST be chaired by the Master and should (wherever possible) include representatives from the various departments onboard as well as various nationalities. Normally, the Mess Committee should consist of a minimum of 3 and no more than 6 persons. Recommended make up is Master as Chairman, 1 Officer (Deck or Engineer), 1 Rating and the Chief Cook, total 4 persons. Mess Committee MUST meet at least once per month, or more frequently if required and all meetings should be minuted to provide a brief record of discussions. Copy of the minutes signed by all in attendance MUST be placed on a public notice board for all seafarers to read. The Master is responsible to oversee the activities of the Mess Committee, verify that the vessel is sufficiently stocked to cover any eventualities and will assist in placing orders and co-ordinating with suppliers to ensure that provisions are delivered onboard in the most economical manner. The responsibilities of the Mess Committee will include:

- to act as channel to improve the quality and quantity of food provided on board within the constraint of the budget provided by WSM;

- to monitor the victualing costs incurred, to ensure that monies are spent effectively and correctly; - to prepare the menu for meals onboard and act as a channel for suggestions and improvements; - to carry out checks when provisions are received to ensure that items are being

received correctly and in good order;



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- to ensure that with good planning, optimum use of the allocated resources is made, including contingency measures such as stocking up on non-perishable items to provide for an unexpected long stay at anchorage or stoppage at sea;

- to ensure that with proper planning, optimum use is made of the available resources, including human resources; &

- planning of menus for special occasions, i.e. Diwali, Christmas, New Year or Chinese Spring Festival.

The Mess Committee must be active in making sure that acceptable standards of victualing are maintained onboard the vessel at all times. If any seafarer has any doubts or concerns about the standards onboard, these concerns must be brought to the attention of your Mess Committee representative and discussed during the regular Mess Committee meetings. Proper victualing onboard is a shared responsibility and encompasses the most important elements of life onboard, i.e. health, safety and welfare. The proper application and verification of victualing funds to each and every seafarer onboard is key to achieving this. A number of cases have been reported of mismanagement (basically theft) of the victualing funds onboard, in some cases leading to discrepancies in the victualing accounts of up to US$5000 onboard one ship. Neither owners nor insurance will cover such losses, therefore, we are left with no choice but to "work off" the discrepancy over a period of time, which to the detriment of all onboard, means a reduction in foodstuffs. Therefore the selfish actions of one or may be two persons negatively effects all onboard. Clearly this is grossly unfair to our seafarers and we, as a Company, take such matters very seriously. Therefore, it is highly recommended that the Mess Committee appoints one member other than the Master to assist the Cook with, and verify the month end provision inventory. Once the month end victualing accounts have been finalised, they MUST be reviewed and countersigned by ALL the members of the Mess Committee in order to ensure transparency. Any commissions, rebates or discounts obtained in respect of cash payments to suppliers MUST be reflected in the victualing accounts in order that such savings can be utilised in the future to purchase additional foodstuffs which will be to the benefit of ALL seafarers onboard.

7.39 VISITS TO DOCTOR

The Company shall provide seafarers health protection and medical care, including essential dental care as comparable as possible to that which is generally available to workers ashore. This includes prompt access to the necessary medicines, medical equipment and facilities for diagnosis and treatment and to medical information and expertise.

Seafarers shall be allowed to visit a qualified medical doctor or dentist without delay in ports of call where practicable. Seafarers Medical documents shall be maintained confidential and notified only to the company office. The Master is the person on board responsible for medical care and he shall make an accurate assessment of the seafarer’s condition, after which if he thinks that a visit to the Doctor is required, he MUST make arrangements through the local agent. the MLC 2006 does not identify any particular treatment – other than ‘essential dental care’ – as this would be a matter for national laws or regulations.



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Medical Forms: While no particular form is required under the MLC 2006, the third edition of the International Medical Guide for Ships, 29 published in 2007 by the World Health Organization (WHO) on behalf of WHO, ILO and IMO, contains the following forms for this purpose in Annex A:

- A Ship Master’s Report – To be completed by the ship’s master, assisted by the second officer. This form should be filled in the ship’s medical log and provides a brief but sufficiently comprehensive record of every medical case managed on board.

- A ship’s identity and navigational status form - to be used when requesting evacuation of an injured or sick seafarer.

- A patient health status form – providing the most important aspects of the medical history, medical treatment and other pertinent medical information that should accompany a patient being evacuated to an on-shore medical facility.

- A primary physician’s report form (REQUEST FOR MEDICAL ATTENTION D-8 FORM) – which an on-shore physician assigned to the care of a sick or injured seafarer should use to note all pertinent details of the case.

- If the above mentioned forms are available in a prescribed format within the circulars and marine notices of the flag administration, then that format should be used to record the items described above.

An editable copy of the forms is available in SMS Documentation DVD. The purpose of these forms is to facilitate the exchange of medical and related information concerning individual seafarers between ship and shore in cases of illness or injury.

The completed REQUEST FOR MEDICAL ATTENTION D-8 FORM (D-8) must be sent to the company.(to Fleet Cell).

7.40 MEDICAL REPATRIATION (P&I) CASES, DEATH ONBOARD OR PERSONS MISSING AT

SEA, PRESUMED DEAD The handling of medical repatriation, death onboard or persons missing at sea cases from vessels under full technical management is a joint effort between the Fleet Personnel and the Marine Depts. From the Fleet Personnel perspective, the Fleet Personnel Manager takes charge of the case and works closely with the Fleet Personnel Supervisor responsible for the vessel, with the Fleet Cell and Insurance deparments as may be required. Local medical attention is to be coordinated with the local port agent and the local P&I Correspondent as may be appropriate. Once the medically offsigned seafarer has been deemed “fit to travel”, the FP Dept will make the necessary travel arrangements. If medical support (additional doctor, etc) is required for the seafarer during the flight then this must be discussed/approved between the owner & P&I Club prior to flight arrangements being made.

When making flight arrangements for the seafarer and additional doctor (as applicable) visa, transit visa & destination visa requirements must always be borne in mind. Any additional support for the seafarer, i.e. wheelchair assistance prior boarding and upon landing, must be made known to the travel service provider at the time of making the flight arrangements. Manning agent is to be regularly updated in order that they can inform the seafarer’s family, especially with regards to his arrival flight details and meeting arrangements upon arrival.



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If special arrangements are required for meeting the seafarer upon arrival in his home country, these must be passed to the local P&I Correspondent there with copy to the manning agency and owners/customers. In the unfortunate situation where a seafarer dies onboard the ship or whilst ashore, procedures as provided above are to be followed and once the body is released by the local authorities, arrangements for transporting the body home are normally made by the local P&I Correspondent because of Customs issues, with copy to all concerned parties. Master must make an inventory of said belongings; have this inventory witnessed by 2 seafarers onboard preferably of the same nationality as the deceased. Original inventory is to be placed together with the deceased’s belongings prior to sealing the baggage, with a copy retained onboard, a copy passed to the local port agent to facilitate Custom’s clearance, etc and a copy sent to the Fleet Personnel Manager. Fleet Personnel Manager in conjunction with the Master, local port agent and P&I Club local Correspondent as may be required, is to make all necessary arrangements to return the seafarer’s personal belongings to his family. In the unfortunate situation where a seafarer is reported missing at sea presumed dead, the major difference is that there will be no body to take care of upon arrival next port or return to the next of kin. The local Police at the first port of arrival following the incident will be involved in order to establish the cause behind the seafarer going missing. Also in such a case, there will be no Death Certificate, but a statement from the Consulate/Embassy based on the nationality of the seafarer, stating that the person is missing at sea, presumed dead must be obtained. This will need to be arranged for by the local Agent or P&I Correspondent. FPD will endeavour to work together with the Flag State authorities in order to get them (the Flag State authorities) to issue a Death Certificate or equivalent statement that can be provided to the seafarer’s next of kin. To assist, a Death Onboard or Missing Persons at Sea checklist (Company Form DE-25) covering the actions required during such events has been prepared and must be used to ensure that effective communication is maintained and that no items are over looked.

7.41 DESERTION The following documents are to be forwarded to the Company in all cases of desertion:

Master’s Report stating:

- date & time seafarer last seen onboard; - date & time seafarer first reported missing; - date & time of ship’s departure from port. - Detailed inventory of belongings - have this inventory witnessed by 2 seafarers onboard

preferably of the same nationality as the deserter. Original inventory is to be placed together with the deserter’s belongings prior to sealing the baggage, with a copy retained onboard, a copy passed to the local port agent to facilitate Custom’s clearance, etc and a copy sent to the Fleet Personnel Manager.

- Statements, if any, by fellow seafarers.

Log Book entries (Deck/Engine/Official Log Book Extracts) duly authenticated.



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7.42 PROHIBITED ITEMS

The carriage of contraband, firearms, dangerous weapons, i.e. swords, throwing stars, etc, explosives, i.e. fireworks and knives (unless required for work onboard, i.e. Chief Cook) is strictly prohibited. Seafarer’s should also be aware that in certain countries, very strict penalties (including imprisonment) apply for the possession of pornographic material on personal computers, mobile phones, etc. There have been a number of cases where seafarers have trustingly bought second hand computers or mobile phones and unbeknown to them, pornographic pictures were lying buried in the unit’s memory. In addition to the above, the carriage of domestic pets or other animals (except as cargo) onboard is also strictly prohibited. Prior to joining, ALL seafarers have signed a declaration clearly stating that they are aware of the Company’s policy on such matters. Any seafarer contravening this policy will have their employment terminated immediately.

7.43 TRADING

Trading in any shape or form by any seafarer is strictly prohibited. Any seafarer contravening this policy will have their employment terminated immediately.

7.44 THEFT OF COMPANY OR SHIP’S PROPERTY

Removal of Company or ship’s property from the vessel without permission of the Master or the Company constitutes theft. All seafarers MUST be aware that the Master has been given the right to inspect cabins as well as the seafarer’s personal baggage at any time during the seafarer’s tenure onboard the ship. Should such inspection reveal the unauthorised possession of Company or ship’s property, the seafarer concerned will have their employment terminated immediately.

7.45 CUSTOM’S REGULATIONS

ALL seafarers are required to comply with regulations made by the local Custom’s Authorities. Seafarers are required to openly and honestly complete all Custom’s Declarations prior to arrival in port. Contravention of this advice constitutes smuggling and any seafarer contravening this policy will have their employment terminated immediately.

7.46 ALTERATIONS TO SHIPBOARD FIXTURES & FITTINGS



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No alterations to the structure, fixtures, fittings and decoration of the ship are to be made without Master/Chief Engineer’s knowledge and/or Company approval. No alteration to electrical fittings onboard may be made without the specific permission of the Chief Engineer. When personal electrical items are being used within the accommodation (including TVs, music systems, personal computers, mobile phone chargers, etc) due regard must be made to:

- voltage; - rating; & - the number of appliances connected concurrently to one power outlet.

Verification is to be carried out during the Master/Chief Engineer’s weekly inspection of accommodation and cabin spaces.

7.47 LOSS OF PERSONAL EFFECTS (MLC 2006 – Reg 2.6)

When any seafarer suffers total or partial loss of, or damage to, their personal effects whilst serving onboard as a result of wreck, loss stranding or abandonment of the vessel as a result of fire, flooding or collision, excluding any loss or damage caused by the seafarer’s own fault or through theft of misappropriation, the seafarer shall be entitled to receive compensation from the Company up to a maximum of US$3000. When filing any claim for lost or damaged property/personal effects, the seafarer shall certify that any information provided is true to the best of their knowledge.

7.48 ITF VISITS

The majority of Company managed vessels are covered by ITF approved Collective Bargaining Agreements (CBAs), those not covered are national flag, i.e. owner and flag registered in the same country. Therefore the vessel should have no problem with ITF inspectors anywhere in the world. Company policy is to maintain good relations at all times with ITF and their affiliated unions, therefore should an ITF inspector or a representative from an ITF affiliated seafarer’s union board the vessel, Master, officers and ratings are required to be courteous and be co-operative at all times. There have been cases in the past where the Master decided to ''send the ITF inspector away'' and did not allow him onboard which made ITF feel (incorrectly of course) that the vessel was not properly crewed nor well managed and the Master's action aroused too much suspicion. Masters MUST allow an ITF affiliate/inspector access to the vessel, providing that all ISPS procedures for visitors have been complied with and the visit in no way affects the safety of the ship or continuity of shipboard operations. It is however, VERY important that the Master MUST stay with the ITF affiliated union representative/inspector AT ALL TIMES when the ITF affiliated union representative /inspector is onboard. The Company has no objections to the ITF Representative looking at the Fleet Portage Bill (FPB) and hours of work/overtime records, however, please note that they are NOT to take away any photocopies of such records.



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On all Company managed vessels, our seafarers have signed English language Contracts of Employment. Again, the Company has no problem with the Master showing the seafarer's contracts to any ITF affiliate/inspector during his visit onboard, however NO copies are to be made and retained by the affiliate/inspector. As a matter of good practice, please always make sure that there are no complaints amongst the crew which could and should be readily resolved onboard as soon as any problem/grievance arises. The Company provides money every month for seafarer's welfare items, Master MUST ensure that this money is being properly spent on crew welfare and that a Statement of Account showing what has been purchased and the balance in the account is posted in the Messroom for all seafarer's to read. This should also be shown to the ITF inspector if required. If the ITF affiliate union representative/inspector requests to see any documents (Master need NOT volunteer to show anything unless asked by the ITF affiliate/inspector) the list of documents given below are those that Master can show if indeed the ITF affiliate/inspector should they ask to see any documents:

- Current Crew List; - Safe Manning Certificate; - WSM Employment Contracts; - Fleet Portage Bill; - Overtime records, work & rest hours; & - CBA (as applicable), which of course contains the same rates of wages as shown on the Fleet

Portage Bill and any union membership card, as applicable.

The Company is sure that the vessel is well always maintained, the crew are well fed, properly paid and in possession of safety gear as required for safe working onboard. The Company has no objection to an ITF affiliate/inspector walking around the vessel; however, they MUST be suitably dressed with regards to PPE, i.e. appropriate footwear AND accompanied by the Master AT ALL TIMES. In addition, the Company has no objection to an ITF affiliate/inspector holding a meeting with the seafarers onboard; however, the Master MUST be present throughout the whole meeting. Following a visit of an ITF affiliate/inspector, for sake of good order Master to send the Fleet Personnel Dept a report regarding the ITF visit and informing if the ITF affiliate/inspector made any comments about the ship prior to their disembarkation. During an ITF visit, if anything is unclear, or if Master wishes to speak to the Fleet Personnel Dept by phone to clarify any matters, please do not hesitate.

7.49 ONBOARD COMPLAINT PROCEDURE (MLC 2006, Regulation 5.1.5)

In order to ensure compliance with the Maritime Labour Convention (MLC) 2006, the Company recognises the need for a structured and systematic approach to the resolution of seafarer originated complaints onboard vessels under our management. The Company will ensure that a copy of the MLC 2006 Convention in English is kept on board. The Company also recognises the fact that the ship is the most suitable place for seafarer’s complaints to be aired, discussed and resolved. If a seafarer has a complaint related to their rights to decent conditions of work, social security and welfare, health and safety protection, accident prevention, accommodation and recreational facilities, sexual harassment, discrimination because of race, colour, religion, sex, national origin, handicap, age or ancestry - or any other matter related to alleged breaches of common decency,



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respect and placement – vessels’ management (Heads of Departments and senior officers) will contribute to and in case required, also manage and govern the mutual, fair, effective and expeditious handling of any such complaints. Such complaints should as far as possible be resolved at the lowest level possible in line of immediate superiors. However all seafarers shall have a right to pass their grievance directly to one of the senior officers or to the Master or any competent authority of their choice as descired under MLC 2006. For clarity: Deck Ratings should address their complaint to the Bosun as the senior most Deck Rating, if the Bosun cannot resolve the issue, the complaint MUST be brought to the attention of the Chief Officer. If the Chief Officer is unable to resolve the issue, the complaint MUST be brought to the attention of the Master; Engine Ratings should address their complaint to the Fitter as the senior most Engine Rating, if the Fitter cannot resolve the issue, the complaint MUST be brought to the attention of the Second Engineer. If the Second Engineer is unable to resolve the issue, the complaint MUST be brought to the attention of the Chief Engineer and/or Master; Catering Ratings should address their complaint to the Ch/Cook as the senior most Catering Rating, if the Cook cannot resolve the issue, the complaint MUST be brought to the attention of the Master; Deck Officers should address their complaint directly to the Master; whereas Engine Officers & Electricians, etc should address their complaint directly to the Chief Engineer, if the Chief Engineer cannot resolve the issue, the complaint MUST be brought to the attention of the Master. If the grievance is against Master, all seafarers shall have a right to pass their grievance to chief engineer or directly to the company. Seafarers are safeguarded against the possibility of victimization for filing complaints. The term “victimization” covers any adverse action taken by any person with respect to a seafarer for lodging a complaint which is not manifestly maliciously made. Lodging a complaint is without prejudice to the seafarer’s right to seek redress through other appropriate and acceptable means elsewhere. Seafarers making any complaint have the right to be accompanied and to be represented by another seafarer of their choice (mutually agreed between the seafarer and representative) onboard the ship – to attend any meetings into the subject matter of the complaint. Officers and/or crew members shall, within five (5) days from the date of the alleged occurrence of the grievance, bring the matter to their Immediate Supervisor, Department Head, the Master or his or her appointee, who in the chain of command dealing with the grievance shall have a further five (5) days each to bring about a solution to the matter, provided that this time limit is appropriate to the seriousness of the matter. If the complaint cannot be resolved onboard, the decision of the Master shall govern at sea and in port with regards to maintaining safety and harmony onboard the vessel until such time as the complaint has been reviewed and a response has been received from the Company. The Master shall however, as soon as possible after the meetings onboard failed to resolve the issue at hand, refer such complaint to the relevant Fleet Personnel Manager (HK, Mumbai, GmbH, etc) and ensure that the seafarer is made aware that his complaint has been passed on to the Company, as well as ensuring that the complainant is kept updated as may be required.



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The Company shall endeavour to resolve the complaint within 15 working days following receipt and wherever possible, keep the complainant updated through the Master. ALL complaints and the decisions taken MUST be recorded and for this purpose, the company has provided Company form DE-38 (Onboard Complaint Record). Blank copies of this form MUST be made available to the seafarers at a convenient location(s) within the shipboard accommodation. Once a final decision has been reached, a copy of the completed DE-38 MUST be provided to the complainant for their records. Seafarers MUST recognise and respect that complaints may be unjustified. Unjustified complaints can be categorised as, but not limited to, those made with the ulterior motive of:

- personal revenge; - discrediting others; - highlighting own excellent entirety at the expense of others; - complaints made in order to have greater personal rights than others and greater personal rights

than can be justified; - preparing a counteraction for any later expected personal prosecution or reprimand for ones own

negligence or breach of obligations; - exclusively made for the purpose of demonstrating personal power, self-assertion, self-

satisfaction and self-importance; & - breaching Company policy.

Any specific arrangements for the implementation of these procedures may be decided by the management team onboard of each vessel, and will take into account existing policies, procedures, facilities available and any other circumstances particular to that vessel. However, any arrangements put in place must be in accordance with the main requirements of this general procedure for reporting a complaint. Seafarers MUST be able to observe transparency and uniform enforcement of this procedure, for which reason the administration of the above mentioned should, as far as possible, be enforced alike regardless of vessel type. However nothing in these procedures shall prevent, or impede a vessel’s management from implementing a more flexible procedure. This could be to resolve a complaint at a lower level than dictated by this procedure if deemed necessary for well-grounded reasons and because of legitimate consideration to the well-being of seafarers and to the Head of the Department of the seafarer or the seafarer’s superior officer. Complaint Filing Procedure

a. The Complainant (seafarer filing the complaint) or their mutually appointed representative (as

appropriate) MUST complete Part A of Company form DE-38 (Onboard Complaint Record). b. Incomplete and/or unsigned complaint forms WILL NOT be accepted. c. Once the form has been received by the senior most rating/Head of Department, Chief Engineer

or Master, the recipient MUST sign and date for receipt only. The complaint MUST be reviewed to ensure that the complaint is justified, the opinion of the Master or a senior officer can be sought at this time.

d. If the complaint is unjustified, the Complainant and their Representative (if appropriate) MUST be informed of the reason(s) why and Part A of Company form DE-38 updated.



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e. If the complaint is justified, a mutually agreeable date shall then be set for a meeting (hearing) in

order to discuss the complaint. This date MUST allow the recipient sufficient time to investigate the complaint, speak to other persons that may be involved, have a contribution, etc.

f. If, following the initial meeting, the complaint is resolved to the satisfaction of the Complainant,

the Complainant as well as the senior most Rating/Head of Department and the Master is to sign and date Part B of the form.

g. If, the initial meeting under Part B, involved the senior most Rating and the complaint remains unresolved to the satisfaction of the Complainant, a further meeting shall be arranged involving the Head of Department (i.e. Chief Officer, Chief or Second Engineer), if none of these officers have been involved at an earlier stage of the complaint process. Part B of form DE-38 (a second sheet) can again be used to record details of this meeting.

h. If, following the meeting as per Part B, the complaint remains unresolved to the satisfaction of the Complainant, a further meeting shall be arranged involving the Master if the Master has not been involved at an earlier stage of the complaint process, refer to Part C of form DE-38.

i. If, following the Master’s mitigation meeting, the complaint is resolved to the satisfaction of the Complainant, the Complainant and Master are to sign and date Part C of the form.

j. If, following the meeting as per Part C, the complaint remains unresolved to the satisfaction of the Complainant; the Master is now required to refer the complaint to the Company as per Part D.

k. NB – in the case of a justified complaint and regardless of the outcome, Parts A to C must ALWAYS be completed prior to Company referral.

l. Once the Company’s assessment and recommendation is received, a copy MUST be made available to the Complainant and the Master MUST make the Complainant aware that if still unsatisfied, the Complainant has the right to seek redress through other appropriate and acceptable means elsewhere. The Master MUST then provide the Complainant with the contact details of a competent authority at the vessel’s Flag State or his home country, details of which can be obtained from section 7.54.

For Masters only m. Once the Complaints Procedure is completed, the original of form DE-38 MUST be filed onboard

and kept for a period of not less than two years. There is no requirement for a copy to be sent to the Company. If a copy is required, it shall be requested on a case by case basis.

n. The contents of this document are to be considered as confidential – and filed and stored

accordingly under the authority of the Master.

o. Port or Flag State inspectors have a legitimate right to be shown the content of this form in order to ascertain, that the vessel’s management fulfilled the obligations of MLC Regulation 5.1.5.

p. Should the vessel leave the Company’s management within the two year retention period stated

above, the originals of the appropriate forms MUST be forwarded to the Fleet Personnel Dept for filing.



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7.50 TRAVEL & PERSONAL EFFECTS

All seafarers will join or leave the vessel on travel arrangements made by the Company. When travelling by air, economy class travel will be provided with a baggage allowance of 30kg. Any extra baggage above 30kg will have to be carried at personal expense.

7.51 FAMILY VISITS Wives and children are allowed on board in accordance the Rules laid down by the Company ,

subject to the numbers allowed on board not being exceeded, and one place always remaining free for the company's use.

Officers who wish to bring their families on board must obtain the permission of the Company and

have completed the Company Indemnity form. The Master may make special ruling he considers necessary for safety and efficient operation of the ship and must consider Port and Terminal Regulations before granting permission to allow children on board. When children are on board the Master must ensure that parents maintain proper control of them.

A wife must give a written declaration whilst joining that she is not pregnant and is otherwise fit to

undertake the voyage.

Officers will always be responsible for ensuring that their families are in possession of necessary travel, health documents and visa's for the country where the vessel is foreseen to trade to. In the event of vessel calling ports where visa is required and families do not hold the visa then they are to be signed off at previous port of call. All expenses being to officers account.

The officer and his family are required to issue a letter of undertaking indemnifying the vessels, Master, officers and crew, Owners, Managers and Charterers for any injury or sickness that they may incur whilst sailing onboard.

The officers are obliged to pay premium for the insurance cover, which Company arranges for the

families. It is to be made clear that whereas Company will assist in recovery of any claims but will not be responsible for any claims if the Insurers reject the claim on basis of any exclusion clause in the Policy.

Schedule of premium is detailed in SMS Documentation DVD, WSM – GENERAL LETTERS. The

schedule is subject to change advice of which will be given to vessel. Whilst the vessel is in port the officers families may visit the vessel subject to Master's permission

and local regulations. 7.52 Monthly Documentation Status Report - At the end of each month, Master MUST prepare

a report on status of crew documents onboard and send to respective FPD. If Master notices any discrepancy in the documents of onboard crew, he MUST then immidiatetly inform FPD. FPD will ensure proper handling of such matters and will assist Master in all possible ways and means. This includes taking necessary dispensation from Flag State, as required.



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7.53 GENERAL LETTERS 2 Black Files removed from SMS & amended contents transferred to SMS DVD. 7.54 Contact details of competent autorities -

- Contact information of the MLC representative designated by the Company for handling onboard complaints:

Hong Kong Contact Person: Ms. Kinny Pun General Manager, Fleet Personnel Dept. Wallem Shipmanagement Ltd. 9/F Dorset House, Taikoo Place, 979 King’s Road Quarry Bay, Hong Kong Phone +852 2876 8385 Mobile +852 6971 6349 Email – [email protected]

India

Contact Person: Capt. Sandeep Sharma Director, Fleet Personnel Dept. Wallem Shipmanagement India Pvt. Ltd. 1st Floor, Valecha Chambers, Andheri new link road, Andheri, Mumbai – 53 Phone 91 22 40432306 ext306 Mobile 91 9870855451 Fax 91 22 40432346

(!)




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- Contact information of competent authority at Flag State:

Bahamas The Director of Labour, c/o The Bahamas Maritime Authority, Shirlaw Street, P.O Box N-4679, Nassau, Bahamas, Email: [email protected]

China People's Republic of China Maritime Safety Administration, 11 Jianguomennei Avenue Beijing 100736, CHINA Tel: +86-10-65292595/65292866 Fax: +86-10-65292852/65292245 Email: [email protected]

Cyprus

Dept. of Merchant Shipping (DMS), Head Office Kyllinis Street Mesa Geitonia CY-4007 , P. O. Box 56193 , CY-3305 Lemesos Limassol CY 4007 Cyprus Tel: 357 25 848100/265/266 Fax: 357 5 848200 Tlx: 2004 MERSHIPCY Email: [email protected]

Denmark Danish Maritime Authority, Vermundsgade 38 C, DK-2100 Copenhagen Tel. +45 39 17 44 00 FREE +45 39 17 44 00 Facsimile: +45 39 17 44 01

Gibraltar (United Kingdom)

Gibraltar Maritime Administration Watergate House 2/8 Casemates Square Gibraltar GX11 1AA Gibraltar (United Kingdom) Tel: 350 200 46862, 350 56939000 Fax: 350 200 47770 Email: [email protected]

Hong Kong Mercantile Marine Office, Hong Kong Marine Department, 3/F., Harbour Building, 38 Pier Road, Central, Hong Kong. Tel : (852) 2852 3075 Fax : (852) 2545 4669 E-mail : [email protected]

Indonesia

Directorate of Sea and Coast Guard (DitKPLP) Gedung Karya Lt.12 Medan Merdeka Barat No.8 Jakarta Pusat Jakarta 10110 Indonesia Tel: 62-21-3505705 ext 4038 Fax: 62-21-3507574 Email: [email protected]

Isle of Man Principal Surveyor (Standards) Isle of Man Ship Registry Peregrine House, Peel Road, Douglas, Isle of Man IM1 5EH, British Isles General e-mail: [email protected]

Liberia Office of the Deputy Commissioner of Maritime Affairs, Republic of Liberia: Department in charge: Investigations Telephone number: (Office hours) +1 703 790 3434 (After-office hours) +1 703 963 6216 Email address: [email protected]







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Malta Registrar – General of Shipping and Seaman Merchant Shipping Directorate, Authority for Transport in Malta Transport Centre, Marsa (Tel): +356 2125 0360 Email: [email protected]

Marshall Islands Office of the Maritime Administrator, M.I., C/O Marshall Islands Maritime & Corporate Administrator, Inc., Seafarer’s Identification & Certification, 11495 Commerce Park Drive, Reston,Virginia 20191-1507, U.S.A. Tel: 1 703 620 4880 Fax: 1 703 476 8522 Website: www.register-iri.com Email: [email protected]

Norway Norwegian Maritime Directorate, Haugesund N-5514, Norway - P.O. Box 2222 Tel: +47 52 745 000 Fax: +47 52 745 001 Email: [email protected]

Panama General Directorate of Seafarers Panama Maritime Authority Phone: (507) 501-5059/66 Fax: (507) 501-5210 Email: [email protected] , [email protected] [email protected]; [email protected] Tel. (507) 501-4241 International Technical Office of Segumar

Singapore The Seafarers Management Department (SMD) Maritime and Port Authority of Singapore 460 Alexandra Road #21-00, PSA Building, Singapore 119963 Tel 6 375 6224 E-mail : [email protected]

St. Vincent & Grenadines

The Commissioner For Maritime Affairs Piraeus Office, Vincentian house 8 Kantharou & Sahtouri Street, GR-185 37, Piraeus Phone: +30 210 4286976 Telefax: +30 210 4185184 E-mail: [email protected]

Thailand

Marine Department 1278 Yotha Road, Taladnoi, Samphanthawong, Bangkok 10100, Tel:- 0-2233-1311-8 Fax:- 0-2236-7248 Email – [email protected]

United Kingdom

Maritime and Coastguard Agency Southampton Marine Office Ground Floor Spring Place 105 Commerical Road Southampton SO15 1EG United Kingdom Tel: 44 23 80329 329 Fax: 44 23 80329 351 Email: [email protected]

Vanuatu

Deputy Commissioner of Maritime Affairs c/o Vanuatu Maritime Services Limited 39 Broadway, Suite 2020, New York 10006 Tel: +212 425 9600 Fax: +212 425 9652 Email: [email protected]

http://www.register-iri.com/






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Vietnam

Vietnam National Maritime Administration (VINAMARINE) Vinamarine Building, 8 Pham Hung Street Hanoi, VIET NAM Tel: +84 4 7683192 Fax: +84 4 7683058 [email protected] [email protected]

- Contact information of the competent authority in the seafarers’ country of residence: Angola

Maritime Institute of Ports of Angola Rua Rainha Ginga, No. 74 Andar Luanda Angola Tel: 244 222 390 034 Fax: 244 222 311 582 Telex : 3352 marport an Email: [email protected]

Australia

Australian Maritime Safety Authority Level 3, 82 Northbourne Avenue Braddon ACT 2612 GPO Box 2181, Canberra, ACT 2601 Canberra Australia Tel: 61 2 6279 5048 Fax: 61 2 6279 5058 Email: [email protected]

Austria

Bundesministerium für öffentliche Wirtschaft und Verkehr Oberste Schiffahrtsbehörde Radetzkystrasse 2 1030 Vienna Tel: + 431711625900 Fax: +431711625999

Bangladesh Department of Shipping BIWTA Bhaban, 141-143 Motijheel C/A Dhaka 1000, Bangladesh Phone : +880 9555128-9 Email : [email protected] Website : http://www.dos.gov.bd

Canada

Transport CanadaMarine Safety - Ottawa,ON Tower C, Place de Ville 330 Sparks Street, 10th Floor Ottawa,ON K1A 0N8 Canada Tel: 1 613 991 3142, 1 613 991 3131 Fax: 1-613-991-4818 Email: [email protected], [email protected]

China

Authority: Maritime Safety Administration/Ministry of Transport 11# Jianguomennei Avenue, Beijing, China 100736 Telephone number: +86 10 65292452 Email: [email protected]

Ethiopia Ministry of Transport and Communications Transport Authority Rail and Water Transport Regulatory Department P.O. 2504 , Addis Ababa, Ethiopia Tel: 251 011 551 02 44 251 011 552 57 32 251 011 551 07 15 Email: [email protected]

mailto:%[email protected]







SECTION 7

PERSONNEL

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Ghana Ghana Maritime Authority No. E354/3, 3rd Avenue, East Ridge Accra Ghana Tel: +233302677702, +233244037367 Fax: +233302677702 Email: [email protected]

India

Authority: Directorate General of Shipping Authority Telephone number(s) +91-22-25752042/43/44, Fax number +91-22-25752029/35 Email address: [email protected]

Indonesia Authority: Directorate General of Sea Transportation Gedung Karya Lt 12, Jl Medan Merdaka Barat No. 8 Jakarta 10110 Telephone number(s): +62 21 3811308/ 3813269/ 3447017 Fax number(s): +62 21 3811786/ 3845430/ 3507576

Malaysia

Marine Department Headquarters P.O. Box 12, 42007 Port Klang , Selangor Darul Ehsan Tel: 60 3 368 6616 Fax: maurnorwa60-3-368-5289

Mauritius Ministry of Public Infrastructure, National Development Unit, Land Transport and Shipping 4th Floor, New Government Centre Port Louis Mauritius Tel: +2302012115, +2302013710, +2302164852 Fax: +2302012827, +2302161612 Email: [email protected]

Myanmar

Director Seaman Employment Control Division -SECD Department of Marine., Dawbon Shipyard street. Phone : +95-1-558902 Fax : +95-1-558901

Norway

The Norwegian Maritime Authority Inspection Department P.O. Box 2222 Haugesund 5509 Norway Tel:+47 52745000 Fax:+47 52745001 Email: [email protected]

Pakistan Mercantile Marine Department Ministry of Ports & Shipping, 70/4, Timber Hard, N.M. Reclamation, Keamari, Karachi, Pakistan Tel: - (92)+021-99263014 to 99263017 Fax: - (92)+021-99263018 Email: [email protected]

Philippines

Authority/Contact person: Philippine Overseas Employment Administration/ Ms. Viveca Catalig Deputy Administrator, Employment and Welfare Telephone number: +63 2 722 1195 Fax number: +63 2 724 3646 Email address: [email protected]

Poland

Gdansk Harbour Master's Office Harbour Master's Office, ul. Przemyslowa 4 Gdansk 80-542 Poland Tel: + 48 58 343 05 10 Fax: +48 58 343 75 12 Email: [email protected]









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Romania Romanian Naval Authority Mr. Liviu Grogore Telephone number(s): Office: +40 241 616124 / +40 241 616104 Email address: [email protected]

Russia Russian Maritime Register of Shipping Postal code: 191186 Country: RUSSIAN FEDERATION City: Saint-Petersburg Address: 8, Dvortsovaya Naberezhnaya Telephone: +7 812 6050550 Fax: +7 812 3141087 Email: [email protected]

Sri Lanka

Director General of Merchant Shipping Ministry of Ports and Highways, Merchant Shipping Division 1st Floor, Bristol Building, 43/89 York Street Colombo 1, Sri Lanka TeL : +94112435127, +94112430305 Fax : +94112435160 e-mail : [email protected]

Sweden

Swedish Transport Agency Civil Aviation and Maritime Department Inspectorate Office Gothenburg Box 12110 Gothenburg SE-402 42 Sweden Tel:+46 771 503 503 Fax:+46 31 422 713 Email: [email protected]

Thailand

Marine Safety and Environment Bureau Marine Department 1278 Yotha Road Sampanthawong Bangkok 10100 662 2341070 662 2382309 [email protected]

United Kingdom Maritime and Coastguard Agency Inspection Branch Spring Place 105 Commerical Road Southampton SO15 1EG United Kingdom Tel: 44 2380 329 343 Fax: 44 2380 329 104 Email: [email protected]

Ukraine Ministry of Transport and Communication of Ukraine Inspectorate for Training and Certification of Seaferers 25, Olenivska str., Kyiv 04080 UKRAINE Tel: + 38 (044) 463 7250 Fax: + 38 (044) 463 7156 Email: [email protected] / [email protected]

Vietnam Maritime Safety and Security Department, Vietnam Maritime Administration No. 8 Pham Hung Road Cau Giay District Hanoi Viet Nam Tel: +84 437683194 Fax:+84 437683641, +84 437683048 Email: [email protected]








SECTION 8

TRAINING

Page - 1 -



SECTION 8 TRAINING 8.1 OVERVIEW OF WALLEM TRAINING AND EVALUATION SYSTEM

** List of all Training courses available at WMTC and their schedule is available on the Wallem Website. Visit www.wallem.com for obtaining the schedule during the leave period.

Knowledge

Based

Skill

Based

Statutory

Certificates & Courses as

Per STCW 95

WSM Needs For New Entrants For New Joiners Existing Personnel Promotions New Developments in Technology for all Personnel

Training Plans/Programs -Familiarization -SEP Introduction Awareness -Ship Specific Safety Training -Professional Skill Training -Special Equipment and Products -Understudying of Next Rank -Briefing at Recruiting centres. -Briefing /de Briefing at WSM -Rotation in the Office -Special Operations /VLCC/STS

WSM Training Process -Shipboard Safety Familiarization -Shipboard Training Manual (Solas) -Regular on board Drills & Videos On various assorted subjects to Improve awareness and skills -Professional Skill Training -Special Equipment and Products -Overlap /Understudies /Projects

At WMTC Marine Resource , Bridge Team HAZMAT , SEP Training Auditors Training, SMMS (PMS) Computer Training, OPA-90 / DLP-OPA 90 Safety Officer, Environmental Officer, etc**

By Marine & Technical Superintendents Bridge Team*(Only Marine Supdt) Personal safety Emergency drills Marpol compliance training Roadmap for safety and operational excellance

WSM Reviews Analysis for Training Needs -Recruiting Centers assessment of statutory training -Department Heads Reviews of Training Records -Masters review of Record of Training & Familiarization -Superintendent’s direct assessment during Audits -Masters/Depart.heads/ Superintendent’s Appraisals. -Appraisals at Training /Recruiting Centres. -Computer based analysis of existing knowledge levels. (S.E.T.S)

Training Records 1.Record of Courses 2.Familairisation Card 3.Personal Record of Training and Familiarization 4.Log Book records 5.Appraisal records 6.ComputerEvaluation 7.Cadets Record Book (Deck and Engine)

For Shore

Personnel Training Director

For Ship Personnel Recruiting Centres (for Evaluation) Fleet Personnel (Records /Evaluation)

(!)

(!)

http://www.wallem.com/



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TRAINING

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8.2 Ship Staff Training – Self Help

All* vessels are provided with the following material: - i) Videos: - Videotel On Demand (VOD)

Videotel Marine International library consisting of about 150 Video-training titles specific to vessel type and another set of CBT titles. In addition to the above-mentioned videos, vessels are from time to time, supplied with various equipment’s operational and/or maintenance videos.

ii) Books:

WALLEM has a standard list of publications to be maintained based on vessel type and vessel trading pattern. Many of these books are required to be carried as per statutory requirement. However, these books are also an useful tool in training of officers and crew. Refer to general letter 68 in safety section of General letter II for details. In addition, some reference books are provided as follows for training of officers and crew.

- Tanker Operations Reference Books. - Bulk Carrier Practice. - Reefer Manual - For Tanker Operations:

1. Measuring Cargo 2. Heating Cargo 3. Pumping Cargo 4. Tank Cleaning 5. Various tanker Specific Industry standard books.

- Training and Maintenance Manual for Life Saving Appliances. - Safety / Loss Prevention Guides- Personal Injury prevention. - Publications from P & I Clubs.

* (“All” does not include certain vessels where Owners do not approve supplying such training aids) 8.3 On - the - job - training

The Company encourages each category of Officer to guide and professionally train his juniors. When deemed necessary senior officers who are soon to be taking charge as Master or Chief Engineer shall overlap with their predecessor to learn the specific of vessel and/or trade.

8.4 On Board Safety Training

Further to section 5.6.3 and depending on vessels trading pattern and budgetary constraints, a

Company Training Supdt will normally attend each vessel at intervals of 1 to 2 years for a Training Voyage or lengthy port stays. This will be a follow on to and in conjunction with the Internal Audits. The Training would require 3 to 5 days in addition to time for Safety Audit. Total time on board Is therefore is about 6 to 10 days for both Safety Audit and Training. In addition to an equipment examination and an audit of safe practices and procedures, instructions in the form of both lectures and practical training will be given.

Syllabus for training will include but is not limited to Accident Prevention, Fire Prevention, Emergency Response Procedures, Fire Fighting Techniques, Enclosed space Entry, Rescue Resuscitation & First Aid Cargo Hazards, Breathing Apparatus, Fixed and Portable Safety Equipment, Abandon Ship Procedure/ Man Overboard, Survival at Sea, Use and Maintenance of Equipment, Safety in Cargo Handling, Tank Fires and Explosions, Hazardous Properties of hydrocarbons. Pyrophoric Scale, Inert Gas Operation, Gas Detection Equipment and Tank Atmosphere Control, Ship/Shore Interface, Pollution Avoidance, Marpol compliance, security procedures etc.



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TRAINING

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Lectures and training to Officers will generally be at an advanced level than that provided to Ratings. Exercises will be conducted with an aim of testing and improving the effectiveness of the Ship’s Emergency Organisation. Where necessary the training superintendent may be asked to conduct courses in compliance with the STCW Convention.

Whilst a Training Superintendent is on board the Master and the chief Engineer must extend utmost co-operation have all crew exposed to their training, and as time permits for safety discussions.

The Training superintendent issues a Memo to the vessel on the observations and minor deficiencies noted during the visit. This is entered in the SMMS and would be available in the office when the vessel sends the next SMMS export file. Corrective action date is to be entered in the SMMS by the vessel when the corrective action is completed. Officers are to have their Shipboard Training Record Book endorsed by the Training superintendent.

8.5 Oil Spill Prevention and Containment Training

As per vessels' Oil Spill Contingency Plan and/or Vessel Response Plan / SOPEP an exercise is to be regularly practised and all ship staff made aware of equipment available on board and it's location. Tanker /OBO Officers and crew also undergo a Distance Learning Program in ‘Shipboard Pollution Response Training” ( OPA 90).

8.6 Wallem Fleet Officer Meeting (WFOM) and Training Sessions

These are held for ships' officers and office staff on a regular basis where experts from the international shipping industry are invited to give lectures on safety, legal issues, technical issues, quality assurance, and protection of the environment and pollution prevention and other topics of interest.

WFOM are arranged for officers at various crewing centres. It is a forum for informing officers of current issues and future goals of the company, discussions with respect to safety, discussing any accidents experienced within the fleet, technical upgrade and other relevant issues. Office staff from the Managing Director and others attends, present papers and brief the officers on the subject matters and encourage active dialogue.

8.7 New Entrants

New entrants to the Deck and Engineering departments are given pre-joining training; the deck cadets do a 3 months intensive pre-sea training and engine cadets do 3 months of workshop practice.

Both department cadets do the courses required by the STCW Convention. Deck cadets have Distance Learning Program and a Record Book detailing schedules, which must be completed before they complete their required sea time.

8.8 Specialist Courses Various specialist courses are available at WMTC. Tanker officers participate in Liquid cargo

handling course. Engineers and electrical officers participate in Machinery maker's courses, including those on automation and control systems, Boilers and water treatment, and various types of pumps.

WMTC has special courses on PLC (Programmable Logic Circuit) & SCADA (Supervisory

Control and Data Acquisition). The PLC and SCDA course helps the candidate to get knowledge on SCADA and PLC controllers which are extensively used in cargo and main engine operations. As more and more cargo and engine room operations are computer controlled, these computers control the PLCs for opening of valves, starting of cargo pumps etc.. And the whole set of PLCs is controlled by the SCADA controller. Data acquisition in the ship’s machinery begins at the PLC level and includes meter readings and equipment statuses, which are communicated to the SCADA. Data is then compiled and formatted in such a way, that the Duty Officer in the Control



SECTION 8

TRAINING

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room can make appropriate supervisory decisions.

8.9 Office Staff Training

Office staff are regularly sent for various professional courses and their experiences are passed to others as a debrief note or memorandum on their return.

Oil Spill Management Training is provided for the Superintendents and Managers to train them to respond to Oil Spills. Training seminars for office staff are held frequently at Head Office.

8.10 Wallem Maritime Training Centre (WMTC)

Our in house training centres (WMTC) in India, Manila, Qingdao and Ukraine provides modern simulator and audio-visual training courses.

Many value courses are conducted at WMTCs’ and a full list with the schedule and frequency is available at the Wallem website www.wallem.com. The complete list of courses with their schedule and frequency are also available at the recruiting centres. The list below is not exhaustive but details some of the courses : 01. Safety Orientation Courses for Officers / Crew 02. Officer of the Watch and ROR Training Course.

03. Marine Resource Management Course. 04. Bridge Resource Management Course. 05. Basic Computer Course. 06. SMMS Orientation and Refresher Course. 07. ISM Internal Auditors Course. 08. OPA-90 Training Course 09. HAZMAT Course. 10. Environmental Officer Course

In addition to the above, various Specialised Courses are conducted at covering varied and related topics, designed to improve the sea going personnel’s skill and knowledge. Officers and WALLEM employees are urged to utilise the Courses accorded at the Training Centre for their individual professional improvement.

New courses are added based on review of training needs by the management. Officers and Wallem employees are to check with WMTC on any new courses introduced. Details of the new courses are forwarded to the ships as and when they are scheduled.

http://www.wallem.com/



SECTION 9

OPERATIONAL PROCEDURES

Page - 1 -



SECTION 9 OPERATIONAL PROCEDURES - GENERAL

Pollutant

Control Measures where relevant to ship type

and applicable Oil & Petroleum products

Relevant procedures in the Ship Type Specific Operation Manual

Noxious Liquid Substances


Dangerous Goods


Garbage


Sewage


Ballast water Control / Including transfer of micro organisms

Relevant ballast handling procedures in the Ballast Water Exchange Manual (Ship Specific)

Vapour Emission from cargo

VOC Manual on tanker

Vapour Emission from Engine exhaust

Mapol Annex VI manual

Halons ,CFC’s

Relevant procedures in the Ship Type Specific Operation Manual For Reefer ships & WALLEM for sub contractor control for supply or gases and stores.

Anti-fouling paints / TBT

WALLEM for sub contractor control for supply of paints and chemicals for compliance with IAFF convention

Noise Pollution Vibration

WALLEM for sub contractor control for compliance with ILO standards. See Sec 9.6 and 9.7 below.

9.1 POLICY BASED OPERATING PROCEDURES

WALLEM remains committed to protect the environment from pollution caused by above pollutants and controls are implemented as indicated in the list appended.

9.2 SAFETY PROCEDURES ---------- Refer to Company Safety Manual. 9.3 BRIDGE PROCEDURES ----------- Refer to Bridge Procedures Manual.

9.4 SHIP SPECIFIC OPERATIONAL PROCEDURE - Refer to the Ship Type Specific Operation Manual.

9.5 SECURITY PROCEDURE ----------- Refer to Ship Security Plan

( All officers and Crew have to carry out their security duties as described in the SSP of the vessel).



SECTION 9


Page - 2 -



9.6 NOISE

Exposure to excessive noise may lead to permanent hearing disability. A risk assessment must be carried out to identify potential noise hazards and implement measures to minimise the impact.

Risk assessment should include the following: 1. Identify the sources of the noise and tasks which may give rise to exposure. 2. Identify the risk of hearing impairment. 3. Identify the degree of interference to speech communication essential for safety

purposes. 4. Identify and characterize the sources of noise and the exposed workers. 5. Evaluate the effectiveness of existing noise prevention and control measures.

Control Measures: 1. Placing noisier machines together away from quieter areas. 2. Minimising human intervention in noisier areas. 3. Use of personal protective devices including ear protectors. 4. Find alternate means of carrying out the task which eliminates the noisy process. 5. All personnel in the vicinity of a noisy machine or process to use adequate PPE. 6. If elimination of a noisy process or equipment as a whole is impracticable, try to

separate individual sources of sound. 7. Once the causes or sources of noise are identified, an attempt should be made to

control or reduce the nosie at sources as follows: - Noise generated by impact – eliminate the impact by either reducing its velocity or

changing from metal to plastic or rubber, cushioning or coating the surfaces of impact.

- Noise from moving parts can be reduced by dynamic balancing of rotating parts or widening of gaps so that moving parts just miss obstructions.

- Reduce noise generated in fluid flow by reducing the velocity of flow and avoidance of unnecessary air-jets.

- In case of steam pressure, ensure that lines are properly warmed up and increase pressure gradually to avoid water hammer.

- Periodic maintenance and repair of moving parts including gear teeth, bearings, belts.

- Minimising the time during which such equipment is run. - Use an enclosure or block or shield to protect the worker from the source of noise. - Use an acoustic booth or shelter to prorect the worker in a noisy environment and

minimise his exposure.

8. Minimise by proper organisation the time spent by the worker in a nosiy environment.

9. Train ship’s staff in the proper use of personal protective appliances. 10. Inform staff about the long term effects of noise and the effects that a noisy

environment will have on their general safety.



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9.7 Vibration

Exposure of workers to hazardous vibration mainly comprises of: - Whole body vibration when the body is supported on a surface which is vibrating. - Hand-transmitted vibration, which enters the body through the hands and is caused

by various processes in which vibrating tools or workplaces are grasped or pushed by the hands or fingers.

In order to protect workers from the adverse effects of vibration, the vessel must carry out a risk assessment to identify the sources of vibration that present a risk to safety and health and implement measures aimed at minimising such vibration. The Risk assessment should include the following:

- Identify and characterise the sources of vibration and exposed workers. - Identify ways in which vibrating tools are used and determine whether high risk uses

can be eliminated. - Whether workers have been adequately trained in the use of the tools and aware of

the dangers of hazardous vibration to health. - Whether vibration can be reduced by the use of supports. - Vibration of the head or eyes as well as vibration of displays themselves can affect

the perception of displays. - Body or limb vibration can affect manipulation of controls. Control Measures:

- Ensure that installation of machinery is carried out according to makers’ instructions

and with proper supports. - The machinery is properly secured. - Avoid resonance frequencies of component parts of machinery and equipment. - Use anti-vibration mats. - Handles of tools should be gripped as tightly as possible. - Heavy tools should be supported to permit a lighter grip. - Many of the measures listed in the control of noise in section 9.6 will also be

applicable for the control of vibration. - Check machinery and tools for worn bearings, unbalanced rotating parts, loose bolts,

damaged gear, blunt cutting tools and neglected lubrication all combine to increase vibration levels.

- Workers should be encouraged to report any conditions such as numbness or tingling of fingers.

- Workers should be educated of the hazards and risks of prolonged use of vibrating tools.



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9.8 HIGH & LOW TEMPERATURES:

Hot workplaces can cause heat exhaustion, dehydration, heat cramps and heat strokes, and may exacerbate existing health conditions such as such as heart problems, high or low blood pressure, respiratory conditions and kidney disease.

Measures that might be taken include encouraging staff to wear appropriate clothing which enables arms and legs to be uncovered to assist with cooling, and allowing them to drink plenty of cool water at regular intervals and avoid standing for long periods. The shipboard management to allow the staff to take breaks in cooler and/or less humid areas or transfer some work to cooler and/or less humid areas, or negotiate to alter working hours so that work can be done in the cooler parts of the day such as early morning. The risk to the health of workers increases as conditions move further away from those generally accepted as comfortable. Risk of heat stress arises, for example, from working in high air temperatures, exposure to high thermal radiation or high levels of humidity, such as those found in engine room and when vessel is in high temperature/humid regions. Cold stress may arise, for example, from working in cold weather conditions and in cold stores/reefer compartments. Risk Assessment for workers health from working in either a high or low temperature environment needs to consider both personal and environmental factors.

Personal factors include:

- Body activity - The amount and type of clothing available. - Duration of exposure.

Environmental factors include:

- Ambient temperature and radiant heat - If the work is outside, sunlight, wind velocity and the presence of rain or snow. - Working near high or low temperature equipment/machinery

Control Measures to include the following:

- Introducing engineering measures to control the thermal effects in a workplace environment, for example heat effects, may involve insulating any plant which acts as a radiant heat source, thereby improving air movement, increasing ventilation rates and maintaining the appropriate level of humidity.

- The radiant heat effects of the sun on indoor environments to be adequately addressed.

- Where ship staff is exposed to cold and it is not reasonably practicable to avoid exposure you should consider, for example, providing adequate warm clothing, restriction of exposure by, for example, re-organizing tasks to build in rest periods or other breaks from work. This will allow the ship staff to rest in an area where the environment is comfortable and, if necessary, to replace bodily fluids to combat dehydration or cold.

- If work rates cause excessive sweating, ship staff may need more frequent rest breaks and changing into dry clothing.



SECTION 9


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- Medical pre-selection of employees to ensure that they are fit to work in these environments.

- Use of suitable personal protective clothing (which may need to be heat resistant or insulating, depending on whether the risk is from heat or cold).

- Acclimatization of workers to the environment in which they work, particularly for hot environments.

- The high/low temperature parts of any operating machinery or equipment to be adequately lagged or barriers in place to avoid hot/cold burns.

- Training in the precautions to be taken; and supervision, to ensure that the precautions identified by the assessment are taken.

9.9 EXPOSURE TO SMOKE The exposure to smoke is divided in two parts:

- Exposure to tobacco smoke - Exposure to smoke emitted from the exhausts (ME, Auxiliary machinery, boilers etc.)

and due to any fire incident onboard.

Exposure to Tobacco Smoke: Risk Assessment: Risk assessment to be considered include but are not limited to the following:

1. Harm to health of ship staff and others who may be affected from the effects of Environmental Tobacco Smoke

2. Fire safety due to the failure to adequately dispose of cigarette waste or the proximity of smoking areas to combustible materials e.g. oxygen supplies

3. Level of supervision/observation required for service users when smoking 4. Harm to property due to the effects of Environmental Tobacco Smoke 5. Increased incidence of violence and aggression

Control Measures:

- Smoking to be done only is the designated smoke rooms. No smoking while in bed and in public areas.

- Adequate “No Smoking” notices to be posted conspicuously. - The designated smoking rooms to have effective ventilation facilities to inhibit

tobacco smoke accumulating inside the designated smoke room and entering in other compartments

- Suitable honey comb/metallic ashtrays to be in use for precautions against fire as per guidelines in safety manual.

- Adequate safety matches onboard. - Maintaining the fire alarms, fire detectors for satisfactory operation and compliance

with diligent fire rounds onboard. - Smokers to duly regard the sensibilities of personnel who are averse to smoking due

personal, religious, cultural or health reasons.



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Exposure to Smoke (Other than Tobacco Smoke) The main source of smoke onboard vessels is from emissions from exhaust stacks of main engine, auxiliary engines and boilers. The other source of smoke emission onboard is in an event of a fire incident on board. Risk Assessment: Risk assessment to be considered include but are not limited to the following; - Exposure to smoke, a concentration of toxic and irritating components can lead to

incapacitation or death. - The threat of reduced visibility. - Hot smoke can cause pain and injuries - Arrangements of escape ways (layout, sign, illumination, railing, etc.)

Control Measures:

- Exposure to smoke emissions from the funnel stack to be avoided, no personnel to

go to the top of the funnel stack prior adequate risk assessment and control measures are in place.

- Vessel to consider altering the course if required to avoid exposure to smoke emissions from engine/boilers exhausts if the work area is exposed to these exhausts due relative direction of wind.

- Adequate ventilation to be provided for areas exposed to smoke or smoke emissions. - Monitoring the atmosphere for presence of toxic gases i.e. CO and CO2 for spaces

exposed to smoke to ensure the values are below the TLV-TWA - Compliance with enclosed space entry procedures as per safety manual. - Emergency exit signs and markings with photo-luminescent stockers/placards to be

adequately provided to indicate way to emergency escapes/exits. - Maintaining the fire alarms, fire/smoke detectors for satisfactory operation and

compliance with diligent fire rounds onboard. - Training of personnel and regular fire drills onboard as per the annual drill matrix in

the safety manual. - Familiarization with the vessel with respect to the working areas and accommodation

areas including emergency escapes/exits.

9.10 HANDLING CHEMICALS Hazardous chemical agents include:

- Substances brought into the workplace and handled, stored and used for processing (e.g. raw materials, solvents, cleaning agents, glues, resins, paints);

- Substances generated by a process or work activity (e.g. fumes from welding/soldering, dust from machining of wood, solvent vapours from painting, dust from quarrying);

- Substances or mixtures produced by the work process including by-products, residues or waste.

- Chemical agents can be considered hazardous not only because of what they contain, i.e. as a constituent or chemical ingredient, but because of the form or way in which they are used at the workplace e.g. hot water used as steam can cause very severe burns and control measures need to be specified to prevent harm.



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Some examples of the effects of hazardous chemicals include:

- Skin burns or irritation caused by contact with a corrosive liquid; - Being overcome or losing consciousness following inhalation of toxic fumes; - Suffering acute symptoms such as headache or nausea within hours of inhalation; - Poisoning by absorption through the skin of a toxic substance; - Asthma; - Dermatitis; - Cancer occurring years after exposure to a carcinogenic substance; - Genetic damage to offspring occurring years after exposure to a mutagenic

substance. Risk Assessment to be considered include but are not limited to the following:

- Think about raw materials, substances generated or emitted by the process and final products

- Consider all persons who may be affected Information on health hazards can be found on packaging labels. Information may also be obtained from Safety Data Sheets or other information provided by the supplier, from trade magazines, from plant/equipment suppliers or from specialists working in your industry.

- Is fire or explosion a risk? - When is it possible for spills or splashes to occur? - Under what circumstances might substances can be breathed in swallowed or

absorbed through the skin? - Are exposures likely to be significant? This depends on the duration and frequency of

exposure as well as the concentration of the substance involved. - What malfunction or accident could result in a serious exposure? - The threat of fire or explosion needs to be guarded against.

Control Measures:

- Material Safety Data Sheet (MSDS) to be available in and consulted as appropriate. - Only trained & authorized persons allowed in storage area notices posted at entrance. - Corrosives to be stored in designated, hazard labeled area (location specified);

adequate ventilation provided. - Acidic and alkaline corrosives to be kept in separate zones as per local notices. - Spill control materials along with adequate PPE such as Rubber gloves, eye wash,

fresh water, visor, suitable eye protection, apron etc. to be provided (AS per the PPE chart) to be kept in designated siding at store entrance; minimum quantities (specified) to be maintained same to monitored and re-order as required.

- Inspect incoming containers to ensure they are compatible, properly labeled and not damaged or corroded. (in line with training provided).

- Damaged or leaking containers to be handled as per Operating Procedures. - Emergency eye-wash station and safety shower (If provided) to be checked on a

regular basis. - Dispense only at designated location (well ventilated location, spill tray fitted for spill

collection, free of fixed ignition sources, earthing and bonding facilities provided,warning notices posted).

- ALL IGNITION SOURCES TO BE EXCLUDED; use of mobile phone or other portable electrical equipment prohibited.

- Dispense from only one container at a time. - Open containers must not be left unattended. - Ensure all containers are securely closed when dispensing is complete and well



SECTION 9


Page - 8 -



secured for seaway. - Hygiene measures: eating and drinking not permitted when handling chemicals



SECTION 10

DECK PROCEDURES

Page - 1 -



SECTION 10 DECK PROCEDURES

10.0 DECK PROCEDURES Further to Instructions in Company’s Safety Manual: - 10.1 Sub Contractors and Other Shore Personnel

Master are to ensure that all sub contractors and other shore personnel, such as riding gangs, whilst working onboard apply Health, Safety and Environment standards at least equal to those of WALLEM. When such personnel are onboard for a voyage they must sign vessel's 'Articles' and their duties during an emergency must be explained prior to sailing from the port at which they join. They would be given the familairastion booklet and they must sign the last page to confirm their understanding. Chief officer/designated should brief them as mentioned in the Familarisation booklet,

Sub Contractors and shore Personnel must sign LOI as per General Letter 3 in Insurance section of General Letter Part II. Master to keep signed original on board. Copy is to be sent to the office only on their instructions.

10.2 Emergency Procedures While it is the responsibility of all ship's personnel to avoid accidents it is equally important

for there to be an efficient Emergency Organisation onboard all WALLEM ships. It is the Master's responsibility to see that all ship's personnel are familiar with: - (i) Raising the alarm and reporting an emergency; (ii) Their duties as members of the ship's Emergency Organisation; (iii) The duties of others in the Emergency Organisation. The safety of everyone onboard depends upon the ability of ship's personnel to meet the

unexpected and it is the Master's duty to ensure that the ship's Emergency Organisation is ready to cope with all likely contingencies. An explanation of how the Emergency Organisation is to be structured and guidance on dealing with various contingencies (fire, rescue from enclosed spaces etc.) is given in the Safety Manual, which is to be studied by all Ship's Personnel.

10.3 Musters, Emergency Exercises and Boat Stations

Musters, Drills or Emergency Exercises are to be conducted weekly and their times and types varied so that all Ship's Personnel are thoroughly familiar with their duties. Please refer to Chapter 3 of the Safety Manual, which has a matrix “ Yearly Program for Emergency Exercises.

Emergency exercises may be followed by Boat Stations or may be conducted separately as

decided by the Master. When a major change (i.e. about 25%) of the Ship's Company occurs at any one port Emergency Procedures as per Section 10.2 above must be explained to all new joiners before sailing from that port and an entry made in the deck log. Within 24 hours of leaving the port an Emergency Exercise and Boat Stations must be held.

The purpose of Emergency Exercises is to prepare for emergencies and this should be

borne in mind when they are organised, so that they are as realistic as possible. On no account are they to be allowed to degenerate into a periodic chore with no substance of reality. Attention is particularly to be paid to communication procedures during Exercises.



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The Master must ensure that each of the Officers is given the opportunity to take charge during Exercises, bearing in mind the possibility of causalities in a real emergency.

All Emergency Exercises are to be recorded in deck and engine room logbooks. During each fire drill, the Emergency fire pump is to be tried out to ensure that it is taking

proper suction and that the delivery pressure is sufficient. In the event of actual emergency Officers must remember that their leadership and firm

conduct will, together with realistic training experience, be the best guard against panic, injury or loss of life.

Officers directing an actual emergency operation in any part of the ship must keep the

bridge informed so that the Master is able to maintain an overall picture of the situation and a co-ordinated action achieved.

10.4 Emergency Muster Bill The Chief Officer is responsible to the Master for the preparation of the Emergency Muster

Bill, which must be revised when any crew change takes place and before the ship puts to sea. A suitable number of the Emergency Muster Bills must be displayed throughout the ship so that all Ship's Personnel can become familiar with them.

The Chief Officer must ensure that all newly joining personnel are made fully acquainted

with the requirements of the Emergency Muster Bill, the meaning of the various signals which will be used in a local emergency and general emergency and the Boat Stations to which they are assigned.

10.5 Emergency Signals

i. THE SIGNAL FOR ANY LOCAL EMERGENCY ONBOARD (FIRE, RESCUE, MAN OVERBOARD ETC) WILL BE THE CONTINUOUS SOUNDING OF THE EMERGENCY ALARMS ACCOMPANIED BY 4 (FOUR) LONG BLASTS ON THE SHIP'S WHISTLE. This will be the signal for all Ship's Personnel to proceed to their emergency stations as detailed on the Emergency Muster Bill.

ii. THE SIGNAL FOR GENERAL EMERGENCY, OR BOAT STATIONS, WILL BE 7

(SEVEN) OR MORE SHORT BLASTS FOLLOWED BY 1 (ONE) LONG BLAST ON THE SHIP'S WHISTLE, REPEATED ON THE EMERGENCY ALARMS. This will be the signal for all Ship's Personnel to proceed to their Boat Stations as detailed on the Emergency Muster Bill.

iii. The order to abandon ship will be given only by the Master or Officer deputising for

him.

10.6 Fire Prevention The greatest care must be exercised to prevent an outbreak of fire on board. All Officers

must be thoroughly conversant with the contents of the Safety Manual, which contains precise and detailed instructions on fire prevention and fire fighting, including Exercises and Training.

The Master must bring the attention of Officers and Ratings to the possible origins and

dangers of fire. Constant vigilance in all aspects of fire, from prevention to cure, will minimise this real DANGER.



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Efficient fire patrols are to be maintained on board as required by Chapter 2 of the Safety

Manual. Particular care is to be exercised at times of high risk, e.g. during repairs and lay-up periods.

Care is to be exercised in the handling of electrical appliances and lights to ensure that they

are of the required standard and that it is safe to use them. Appliances powered by ship's supply are not to be left switched on and unattended.

10.7 Fire Precautions in Port In port the Master must post notices of how to summon the Fire Brigade, together with such

other shore services, as he may consider necessary. One notice must be in a conspicuous position in the accommodation.

In the event of fire in port the closest liaison between the ship and shore authorities is to be

maintained. Shore authorities and others may be unaware of the danger due to loss of stability by the use of large quantities of water and are to be reminded of this where necessary.

When welding or other "hot work" is to take place the precautions listed in the Safety Manual are to be followed. Port regulations must also be complied with. All hot work certificates are to be signed by the Master.

The Master must ensure that sufficient personnel remain onboard in port to form an

Emergency Squad as defined in Chapter 2.5 of the Safety Manual. 10.8 Smoking The dangers of fire resulting from careless smoking must be appreciated fully by all ship's

personnel and the instructions on smoking followed. It is the duty of all Officers to explain and enforce the instructions set out in the Safety Manual.

Smoking in bed is prohibited. At sea smoking is permitted at the discretion of the Master and will be restricted to cabins,

mess rooms, wheelhouse and engine control room.

* For Danish flag vessels – please refer to additional restriction on smoking in Appendix 9 of Tanker Operation Manual

In port or at cargo buoy moorings or during ship/ship, ship/barge operations, smoking will be

subject to Terminal or Harbour Regulations. In the absence of these, smoking will be restricted to one designated room for Officers and one for Crew in the after part of the ship.

On no account will smoking or the carriage of matches be permitted anywhere on the open

decks, in pump rooms, store rooms or paint rooms. Lighters are forbidden on tankers. Ashtrays on all vessels are to be of the approved “honeycomb” type.

10.9 CO2 / Halon Fire Extinguishing Installations In compartments such as engine rooms fitted with CO2 /Halon systems, care is to be taken

to ensure that the audible alarm is working and that sufficient time is allowed for evacuation before CO2 or Halon flooding.

All ship's personnel are to be familiar with the tone of the CO2/ Halon alarm and to understand that immediately it sounds they are to evacuate the space with all speed.



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10.10 Breathing Apparatus All Officers and all member of the Emergency Squad shall be capable of using the

breathing apparatus on board and shall be familiar with the stowage positions of the equipment.

10.11 Fire Detection Systems In ships fitted with these systems all Officers are to familiarise themselves with their

operation. Regular checks, as laid down by the manufacturers, are to be strictly carried out. Vessels are to have a regular routine of checking the fire alarm sensors and call points. A

few sensors are to be checked every week so that the entire cycle is completed in the stipulated period as stated in the Vessels PMS.

10.12 Maintenance of Safety & Lifesaving Equipment All fire fighting, lifesaving and safety equipment onboard, including fire appliances and

alarms in the machinery spaces, should be regularly examined and maintained by an Officer delegated by the Master (as per PMS/SMMS) to ensure that they are in good order

and readily available for use. When necessary a responsible Engineer Officer must be detailed to assist the delegated officer during the maintenance of engine room fire appliances and fire-main hydrants and isolating valves. The operation, uses and location of the emergency fire pump and other emergency machinery and gear must be thoroughly understood by all Officers. The emergency alarm must be tested at noon each day when the vessel is at sea.

10.13 Lifeboats and Life-rafts When lifeboat drill is held at sea, if weather and other circumstances permit, boats should

be swung out, davits, equipment, ladders, all standing rigging such as shackles, suspension chains links, turnbuckles and life-rafts checked and lubricated as necessary and lifeboat engines run and tested. Lifeboats are not be swung out when vessel is making way through the water without the maintenance strop in place.

Detailed procedures are in place for lowering lifeboats and are available in SMS DVD

General Letter 16 & 17 in General Letters Safety Section. These procedures have to be strictly complied with when lowering lifeboats

All lifeboats are to be lowered and manoeuvred in the water at intervals not exceeding 3

months and the engines run at full power both Ahead and Astern. When for any reason this routine has not been possible, the Master is to inform the Company with the very valid reason and find the best opportunity to lower lifeboats. Every opportunity should be taken to practice this exercise when the ship is in sheltered waters.

At all times safety of personnel is to take precedence in considering the feasibility of

launching boats. On vessel fitted with on-load release enclosed lifeboats, Master and all officers are to make themselves thoroughly familiar with the release mechanism and instill confidence among themselves and the Crew in handling such boats. There has been numerous accidents with such boats due to crew unfamiliarity with the on-load release mechanisms.



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A lifeboat designated as an accident and emergency boat (rescue boat) must be kept ready for immediate use. A special crew must be selected and trained for duty in the accident boat, which must be under the charge of an experienced Deck Officer. This crew must have regular practice musters and the boat should be launched into the water and used whenever possible. The Master must ensure that appropriate arrangements are made for the proper provisioning of lifeboats at all times. All lifeboat stores are to be kept fresh by periodic replacement.

10.13.1 Free Fall Lifeboats

Free Fall lifeboats need additional precautions due to the nature of their launching system. It is important that all protective covers and any obstructions in the boats way is removed prior launch. The boats slings and rigging should be properly cleared prior launch. All occupants should take their place and have their seat belts fastened prior launching. Also, all doors and hatches are to be closed. The instructions given herein are only for general guidance and vessel to follow the launching instructions given in the lifeboat manual and in the launching instructions at the embarkation platform should be strictly adhered to for safe and rapid launching of boat by free fall method. Non inflatable Lifejackets are not to be worn when launching the free fall lifeboat as this may cause injury to the person. Inflatable lifejackets can be worn during launching but they should only be launched after the boat is waterborne.

During drills with free fall lifeboats, Simulated launching can be carried out if the boat is

not launched by free fall. Please refer to 3.21.1 in section 3 of Safety Manual for details. 10.13.2 Launching of Lifeboats

Most Lifeboat accidents have occurred during training drills. Vessels are not to lower lifeboats when making way through water. Detailed Instructions on launching lifeboats and on Maintenance of lifeboats have been given in SMS Documentation DVD, WSM – GENERAL LETTERS “Safety Section” also provides useful reading on Lifeboats.

The assigned operating crew need not be onboard lifeboats during launching, unless the Master, with the authority conferred to him by paragraph 5.5 of the ISM code, considers this necessary after considering all the safety aspects.



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: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : October 2008 : Managing Director

10.14 Security - Unauthorised Entry The political climate in many parts of the world is such that acts of violence may be

committed at any time and in any place. The victims of these acts are not necessarily connected with the reasons for them.

When the ship is in port or at anchor a watch must be kept against intruders from the shore or from small craft.

Unauthorised persons must not be allowed on board and the Deck OOW must ensure that he is aware of the identity of all persons boarding the ship

Particular vigilance is required at ports where there is a risk of stowaways and at ports where illicit traders operate.

Refer to Ship security Plan (SSP) for detailed instructions and follow the procedures detailed in the SSP.

10.15 Protective Clothing and Equipment

Persons engaged in any work, which involves risk to health, or injury should be provided with protective clothing and equipment offering adequate protection against the hazards involved.

10.16 Lighting

All parts of the vessel in which persons may be working or passing should be suitably and effectively lit.

10.17 Guard Rails around Openings

Any opening, through which a person may fall, including open hatches, should be adequately and securely fenced or otherwise guarded so as to prevent a person falling.

10.18 Means of Access

Proper access will be provided to the ship whilst alongside or at anchor. Safety nets are to be rigged below gangways, brows etc.

10.19 Entry into Enclosed Spaces

The precautions listed in chapter 7 of the Safety Manual are to be followed. 10.20 Hot Work

Prior undertaking any hot work outside the designated space in the Engine Room Workshop on board a tanker, WALLEM is to be informed and authorisation obtained. The procedures listed in Chapter 11 of the Safety Manual are to be complied with when hot work is undertaken.

All Hot work permits including those for Engine Room are to be approved and signed by the Master after the Chief Engineer (or Chief Officer in cases of work outside the Engine Room) has completed the necessary safety checks listed on the permit.

All Hot Work Permits along with the authorisation E-mail from the office (as applicable) are to be filed as records on board and only sent to WALLEM when requested.



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10.21 Greasing & Lubrication Routines The Chief Officer in consultation with the Chief Engineer will prepare the planned system for

greasing and lubrication of all machinery and equipment. Many personal accidents have occurred while greasing winches and windlass. Toolbox

meeting is to be carried out prior greasing of winches/windlass. Sufficient number of skilled personnel to be designated for the job and good communication and risk assessment to be carried out prior greasing of windlass / winches.

10.22 Departure/Arrival and Safety Check Lists Master to verify these checklists are completed as give in ship type specific operation

manual “Appendices” , Safety Manual and Bridge Procedures Manual. 10.23 Safety & Pollution Exercises Master is to make sure that all ship personnel are well trained for all emergencies including

Pollution Prevention. Chief Officer is training and Safety Officer and will be guided by the Master.

10.24 Check List for Various Emergencies Checklists for various Emergencies are listed in the MCCM and all ship personnel are to be

well trained about their duties in these Emergencies. A blank set of these checklists are to be maintained on the Bridge.



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: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : Nov 2013 : Managing Director

Section 11 ENGINE ROOM PROCEDURES 11.1 General Responsibilities A high standard of cleanliness is to be maintained in the engine room and other machinery

spaces in order to reduce the risk of fire. Combustible materials such as oily rags and waste must not be allowed to accumulate. It is particularly important to prevent any accumulation of oil, which might constitute a fire hazard. The Engineer OOW must at regular intervals inspect all accessible places in the engine room and report to the Chief Engineer immediately any leakage of oil is discovered. Flammable stores, such as small drums of oil and paint, must be stowed together in a safe, secure space.

Chemicals must be stored away from paints and lub oils and preferably kept in a well-ventilated and secure locker. Proper handling instructions and Hazard notice to be displayed prominently and appropriate personal protection be readily available.

Paints must be stored in the dedicated paint locker & away from chemicals & lubes and

never in the steering gear compartment. Working drums or pots must be, if necessary, kept to a minimum for daily work & should be kept in a fire safe area of the E/R, preferably in a compartment with a sprinkler system.

Engineers on joining the ship must take themselves familiar with all emergency procedures,

the layout of the machinery spaces, pipe lines, connections, escape hatches, watertight doors, the location and operation of emergency engine and oil fuel cut-out switches etc and with the positions and use of all extinguishing appliances and their controls.

Engineer Officers' attention is drawn to "Engine Room Instructions" which are to be

displayed in the engine room of all WALLEM ships and which supplement this Manual. 11.2 Chief Engineer's Standing Orders Information for the Engineer OOW regarding the correct running conditions for machinery

would be in manufacturer’s manuals. These should show the normal operating temperatures, pressures and other conditions for the various items of machinery in the ship, as laid down by the maker, together with permissible variances. Chief Engineer’s standing order should include the importance of taking action based on the latest Oil analysis report, such as draining of F.O. tanks based on the analysis report. The Chief Engineer's Standing Orders are to be displayed in the engine control room and must contain clear instructions as to the circumstances in which he is to be called by the Engineer OOW.

11.3 Relieving Watchkeeping Engineers The Engineer OOW should not hand over the watch to the relieving Engineer Officer if he

has any reason to believe that the latter is apparently under any disability which would prevent him from carrying out his duties properly. The Engineer Officer relieved must not leave the engine room until he is satisfied that his relief is fully acquainted with all temperatures, pressures and other running conditions. The relieving Engineer Officer must not take over the watch until he has read and signed any orders or instructions left by the Chief Engineer.



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11.4 Engine Room Log Book All Engineers are reminded that the engine room logbook is an important legal document,

which may be called for as evidence at Official Enquiries and other legal proceedings. It is essential therefore that this is kept in a neat and orderly manner and that all entries be strictly accurate; in the event of a wrong entry being made a thin line should be drawn through it and the correction entered above or alongside. The Officer making it must initial the correction.

The time of completing relevant CHECKLIST (see ship type specific operation manual

“Appendices”) is to be logged. All relevant sections of logbooks must be completed. Engine room logbooks will be

periodically inspected by Company representatives. The logbooks must be retained on board. 11.5 Engine Room Bilges Engine Room bilges should be attended to regularly to prevent any risk of fire. Correct

interpretation of Marpol 73/78 is imperative before any bilges are transferred or pumped out. Engine room bilges must be pumped into a IOPP Supplement A/B designated holding tank and then pumped ashore or out to sea only after passing through an approved separator.

E.g. Bilges pumped overside through the separator, in a special area, can only be done if there is an automatic stopping device fitted. Ref. Marpol / Annex.1 Reg. 10 (3)(b)(vi).

The 3 way valve must be periodically checked for correct operation. Correct entries are to be made in the Oil record book. Ref. Marpol 73/78 Annex.1 Reg. 20 and Appendix III Part I.

Tankers should consider availability of slop tanks. General Service / Ballast pumps in the engine room must NOT be used for pumping bilges. IN ALL CASES PRIOR PUMPING OVERBOARD, CHECK WITH THE BRIDGE

11.5.1 Oily Water Seperator(OWS) WALLEM places the utmost importance on the proper operation of the OWS. OWS is

only to be operated under C/E’s direct supervision, only in daytime, after confirming from the bridge that vessel is 50 miles away from the nearest coastline.

The OWS and Pipelines to be painted and maintained in a different colour to the rest of the engine room equipment for easy recognition.

C/Eng taking over, must within one week of his joining, is to check that bilge pumping arrangement is as per original line drawing.

OWS spares are to be maintained as critical spares in the PMS System and vessel

should have sufficient OWS spares at all times. Please refer to section 11.15 for details on the sealing of the discharge section of the

OWS piping and the procedure to break the seals for maintenance or PSC inspection. Engineer training should include familiarization in the operation and maintenance of the OWS including the data logger of the equipment.



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11.6 Main Machinery

The responsibility for preparing the main engine for sea or standby is held by the Chief Engineer.

The Chief Engineer is to see that a checklist suitable to the type of installation is completed and prominently displayed in the engine control room. Regardless of whether other personnel are involved in preparation and testing of systems a designated Engineer must ensure that all procedures are correctly implemented and report to the Chief Engineer that the main machinery is ready in the standby condition. He will then make an entry to this effect in the engine room logbook, and inform the Duty Officer or the Master.

11.7 High Pressure Fuel Pipes

It is the Chief Engineer's responsibility to see that all oil pressure pipes and fuel oil pipes and fittings are inspected regularly to ensure that any leak, which could cause a fire, contamination or give rise to a hazard is detected at an early stage and then rectified.

11.8 Boilers

Boilers are to receive the close attention of the engine room staff and boiler treatment procedures are to be carried out according to instructions issued by the Chief Engineer.

Where boiler level sight glasses are fitted they should always be maintained in a fully operable condition and tested daily.

11.9 Unattended Machinery Spaces (UMS)

Under UMS conditions, the standby Engineer Officer must be called immediately when the engines are put on "Standby" or any alteration in speed is anticipated.

The engine control room is to be manned during all manoeuvring operations.

When operating under UMS conditions the bridge must be informed when all personnel are clear of the engine room and it must be ensured that "Dead Man's Alarm" is deactivated. Where such alarm is not fitted other suitable procedure must be established.

The UMS checklist from Type specific manual is to be carried out prior to exiting the engine room .

Normal U.M.S. Machinery Space Alarm when Engine Room Unmanned. When an alarm is received with the vessel in UMS condition in the accommodation area, the

Duty engineer would inform the Bridge that he is proceeding to the Engine room. Once in the Engine room, the Dead Man alarm is to be activated if he needs to go outside the ECR. On returning to the ECR, the deadman alarm is to be deactivated after informing the Bridge. He will inform the Bridge again on leaving the engine room.

If no Dead Man alarm is ftted, a system must be established to ensure that the OOW on the

bridge is made aware that a single person entry is made into the engine room during UMS period, prior entering engine room. Contact with the bridge to be maintained at predermined interval not exceeding 20 Mins. If such reporting telephone call is overdue, the officer on the bridge should inform the Chief or Second Engineer who will investigate the reason. Ships with Dead man alarm should set the alarm for 20 minutes.

11.10 Main Engine Defects If the Engineer OOW considers it necessary to stop or to slow the main engine when

underway he must advise the Deck OOW and the Chief Engineer immediately. The latter must advise the Master of the cause and probable duration of the stoppage. Whenever possible the bridge and the Chief Engineer should be consulted before stopping or slowing the main engine, to enable the Deck OOW to take the necessary precautions for the



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navigational safety of the ship. 11.11 Overhauling Machinery Repairs aboard requiring shore workshop assistance may be carried out only if they are

absolutely essential. When such repairs are necessary the Master may make arrangements only after first obtaining Company permission, except in an emergency.

The routine cleaning and survey of boilers, engines and auxiliary machinery is to be carried

out by the ship's engine room staff. The Chief Engineer is to consult the Master before any major work of this nature is undertaken. Advantage is to be taken of every opportunity in port, subject to port regulations, to open up, overhaul and survey machinery and boilers. A good risk assessment needs to be carried out prior to overhauling in Port.

Engineer Officers are to understand that early attention to faults in boilers and machinery

may prevent damage and consequential expensive repairs, disruption of the ship's programme and claims against the ship.

11.12 Standby Procedures Attention is drawn to section I in the Bridge Procedures Manual on standby procedures for

engine manoeuvres and these must be observed. When the order to "Standby Engines" is received from the bridge, members of the engine

department must attend at their stations immediately. The engine room clock is to be synchronised with the bridge clock at noon each day and

also before manoeuvring the main engine. .

11.13 Air Pollution Please refer to requirements of MARPOL Annex VI on Air pollution and comply.

11.14 Sewage

Please refer to Regulations for the Prevention of Pollution by Sewage from Ships, Annex IV of MARPOL 73/78 and comply.

11.15 Seals on OWS Discharge Pipe & Bilge valves The Bolts on the flanges of the discharge pipe of the OWS have been sealed with

numbered seals on all ships. A hole of 6 mm diameter has been drilled in the protruding part of the bolt for each of the diametrically opposite bolt on the relevant flanges and seal inserted in the hole. The seal numbers are entered in the “OWS seal certificate” in the certificate section of the SMMS. Similarly, the bilge valves to the Fire and G.S. Pumps are to be sealed. The opening of any flange would require the seals to be broken. When any of the seals are required to be broken for maintenance purposes, prior approval from the office is to be obtained. If the Seals require to be broken for inspection of discharge section of OWS by PSC inspectors, the Chief engineer is to call office on phone to obtain approval and follow this up in due time by E-mail. The seals are not to be removed unless authorised by the office.

Once the pipes has been fitted back after maintenance or PSC inspection, new seals are to be fitted in place, office to be informed by email giving the new seal numbers and the OWS certificate details in the SMMS to be amended to reflect the new seal numbers in use along with the date.



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C/Eng on joining would check the seal number on the flange bolt with the numbers in the SMMS. Any discrepancy is to be immediately reported to the office.

11.16 Manning of the Engine room Even in a UMS ship, there are various circumstances when it will be necessary to man the engine room.

The Engine room should always be manned once Engines are on Standby and ready for Manoeuvring when approaching Port or departing ports at any other time when Standby engines are given.

In Addition, It is therefore necessary to man the Engine room in the following circumstances: (i) At All times when required by the Master (ii) At all times when vessel is manoeuvring under pilotage or otherwise. (ii) Areas of Heavy Traffic like Singapore Straits, Dover Strait, Gibraltar Strait., etc (iv) Congested Waters with fishing Traffic like Taiwan Strait and areas around China, Korea and Japan with heavy fishing traffic. (v) Poor Visibility (vi) When wind force greater than BF 8 (35 Knots) weather at sea, anchor or berth. (vii) At the discretion of the Chief Engineer

The Engine room should always be manned in pilotage water, so that there is always an engineer available in the event of an emergency.

11.17 Engine Room Levels

The Engine room levels are mentioned in the Bridge Procedure Manual.

(!)



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11.18 Control of all portable pipes

Flexible portable pipes are required on board for the portable pump (Wilden) or for transferring lube oil from drums and fresh water transfer pipes, etc. Following measures to be followed for control of portable pipes on board:

1. All portable pipes are to have their use/function purpose painted on them. 2. All portable pipes are to be kept in a locker which is locked and key kept with

C/O and Master. 3. A note book to be available in the locker in which is recorded who has taken out

a pipe(s) on what date and time and for what purpose, and the date and time when it is returned.

4. Inventory of portable pipes to be on the door. 5. To have this working smoothly and ensuring no one is unnecessarily implicated

in any wrong doing, the process must be carefully controlled by C/O and 2/E. 6. Superintendents and Auditors will check this locker and compliance of

procedures. 7. The reason for any use of portable pipe should be explained to all crew members

involved with the operation.

11.19 Hazards of Common Cooling Systems

Vessels fitted with Common cooling systems for Main and auxiliary engines are exposed to the following hazards:

1. If any leaks in the cooling water system cannot be controlled, it may result in

loosing the entire cooling water. 2. This will result in rapid rise of Main Engine and Auxiliary engine temperatures and

hence loss of propulsuion and black out. 3. Loss of chemicals used for treating the cooling water. 4. Result in filling up of engine room bilges.

The Engineer officer is to be well versed with the cooling system arrangements and the measures to take in an event of any leaks developing in the system. Isolation valves to be well maintained to ensure integrity and operational funcationality at all times. Extra precautions to be in place and due regard to be given for cases where as per the original ship design the isolation valves are not provided to isolate individual units or Main Engine from Auxiliary engines.



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CARGO OPERATION

PROCEDURES Page - 1 -



SECTION 12 CARGO OPERATION PROCEDURES 12.1 General In the event of any conflict of interests between the Charterers and the Owners, WALLEM

must be consulted. Always refer to WSM’s SMS DVD for general guidance on cargo matters. Bulk carriers and Tankers are to check the appendix of their ship specific manual where

“Guidance on performance of voyage with utmost dipatch’ provides detailed notes 12.2 Care for Cargo The Master and Deck Officers are responsible for all cargoes carried in the ship. This

entails their correct receipt, stowage, and care in carriage and discharge. In this respect all available cargo information obtained from Charterers and/or shippers and used. Should information be scanty WALLEM must be consulted.

Master or Chief officer should not hesitate in seeking advise from charterers or Wallem Office if they do not have experience in handling or Loading/Discharging of nominated cargo.

12.3 Supervision when working Cargo & Shipkeeping in Port A deck Officer is to be on duty at all times when cargo is being worked. The Duty Deck Officer is to ensure that Port Regulations, especially those referring to the

safety of the ship, are complied with and he is to arrange for rounds of inspection to ensure that all emergency equipment is ready for instant use. In port the Deck Officer is to be supported by an adequate number of Ratings for cargo work.

The Duty Engineer Officer is to ensure that ship's services are fully operational, machinery is operating safely and pollution regulations are being complied with. Fire fighting equipment must be maintained in a constant state of readiness and this should be verified during machinery space rounds of inspection.

At all times there must be an adequate number of officers and ratings onboard to maintain the vessels security and safety, taking into account all circumstances. This is construed to be sufficient personnel to form an Emergency Squad as defined in Chapter2.5 of Safety Manual.

A Port/Cargo logbook is to be maintained by the Chief Officer and duly completed by the OOW. The time of completing a relevant checklist is to be recorded in this log. This log is to be used for any standing orders or other instructions in respect to cargo operations.

12.4 Charter Parties When the ship is on charter, the Master is to be conversant with the terms and conditions of

the charter party and must ensure that such conditions are met. He is to ensure that Notice of Readiness (NOR) is tendered to charters or their representative as soon as possible after the vessel has arrived and he is satisfied that his ship is ready to receive or discharge cargo. This may often require that the NOR is passed by telex to the charterer's agents on arrival.

12.5 Cargo Documentation All cargo documents applicable to a voyage or time charter are to be filed onboard and be

readily available. 12.6 Delivery/Re-delivery Survey Reports Whenever a survey of the ship's conditions undertaken for the purpose of time charter

delivery or redelivery the Master is actively to participate to ensure that the surveyor accurately record the vessel's condition as well as the bunker quantities.



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CARGO OPERATION




12.7 Bills of Lading The Master is to be conversant with all bills of lading and the terms and conditions thereof.

He is to ensure that he is in possession of copies of bills of lading covering the current voyage. He is not to sign bills of lading endorsed "Freight Prepaid" without confirmation from the shipowners that it is in order to do so. In no circumstances should the Master sign pre-dated bills of lading.

When loading bulk cargoes it is essential that the ship's figure is carefully calculated, taking

into account ullage and temperatures for liquids, or by draft survey for bulk solids. If the difference between ship and shore figures differs by any amount a formal Protest

should be noted and full details advised to shipowners and WALLEM. For various reasons original bills of lading may not be available for presentation to the ship

when the ship arrives at the discharge port. No cargo is to be discharged unless either the cargo receivers present the original bills of lading to the Master, or advice has been received from shipowners that a suitable indemnity has been obtained. Due to the increase in frauds associated with the transfer of ownership of bulk cargoes, especially oil cargoes, this rule is to be strictly enforced, even though delays may be incurred. In order to minimise these delays the Master should contact cargo receivers before arrival and advise them that original bills of lading are essential before discharge commences. These must be personally received by the Master before discharge commences, unless, as above, he has been advised by shipowners that a suitable indemnity have been obtained.

Guidance on Bill of lading is available in GARD booklet on Bill of lading, which is available

on board in soft copy. Master’s are to ensure that the correct date is claused on the Bill of Lading prior to signing

the bill of lading. Master’s to also ensure that all instructions in the voyage orders with respect to the bill of lading are complied with. If voyage order mentions that charterers approval is required prior signing the bill of lading, this must be obtained in writing prior to signing the bill of lading.

12.8 Mate's Receipts Except where the practice of the trade requires otherwise, Mate's Receipts are to be

granted for all cargo shipped and care is to be taken to ensure that they accurately record the quantity and apparent condition of the cargo on shipment. They are to be checked, as far as practicable, and signed by the Chief Officer for receipt of cargo onboard.

If the cargo loaded is in a damaged or sub-standard condition, the Mate's Receipt is to be

claused with a factual statement about the damage or shortcomings; it is not to be claused with any statements concerning the responsibility of the ship or the shipowners.

12.9 Clean Bills of Lading Clean bills of lading are only to be signed for cargo shipped aboard in "Apparent Good

Order and Condition" if this is in fact the case. If the cargo is not in such a condition the Bill of Lading must be claused to reflect the true

condition of the cargo. In such circumstances the Master may be requested by Shippers/Agents/Charterers to

accept a letter indemnifying the Master/Owners from any/all consequences of signing a clean Bill of lading for cargo which is not "clean". The Master is at all times to reject such a request and report the circumstances to the shipowners and WALLEM immediately.



SECTION 12

CARGO OPERATION



: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : Jun 2007 : Managing Director

12.10 Cargo Plans and Stability

Complete cargo plans, stress records and trim and stability conditions are to be filled onboard for future reference in the event of damage, cargo claims etc.

12.11 Advice of Dead-weight and space available

The Master is responsible for furnishing accurate information as to the dead weight and space available in the vessel for cargo. It is the Chief Officer's duty to undertake the detailed calculations in this respect.

Holds, tanks and bilges are to be thoroughly cleaned out whenever necessary. 12.12 Inspections of Bilges and Hold Piping

The bilges and rose boxes are to be inspected by a Deck Officer and Engineer Officer for cleanliness on each occasion before loading. They are to carry out a pumping test to ensure that the system is in good working order. This inspection is to include the examination and testing of all non-return valves in bilge pumping systems, steelwork, scupper pipes, sounding pipes, air and filling pipes and lines passing through the compartment.

The results of these examinations are to be recorded in the deck logbook by the Officer making them.

12.13 Distribution of Cargo

Care is to the exercised in arranging stowage to ensure, as far as practicable, a longitudinal distribution of cargo in order to avoid stresses and strains which might cause structural damage to the ship, particularly in heavy weather. The maximum values stipulated by Class must be complied with at all stages of the voyage.

The Master is to verify loading condition stress and stability calculations. Additionally, Masters are to ensure that their ships are not loaded in such a way as to

increase other stresses either transverse or torsional, or to subject them to internal forces such as free surface effect. All precautions are to be taken to prevent shifting of cargo in heavy weather.

12.14 Slack Holds Cargo holds used for heavy weather ballast must be filled to 98% volume with ballast water

to avoid "sloshing" when sailing form a port and during the voyage any decrease in “Percentage Fill” to be made up. If it is necessary to pump hold ballast, either out or in, when at sea this will only be done in smooth sea conditions and in the shortest possible time.

Procedures for Mid-Ocean ballast change when required to comply with particular trading

areas’ environmental/ecological regulations are detailed in Ballast water exchange manual. 12.15 Ventilation Particular attention is to be given to the correct ventilation of different types of cargo in the

context of atmospheric conditions and the type of cargo carried. ( Request Charterers/WALLEM if information is required).Ventilators to cargo spaces are to be attended to, for rain, for water on deck and/or shift of wind. When any exposed deck ventilator is liable to damage in heavy weather it is to be closed and properly secured.

Appropriate entries are to be made in the deck logbook covering the foregoing events and on each occasion when hatches are opened for ventilation and when they are again closed.



SECTION 12

CARGO OPERATION




12.16 Naked Lights and Smoking in Holds The use of naked lights or smoking is strictly forbidden in holds or in the vicinity of the

hatches. 12.17 Hold Accesses Every endeavour is to be made to avoid accidents, and persons must be prevented from

entering or leaving the holds whilst cargo is being worked. Ladders are to be examined frequently for any damage which may have occurred during

the course of cargo working and any damage found is to be repaired as soon as possible. During the interim period between discovery and repair a notice is to be displayed warning personnel that the ladder is damaged.

12.18 Mast Rigging and Cargo Gear (i) All cargo gear is to be maintained in good working order and examined as required

by Class and by Government Regulations. Special attention is to be paid to masts, derrick posts, derricks and standing rigging in respect of defects and corrosion and the appropriate steps are to be taken to correct of repair such faults. During cargo operations a strict watch is to be maintained on the cargo gear by the Deck OOW.

(ii) Statutory examinations of all cargo gear and associated equipment are to be

carried out in accordance with the requirements of the Flag State. (iii) An annual examination of cargo gear is to be undertaken by the Ship's Company

under the direction of the Chief Officer and Chief Engineer in accordance with flag state requirements. If as a result of this examination any defective equipment is found it is not to be used until it has been repaired and tested. The Chief Officer is to ensure that any equipment repaired and re-tested is duly certified on the appropriate form.

(iv) The four/five yearly examination is to be undertaken by vessels classification

society. The Chief Officer is to follow this examination very closely and check that all certificates are in order after completion of the class inspection.

12.19 Damage caused during Cargo Operations

If damage or loss is sustained to the ship or its structure the Master is to ensure, as far, as is practicable, that written acknowledgement is obtained from the responsible party. At the time of the occurrence a Damage Report is to be made by the Master and countersigned by those responsible for the damage, a copy of which is to be sent to WALLEM. In all circumstances of damage, a copy of which is to be sent to WALLEM. In all circumstances of damage the Master is to refer to the "Stevedore Damage Clause" contained in the Charter Party and act strictly in accordance with its terms. All damage is to be reported to WALLEM immediately and steps taken to arrange survey and repair, with notification to the local P&I representative if deemed necessary and after consultation with WALLEM.



SECTION 12

CARGO OPERATION




The following documentation should be forwarded to WALLEM as soon as possible: Sea Protest Deck Log Abstract Damage Report (supported by diagrams) Copy Bills of Lading Copy Manifest Stowage Plan Polaroid or other photographs of the damage 12.20 Damage to or Shortage of Cargo

Any major shortage of or damage to cargo is to be reported to WALLEM. In the case of damage the report is to include information as to the actual or probable cause in order that ship's responsibility may be examined. P&I Club surveyors may need to be instructed by the Master.

When operating under time or voyage charter the Master is to furnish WALLEM with all necessary information to deal with any claim for loss or damage for which the ship may be held responsible under the terms of the charter. Accurate and complete documentation and ship's figures are essential to counter such claims.

When loading bulk liquids the out-turn quantity is to be checked against the bill of lading figure and any difference notified to Charterers/WALLEM immediately.

12.21 Use of Inert Gas - Tankers

WALLEM places the highest degree of importance on the continuous availability of inert gas in tankers and on its correct use. Cargo tanks and slop tanks are to be kept properly inert at all times except when required to be gas free for entry or for dry-dock. Inert Gas Safety Procedures as detailed in the Safety Manual and ISGOTT must be complied with. The maintenance of the Inert gas system is to be carried out as per the schedule in the SMMS.

Inert Gas must be used for all crude and black cargoes including fuel oils. When carrying white oil cargoes please be guided by Charterers and Owners' requirements, however if in doubt contact WALLEM. 12.22 Emergency internal transfer of cargo

On tankers when the situation demands internal transfer of cargo, the complete plan for this operation is to be informed to WALLEM who in turn will ask the Master to inform the Charterers directly or do so themselves. The procedures for internal transfer of cargo for mitigating oil spills should be contained in the Ship Type Specific Operation Manual.



SECTION 12

CARGO OPERATION




12.23 Guidance Manuals

For Tanker Operations, please refer to WALLEM Tanker Operations Manual and ISGOTT (International Safety Guide for Tankers & Terminals) for guidelines on safe operations. Also WALLEM Pumping Manual is provided to each vessel. For Cargo Loading/Discharging and COW Planning use Form D25.

Bulk Carrier operations, please refer to WALLEM Bulk Carrier Manual, Bulk Carrier

Guidance Notes, and Nautical Institute book “Bulk Carrier Practice”

Reefer vessel, Please refer to WALLEM Reefer Manual.

When loading of steel cargo is anticipated, Fleet Cell must be informed, along with loading port, date, agent's details etc. Pre-loading survey for steel cargoes will then be arranged. Please refer to carriage of Steel Cargoes, (loss prevention guide)

The Cargo Securing Manual (CSM), which is a class approved manual, stipulates minimum

criteria for securing and lashing of cargo and maintenance of securing material. This CSM should be always referred to for guidance and used as a tool with stevedores / Charterers to ensure that the proper securing of cargo is accomplished.

12.24 Weather Monitoring in Port. Weather including tide (it’s strength and /or change of direction) must be diligently monitored in port, when at anchor or at berth and regularly logged. Depending on the watch system on board the weather must be recorded at the change of watch and more frequently if weather is a cause for concern.

Cargo operations should be stopped in time and hatches closed. On tankers the weather parameters for stoppage of cargo operations and disconnecting hoses must be established, with the terminal, prior commencement of cargo operations and complied with accordingly when needed.

In case where the tide/current is making it impossible to keep the vessel alongside safely,

the cargo operation must be stopped in good time to prevent any damage to the ship, or shore installation. A decision has to be taken, whether tugs are to be employed to keep the vessel alongside; if this is the case then the berth could be termed “ unsafe” and all extra cost to be noted for Charterers account and protest lodged immediately.

When at anchor or berth a storm (cyclone, typhoon etc.) warning is received, steps are to be taken to proceed to sea immediately to ride out the storm. Charterers/WALLEM are to be consulted if time is available. Should time or pilotage constraints prevail; all possible additional mooring lines are to be put out, vessel battened down & secured for heavy weather, main engines on stand by, and crew at stations and Charterers /WALLEM informed.



SECTION 13

DRUGS & ALCOHOL

Page - 1 -



SECTION 13 COMPANY POLICY ON DRUGS & ALCOHOL 13.1 COMPANY POLICY 13.1.1 It is company policy that, with some exceptions, only beer is to be carried onboard in the ship’s

Bonded store. “Hard” liquor, for any reason whatsoever, is NOT allowed onboard on any of the company’s vessels.

• The exceptions referred to in paragraph 1.1 are those ships which fly the flag of a country

whose laws prohibit the consumption of alcohol; Saudi Arabia, Kuwait and Libya, for example, although there are several others.

• Exceptions are also where vessel’s Owners or trading area do not permit any alcohol on

board vessel.

13.1.2 Carriage or consumption of drugs not obtained by prescription from a doctor or from the ship’s medical chest through the Master is an offence. Wallem shall actively co-operate with any Government or Government Agency investigation for drug abuse on managed vessel.

13.1.3 Misuse of legitimate drugs, or the use, possession, distribution or sale of illicit or unprescribed

drugs onboard ships is prohibited and any seafarer found in breach of this will be subject to immediate dismissal.

13.1.4 All seagoing staff are required to undertake appropriate blood or urine tests to test for usage of

drugs and alcohol abuse as part of pre-employment medical.

13.1.5 All seagoing staff may be asked to submit to undergo unannounced, random testing and screening for usage of banned substances in clause 1.6 and for alcohol. The personnel will be tested for alcohol and drug usage at least once a year. Over and above, any seafarer shall be required to undergo further tests if requested by Charterers, Owners or Port Authorities. Unannounced alcohol test is carried out every month by the Master and alteast once a year from the office,

• If the vessel is involved in an accident which is likely to become a Cat I accident or a ,serious marine incident (SMI) in the United states, post incident testing will be carried out:

o All mariners and marine employees involved in the casualty or incident are to be tested

for Alcohol use within two (2) hours of the incident/occurrence.

o All mariners and marine employees involved in the casualty or incident are to be tested for Drugs within 32 hours of the incident/occurrence.

• To comply with post incident testing, all vessels are supplied with test kits for collecting urine sample. The urine samples can then be sent to the testing service provider by courier. Where possible, Wallem shall arrange a D & A testing provider to attend on board for post incident testing.

13.1.6 The list of banned substances will include, but not be limited to, marijuana, cocaine, opiates,

phencyclidine (PCP) and amphetamines. 13.2 BASIC GUIDELINES ON CONSUMTION OF ALCOHOL 13.2.1 Officers and watch keeping ratings will not consume any alcoholic beverages 4 hours

immediately preceding their watch standing-duty. 13.2.2 No alcoholic beverages are to be served on the dining table during meal hours.

(!)



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DRUGS & ALCOHOL

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13.2.3 Any consumption of Alcohol by the persons on board shall not result in blood alcohol concentration (BAC) of more than 0.04% by weight at any time, by an individual. It is reiterated that alcoholic beverages available to onboard personnel will be limited to beer only.

13.2.4 BAC of 0.04% means 40 milligrams of alcohol in 100 millilitres of blood 13.2.5 Standard beer can or bottle would be 12 Oz / 330 ml Table 1 : Table of Alcohol content ( http://celtickane.com/projects/blood-alcohol-content-bac-calculator/)

Type of Beer Volume Alcohol content units Issue of case

(24 can) Consumption limitation (Any 24 hours)*

Consumption limitation (1 hour)

Extra Strength

12 Oz / 330 ml >4.0% <6.0% 2.5 Every 3 weeks 1 standard can 1 standard can

Ordinary Strength

12 Oz / 330 ml >1.0% <4.0% 1.0 Every 2 weeks 3 standard cans 2 standard cans

Low Strength

12 Oz / 330 ml >0.05% <1.0% 0.5 Every week 6 standard cans 3 standard cans

• Any 24 Hour means 24 hours period but seafarer must allow for 12 hours before the consumption on next day • Consumption of beer can shall be over a minimum period of 20 minutes each

13.3 GUIDELINES GOVERNING THE SALE & CONSUMPTION OF ALCOHOL ONBOARD WSM

MANAGED VESSELS 13.3.1 Each Seafarer is individually responsible to ensure that he complies with the established alcohol

consumption levels. 13.3.2 Master and departmental heads shall ensure that all seafarers are fully conversant with the

requirements of the procedure, implement the control procedure and report any non-compliance. 13.4 GENERAL RULES AND LIMITATIONS ON PURCHASE / POSSESSION OF ALCOHOL 13.4.1 No alcoholic beverages shall be purchased ashore and brought onboard by individuals. 13.4.2 All beer shall only be purchased through the ship’s slop chest. 13.4.3 Sale of beer will be as per Table 1 : Table of Alcohol content. Chief Cook/PCO or seafarer

nominated by Master will maintain an issue log for all the staff. 13.4.4 Seafarer shall NOT purchase the second case without having consumed the previous case. 13.4.5 The Company prohibits the consumption of hard spirits; staff are not to be in possession of wine,

whisky, brandy, gin, vodka, rum or other hard spirits at any time. Crewmember found to be in possession of hard spirits/liquor could be dismissed with all associated expenses for his repatriation to his personal wage.

13.4.6 Seafarers are required to exercise restraint during consumption of alcoholic beverages ashore.

Seafarers to comply with BAC levels stated in the policy, whether on board or ashore. 13.4.7 Any crewmember who exhibits signs of impairment shall not be allowed to stand duty. A test shall be

carried out (using the test equipment/kit supplied) to measure the content of alcohol in the crewmember’s blood. An official log entry is to be made of each such incidence and reported to the Company.

13.4.8 If the officer or rating being relieved has reason to believe that his reliever has alcohol impairment

then he will report such cases to Master who will subject the officer/rating to alcohol test. If found impaired a substitute watchkeeper will be arranged. The matter is to be recorded in the official logbook and incident reported to Company.



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DRUGS & ALCOHOL

Page - 3 -



13.4.9 No alcoholic beverages for onboard consumption are to be offered to personnel visiting the vessel, for business or otherwise. Only beer may be kept in the vessel’s bonded store, for use by the Master as gratuities for shore personnel. It is reiterated that consumption/carriage of hard liquor/spirits is forbidden on board the company’s vessel.

13.4.10 No issue of alcoholic beverages is to be made from 24 hours prior arrival load/discharge port until

vessel departs from coastal waters or territorial limits of the country. 13.5 CONTROL & MONITORING PROCEDURES 13.5.1 Seafarers will self certify their consumption as per the standard form where details of consumption

and issue for individual seafarer is maintained. The safety officer will review the consumption at the end of each month against the issue of beer

• This record is to be made available to Superintendents or other office staff during visits. The issue & consumption log shall be discussed in the monthly safety meeting and mentioned in the Safety meeting which is sent to the office for review.

13.5.2 Seafarer shall NOT purchase and resell or gift the alcoholic beverages to other seafarers. 13.5.3 During the weekly Master’s inspection, the senior officers would ensure that seafarers are not

storing up beer cans. If any person is found infringing the guidelines, then explanation is to be sought and disciplinary warning to be issued. Additionally, if the Master finds hard liquor in the possession of the crewmember, the same is to be reported to the Fleet Cell. Fleet Cell will inform the Management team for further action.

13.5.4 Entries in the official logbook are to be made recording any infringement of these guidelines on

either alcohol impairment. Copies of these logbook entries are to be sent to the office for records and advice on further action to be taken.

13.5.5 All seafarers on board shall be randomly tested for alcohol abuse each calendar month. Appropriate

entry being made in the “Drug and Alcohol Testing Record (DE32)”. Staffs are also to comply with “Reasonable Cause Testing” requirements, where any seagoing staff on board may be asked to submit to a test for Drugs and / or Alcohol in the event the Master or another individual feels that the crew member is exhibiting signs of Drug or Alcohol abuse.

• Company may message the Master to test specific persons on board for alcohol abuse and require results back within 2 hours. Test conducted under such condition to be witnessed by 2 Officers.

• Should a crewmember be asked by the Master or Company official or an authorized sample collector, to be tested for drug or alcohol abuse, or to provide a sample and refuses to do so; then such act will automatically be taken as a positive result and the crewmember will face disciplinary action.

• Should a crewmember be on medication at time of an unannounced random test or sample procedure, he must provide the sample collector with details of such medication to prevent false positive results.

13.6 EQUIPMENT 13.6.1 The Master must ensure the following: -

USCG approved Alcolmeter is onboard, is in working condition and shall be calibrated as per manufacturers guidelines.

13.6.2 The approved drug testing collection kit is onboard and it should be able to collect 10 urine samples. 13.6.3 If any of the above two items are not onboard the company should be advised immediately so that

the same may be supplied to the vessel



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DRUGS & ALCOHOL

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13.7 ACCIDENT CATEGORY 13.7.1 The approved drug testing collection kit is onboard and it should be able to collect 10 urine samples. 13.7.2 If any of the above two items are not onboard the company should be advised immediately so that

the same may be supplied to the vessel 13.7.3 Category I Accidents are fatality or damages with implication greater than 150,000 USD or Major Oil

spill or Gas Release (Major spill is a spill above 1 barrel, 42 US gallons or 159 litres) 13.7.4 Definition of an SMI as per the USCG is as follows : Serious Marine Incident : A reportable marine casualty that results in the death of a crewmember,

passenger or other person, or an injury that requires professional medical treatment beyond first aid, and renders the individual unfit to perform routine vessel duties, damage to property in excess of $100,000, or a discharge of 10,000 gallons or more of oil (or a reportable quantify of a hazardous substance), into the navigable waters of the U.S. . Casualty reports of crewmember or passenger injuries that are not in conjunction with any other criteria of a serious marine incident or major marine casualty will not be considered;

Major Marine Casualty : A reportable marine casualty that results in the death of at least 6

crewmembers, or damage to property in excess of $500,000; 13.8 PREVENTION OF DRUG TRAFFICKING 13.8.1 During inspections of the vessel, the Master and other Senior Officers are to be aware of the

possibility of the ship being used for the smuggling of drugs, particularly when trading in known high risk regions. He is to ensure that Customs Officers are accompanied on any inspection of the ship. It is the Master's responsibility to see that stringent security measures are taken in port, particularly at the ship's gangway, to prevent drugs being brought onboard. Please refer to SMS

13.8.2 Documentation DVD, WSM – GENERAL LETTERS “Safety Section” for detailed information on

measures to prevent crew involvement in drug smuggling. Should illegal drugs or substances be discovered onboard, the Master should: -

• Guard the location b) Avoid handling the substance c) Have photographs taken d) Record details of the discovery in the deck logbook e) Search similar locations f) Write a detailed report g) Inform WSM in HONG KONG h) Cancel shore leave until interviews are completed with the appropriate authority in the port of arrival. i) Drugs found whilst the vessel is in port should be made secure by the Master and reported to the Customs Authority.

• WALLEM is signatory to the “Sea Carrier Initiative Agreement” detailed in SBM Part 2 Vessels are to weld a iron rod grid (standard grating would suffix) at rudder stock opening with sufficient clearance around rudder stock to prevent transom space being used for concealing drugs or by stowaway. Please refer to SMS Documentation DVD, WSM – GENERAL LETTERS “Safety Section” for details on preventive measures against drug trafficking.

13.9 DISCOVERY OF DRUGS ONBOARD 13.9.1 Seek directions from WALLEM whenever drugs or suspected drugs are found onboard. 13.10 REFERENCE OCIMF – GUIDELINES FOR THE CONTROL OF DRUGS AND ALCOHOL

ONBOARD SHIP

Recognising the potentially serious impact of marine incidents, the Oil Companies International Marine Forum (OCIMF), and the marine industry in general, have over the years developed guidance aimed at encouraging safe ship operation and protection of the environment. Whilst tanker companies have generally operated with strict policies related to drug and alcohol use



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DRUGS & ALCOHOL

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onboard their ships, OCIMF considers it timely that the industry as a whole reassesses the control of drugs and alcohol on board ships. OCIMF recommends that shipping companies should have a clearly written policy on drug and alcohol abuse that is easily understood by seafarers as well as shore-based staff. In order to enforce their policy, companies should have rules of conduct and controls in place, with the objective that no seafarer will navigate a ship or operate its onboard equipment whilst impaired by drugs or alcohol. It is recommended that seafarers be subject to testing and screening for drugs and alcohol abuse by means of a combined programme of un-announced testing and routine medical examination. The frequency of this un-announced testing should be sufficient so as to serve as an effective deterrent to such abuse. The misuse of legitimate drugs, or the use, possession, distribution or sale of illicit or unprescribed controlled drugs on board ship cannot be condoned and should be prohibited. In addition, any use of a prescribed controlled drug which causes, or contributes to unacceptable job performance or unusual job behaviour should require the seafarer to be excused from duty until such times as he is repatriated, or treatment and its after effects cease. The suggested list of substances to be prohibited should include, but not be limited to marijuana, cocaine, opiates, phencyclidine (PCP) and amphetamines and their derivatives. In this regard, the International Chamber of Shipping (ICS) has published guidelines on recognition and detection of drug trafficking and abuse entitled “Drug Trafficking and Drug Abuse: Guidelines for Owners and Masters on Recognition and Detection”.

Company policy should provide for control of onboard alcohol distribution and monitoring of consumption. This policy should support the principle that officers and ratings should not be impaired by alcohol when performing scheduled duties. OCIMF recommends that officers and ratings observe a period of abstinence from alcohol prior to scheduled watchkeeping duty or work periods. This may be either a fixed period, such as the 4 hours required by the USCG, or a minimum period of 1 hour of abstinence for each unit of alcohol consumed (refer to section 2.4 for examples of approximate alcohol unit conversions). Whichever method is used to determine the abstinence period, the objective should always be to ensure that, prior to going on scheduled duty, the blood alcohol content of the seafarer is theoretically zero. Officers and ratings should be aware that local regulations may be in place and where this is the case, it is recommended that these be strictly adhered to where they exceed these guidelines. Recognising that all seafarers must be able to respond at any time to an emergency situation, the International Maritime Organization (IMO) is considering including guidance to administrations on maximum permissible blood alcohol content (BAC) and abstinence periods in Part ‘B’ of the Code which is to be annexed to the revised STCW Convention. However, whilst some administrations have already established national legislation in this regard, in the absence of national or international requirements, companies should advise seafarers in their employment of the maximum permissible blood alcohol content (BAC) permitted whilst on board their ships. (0.04%) In the interest of health and safety, seafarers should be actively encouraged not to exceed consumption levels which could affect long term health. Information should be provided to seafarers on alcohol consumption in relation to impairment, its impact on behaviour and health, and the availability of rehabilitation programmes. OCIMF is firmly of the opinion that it is in the best interest of all sectors of the maritime industry to positively respond to these guidelines and thus work to ensure a safe workplace for seafarers and to protect the safety and well being of the public and the environment.



SECTION 14

MAINTENANCE SYSTEM

Page - 1 -



SECTION 14 MAINTENANCE SYSTEM 14.1 PLANNED MAINTENANCE SYSTEM Majority of the vessels are now equipped with SMMS computerised planned maintenance system.

This is a windows based planned maintenance system covering all departments in which various officers have various accesses and duties. These duties and instructions for use are covered in ships SMMS Manual. A SMMS quick reference guide (ship version 1.3) has been provided to the ships for guidelines on using the SMMS system.

Ships managed by Wallem Norway use the AMOSWIN computerised planned maintenance system covering all departments. Vessels using this system use Company’s standards in the protection of the database from loss and virus damage. The Systems Administrator in WSM Hong Kong is responsible for distribution and records of passwords and access rights . The Chief Engineer is in charge of the system its upkeep and data maintenance.

The Master and the Chief Engineer are to make sure Planned Maintenance system is implemented and kept up-to-date and data exports are sent to the office every 2 weeks.

The SMMS has a Risk Assessment Form incorporated in the system and is attached to the

components. Details on using the Risk assessment form for Ships with SMMS is provided in section 14.5. Ships with other PMS system (Non SMMS) are to fill the forms (sample sent by office) and maintain record of filled forms for various important and critical jobs on file.

14.2 SMMS PLANNED MAINTENANCE SYSTEM The SMMS Planned Maintenance System is a Windows based computer database supplied by

Vertex Solutions. It is an industry renowned system and details of the various requirements of operations on network are given in SMMS Manuals. There are 3 manuals in use covering the system as follows: 1. SMMS Company Instructions Manual - This is a controlled document sent out to all ships of

WALLEM . 2. SMMS Quick Reference Guide -Covering basic functions required to work with the SMMS via

multiple screen captures. This has both English and Chinese versions. 3. Training CD which is interactive and used for training the ship’s staff on the main functions of

the system. The following departments are covered in the system:- (1) Engine Department (2) Automation (3) Electrical (4) Deck Department (5) Radio Navigation (6) Statutory Surveys (7) Safety

Full details are given about the above in the mentioned manuals. 14.3 Planned Maintenance of Safety, Life Saving & Fire Fighting Equipment This aspect is contained in the Safety section of the SMMS. Contents of DE-28 is in SMMS, therefore there is no need to maintain PMS cards on this

system on vessels installed with SMMS. The Wall Chart DE-28A, is to be kept updated on all ships in the Deck Office. Items ( W9, M11, M12, & M13 ) which are not included in DE-28 are to be included in the SMMS.

LSA & FFA Maintenance and upkeep must be given HIGHEST PRIORITY and IMPORTANCE

It Concerns Crew and Ship safety.



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MAINTENANCE SYSTEM

Page - 2 -



14.3.1 Planned maintenance of Safety, Firefighting, & Lifesaving Equipment Delegation of Duties.

WEEKLY ROUTINES RESPONSIBLE OFFICER

W 1 Lifeboat Davits and winches Chief Officer + Cheng W 2 Lifeboat Engines to be run for not less than 3 mins and logged 3rd Engineer W 3 Survival Craft VHF Radio's 3rd Officer W 4 Signaling Lamp & General Emergency Alarm 2nd Officer W 5 Emergency Fire Pump 2nd Engineer W 6 Emergency Generator Cheng & Elect W 7 Engine Room Fire Flaps 4th Engineer W 8 Emergency Head Quarters and Supplementary Stations 3rd Officer W 9 CABA Sets / Resuscitation equipment / EEBD 2nd Officer W 10 Visual Inspection of survival craft, rescue boat and Launching

appliance including remote release Chief Officer

W 11 Lifeboat/Life Raft Embarkation Emergency Lights During Abandon ship drill W 12 Fixed Fire detection & alarm system // Fire Doors // Public

address & General alarm system (operate lamp test switch) Cheng & Elect

W 13 Water mist // Water spray & Sprinkler systems (panel/indicators & alarms)

Cheng & Elect

MONTHLY ROUTINES RESPONSIBLE OFFICER

M 1 Pilot Ladders Chief Officer M 2 Life Jackets 3rd Officer M 3 Fire Flaps and Dampers Chief Officer & 3rd Officer M 4 Galley Exhausts Grill and Trunking 3rd Officer + Ch.Cook M 5 Emergency Alarms, Belles, Sirens & Switches 3rd Off & El.Officer M 6 Atmosphere Sampling Equipment/Calibration Gases Chief Officer M 7 Multi Gas Detectors Chief Officer M 8 Safety Harness, Rescue Harnesses/ Rescue Lines & Life Lines /

Firemans Outfit 3rd Officer

M 9 Fire Extinguishers / Portable foam applicators / Wheeled fire extinguishers

Chief Officer & 3rd Officer

M 10 Thermal Protective Aids 3rd Officer M 11 SARTS + EPIRBS GMDSS Officer M 12 Self Igniting Lights for Lifebuoys Choff & 3rd Off M 13 EEBD 2nd Off M 14 Fire mains, fire pumps, hydrants, hoses & nozzles Choff & 3rd Off & 2/E M 15 Foam, Fixed gas/dry powder/aerosol fire extinguishing

systems Choff & Cheng

M 16 Fixed fire detections & alarm system Cheng & El officer



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MAINTENANCE SYSTEM

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: Director (SID) : 31.3.93 : Marine Supdt (SID) : 31.1.06 : Nov 2013 : Managing Director

*QUARTERLY ROUTINES (3 MONTHLY) RESPONSIBLE OFFICER

2 Q 1 Lifeboat Water 3rd Officer Q 2 Fresh Air Breathing Apparatus 2nd Officer Q 3 Emergency Lighting EL.officer Q 4 Fire Hose Boxes/Racks 3rd Officer Q 5 Fire Extinguishers Ch off & 3rd Off Q 6 Fire Hydrants 3rd Officer Q 7 Isolating Valves Choff & 3rd Off Q 8 Special Accommodation Hoses 3rd Officer Q 9 Foam/Dry Powder Monitors 3rd Officer Q 10 Emergency Stops Chief Engineer Q 11 Fixed Foam Fire fighting System Choff & Cheng Q 12 Fire Detecting Equipment/ Systems Cheng & Elect Q 13 Compressed Breathing Air Bottles Compressor Cheng & 2nd Officer Q 14 Lifeboat Air Bottles & Sprinkler System Chief Eng.& Ch.Officer Q 15 Immersion suits 3rd Off Q 16 Lifeboat ‘on load’ Release gear Choff & Cheng / 2nd Eng. Q 17 Fire mains / fire pumps / International Shore Connection Choff & 2/E Q 18 Ventilation Systems & Fire dampers Cheng & Elect Q 19 Fire Doors Cheng & Elect Q 20 Quick Closing Valves Cheng & 2nd Eng.

SIX MONTHLY ROUTINES RESPONSIBLE OFFICER H 1 Liferafts 3rd Officer H 2 Lifeboat Hulls Chief Officer H 3 Lifeboat Suspension Chain Chief Officer H 4 Lifeboat Falls, Lifting Hooks, Shackles & Bottle Screws Chief Officer H 5 Lifeboat Equipment 3rd Officer H 6 Lifeboat & Liferafts Embarkation Ladders Chief Officer H 7 Bridge Pyrotechnics & Line Throwing Apparatus 2nd Officer H 8 Navigation Shapes, Lights and Sound Signals 2nd Officer H 9 Lifebuoys, Self Igniting Lights & Lines, MOB Markers 3rd Officer H 10 Fire Blankets & Sand Bins 3rd Officer H 11 Spare Safety & Fire Fighting Equipment 3rd Officer H 12 Protective Clothing 3rd Officer H 13 Resuscitation Equipment 2nd Officer H 14 Watertight, Gastight, and Fire Doors Chief Officer H 15 Fixed CO2 Fire Smothering / Halon Systems Chief Engineer H 16 Fixed Dry Powder/aerosol Fire Extinguishing System Chief Engineer H 17 Control Valves for Fixed CO2 and or Halon Systems Chief Engineer H 18 Fire Hoses and Nozzles 3rd Officer H 19 Portable CO2 Fire Extinguishers 3rd Officer



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ANNUAL ROUTINES RESPONSIBLE OFFICER

A 1 Spare Lifesaving Equipment 3rd Officer A 2 Hand Lead and Line 2nd Officer A 3 Liferafts serviced at approved service station Chief Officer A 4 Pyrotechnics 2nd Officer A 5 Lifeboat Falls Chief Officer A 6 Fire Extinguishers Choff & 3rd Off A 7 Compressed Breathing Air Apparatus 3rd Officer A 8 Compressed Breathing Air Bottles Compressor Cheng & 2nd Officer A 9 Lifeboat on-load release gear ( Trained personnel) Chief Officer A 10 Launching Appliance (In presence of Class Surveyor) Chief Officer A 11 Fire mains, fire pumps, hydrant Choff & 2/E A 12 Water mist, water spray & sprinkler systems Choff & Cheng A 13 Ventilation System & fire damper Cheng & El. Offr. A 14 Fixed Dry Powder/aerosol Fire Extinguishing System Cheng A 15 Fire doors Cheng & El officer A 16 Portable foam applicators Choff & 3rd Off A 17 Wheeled fire extinguisher Choff & 3rd Off A 18 Galley & deep fat cooking fire-extinguisher systems Choff & Cheng TWO YEARLY ROUTINES RESPONSIBLE OFFICER 2A 1 Fixed Gas(CO2 / HALON) fire extinguishing , Including

weighment of cylinders Chief Officer

2A 2 Fixed dry chemical powder system Chief Officer

FIVE YEARLY ROUTINES RESPONSIBLE OFFICER 5A 1 Lifeboat on-load release gear ( Approved Service Technician) Chief Officer 5A 2 Launching Appliance (In presence of Class Surveyor) Chief Officer 5A 3 Foam, Fixed gas/dry powder/aerosol fire-extinguishing

systems (** - By Trained person) Choff & Cheng

5A 4 Watermist, water spray & sprinkler systems Choff & Cheng 5A 5 Breathing apparatus (** - By Trained person) Chief Officer 5A 6 Wheeled fire extinguisher Chief Officer TEN YEARLY ROUTINES RESPONSIBLE OFFICER 10A 1 Fixed gas(CO2/Halon), Foam , dry powder. Aerosol fire

extinguishing system (** - By Trained person) Choff & Cheng

10A 2 Watermist, water spray & sprinkler systems (** - By Trained person)

Choff & Cheng

10A 3 Wheeled fire extinguishers (** - By Trained person) Chief Officer The above is for guidance. The details will be inserted in the Safety section of SMMS. Note :

1. Items marked ** are to be completed by Trained personnel only (refer MSC.1/Circ 1432).

2. All fire protection systems & appliances should at all times be in good order and readily available for immediate use while the ship is in service.

3. Master shall ensure that, If a fire protection system is undergoing maintenance, testing or repair, then suitable arrangements should be made to ensure safety is not diminished through the provision of alternate fixed or portable fire protection



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equipment or other measures. 14.4 Access to the Office Network

All Superintendents have access to the SMMS system on the network, which allows them to check the status of outstanding work but does not allow any alteration of data.

The SMMS database is accessed through Group Applications. Similarly, Superintendents at Wallem Norway have access the AMOSWIN system, which allows

them to check the status of outstanding work and the Planned maintenance work carried out.

14.5 Maintenance System Any Owner supplied PMS(if applicable) would have the same capabilities as the SMMS. Otherwise, a system of monitoring from the office would be set up as decided on a case by case basis.

14.6 Hull & Special Survey (A) Master will co-ordinate with Technical department to plan surveys. The ICS publication,

Guidance Manual for The Inspection and Condition Assessment of Tanker Structure is placed onboard all Tankers for the guidance of the Master for planning special Survey Hull.

(B) Master will plan in consultation with Technical department inspection of Ballast tanks once a

year and all cargo tanks prior to each dry-docking. Form DT16 is to be completed for each of these inspections. The vessel with coated ballast tanks should keep stock of suitable paints to touch up rusty areas found during this inspection.

(C) All vessels in consultation with Technical department will plan and harmonise the hull surveys in accordance with Classification Society requirements including enhanced hull surveys to maintain the vessel in Class always.

14.7 Enhanced Surveys The term "enhanced survey" refers to the expanded and more detailed hull survey requirements

applicable to oil tankers and bulk cargo ships that will be necessary for compliance with the IACS Requirements. These arose in response to the universally accepted need to establish more effective hull classification surveys of these ship types.

14.7.1 Application

Enhanced survey requirements are applicable to oil tankers, ore/oil ships, ore/bulk/oil ships and bulk cargo ships and affect the survey of hull structure within the length of the cargo oil tanks or the cargo holds (including double bottom, topside and side tanks) of these groups of ships. These requirements will significantly influence survey procedures at the special survey, intermediate survey and, in some cases, the annual survey.

14.7.2 Survey Requirements The introduction of the Revised Regulations will affect the survey requirements as follows:

Docking Survey



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One of the two docking surveys required in each five-year period should coincide with the special survey.

Continuous Hull Survey (CSH)

For oil tankers, combination carriers and bulk cargo ships the Regulations no longer permit the special survey to be carried out on a continuous survey basis.

14.7.3 On-board Documentation

Ships subject to enhanced survey procedures will also be required to maintain certain documentation onboard for the lifetime of the vessel, regardless of a change in ownership or management. The documentation, including a survey file with reports of structural surveys and thickness measurements, will be examined by Class surveyors at Periodical Surveys.

The survey file is to be used for maintaining in an orderly fashion the various classification

reports and other data which Class is required to place onboard a ship: structural survey reports, thickness measurement reports and the Executive Summary. The Executive Summary is a document for issue on completion of Special Surveys carried out in accordance with the enhanced survey programme.

14.8 CSM Planned Maintenance system should be made so that 20% of Machinery items are surveyed

each year. 14.9 Reporting of Class Conditions, Recommendations, Overdue CSM items etc.,

WSM periodically sends vessel Class Survey Status Reports, Listings. These are to be perused and

surveys planned in consultation with the vessels Superintendents, to ensure that no item is left overdue.

Should there be a reason for surveys (CSM), conditions, recommendations left overdue, it must be brought to the attention of the vessels’ Superintendent, along with reasons and rectification schedules.

Vessels’ Superintendent is to keep class informed of above and obtain extensions as and when necessary.

14.10 Hydraulic Planned Maintenance

The Hydraulic Planned Maintenance System is included in the SMMS PMS. The Master and the

Chief Engineer are responsible to implement this system. Each vessel should have an aggregate pump and filter onboard to use as per this planned maintenance system. The luboil samples are to be sent for particles count analysis to the address given in the SMMS / PMS.



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14.11 Luboil Samples

i) Lubricating oil samples are to be landed for analysis at the intervals shown in SMMS/PMS

ii) Samples are to be landed for analysis at the first available opportunity in the event of any

suspected contamination by:

a) Sea Water. b) Fresh Water. c) Fuel Oil.

iii) If any contamination is suspected, reasons for such suspicion and investigations carried out are to be informed to Fleet Cell.

14.11.1 Analysis Frequency (!) Refer to SBM II section 5.2.2 14.11.2 Auxiliary Engine Lub-oil

During routine decarbonising the lub-oil may be renewed provided it has been in use for a considerable length of time.

14.11.3 Stern Tube Lub-Oil System

In dry-dock, if the system has been drained for any reason, the lub-oil is to be re-filled prior to the flooding of the dock

14.11.4 Others Other luboil samples are to be sent to the laboratory of the contractor every six month. 14.12 Dry-dock & Repairs Procedure

(A) Form DE29 should be used for making job specification. This form is to be completed for such items which are not within ship staff capabilities so that the repairs can be planned during lay up period or during the forthcoming dry-dock and a copy mailed to WALLEM. The outgoing Master and the Chief Engineer are to hand over the status report to the incoming Master and the Chief Engineer.

(B) Running Repairs + Dry-dock Repair Requisition 1. Repair Requisitions are to be numbered in accordance with the following method. 1.1 Deck Department Repair Requisitions shall be prefixed "RRD" followed by 4 digits corresponding to the sequential number. Similarly, Dry-dock Repair Requisitions to be prefixed "DDD"

(!)



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1.2 Engine Department Repair Requisitions shall be prefixed "RRE" followed by 4 digits

corresponding to the sequential number. Similarly, Dry-dock Repair Requisitions to be prefixed "DDE" 1.3 Radio Department Repair Requisitions shall have prefix "RRR" followed by 4 digits

corresponding to the sequential number. Similarly, Dry-dock Repair Requisitions to be prefixed "DDR" 1.4 Catering Department Shall be included in Deck Department. 1.5 Surveys Make deck or engine repair requisition as applicable. 1.6 Repair Requisitions for all departments must be made as continuous

numbering. Any defects which cannot be attended while vessel is trading are to be also included with full descriptions.

2. Repair Requisition on Account Claims All repair requisitions for Guarantee Claims, Hull & Machinery damage repairs and

Stevedores damages etc. should be claimed accordingly. These repair reports together with technician reports, times sheets, and spares used (as applicable)

along with invoices should be sent to the office from the first practicable port.



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14.13 CRITICAL SPARE PARTS AND CONSUMABLE ITEMS These would be parts and items which if they are not on board when required would result

in an un acceptable loss (accident). These would not only be related to the safe operation and pollution prevention, but also to “Loss to Process”.

Naturally there will have be a balance between cost of spares and stores and the

acceptance of a certain risk for a loss. WALLEM are willing to accept certain risks, i.e. loss of time. However WALLEM are not

accepting any risk which is dangerous to personnel or the environment. Consequently a machinery breakdown does not become a constant danger to safety, crew or environment. All critical equipment has a back up, hence we do not need to stock spares for the critical equipment.

Therefore, WALLEM believes that Masters and Chief Engineers must be aware of the

above policy and discuss minimum requirements with the vessel’s Superintendent. For guidance, in respect to consumable stores, the vessel must be always stocked at commencement of the voyage with Medicines as required by the Flag State for the “Ships Medical Locker”.

In respect to environment the stock of oil pollution equipment as detailed in the vessels

VRP/NTVRP or SOPEP should be always carried. Regarding spare parts, it is WALLEM’s understanding that large items to be maintained are those listed in the maker’s recommendation or supply at new building. Masters and Chief Engineers are to be able to demonstrate an understanding of the

foregoing terms and identify which are the critical spares and stores.



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14.14 Measuring and Test Equipment

The Flow-Chart in section 14.14.2 illustrate identification process for Measuring and Test equipment, which requires periodic calibration. Equipment varies according to ship and trade therefore the Flow-Chart is generic and not exhaustive in detailing items. To comply with our management of Safety and Protection of the Environment and minimising Process Loss all measuring equipment must be periodically proven, i.e. calibrated and error if any is established and recorded. The process of calibrating, measuring and test equipment requires documentation and includes the details of:-

- Equipment type and model - Location or use - Frequency of checks or calibration - Method of calibration - Acceptable error or establishing if error is constant - What maintenance to be undertaken in the event of unsatisfactory results - Manufacturer's instructions are to be followed - Authority to make adjustments should be specified and there should be no

tampering by unauthorised persons of adjustments. - Records

14.14.1 Atmospheric Sampling Equipment

According to vessel type and requirements certain special measuring and/or monitoring equipment is provide e.g.

Oxygen Analyser (Fixed, Portable, Pocket) Explosimeter, Combustible Gas Indicator Gascope, Tankscope Multigas Detectors Hydrogen Sulphide Indicators

The above mentioned equipment require periodic calibration and therefore sufficient

stocks of Calibration and spare gases should be held.

A log is to be maintained for all atmospheric sampling equipment , which is to include completed details of each equipment such as Model, Make and Type, Serial Number, any Spares etc.,

The date of routine calibration and result is to be noted in the Log. The frequency of Calibration for the various equipment, and the authorised person to calibrate them is to be specified in the log. Additionally each equipment is to have a tag with the date of the last calibration. Ensure proper “Response Curves” for the equipment model and calibration gases are held on board. A section of the log should include a list of spares held on board and details of any repairs / maintenance done on the instrument.



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14.14.2 Guidelines for identifying Measuring & Test equipment which requires Periodic Calibration

Quality Performing Inspection Safety Pollution

Prevention

Ship Performance Criteria

E.g. Cargo Monitoring

Cargo Temperatures Cargo Tank Pressures Cargo Pumping Rates Cargo Tank Levels

Reliability of Equipment - Sudden failures of which will cause Hazardous Situations - what is termed as Critical Equipment & Critical Systems

Process which Require Measurement of Parameters

MEASUREMENT INSTRUMENTS AND / OR EQUIPEMNT WHICH REQUIIRE CALIBRATION

Cargo Systems Loadicator Fixed & Portable Ullaging Systems Sounding Tapes Cargo Hold Temp Indicators Hold Atmospheric Samplers Hydrometers **

Navigation Radars GPS Echo Sounder Chronometer Sextants Barmoeter Magnetic Compass **

Machinery Boiler Pressure Gauges Pressure Gauges & Thermometers of Safeties & Trips Scavenge Space Fire Detectors **

Safety BA Bottles' Pressure Gauges Tank Atmospheric Samplers **

Pollution Prevention COP High Temperature Trips

COW Pressure Gauges

Cargo System Pressure Gauges

IG Pressure Gauges **

Procedures for Performance / Tests to Verify Requirement

** List is not an exhaustive one, but an example and guide



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14.14.3 Examples of equipment identified for Periodic Calibration Procedures

Example of equipment for Cargo Systems Loadicators Comparison with test values regularly Fixed and Portable Ullaging Systems Comparison against Sounding Tapes/

Thermometers (for UTI’s) Sounding Tapes Compare against steel ruler Cargo Hold Temperature Sensors Compare with Ice test or similar The frequency of tests are specified in the Pre-loading Procedures, a standard is prior loading and thereafter as required. Example of equipment for Navigation Radars VRM to be compared against Calibrating Rings every watch. GPS Compare against Terrestrial or Celestial Fixes once a day.

Vessel with two GPS or one GPS and One DGPS to cross check position daily

Echo Sounder Compare against Charted Depths. Sextant Check error periodically. Barometers Check against Port Meteorological or Port Authority once in

a year or when suspect Magnetic Compass Compass error every Watch, Check deviation curve once in

a year or when structural changes takes place. Example of equipment for Machinery Boiler Pressure Gauges Calibrate for every Boiler survey Example of equipment for Safety

Tank Atmospheric Samplers Use Calibration gas & Response Curve as required prior

a specific operation or frequently if suspect. Example of equipment for Pollution Prevention COP High Temperature Trips COW Pressure Gauges Cargo System Pressure Gauges IG Pressure Gauges



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14.14.4 Condition Monitoring (Safety Devices Monitoring)

Certain vessels due to their sophisticated equipment,plant and machinery may be provided with vibration monitoring instrurments.Steam turbine vessels, as normal outfit would require vibration monitoring based on class requirement for condition monitoring. Similarly,certain vessels may be provided with Temperature and Pressure Gauges’ calibrators depending on owners requirement for calibrating pressure gauges and pyrometers at planned intervals.

Planned routine testing of safety devices fitted for monitoring of all critical process and equipments are to be carried out at regular intervals and recorded in PMS Form E-14 or SMMS system. This record is also required to be verified by Classification Surveyor during periodical survey of automation installation.

14.14.5 Testing Equipment Ashore

There will be certain calibrators and/or equipment on board that cannot be verified on board for accuracy on board.These should be sent for calibration/checking to an authorised Service Company ashore during vessels periodic dry-docking or earlier if their performance is suspect.

14.15 Risk Assessemnt forms in SMMS

The procedure for incorporating the risk assessment form in the SMMS is given in SMMS General Letter 070. Vessels are to attach the Risk assessment forms to important and critical jobs as per procedure outlined. Prior commencement of Job requiring a documented risk assessment, a blank copy of the risk assessment is to be printed out. The form is not to be filled on the screen directly. The hazards and Risk mitigation measures are to be noted down . IT IS IMPORTANT TO DISCUSS THE HAZARDS AND RISK MITIGATION MEASURES EACH AND EVERY TIME WITH THE WHOLE TEAM AND THEN NOTE THEM DOWN ON THE FORM. THIS WILL ENSURE THAT EVERY MEMBER OF THE WORK TEAM IS AWARE OF THE HAZARDS AND MITIGATING ACTIONS. The blank form is then filled on the computer , based on the discussion that took place as above. Once the form is filled , the risk assessment form will be saved as part of Job history. Please refer to SMMS General letter 070 for detailing on editing of the Risk assessment form and the procedure for verification of the Risk assessment for any Job.

14.16 Risk Assessemnt forms for ships with Other PMS Systems ( Non – SMMS ) Blank Risk assessment forms have been sent in excel format from the office along with a couple of completed forms as samples. Printout of the blank form is to be taken and the hazards and Risk mitigation measures are to be noted down. IT IS IMPORTANT TO DISCUSS THE HAZARDS AND RISK MITIGATION MEASURES EACH AND EVERY TIME WITH THE WHOLE TEAM AND THEN NOTE THEM DOWN ON THE FORM. THIS WILL ENSURE THAT EVERY MEMBER OF THE WORK TEAM IS AWARE OF THE HAZARDS AND MITIGATING ACTIONS. The Form can then be filled in excel and printout taken and maintained on file. Alternatively, vessels may file the handwritten Risk Assessment forms.



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PURCHASING

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SECTION 15 PURCHASING 15.1 General

The stores and spares requisitions should be made after checking Inventory, Planned Maintenance and the Vessel’s Trading Pattern so that supplies can be made economically. The Master is in-charge of purchasing provisions for the vessel, he may also purchase minor items for maintenance through the ship chandler.

The Tankers on long voyages should plan their requirements at least one voyage in advance so that items can be delivered on commencement of next voyage.

15.2 WALLEM – Requisition System

The computerised WALLEM – Requisitioning system is to be used for requisitioning and procuring Stores, spare parts or consumables. The “Requisition System User Guide” provided for the system is to be consulted for detailed description of the system and to learn the methodology for using the system. General description of Requisitioning and Purchase system. All requisitions on board are generated on the Computerised Onboard System and are automatically numbered consecutively department-wise, with pre-fixes as follows. D=Deck, E=Engine, R=Radio, C=Cabin Stores shall be stocked on a six-month basis and as far as practical Paints and Chemicals on a three-month basis. Requisitions for stores and spares are to be separate as also requisitions for spares from different manufacturers / type of equipment. If the supplies are made through non-standard supplier, vessels will be notified to take extra care in checking the items before accepting the item. Also on completion of storing the Master is to notify the office through the requisition form of any non-conformity, of supplies including “poor quality” if applicable.

Vessel is to advise ship suppliers to arrange the stores with the minimum amount of plastic

wrapping possible. The Plastic and paper packing received with the stores to be returned to the supplier to the maximum extent possible to avoid Garbage piling up on board.

Vessel can pick up Urgent stores such as Bio Degradable Garbage bags and PPE

(Personal Protective Equipment) Locally. Office is to be advised on departure regarding the purchase.



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15.3 Spare Parts/Consumable Store

15.3.1 Requisitions are to be numbered in accordance with the details as per the WALLEM – “Requisition System User Guide”, which is compatible with our computerised spare parts requisition method.

15.3.2 Deck Department requisitions shall be prefixed with a letter "D" 4 digits

corresponding to the sequential number.

15.3.3 Engine Department requisitions shall be prefixed with a letter "E" 4 digits


15.3.4 Electronics/Radio Department requisitions shall be prefixed with a letter "R" 4 digits corresponding to the sequential number.

15.3.5 Catering Department requisitions shall be prefixed with a letter "C" 4 digits


15.3.6 If the ship is in urgent need of spares or stores, a faxed or telexed requisition may be sent to WALLEM SHIPMANAGEMENT LTD., with the correct departmental prefix and 4-digit number.

15.3.7 Requisitions for stores and spares should be separate. Also requisitions for spares

for different Maker should be separate. 15.3.8 When there is any correspondence regarding a particular requisition by way of

telexes or faxes, these should be filed along with the relevant requisition form in question, so that the complete history of same is readily available. Further, if a requisition is received in complete a statement to that effect must be made on the relevant copies of the form and the requisition closed. Missing items must be ordered under a new requisition. See WALLEM Requisition System user guide.

15.4 Pre-Delivery Store/Spares/Repairs

Requisitions Format will be similar to above but with prefix 'P' in front e.g. D0001 will be PD0001 and RRD0001 will be PRRD0001 and will be Office generated.

15.5 Guarantee claims

Requisitions for all departments will have prefix "GR" in front e.g. D0001 will be GRD0001 and E0001 will be GRE0001.

The JBA computerised requisitioning system will not handle Guarantee Claims per se. as these would be sent directly to the relevant shipyard. However transportation claims for the claim item will come under the purview of the JBA system and will be handled by the office.

15.6 Old Usable Spares

Any old usable spares should be tagged to reflect this fact to avoid any confusion.



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15.7 REQUISITIONING & PURCHASING PROCESS FLOW CHART

Master / Ch.Eng Generates Basis Requirements

Technical – Dept For Approval

Technical–Dept. Marks / Enters Supply Non Conformities

Purchase Department

Standard Suppliers

Technical Department

Requisitions-& Sent to EDD by E-Mail Floppy, TX, Fax

For Quotations

JBA –AS400 System Machinery Parts Std.Machy.Manufacturers Spare Parts with Code Nos. ISSA Codes Paints/Chemicals Lubes- Gas. Standard suppliers Data

Quotations

Technical Department Co-ordinates Supply

Purchase Order

Ship – Supplies Effected

Master – Ch.Eng Verifies

Technical–Dept. for Cost Comparison

Goods –Received format Completed

For Accrual

Updates Computer data system

For Information

For Invoice Matching



SECTION 16

OCCUPATIONAL HEALTH & SAFETY MANAGEMENT

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SECTION 16 OCCUPATIONAL HEALTH & SAFETY MANAGEMENT SYSTEM 16.1 Safety Policy Please refer to Section 1 for Company's policy on health and safety. 16.2 STCW Training Courses All officers and crew are required to undergo following STCW training course and hold valid

certificates: - a) Fire Fighting b) First Aid c) Survival at Sea d) Proficiency in survival craft Additionally, tanker officers & crew are required to undergo tanker safety, chemical tanker

safety, and LPG safety as applicable. 16.3 Health and Safety Organisation 16.3.1 On board, the Master is in charge and is assisted by the Second Officer. In the

office, Fleet Cell is the co-ordinator for giving necessary assistance and co-ordinating any urgent medical assistance. They will liaise with Insurance Department when P & I assistance is necessary.

16.3.2 The Second Officer is to maintain a Medical Log noting all medical attention

dispensed. The Master is to make it his routine to be aware of crew's health and verify the Medical log by signing it on a weekly basis. Relevant sickness & all injury cases are to be reviewed during vessel's safety committee meetings.

16.3.2 On board Safety Organisation is dealt with by the Ship's Safety Committee. Details on the functions of this Committee are in Section 5 of this manual.

16.4 Operating Procedures and Instruction

16.4.1.Company's Safety Manual gives comprehensive guidelines that are taken into account in conjunction with ISGOTT.

16.4.2 Depending upon the type of cargo the vessel is carrying, instructions would be issued by the charterers and or the commercial department of the Owners on potential hazards that may be encountered and the preventive measures that is to be taken. In case of any doubt or if the vessel requires further information, vessel is to Contact WALLEM for Instructions.



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16.5 Personnel Protection Equipment

16.5.1 “Process safety” aspects of Cargo / Stores handling / Equipment and the work environment must be monitored by the departmental heads and requisite notices and work orders are to be issued. Adequate PPE for the hazard identified are to be requisitioned and carried on board.

16.5.2. All officers and crew are supplied with boiler suits (recommended cotton and

orange colour) & safety shoes prior proceeding to the vessel. On board, they are provided with safety helmet (with chinstrap), safety goggles, hearing protective aid and safety gloves. They are also provided with cold weather gear. It is the responsibility of the individual to whom these items are issued to maintain it in clean and in good condition, always and stowed in the correct location. Defective PPE must be brought to the attention of the department head who must replace the same as deemed necessary. Safety Helmet head bands/supports must be correctly fitted and adjusted to be effective. Similarly Safety Goggles must be of good fit and anti-fog type.

16.5.3 All vessels have Material Safety Data Sheets for Chemicals, Lubricating oil, Paints, FO, MDO and Crude Oil. These must be referred to for health hazards & PPE advises.

16.5.4 All personnel will ensure that the correct use and operation of the tools are

adapted always. The department heads will ensure that ‘tool and equipment safety” culture is followed by the personnel under their charge.

16.5.5 Should vessel trade to an area where special PPE against local health conditions

are necessary (e.g. palomoto moths), then the Master is to advise WALLEM and obtain it locally or through WALLEM.

16.6 Medical Examination

16.6.1 Prior joining a vessel, pre-employment medical as per Flag State requirements along with drug and alcohol tests, for Tanker, OBO & PCC crews are done by approved medical practitioners.

16.6.2 All seafarers are vaccinated against yellow fever prior joining the vessel. 16.6.3 Seafarers are urged to take necessary precautions whilst on leave against Illnesses

such as Malaria, etc. if it is prevalent in their home area. 16.7 AIDS & HEPATITIS B Company notices on prevention of incurable transmitted diseases e.g. aids, hepatitis B are

available for making all staff aware of potential health risks involved. 16.8 Employment Health Records Master verifies the pre-joining medical and D + A analysis report of a new joiner. Employment health records are maintained in the office in each employee's file.



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16.9 On Board Hygiene The vessels Accommodation, Living quarters, Provisions and Drinking water is to be regularly inspected for Cleanliness and hygiene and non-conformances if any are to be corrected at the first opportunity. Special attention is to be paid to ensure the presence of insects, moths, rodents and other

pests are controlled to prevent the transmission of illness and disease to seafarers and other persons onboard.

On board hygiene is continually monitored by the Master and is supplemented by visit by

office staff at least once in six months. The on board “Garbage Management Plan “ is to be strictly complied with in reference to

maintaining an excellent ‘Sanitary Condition’ on board. 16.10 Catering

The catering service in this Company is of high standard where ship staff participates in managing the victualling.

All vessels are to have a mess committee to assist the Master in maintaining high

standards. The members of the mess committee would be for all department heads, the PCO/ cook and selected junior officers/ engineers and crew. The Mess committee would assist with suggestions in improving and maintaining high catering standard. The mess committee is to meet as per vessels trading pattern but at least once a month. No records of the minutes are required to be maintained.

16.11 On Board Medical Treatment and Control of Medicine

The Second Officer is responsible to the Master for health and hygiene onboard. He is the person on board designated to provide Medical First Aid. He shall have satisfactorily completed training in Medical First Aid that meets the requirements of the STCW convention as amended, which will enable him to take immediate and effective action in case of accidents or illnesses that are likely to occur on board and make use of medical advice obtained by radio or satellite communication. He is to report to the Master details of sick persons with a description of their condition. A list of those on the sick list with details of the complaint, symptoms and treatment given is to be kept in the Medical Log. He is to present the Medical log to the Master on a weekly basis for verification. He is responsible for the maintaining the Ship’s Medicine Chest as per flag state requirements, replenishing stock as necessary and verifying that all medicines on board are within their date of validity. He will maintain all medical records and forms as per flag state requirements. A Ship Master’s Report – To be completed by the ship’s master, assisted by the second officer. This form should be filled in the ship’s medical log and provides a brief but sufficiently comprehensive record of every medical case managed on board. Ship’s hospital should be ready for immediate use. The ship’s hospital should not be used as an additional cabin or used as a store room.



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Inspection of shipboard Medicine Chest Please refer to appropriate Flag State regulations for carrying out regular inspections of the ship’s Medicine Chest. MLC standard A 4.1.4(a) requires regular inspection by a competent authority of the ship’s Medicine Chest at intervals not exceeding 12 months

All vessels are supplied with medicines and equipment at least complying with flag state requirement. Second Officer is in charge of keeping records and ordering medical supplies.

Wallem vessels are also required to carry an enhanced standard of medication to be carried on board. Please refer to General letter No.6 in “Insurance” section of General Letter for details.

Date post:	05-Apr-2020
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